43.080 - Commercial vehicles
ICS 43.080 Details
Commercial vehicles
Nutzkraftfahrzeuge
Vehicules utilitaires
Tovorna vozila
General Information
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This document specifies requirements for the use of flammable refrigerants class A2L, A2 and A3 as defined in ISO 817 with regard to:
- design and construction (as far as not specified in EN 378-2);
- operation;
- in all anticipated operational modes and locations;
- including continuous idling during standstill;
- service and maintenance decommissioning;
for the investigation and mitigation of risk for thermally insulated means of transport, including: trucks, trailers, tanks, vans (light commercial vehicles), wagons, containers for land transport, small containers, packaging.
This document describes an Operational Mode Risk Assessment (OMRA), which uses methods such as Hazard and Operability Analysis (HAZOP), Failure Mode and Effects and Criticality Analysis (FMECA), or Fault Tree Analysis (FTA) or a combination of these methods;
The document specifies requirements:
- for the validation and consideration of possible safety concepts and protective devices within the OMRA process, including charge release tests, simulation, and function tests of the associated protective equipment;
- for tests related to the application;
using methodologies to achieve tolerable risk values.
Passenger air conditioning or equivalent mobile air conditioning systems covered in ISO 13043 and refrigerated containers on skeletal trailers conforming to ISO 20854 are excluded.
- Standard82 pagesEnglish languagesale 10% offe-Library read for1 day
This document provides requirements for operation of vehicles that use liquefied natural gas (LNG) as a fuel for propulsion, covering various aspects of LNGV workshops including activities, risk management, planning, personnel, layout, systems and operations. It provides requirements regarding the management of LNGV including use, parking, fuelling for commissioning, inspection, installation, repair and maintenance, disposal, transportation and documentation.
This document is applicable to the management of LNG vehicles.
- Draft32 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies requirements for the use of flammable refrigerants class A2L, A2 and A3 as defined in ISO 817 with regard to:
- design and construction of the refrigerating system (as far as not specified in EN 378-2);
- operation;
- in all anticipated operational modes and locations;
- including continuous idling during standstill;
- service, maintenance and decommissioning;
- for the investigation and mitigation of risk for thermally insulated means of transport, including: trucks, trailers, tanks, vans (light commercial vehicles), wagons, containers for land transport, small containers, packaging.
This document describes an Operational Mode Risk Assessment (OMRA), which uses methods such as Hazard and Operability Analysis (HAZOP), Failure Mode and Effects and Criticality Analysis (FMECA), or Fault Tree Analysis (FTA) or a combination of these methods.
The document specifies requirements:
- for the validation of possible safety concepts and protective devices within the OMRA process, including charge release tests, simulation, and function tests of the associated protective equipment;
- for tests related to the application;
- using methodologies to achieve tolerable risk values.
Mobile air conditioning systems in cars are covered in ISO 13043 and refrigerated containers conforming to ISO 20854 are excluded.
This document could be used for class "B" refrigerants providing the OMRA is adjusted to account for their specific properties.
- Standard82 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies a generic tyre model and model parameters for calculating lateral tyre forces, for use in lateral stability simulations of heavy commercial vehicle combinations with test cases according to ISO 14791. This tyre model is parameterized by easily understandable characteristics which can be estimated from tyre measurement data. If tyre data is not available, the parameters proposed in this document can be used. One typical application area of this document is the comparing and ranking of various vehicle combination configurations with respect to on-road lateral and roll stability. Such an assessment is usually performed at close to constant speed levels typical for public roads, usually higher than 40 km/h. The tyre model, however, can be useful for both high- and low-speed manoeuvring. This tyre model is relevant for representing the lateral performance of tyres on a vehicle combination when the longitudinal forces are insignificant, typically less than 10 % of the peak longitudinal friction utilization. The tyre model can be used for normal forces ranging from zero to twice the nominal normal force of the tyre. This tyre model has been developed for moderate lateral slip conditions; it is important that the model is used with care for scenarios where tyre slip angle exceeds 15°. This tyre model is suitable for vehicle models operating in the yaw and roll plane which naturally include vertical load transfer between the wheels during manoeuvring. The tyre model can also be used in models with less complexity such as pure yaw plane models. This document applies to heavy vehicles, including commercial vehicles, commercial vehicle combinations, buses and articulated buses as defined in ISO 3833 (trucks and trailers with a maximum weight above 3,5 tonnes and buses and articulated buses with a maximum weight above 5 tonnes, according to ECE and EC vehicle classification, categories M3, N2, N3, O3 and O4).
- Standard7 pagesEnglish languagesale 15% off
This document specifies a harmonized unloading connector for LNG road tanker at LNG fuelling stations. This document is also applicable to LNG RID applications. While LNG is also transported by rail, European regulations are organized through the International Carriage of Dangerous Goods by Rail (RID). The same configuration as defined by this document, can be utilized. This document includes requirements for (at least):
- functional description of the LNG unloading receptacle and LNG unloading nozzle;
- technical layout description of the LNG unloading receptacle.
The technical layout description of the LNG unloading nozzle is not part of this document.
The basic functional requirement of the LNG unloading connector are as follows:
- to prevent leakage of methane during operation and in particular during disconnecting;
- easy handling, no spillage and purging with nitrogen during disconnecting.
The loading connector between the LNG road tanker and the LNG terminal is not covered by this document.
See Figure 1.
- Standard21 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies the minimum safety interface requirement for the unloading stop system between the LNG road tanker and LNG fuelling station.
This document consists of two main topics:
- functional description of the unloading stop system;
- technical layout description of the unloading stop system.
- Standard12 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies filling, discharge and emergency procedures for road tankers equipped in accordance with EN 12252 used for the transportation of liquefied petroleum gas (LPG).
This document does not apply to "batteries of receptacles".
- Standard11 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies minimum requirements for the inspection and testing of the LPG road tanker, which includes its pressure vessel, accessories and vehicle LPG equipment.
This document does not specify requirements for the initial inspection (after manufacture) of a pressure vessel, see EN 12493, or for service equipment on the road tanker, see EN 12252.
This document does not apply to compartmented road tankers.
NOTE 1 There is no upper size limit for the pressure vessel as this will be determined by the gross vehicle weight limitation.
NOTE 2 For inspection and testing requirements of equipment other than the pressure vessel, accessories and vehicle LPG equipment, see applicable regulations.
- Standard20 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies minimum requirements for the inspection and testing of the LPG road tanker, which includes its pressure vessel, accessories and vehicle LPG equipment.
This document does not apply to compartmented road tankers.
NOTE 1 There is no upper size limit for the pressure vessel as this will be determined by the gross vehicle weight limitation.
NOTE 2 For further information on inspection and testing requirements of equipment other than the pressure vessel, accessories and vehicle LPG equipment, see applicable regulations.
- Standard20 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies filling, discharge and emergency procedures for road tankers equipped in accordance with EN 12252 used for the transport of liquefied petroleum gas (LPG).
This document does not apply to “batteries of receptacles”.
- Standard11 pagesEnglish languagesale 10% offe-Library read for1 day
IEC 62282-4-102:2022 is available as IEC 62282-4-102:2022 which contains the International Standard and its Redline version, showing all changes of the technical content compared to the previous edition.IEC 62282-4-102:2022 specifies the performance test methods of fuel cell power systems for propulsion and auxiliary power units (APU). This document covers fuel cell power systems for propulsion other than those for road vehicles. This document applies to gaseous hydrogen-fuelled fuel cell power systems and direct methanol fuel cell power systems for electrically powered industrial trucks. The following fuels are considered within the scope of this document:
- gaseous hydrogen, and
- methanol.
This document covers the fuel cell power system as defined in 3.7 and Figure 1. This document applies to DC type fuel cell power systems, with a rated output voltage not exceeding DC 150 V for indoor and outdoor use. This document covers fuel cell power systems whose fuel source container is permanently attached to either the industrial truck or the fuel cell power system.
This second edition cancels and replaces the first edition published in 2017. This edition includes the following significant technical changes with respect to the previous edition:
a. alignment of the Scope with the second edition of IEC 62282-4-101:2022;
b. deletion of terms and definitions (previous entries 3.5, 3.10, and 3.15);
c. addition of new terms in Clause 3: "delivered power" (3.13) and "regenerated power" (3.14);
d. revision of symbols and their meanings in alignment with those of IEC 62282-3-201;
e. replacement of "reference conditions" with "standard conditions" as seen in Clause 5;
f. revision of the test method for the accessory load voltage spike test (13.3.2);
g. addition of clarifications in Clause 14 (Power stability under operation);
h. addition of a checklist for performance criteria dealt with in this document (Annex C).
- Standard40 pagesEnglish languagesale 10% offe-Library read for1 day
This document describes a method for calculating steady-state rollover threshold of heavy commercial vehicles and buses, not considering the effects of active control systems. The calculation method considers the main factors that influence the rollover threshold, namely the height of centre of gravity, the track, the tyre lateral stiffness, and all factors that affect the vehicle roll stiffness. The considered compliances (e.g. tyre deformation) have a considerable influence on the effective track, and consequently on the steady-state rollover threshold. NOTE As an alternative to the described calculation method standard, the steady-state rollover threshold can be measured on a test track or with a tilt-table test as described in ISO 16333.
- Standard10 pagesEnglish languagesale 15% off
This document specifies equipment and accessories for road tankers used for the transport of Liquefied Petroleum Gas (LPG) and identifies the equipment that is considered necessary to ensure that filling, transportation and discharge operations can be carried out safely. It specifies the requirements for the assembly of the accessories and the vehicle LPG equipment to the road tanker. This document also identifies additional equipment and accessories that can be used on road tankers carrying LPG.
This document does not preclude the use of alternative designs, materials and equipment testing which provide the same or a higher level of safety. ADR [9] requires that such alternative technical codes be recognized by the competent authority, provided that the minimum requirements of section 6.8.2 of ADR [9] are complied with.
This document does not apply to “tank-containers” or “battery-vehicles” used for the transport of LPG.
- Standard35 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies the following points regarding the minimum requirements for an overfill prevention system:
- functions;
- major components;
- characteristics;
- test methods.
This document is applicable to overfill prevention systems for liquid fuels having a flash point up to but not exceeding 100 °C, excluding liquefied petroleum gas (LPG).
NOTE Vapour path detection is not part of this standard but can be provided as an option.
- Standard34 pagesEnglish languagesale 10% offe-Library read for1 day
This document provides a tilt-table test method for estimating vehicle lateral stability during tipping (or dump) operations. The test method results in a limit curve that creates an envelope of the tipper vehicle unit’s rollover threshold, at different tipper body inclinations. This document is applicable to both rear and side tipping vehicles. This document applies to heavy commercial vehicles and commercial vehicle combinations, as defined in ISO 3833, equipped with rearward or sideways tipping (or dump) bodies (trucks and trailers with maximum weight above 3,5 tonnes, according to ECE and EC vehicle classification, categories N2, N3, O3 and O4). NOTE The stability envelope can be applied to autonomous construction vehicles.
- Standard22 pagesEnglish languagesale 15% off
This part of IEC 62282 covers safety requirements for fuel cell power systems intended to be used in electrically powered industrial trucks as defined in ISO 5053-1:2020, except for:
- rough-terrain trucks (3.7);
- non-stacking low-lift straddle carrier (3.18);
- stacking high-lift straddle carrier (3.19);
- rough-terrain variable-reach truck (3.21);
- slewing rough-terrain variable-reach truck (3.22);
- variable-reach container handler (3.23);
- pedestrian propelled trucks (3.27, 3.28, 3.29 and 3.30).
This document applies to gaseous hydrogen-fuelled fuel cell power systems and direct methanol fuel cell power systems for electrically powered industrial trucks.
The following fuels are considered within the scope of this document:
- gaseous hydrogen;
- methanol.
This document covers the fuel cell power system as defined in 3.8 and Figure 1.
This document applies to DC type fuel cell power systems, with a rated output voltage not exceeding DC 150 V for indoor and outdoor use.
This document covers fuel cell power systems whose fuel source container is permanently attached to either the industrial truck or the fuel cell power system.
The following are not included in the scope of this document:
- detachable type fuel source containers;
- hybrid trucks that include an internal combustion engine;
- reformer-equipped fuel cell power systems;
- fuel cell power systems intended for operation in potentially explosive atmospheres;
- fuel storage systems using liquid hydrogen.
[Figure 1]
- Standard58 pagesEnglish languagesale 10% offe-Library read for1 day
This European Standard specifies equipment and accessories for road tankers used for the transport of Liquefied Petroleum Gas (LPG) and identifies the equipment that is considered necessary to ensure that filling, transportation and discharge operations can be carried out safely. It specifies the requirements for the assembly of the accessories and the vehicle LPG equipment to the road tanker. This European Standard also identifies additional equipment and accessories that can be used on road tankers carrying LPG.
This European Standard does not preclude the use of alternative designs, materials and equipment testing which provide the same or a higher level of safety. ADR [9] requires that such alternative technical codes be recognised by the competent authority, provided that the minimum requirements of section 6.8.2 of ADR [9] are complied with.
This European Standard does not apply to “tank-containers” or “battery-vehicles” used for the transport of LPG.
- Standard35 pagesEnglish languagesale 10% offe-Library read for1 day
This document applies to heavy vehicles—that is, to commercial vehicles and buses as defined in ISO 3833—that are covered by the categories M3, N2, N3, O3, and O4 of ECE and EC vehicle regulations. These categories pertain to trucks and trailers with maximum weights above 3,5 tonnes and to buses with maximum weights above 5 tonnes. Vehicle suspension kinematic and compliance (K&C) properties that impact vehicle stability and dynamic behaviour are described in this document and common methods of measurement are outlined. These methods are applicable to heavy vehicles. The measurements are performed on a single unit and typically one or two axles at a time. This document will define or reference the key suspension kinematic and compliance parameters necessary for characterizing and simulating vehicle suspension performance. These parameters also provide system-level descriptions of quasi-static behaviour that can be cascaded into subsystem and component performance targets. The suspension variables required for determining suspension characterization of one vehicle end, i.e. for a single axle or for multiple axles inter-related through suspension configuration (for example, walking-beam), are provided. Metrics pertaining to the chassis connection between the front and rear suspensions are not included. Some typical methods of measurement will be discussed, however detail on how the measurements are executed is not within the scope of this document.
- Standard35 pagesEnglish languagesale 15% off
This document specifies the general conditions that apply to vehicle ride comfort test methods. In particular, it specifies general conditions for: — variables; — measuring equipment and data processing; — environment (test track and wind velocity); — test vehicle preparation (tuning and loading); — initial driving; — test reports (general data and test conditions). These items are of general significance, regardless of the specific vehicle ride comfort test method. They apply when vehicle ride comfort properties are determined, unless other conditions are required by the standard which is actually used for the test method. This document is applicable to passenger cars as defined in ISO 3833 and light trucks. NOTE The general conditions defined in existing vehicle dynamics standards are valid until a reference to this document is included. This document mainly refers to road tests, but in many cases can be applied also for bench tests.
- Standard20 pagesEnglish languagesale 15% off
This document provides standard methods for determining a vehicle’s roll, pitch, and yaw mass moments of inertia (MOI) and roll-yaw product of inertia (POI). It applies to heavy vehicles, that is commercial vehicles and buses as defined in ISO 3833 (trucks and trailers with maximum weight above 3,5 tons and buses and articulated buses with maximum weight above 5 tons, according to ECE and EC vehicle classification, categories M3, N2, N3, O3 and O4). Mass moment of inertia measurements are performed separately for each single unit.
- Standard17 pagesEnglish languagesale 15% off
This document specifies a test method for steering effort measurement when manoeuvring a vehicle at low speed or with the vehicle stationary. It is mainly applicable to trucks having a mass exceeding 3,5 tonnes and buses and articulated buses having a mass exceeding 5 tonnes, according to ECE and EC vehicle classification, i.e. categories M3, N2, N3. This document can also be applicable to trucks having a mass not exceeding 3,5 tonnes and buses and articulated buses having a mass not exceeding 5 tonnes, i.e. categories M2, N1.
- Standard23 pagesEnglish languagesale 15% off
This document specifies a method for comparing simulation results from a vehicle model to measured test data for an existing vehicle according to closing-curve tests as specified in ISO 11026. The purpose of the validation is to demonstrate that the vehicle dynamics simulation, combined with an integrated electronic stability control (ESC) system, can predict the roll and yaw stability behaviour of a physical vehicle, including the ESC system interventions, during a closing-curve test. The simulation method can be either hardware-in-the-loop [with the original electronic control unit (ECU) on a HiL test stand] or software-in-the-loop, based on a software code generated from the same source as for the ECU in the real vehicle. This document applies to heavy vehicles, including commercial vehicles, commercial vehicle combinations, buses and articulated buses as defined in ISO 3833 (trucks and trailers with a maximum weight above 3,5 tonnes and buses and articulated buses with a maximum weight above 5 tonnes, according to ECE and EC vehicle classification, categories M3, N2, N3, O3 and O4).
- Standard13 pagesEnglish languagesale 15% off
- Standard13 pagesEnglish languagesale 15% off
This European Standard specifies minimum requirements for materials, design, construction and workmanship procedures, and tests for welded LPG road tanker pressure vessels and their welded attachments manufactured from carbon, carbon/manganese and micro alloy steels.
There is no upper size limit as this is determined by the gross vehicle weight limitation.
This European Standard does not cover pressure vessels for pressure vessel containers.
NOTE 1 In the context of this standard the term "road tanker" is understood to mean "fixed tanks" and "demountable tanks" as defined in ADR.
NOTE 2 The equipment for the pressure vessels and the inspection and testing after assembly is covered by EN 12252 and EN 14334, respectively.
NOTE 3 The design type of the road tanker is subject to approval by the competent authority, as required by ADR.
NOTE 4 This standard is intended for LPG only; however for other liquefied gases see EN 14025
- Standard58 pagesEnglish languagesale 10% offe-Library read for1 day
This European Standard applies to "Side by Side machines" or "SbSs" as defined in Clause 3, propelled by internal combustion engines using liquid fuels (petrol, diesel, bio-fuels, lpg) and/or electric drive, intended to be used primarily on unpaved surfaces and not intended to be used on public roads ).
This European Standard defines safety requirements relating to the elements of design, operation, and maintenance of Side by Side machines and deals with all significant hazards, hazardous situations and events relevant to Side by Side machines, when they are used as intended and under conditions of misuse which are reasonably foreseeable by the manufacturer (see Clause 4). It deals with the significant hazards during the whole lifecycle of the product as defined in of EN ISO 12100:2010, 5.3
This European Standard is not dealing with:
- Side by Side Machines exclusively intended for competition );
- Side by Side Machines intended to be used by persons under the age of 14 years;
- agricultural and forestry tractors coming under Regulation (EU)167/2013;
- 3 or 4 wheeled vehicles coming under Regulation (EU)168/2013;
- accessories for additional functions );
- the additional hazards due to the use of the Side by Side Machine on public roads;
- the additional hazards due to the use of remote control.
This document is not intended to cover all terrain machines (ATVs) complying with EN 15997.
This European Standard is not applicable to Side by Side machines which are manufactured before the date of its publication as EN.
- Standard88 pagesEnglish languagesale 10% offe-Library read for1 day
This document provides codes for the exchange of general, mass and administrative information between truck chassis manufacturers and bodywork manufacturers. The process of exchanging the above information can involve: — chassis manufacturer; — chassis importer; — chassis dealer; — one or more bodywork manufacturers; — bodywork component suppliers, e.g. manufacturers of demountable bodies, cranes and loading equipment, tipping equipment.
- Standard18 pagesEnglish languagesale 15% off
- Standard18 pagesEnglish languagesale 15% off
This document provides a set of codes for the exchange of dimensional data between truck chassis manufacturers and bodywork manufacturers. The process of exchanging the above information can involve: — chassis manufacturer; — chassis importer; — chassis dealer; — one or more bodywork manufacturers; and — bodywork component suppliers, e.g. manufacturers of demountable bodies, cranes and loading equipment, tipping equipment.
- Standard85 pagesEnglish languagesale 15% off
- Standard85 pagesEnglish languagesale 15% off
This European Standard applies to "Side by Side machines" or "SbSs" as defined in Clause 3, propelled by internal combustion engines using liquid fuels (petrol, diesel, bio-fuels, lpg) and/or electric drive, intended to be used primarily on unpaved surfaces and not intended to be used on public roads ).
This European Standard defines safety requirements relating to the elements of design, operation, and maintenance of Side by Side machines and deals with all significant hazards, hazardous situations and events relevant to Side by Side machines, when they are used as intended and under conditions of misuse which are reasonably foreseeable by the manufacturer (see Clause 4). It deals with the significant hazards during the whole lifecycle of the product as defined in of EN ISO 12100:2010, 5.3
This European Standard is not dealing with:
- Side by Side Machines exclusively intended for competition );
- Side by Side Machines intended to be used by persons under the age of 14 years;
- agricultural and forestry tractors coming under Regulation (EU)167/2013;
- 3 or 4 wheeled vehicles coming under Regulation (EU)168/2013;
- accessories for additional functions );
- the additional hazards due to the use of the Side by Side Machine on public roads;
- the additional hazards due to the use of remote control.
This document is not intended to cover all terrain machines (ATVs) complying with EN 15997.
This European Standard is not applicable to Side by Side machines which are manufactured before the date of its publication as EN.
- Standard88 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies the minimum requirements and test methods for lashing points for cargo securing on commercial vehicles and intermodal loading units for cargo transport.
This document does not apply to:
- Vehicles and intermodal loading units manufactured before publication of this standard;
- Vehicles and intermodal loading units designed and constructed exclusively for the transport of bulk materials;
- Vehicles and intermodal loading units designed and constructed exclusively for the transport of specific cargo with particular securing requirements;
- Vehicles (delivery vans) in conformance to ISO 27956;
- ISO series 1 freight containers.
- Standard13 pagesEnglish languagesale 10% offe-Library read for1 day
This document specifies a method for comparing simulation results from a vehicle model to measured test data for an existing vehicle combination's lateral stability according to driving tests as specified in ISO 14791. The comparison is made for the purpose of validating the simulation model for this type of test. A complete validation comprises the comparison for at least one tested vehicle and one variant of this vehicle, covered by a parameter variation in the vehicle model. The document applies to heavy vehicles, including commercial vehicles, commercial vehicle combinations, buses and articulated buses as defined in ISO 3833 (trucks and trailers with maximum weight above 3,5 tonnes and buses and articulated buses with maximum weight above 5 tonnes, according to ECE and EC vehicle classification, categories M3, N2, N3, O3 and O4).
- Standard11 pagesEnglish languagesale 15% off
This document specifies a method for comparing simulation results from a vehicle model to measured test data for an existing vehicle according to steady-state circular driving tests as specified in ISO 14792. The comparison is made for the purpose of validating the vehicle model for this type of test. This document applies to heavy vehicles, including commercial vehicles, commercial vehicle combinations, buses and articulated buses as defined in ISO 3833 (trucks and trailers with a maximum weight above 3,5 tonnes and buses and articulated buses with a maximum weight above 5 tonnes, according to ECE and EC vehicle classification, categories M3, N2, N3, O3 and O4).
- Standard16 pagesEnglish languagesale 15% off
This document describes a standard method for measuring a vehicle's longitudinal and lateral (horizontal plane) centre of gravity (CG) positions and three methods for estimating a vehicle's vertical CG position, the axle lift, tilt-table, and stable pendulum methods. It applies to heavy vehicles, that is commercial vehicles and buses as defined in ISO 3833 (trucks and trailers with maximum weight above 3,5 tonnes and buses and articulated buses with maximum weight above 5 tonnes, according to ECE and EC vehicle classification, categories M3, N2, N3, O3 and O4). CG measurements are performed separately for each single unit.
- Standard29 pagesEnglish languagesale 15% off
This document series describes a generic system for the exchange of data between truck chassis manufacturers and bodywork manufacturers. It applies to commercial vehicles as defined in ISO 3833, having a maximum gross vehicle mass above 3 500 kg. The process of exchanging the above information can involve: — chassis manufacturer; — chassis importer; — chassis dealer; — one or more bodywork manufacturers; and — bodywork component suppliers, e.g. manufacturers of demountable bodies, cranes and loading equipment, tipping equipment. This document specifically deals with the coding of dimensions and other characteristics of skip loaders, to ensure an efficient and unambiguous communication of installation data between the parties involved.
- Standard31 pagesEnglish languagesale 15% off
- Standard31 pagesEnglish languagesale 15% off
This document series describes a generic system for the exchange of data between truck chassis manufacturers and bodywork manufacturers. It applies to commercial vehicles as defined in ISO 3833, having a maximum gross vehicle mass above 3 500 kg. The process of exchanging the above information can involve: — chassis manufacturer; — chassis importer; — chassis dealer; — one or more bodywork manufacturers; and — bodywork component suppliers, e.g. manufacturers of demountable bodies, cranes and loading equipment, tipping equipment. This document specifically deals with the coding of dimensions and other characteristics of hook loaders, to ensure an efficient and unambiguous communication of installation data between the parties involved.
- Standard32 pagesEnglish languagesale 15% off
- Standard32 pagesEnglish languagesale 15% off
This document series describes a generic system for the exchange of data between truck chassis manufacturers and bodywork manufacturers. It applies to commercial vehicles as defined in ISO 3833, having a maximum gross vehicle mass above 3 500 kg. The process of exchanging product data can involve: — chassis manufacturer; — chassis importer; — chassis dealer; — one or more bodywork manufacturers; and — bodywork component suppliers, e.g. manufacturers of demountable bodies, cranes and loading equipment, tipping equipment. This document describes the general principles and provides an overview and recommendations to assist the parties implementing BEP codes for their communication process. The recommendations cover different ways to communicate and present the BEP codes. In particular, the application of XML for communication of BEP codes in an unambiguous way is described.
- Standard19 pagesEnglish languagesale 15% off
This European Standard describes the railway-specific requirements relating to semi-trailers which are transported by rail with pocket wagons. For this, the semi-trailers is meant to be suitable for handling by crane. They are handled by gantry cranes or mobile transhipment equipment by the grappler pockets using grabs and lifted into the pocket wagons. The semi-trailers rests with their wheels on the sunken loading area (pocket) of the wagon and at the front with the fifth-wheel plate on the jack. The king pin is locked in the jack and is responsible for the fixing of the semi-trailer in all directions and hence also for withstanding the relevant forces.
- Standard11 pagesEnglish languagesale 10% offe-Library read for1 day
This Technical Specification establishes performance testing and assessment procedures for whole Truck Mounted Attenuator systems (TMAs) under impact, and includes:
- Performance, acceptance and impact severity criteria;
- Requirements for the assessment of the connection to the mobile carrier;
- Minimum requirements for labelling.
- Technical specification17 pagesEnglish languagesale 10% offe-Library read for1 day
This Technical Specification establishes test methods for whole Truck Mounted Attenuator systems (TMAs) under impact..
- Technical specification17 pagesEnglish languagesale 10% offe-Library read for1 day
This European Standard describes the railway-specific requirements relating to semi-trailers which are transported by rail with pocket wagons. The semi-trailers shall, for this, be suitable for handling by crane. They are seized by gantry cranes or mobile transhipment equipment by the grappler pockets using grabs and lifted into the pocket wagons. The semi-trailers stand with their wheels on the sunken loading area (pocket) of the wagon and at the front with the fifth-wheel plate on the jack. The king pin is held in the jack and is responsible for the fixing of the semi-trailer in all directions and hence also for withstanding the relevant forces.
- Standard11 pagesEnglish languagesale 10% offe-Library read for1 day
ISO 19377:2017 describes test methods for determining the deviation of the path travelled by a vehicle during a braking manoeuvre induced by an emergency braking system from a pre-defined desired path. The purpose of this document is the evaluation of the vehicle path during and following the system intervention. The corrective steering actions for keeping the vehicle on the desired path can be applied either by the driver or by a steering machine or by a driver assistance system. By making this document open for either open-loop or closed-loop testing, it is possible to apply the test method for evaluating how well the vehicle can be kept within user-defined lane markings after the system intervention, and also for evaluating the precision of the interaction between the emergency braking system and an active lane keeping system. This document applies to heavy vehicles equipped with an advanced emergency braking system (AEBS), including commercial vehicles, commercial vehicle combinations, buses and articulated buses as defined in ISO 3833 (trucks and trailers with maximum weight above 3,5 tonnes and buses and articulated buses with maximum weight above 5 tonnes, according to ECE and EC vehicle classification, categories M3, N2, N3, O3 and O4). NOTE The test method is intended to evaluate the entire vehicle behaviour, not for defining system requirements for the AEBS, which is done in the respective standards created by ISO/TC 204.
- Standard12 pagesEnglish languagesale 15% off
- Standard12 pagesEnglish languagesale 15% off
This European Standard applies to body structures on commercial vehicles and on trailers.
This European Standard sets out basic minimum requirements for standard vehicle bodies (side walls, front and rear walls) and for reinforced vehicle bodies and specifies appropriate tests.
This European Standard applies to all commercial vehicles which are related by design and body type to the body structures described below.
Forces applied according to the test requirements described below can be invoked for load securing purposes.
The floor of the vehicle is a part of the sub frame. As long as the floor strength is not defined, the manufacturer should give the necessary information. Testing of the axle load on the floor should be carried out analogous to EN 283. The result should be marked in locations according to chapter 6.
This European Standard does not apply to vans according to ISO 27956.
- Standard26 pagesEnglish languagesale 10% offe-Library read for1 day
This European Standard applies to body structures on commercial vehicles and on trailers.
This European Standard sets out basic minimum requirements for standard vehicle bodies (side walls, front and rear walls) and for reinforced vehicle bodies and specifies appropriate tests.
This standard applies to all commercial vehicles which are related by design and body type to the body structures described below.
Forces applied according to the test requirements described below can be invoked for load securing purposes.
The floor of the vehicle is a part of the sub frame. As long as the floor strength is not defined, the manufacturer should give the necessary information. It is recommended to specify the loading capacity of the floor, the test and marking should be carried out analogous to EN 283.
This European Standard does not apply to vans according to ISO 27956.
- Standard26 pagesEnglish languagesale 10% offe-Library read for1 day
ISO 18375:2016 describes an open-loop test method for determining the yaw stability of a vehicle on a low friction road surface. It applies to heavy vehicles, that is commercial vehicles, commercial vehicle combinations, buses and articulated buses as defined in ISO 3833 (trucks and trailers with maximum weight above 3,5 tonnes and buses and articulated buses with maximum weight above 5 tonnes, according to ECE and EC vehicle classification, categories M3, N2, N3, O3 and O4). The method is intended for vehicles equipped with electronic yaw-stability control systems. As the results of this test depend largely on local and temporary changes in road surface friction, this International Standard gives recommendations about keeping the friction level as uniform as possible for good reproducibility of the test results.
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ISO 16552:2014 describes test methods for determining the stopping distance during a straight-line braking manoeuvre with the braking system fully operational. It applies to heavy vehicles equipped with an anti-lock braking system (ABS), including commercial vehicles, commercial vehicle combinations, buses and articulated buses as defined in ISO 3833 (trucks and trailers with maximum weight above 3,5 tonnes and buses and articulated buses with maximum weight above 5 tonnes, according to ECE and EC vehicle classification, categories M3, N2, N3, O3, and O4).
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The ISO 21308 series describes a generic system for the exchange of data between truck chassis manufacturers and bodywork manufacturers. It applies to commercial vehicles as defined in ISO 3833, having a maximum gross vehicle mass above 3 500 kg. The process of exchanging the above information can involve chassis manufacturers, chassis importers, chassis dealers, one or more bodywork manufacturers, and bodywork component suppliers, e.g. manufacturers of demountable bodies, cranes and loading equipment, and tipping equipment. ISO 21308-5:2014 specifically describes the coding dimensions and other characteristics of loader cranes and auxiliary stabilizers, to ensure an efficient and unambiguous communication of installation data between the parties involved. ISO 21308-5:2014 covers loader cranes as specified in ISO 15442, designed to be fitted on commercial vehicles (including trailers). ISO 21308-5:2014 is not applicable to other load-lifting systems (e.g. tail lifts, hook loader systems).
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ISO 16121-1:2012 applies to the driver's workplace in low-floor line-service buses designed for the carriage of passengers, comprising more than eight seats in addition to the driver's seat, and having a maximum weight exceeding five metric tonnes and an overall width exceeding 2,30 m. ISO 16121-1:2012 contains basic requirements for an ergonomic and comfortable seating position, which is essential to keep drivers in a good state of health. The dimensions and mounting positions of a driver's seat, pedals and steering should be carefully chosen to enable drivers to sit in an ergonomic seating position, i.e. sitting at angles which comply with the given ranges of comfort and to allow some variation when seated.
- Standard14 pagesEnglish languagesale 15% off
- Standard14 pagesEnglish languagesale 15% off
ISO 16121-4:2011 specifies minimum requirements for the cabin environment. ISO 16121-4:2011 applies to the driver's workplace in low-floor line-service buses designed for the carriage of passengers, comprising more than eight seats in addition to the driver's seat, and having a maximum weight exceeding five metric tonnes and an overall width exceeding 2,30 m.
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- Standard6 pagesEnglish languagesale 15% off
ISO 16121-2:2011 specifies the requirements for the driver's field of view to the area in front of the vehicle, to the entrance opposite the driver's seat and the interior compartment. ISO 16121-2:2011 applies to the driver's workplace in low-floor line-service buses designed for the carriage of passengers, comprising more than eight seats in addition to the driver's seat, and having a maximum weight exceeding five metric tonnes and an overall width exceeding 2,30 m.
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ISO 16121-3:2011 specifies requirements for the location of information devices and controls. ISO 16121-3:2011 applies to the driver's workplace in low-floor buses designed for the carriage of passengers, comprising more than eight seats in addition to the driver's seat, and having a maximum weight exceeding five metric tonnes and a maximum width exceeding 2,30 m.
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- Standard9 pagesEnglish languagesale 15% off
ISO 14792:2011 specifies tests for determining the steady-state directional control response of heavy vehicles, one of the factors composing vehicle dynamics and road-holding properties. ISO 14792:2011 is applicable to heavy vehicles, i.e. commercial vehicles, combinations, buses and articulated buses as defined in ISO 3833, covered by Categories M3, N2, N3, O3, and O4 of UNECE (United Nations Economic Commission for Europe) and EC vehicle regulations. These categories pertain to trucks and trailers with a maximum mass above 3,5 t and to buses and articulated buses with a maximum mass above 5 t.
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ISO 16333:2011 specifies a tilt-table test method for estimating the steady-state rollover threshold of a heavy commercial vehicle or bus, i.e. the maximum lateral acceleration that the test vehicle could sustain in steady-state turning without rolling over. ISO 16333:2011 is applicable to complete roll units/combinations of roll-coupled vehicle units, e.g. single-unit vehicles, tractor semitrailer combinations, articulated buses, full trailers, B-train combinations, of commercial vehicles, commercial vehicle combinations, buses or articulated buses as defined in ISO 3833, and under Categories M3, N2, N3, O3 and O4 of ECE and EC vehicle regulations (trucks and trailers with maximum weights above 3,5 t and buses and articulated buses with maximum weights above 5 t). ISO 16333:2011 does not cover transient, vibratory or dynamic rollover situations; nor does it consider the influences of dynamic stability control systems. Furthermore, the quality of the estimate of the steady-state rollover threshold provided by the test method decreases as the tilt angle required to produce rollover increases. Even so, the results for heavy vehicles with high rollover thresholds can be used for comparing their relative steady-state roll stability.
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