natgillin/translations-raw huggingface dataset:
The water shall strike the pavement 0,25 to 0,5 m ahead of the centre of tyre contact.
konfiguracija „Konfiguracija 1“: preskušane pnevmatike na sprednji in zadnji osi: to je standardna konfiguracija, ki se mora uporabiti, če je to mogoče;
The nozzle shall be located 100 mm above the pavement or the minimum height required to clear obstacles which the tester is expected to encounter, but in no case more than 200 mm above the pavement.
konfiguracija „Konfiguracija 2“: preskušani pnevmatiki na sprednji osi in referenčne pnevmatike ali kontrolne pnevmatike na zadnji osi: dovoljeno v primerih, ko namestitev preskušanih pnevmatik na zadnjo os ni mogoča;
The quantity of water applied at 50 km/h shall be 14 l/s per meter of the width of the wetted surface.
konfiguracija „Konfiguracija 3“: preskušane pnevmatike na zadnji osi in referenčni pnevmatiki ali kontrolni pnevmatiki na sprednji osi: dovoljeno v primerih, ko namestitev preskušanih pnevmatik na sprednjo os ni mogoča.
The nominal values of rate of water application shall be maintained within ± 10 per cent.
Za navpično obremenitev, ki znaša najmanj 75 odstotkov nosilnosti pnevmatike, se tlak v pnevmatikah „Pt“ izračuna po naslednji formuli:
Test procedure
statična preskusna obremenitev pnevmatike,
Fit the test tyres on rims specified by a recognised tyre and rim standards organisation as listed in Appendix 4 to Annex 6 to this Regulation.
največja masa, povezana z indeksom nosilnosti pnevmatike.
Ensure proper bead seating by the use of a suitable lubricant.
Za navpično obremenitev, ki znaša manj kot 75 odstotkov nosilnosti pnevmatike, se tlak v pnevmatikah „Pt“ izračuna po naslednji formuli:
Check the test tyres for the specified inflation pressure at ambient temperature (cold), just prior to testing.
Če Pr ni označen na bočni steni, je osnova tlak, ki je naveden v priročnikih z veljavnimi standardi za pnevmatike in ustreza največji nosilnosti za enojno pnevmatiko.
For the purpose of this standard the testing tyre cold inflation pressure Pt shall be calculated as follows:
Tlak v pnevmatikah je treba preveriti pri temperaturi okolice tik pred preskušanjem.
Inflation pressure marked on the sidewall.
Statična obremenitev vsake osi se med preskusnim postopkom ne spreminja.
If Pr is not marked on the sidewall refer to the specified pressure in applicable tyre standards manuals corresponding to maximum load capacity for single applications
Statična obremenitev vsake pnevmatike znaša med 60 odstotkov in 100 odstotkov nosilnosti preskušane pnevmatike.
The static test load of the tyre
Ta vrednost ne sme preseči 100 odstotkov nosilnosti referenčne pnevmatike.
The maximum mass associated with the load capacity index of the tyre
Obremenitev pnevmatik na isti osi se ne sme razlikovati za več kot 10 odstotkov.
For tyre break-in, two braking runs are performed.
Pri namestitvi v skladu s konfiguracijama 2 in 3 morajo biti izpolnjene naslednje dodatne zahteve:
The tyre shall be conditioned for a minimum of two hours adjacent to the test track such that it is stabilised at the ambient temperature of the test track area.
konfiguracija 2: obremenitev sprednje osi > obremenitev zadnje osi;
The tyre(s) shall not be exposed to direct sunshine during conditioning.
zadnja os je lahko opremljena z 2 ali 4 pnevmatikami;
The load conditions for testing shall be 75 ± 5 per cent of the value corresponding to the load index.
konfiguracija 3: obremenitev zadnje osi > obremenitev sprednje osi × 1,8
Shortly before testing, the track shall be conditioned by carrying out at least ten braking test runs at 50 km/h on the part of the track to be used for the performance test programme but using a tyre not involved in that programme;
Nameščene preskusne pnevmatike se hranijo na primernem kraju vsaj dve uri, tako da imajo pred preskušanjem vse enako temperaturo okolice.
Immediately prior to testing, the tyre inflation pressure shall be checked and reset, if necessary, to the values given in paragraph 2.1.2.1.
Zaščitijo se pred soncem, da se ne bi zaradi sončnega sevanja preveč segrele.
The test speed shall be at 50 ± 2 km/h and shall be maintained between these limits throughout the test run.
Utekanje pnevmatik se izvede z dvema potekoma zaviranja.
The direction of the test shall be the same for each set of tests and shall be the same for the test tyre as that used for the SRTT with which its performance is to be compared.
Tlak preskusne steze se pripravi z izvedbo vsaj desetih potekov preskusa s pnevmatikami, ki niso vključene v program preskušanja, pri začetni hitrosti najmanj 65 km/h (torej višji od začetne preskusne hitrosti, s čimer se zagotovi priprava zadostne dolžine steze).
Deliver water to the pavement ahead of the test tyre approximately 0,5 s prior to brake application (for internal watering system).
Najprej se na vozilo namesti sklop referenčnih pnevmatik.
For the evaluation of the performance of any tyre compared with that of the SRTT, the braking test should be run at the same area on the test pad.
Glede na vrsto menjalnika sta mogoča dva primera:
The order of testing shall be:
Ročni menjalnik
R1 — T — R2
Takoj ko vozilo doseže merilno cono in hitrost 65 ± 2 km/h, voznik sprosti sklopko in močno pritisne na zavorno stopalko, ki jo drži toliko časa, kolikor je potrebno za izvedbo meritve.
R1 the initial test of the SRTT,
Avtomatski menjalnik
R2 the repeat test of the SRTT and
Takoj ko vozilo doseže merilno cono in hitrost 65 ± 2 km/h, voznik preklopi v nevtralni položaj, nato pa močno pritisne na zavorno stopalko, ki jo drži toliko časa, kolikor je potrebno za izvedbo meritve.
T the test of the candidate tyre to be evaluated.
Samodejno aktiviranje zavor se lahko izvede z zaznavnim sistemom, ki je sestavljen iz dveh delov, pri čemer je en del povezan s stezo, drugi pa je na vozilu.
A maximum of three candidate tyres may be tested before repeating the SRTT test, for example:
V tem primeru se zaviranje izvede natančneje na istem odseku steze.
R1 — T1 — T2 — T3 — R2
Če med meritvijo ni izpolnjen kateri izmed zgornjih pogojev (toleranca hitrosti, zavorni čas itd.), se meritev izloči in se izvede nova meritev.
Calculate the peak braking force coefficient, μpeak, for each test using the following equation:
Vrstni red potekov preskusa
μ(t) dynamic tyre braking force coefficient in real time,
Vrstni red potekov za preskus s 3 kompleti preskušanih pnevmatik (T1 do T3) in referenčno pnevmatiko (R) je:
fh(t) dynamic braking force in real time, N,
R – T1 – T2 – T3 – R
fv(t) dynamic vertical load in real time, N
Vrstni red potekov za preskus s 5 kompleti preskušanih pnevmatik (T1 do T5) in referenčno pnevmatiko (R) je:
Using equation (1) for dynamic tyre braking force coefficient, calculate the peak tyre braking force coefficient, μpeak, by determining the highest value of μ(t) before lockup occurs.
R – T1 – T2 – T3 – R –T4 – T5 – R.
Analogic signals should be filtered to remove noise.
Smer preskusa je v vsakem nizu preskusov enaka; enaka je tudi za preskušano preskusno pnevmatiko, ki se uporabi za SRTT, s katero se delovanje primerja.
Digitally recorded signals may be filtered using a moving average technique.
Pri vsakem preskusu in pri novih pnevmatikah se rezultati prvih dveh meritev zaviranja izločijo.
Calculate the average values of peak-braking coefficient (μpeak, ave) by averaging four or more valid repeated runs for each set of test and reference tyres for each test condition provided that the tests are completed within the same day.
Po izvedbi najmanj 3 veljavnih meritev v isti smeri se referenčne pnevmatike nadomestijo s kompletom preskušanih pnevmatik (ena izmed 3 konfiguracij iz odstavka 2.2.2.2) in izvede se najmanj 6 veljavnih meritev.
For the reference tyre:
Pred ponovnim preskusom referenčne pnevmatike se lahko preskusijo največ trije kompleti preskušanih pnevmatik.
If the coefficient of variation of the peak braking coefficient, which is calculated by ‘standard deviation/average × 100’ of the reference tyre is higher than five per cent, discard all data and repeat the test for this reference tyre.
Izračun povprečnega pojemka (AD)
For the candidate tyres:
Pri vsaki ponovitvi meritve se povprečni pojemek AD (m · s– 2) izračuna po naslednji formuli:
The coefficients of variation (standard deviation/average × 100) are calculated for all the candidate tyres.
pri čemer je d (m) razdalja, prevožena med začetno hitrostjo Si (m · s– 1) in končno hitrostjo Sf (m · s– 1).
If one coefficient of variation is greater than five per cent, discard the data for this candidate tyre and repeat the test.
če je koeficient variacije „AD“ za kateri koli dve zaporedni skupini 3 potekov preskusa z referenčno pnevmatiko večji od 3 odstotkov, se vsi podatki izločijo, preskus pa se ponovi z vsemi pnevmatikami (preskušanimi in referenčnimi pnevmatikami).
If R1 is the average of the peak braking coefficient in the first test of the reference tyre, R2 is the average of the peak braking coefficient in the second test of the reference tyre, the following operations are performed, according to the following table:
Koeficient variacije se izračuna:
If the number of sets of candidate tyres between two successive runs of the reference tyre is:
standardno odstopanje
and the set of candidate tyres to be qualified is:
povprečje
then ‘Ra’ is calculated by applying the following:
koeficienti variacije se izračunajo za vse preskušane pnevmatike:
R1 — T1 — R2
Če je en koeficient variacije večji od 3 odstotkov, se podatki za to preskušano pnevmatiko izločijo, preskus pa se ponovi.
R1 — T1 — T2 — R2
Izračun koeficienta zavorne sile, BFC
The wet grip index (G) shall be calculated as:
BFC(R) in BFC(T) se izračunata v skladu s preglednico 2:
Wet grip index (G) = μpeak,ave (T)/μpeak, ave (R)
g je gravitacijski pospešek (zaokrožen na 9,81 m · s– 2).
It represents the relative Wet Grip Index for braking performance of the candidate tyre (T) compared to the reference tyre (R).
Tip pnevmatike
Standard vehicle procedure
Koeficient zavorne sile
The vehicle used shall have two axles and be equipped with an anti-lock braking system (e.g. standard production vehicle of M2, M3, N1, N2 or N3 category).
Ta (a = 1, 2 itd.) je povprečje vrednosti AD za preskus preskušane pnevmatike.
The ABS shall continue to fulfil the utilisation of adhesion requirements defined in the Regulations as appropriate, and shall be comparable and constant throughout the tests with the different tyres mounted.
Izračun relativnega indeksa oprijema pnevmatike na mokri podlagi
The following tolerances shall be respected:
Indeks oprijema na mokri podlagi pomeni relativno učinkovitost preskušane pnevmatike v primerjavi z referenčno pnevmatiko.
For the speed measurements: ± 1 per cent or ± 0,5 km/h whichever is greater;
Njegov izračun temelji na preskusni konfiguraciji, opredeljeni v odstavku 2.2.2.2 te priloge.
For the distance measurements: ± 1 × 10– 1 m.
Indeks oprijema pnevmatike na mokri podlagi se izračuna v skladu s preglednico 3:
A display of the measured speed or the difference between the measured speed and the reference speed for the test can be used inside the vehicle so that the driver can adjust the speed of the vehicle.
Konfiguracija C1:
A data acquisition system can be also used for storing the measurements.
preskušane pnevmatike na obeh oseh
Starting with a defined initial speed, the brakes are applied hard enough on the two axles at the same time to activate the ABS system.
indeks oprijema na mokri podlagi
The Average Deceleration (AD) is calculated between two defined speeds, with an initial speed of 60 km/h and a final speed of 20 km/h.
Konfiguracija C2:
Vehicle equipment
preskušani pnevmatiki na sprednji osi in referenčne pnevmatike na zadnji osi
The rear axle may be indifferently fitted with 2 or 4 tyres.
Konfiguracija C3:
For the reference tyre testing, both axles are fitted with reference tyres (a total of 4 or 6 reference tyres depending on the choice above mentioned).
referenčni pnevmatiki na sprednji osi in preskušane pnevmatike na zadnji osi
For the candidate tyre testing, 3 fitting configurations are possible:
BFCR
Configuration ‘Configuration 1’: Candidate tyres on front and rear axles: it is the standard configuration that should be used every time it is possible.
pri čemer je:
Configuration ‘Configuration 2’: Candidate tyres on front axle and reference tyre or control tyre on rear axle: allowed in such cases where fitting the candidate tyre on the rear position is not possible.
odziv sprednje pnevmatike na cesti v običajni smeri (smeri Z), „Z2“ odziv zadnje pnevmatike na cesti v običajni smeri (smeri Z).
Configuration ‘Configuration 3’: Candidate tyres on rear axle and reference tyre or control tyre on front axle: permitted in such cases where fitting the candidate tyre on the front position is not possible.
Primerjava oprijema na mokri podlagi med preskušano pnevmatiko in referenčno pnevmatiko s kontrolno pnevmatiko Kadar je velikost preskušane pnevmatike bistveno drugačna od velikosti referenčne pnevmatike, se lahko zgodi, da ju ni mogoče neposredno primerjati na istem vozilu.
For a vertical load higher or equal to 75 per cent of the load capacity of the tyre, the test inflation pressure ‘Pt’ shall be calculated as follows:
Na eno vozilo se lahko namestita referenčna in kontrolna pnevmatika, na drugo pa kontrolna in preskušana pnevmatika.
static test load of the tyre
Načelo temelji na uporabi kontrolne pnevmatike in 2 različnih vozil za oceno preskušane pnevmatike v primerjavi z referenčno pnevmatiko.
maximum mass associated with the load capacity index of the tyre
Na eno vozilo se lahko namestita referenčna in kontrolna pnevmatika, na drugo pa kontrolna in preskušana pnevmatika.
For a vertical load lower than 75 per cent of the load capacity of the tire, the test inflation pressure Pt shall be calculated as follows:
Prvo ocenjevanje je primerjava med kontrolno pnevmatiko in referenčno pnevmatiko.
If Pr is not marked on the sidewall refer to the specified pressure in applicable tyre standard manuals corresponding to maximum load capacity for single applications.
Prvo ocenjevanje je primerjava med kontrolno pnevmatiko in referenčno pnevmatiko.
Check the tyre pressure just prior to testing at ambient temperature.
Drugo ocenjevanje je primerjava med preskušano pnevmatiko in kontrolno pnevmatiko.
The static load on each axle shall remain the same throughout the test procedure.
Drugo ocenjevanje je primerjava med preskušano pnevmatiko in kontrolno pnevmatiko.
The static load on each tyre shall lie between 60 per cent and 100 per cent of the candidate tyre's load capacity.
Rezultat (indeks oprijema na mokri podlagi 2) je relativna učinkovitost preskušane pnevmatike v primerjavi s kontrolno pnevmatiko.
This value shall not exceed 100 per cent of the load capacity of the reference tyre.
Drugo ocenjevanje se največ en teden pozneje opravi na isti preskusni stezi kot prvo ocenjevanje.
Tyre load on the same axle should not differ by more than 10 per cent.
Temperatura namočene površine je v območju ± 5°C od temperature pri prvem ocenjevanju.
The use of fitting as per Configurations 2 and 3 shall fulfil the following additional requirements:
Komplet kontrolnih pnevmatik (4 ali 6 pnevmatik) je isti kot pri prvem ocenjevanju.
Configuration 2: Front axle load > Rear axle load
Izbira kompleta pnevmatik kot kompleta kontrolnih pnevmatik
The rear axle may be indifferently fitted with 2 or 4 tyres
Lahko se uporabi predhodna primerjava SRTT.
Configuration 3: Rear axle load > Front axle load × 1,8
Rezultati primerjave se redno preverjajo.
Place the fitted test tyres in a location for a minimum of two hours such that they all have the same ambient temperature prior to testing, and shield them from the sun to avoid excessive heating by solar radiation.
Pred prvim ocenjevanjem (kontrolna pnevmatika/referenčna pnevmatika) se lahko uporabijo običajni pogoji skladiščenja.
For tyre break-in, perform two braking runs.
Referenčne in kontrolne pnevmatike
Condition the pavement by conducting at least ten test runs with tyres not involved in the test programme at an initial speed higher or equal to 65 km/h (which is higher than the initial test speed to guarantee that a sufficient length of track is conditioned).
Takoj po oceni kompleta kontrolnih pnevmatik v primerjavi z referenčno pnevmatiko se pri zamenjavi kontrolnih pnevmatik uporabijo posebni pogoji skladiščenja.
First, mount the set of reference tyres on the vehicle.
Skladiščenje kontrolnih pnevmatik
The vehicle accelerates in the starting zone up to 65 ± 2 km/h.
Dodatek
As soon as the driver is in the measuring zone and having reached 65 ± 2 km/h, select neutral gear and then the brake pedal is depressed sharply, holding it down as long as necessary to perform the measurement.
Hitrost (km/h):
Automatic activation of the brakes can be performed by means of a detection system made of two parts, one indexed to the track and one embarked on the vehicle.
Globina vode (mm):
In that case braking is made more rigorously at the same portion of the track.
Velikost
If any of the above-mentioned conditions are not met when a measurement is made (speed tolerance, braking time, etc.), the measurement is discarded and a new measurement is made.
Opis namembnosti
Test running order
Oznaka pnevmatike
R — T1 — T2 — T3 — R
Dezen
The run order for a test of 5 sets of candidate tyres (T1 to T5) plus a reference tyre R would be:
Obremenitev (N)
R — T1 — T2 — T3 — R -T4 — T5 — R
Tlak (kPa)
The direction of the test shall be the same for each set of tests and shall be the same for the candidate test tyre as that used for the SRTT with which its performance is to be compared.
Povprečje
For each test and for new tires, the first two braking measurements are discarded.
Standardno odstopanje σ
After at least 3 valid measurements have been made in the same direction, the reference tyres are replaced by a set of the candidate tyres (one of the 3 configurations presented in paragraph 2.2.2.2) and at least 6 valid measurements shall be performed.
(σ/povprečje) ≤ 5 odstotkov
A maximum of three sets of candidate tyres can be tested before the reference tyre is re-tested.
Ra, prilagojen
Calculation of the Average Deceleration (AD)
Indeks oprijema na mokri podlagi
Each time the measurement is repeated, the average deceleration AD (m·s– 2) is calculated by:
Temp. površine (°C)
Where d (m) is the distance covered between the initial speed Si (m·s– 1) and the final speed Sf (m·s– 1).
Temp. okolice (°C)
If the coefficient of variation of ‘AD’ of any two consecutive groups of 3 runs of the reference tyre is higher than 3 per cent, discard all data and repeat the test for all tyres (the candidate tyres and the reference tyre).
Pripombe
The coefficient of variation is calculated by the following relation:
Primer 2: Poročilo o preskusu indeksa oprijema na mokri podlagi po metodi z osebnim avtomobilom
average
Steza:
Calculation of the ‘average AD’
Blagovna znamka:
Braking force coefficient is
DEZEN D
Calculation of the relative wet grip performance index of the tyre
VELIKOST D
The Wet grip index represents the relative performance of the candidate tyre compared to the reference tyre.
Tlak na sprednji osi (kPa)
The way to obtain it depends on the test configuration as defined in paragraph 2.2.2.2 of this annex.
Tlak na zadnji osi (kPa)
The wet grip index of the tyre is calculated as reported into Table 3:
Obremenitev sprednje osi (kg)
Configuration C1:
Obremenitev zadnje osi (kg)
candidate tyres on both axles
Temp. mokre površine (°C)
Configuration C3:
Meritev
reference tyres on front axle and candidate tyres on rear axle
Povprečni AD (m/s2)
horizontal distance between rear axle and centre of gravity of the loaded vehicle
BFC(T) preskušane pnevmatike
vertical distance between ground level and centre of gravity of the loaded vehicle (m).
Indeks oprijema na mokri podlagi (%)
When ‘h’ is not precisely known, these worst case values shall apply: 1,2 for configuration C2, and 1,5 for configuration C3
PRESKUSNI POSTOPEK ZA MERJENJE KOTALNEGA UPORA
loaded vehicle acceleration (m · s– 2)
PRESKUSNE METODE
acceleration due to the gravity (m · s– 2)
V tem pravilniku so v nadaljevanju navedene alternativne merilne metode.
longitudinal (X-direction) reaction of the front tyre on the road
Posamezno metodo izbere preskuševalec.
normal (Z-direction) reaction of the rear tyre on the road
pri metodi s silo: reakcijska sila, izmerjena ali preoblikovana na osi kolesa [1];
Nomenclature explanation related to grip index of the tyre
pri metodi z navorom: vhodni navor, izmerjen na preskusnem bobnu [2];
When the candidate tyre size is significantly different from the reference tyre, a direct comparison on the same vehicle may be not possible.
pri metodi s pojemkom: merjenje pojemka preskusnega bobna in sklopa pnevmatike [2] Izmerjena vrednost pri metodah z navorom, pojemkom in energijo zajema tudi izgube na ležajih in aerodinamične izgube kolesa, pnevmatike in bobna, kar je treba upoštevati tudi za nadaljnjo razlago podatkov.
This approach uses an intermediate tyre, hereinafter called the control tyre.
pri metodi z energijo: merjenje dovoda energije na preskusni boben [2] Izmerjena vrednost pri metodah z navorom, pojemkom in energijo zajema tudi izgube na ležajih in aerodinamične izgube kolesa, pnevmatike in bobna, kar je treba upoštevati tudi za nadaljnjo razlago podatkov.
The principle lies upon the use of a control tyre and 2 different vehicles for assessing a candidate tyre in comparison with a reference tyre.
PRESKUSNA OPREMA
One vehicle can fit the reference tyre and the control tyre, the other the control tyre and the candidate tyre.
Specifikacije za boben
All conditions are in conformity with paragraphs 2.2.1.2 to 2.2.2.5 above.
Premer
The first assessment is a comparison between the control tyre and the reference tyre.
Preskusni dinamometer ima cilindrični vztrajnik (boben) s premerom najmanj 1,7 m.
The result (Wet Grip Index 1) is the relative efficiency of the control tyre compared to the reference tyre.
Vrednosti Fr in Cr so izražene glede na premer bobna 2,0 m.
The second assessment is a comparison between the candidate tyre and the control tyre.
Če se uporablja boben, katerega premer ni 2,0 m, se opravi korelacijski popravek na podlagi metode iz odstavka 6.3 te priloge.
The result (Wet Grip Index 2) is the relative efficiency of the candidate tyre compared to the control tyre.
Površina
The second assessment is done on the same track as the first one and within one week maximum.
Površina bobna je iz gladkega jekla.
The wetted surface temperature shall be in the range of ± 5 °C of the temperature of the first assessment.
Za izboljšanje točnosti meritve pri zmanjšani obremenitvi se lahko uporabi tudi strukturirana površina, ki mora biti čista.
The control tyre set (4 or 6 tyres) is physically the same set as the set used for the first assessment.
Vrednosti Fr in Cr so izražene glede na „gladko“ površino bobna.
The wet grip index of the candidate tyre compared to the reference tyre is deduced by multiplying the relative efficiencies calculated above:
Če se uporablja boben s strukturirano površino, glej odstavek 7 v Dodatku 1.
(Wet Grip Index 1 · Wet Grip Index 2)
Širina
Note: When the test expert decides to use an SRTT tyre as a control tyre (i.e. in the test procedure two SRTTs are compared directly instead of an SRTT with a control tyre) the result of the comparison between the SRTTs is called the ‘local shift factor’.
Širina preskusne površine bobna presega širino naležne površine preskusne pnevmatike.
It is permitted to use a previous SRTTs comparison.
Merilno platišče (glej Dodatek 2)
The comparison results shall be checked periodically.
Pnevmatika se namesti na merilno platišče iz jekla ali lahke zlitine, kot sledi:
Selection of a set of tyres as a control tyre set
za pnevmatike razreda C1 je širina platišča opredeljena v standardu ISO 4000-1:2010;
A ‘control tyre’ set is a group of identical tyres made in the same factory during a one week period.
za pnevmatike razredov C2 in C3 je širina platišča opredeljena v standardu ISO 42091:2001.
Reference and control tyres
V primerih, ko širina v zgoraj navedenih standardih ISO ni opredeljena, se lahko uporabi širina platišča, ki jo opredeli ena izmed organizacij za standardizacijo iz Dodatka 4.