The Procedure For The Determination Of The Axle Suspension Pneumatic Suspension For Equivalence

Original Language Title: Kārtība, kādā nosakāma dzenošā tilta atsperojuma ekvivalence pneimatiskajam atsperojumam

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Cabinet of Ministers Regulations No. 500 in Riga, July 12, 2005 (pr. No 40 22) procedures for the determination of the axle suspension pneumatic suspension for equivalence are Issued in accordance with the law "on the annual fee," the tenth article 5 and the law "on conformity assessment" 7. the first paragraph of article 1. determines the order in which the trucks with full mass over 12000kg (hereinafter vehicle) would be the axle suspension equivalence pneumatic suspension. 2. vehicle axle suspension pneimat suspension for equivalence was determined to kajam clarify about the annual fee payable to the vehicle. 3. Pneumatic suspension suspension that is considered at least 75% of its spring effect produces pneumatic elements. 4. Suspension, not the pneumatic suspension is seen as the equivalent of a pneumatic suspension, if it complies with this provision 1. adapt the requirements contained in Kuma. 5. assessment of Equivalence under this provision 1. the requirements set out in the annex are entitled to take an accredited inspection body for which the economic Ministry has published a notice in the newspaper "Gazette" (hereinafter referred to as inspection bodies), if it is: 5.1. accredited Latvian National Accreditation Bureau according to the standard LVS EN ISO/IEC 17020:2005 "the main criteria in different types of bodies performing inspection" criteria and requirements set out in these rules; 5.2. to insure their civil liability to the extent to cover possible losses that may arise in the erroneous or false opinion provided. 6. Latvian National Accreditation Bureau are assessed and regularly inspected by the inspection body's compliance with these rules 5.1 and 5.2 of the companies referred to in the requirements. 7. to assess the vehicle's axle suspension pneumatic suspension for equivalence, the vehicle owner (holder) shall submit a corresponding application for the inspection body. 8. the inspection authority shall register the application and within five working days, inform the applicant of the assessment of the vehicle's location and time. The vehicle shall be assessed within 15 working days after submission of the trēšan region. 9. Evaluating the vehicle inspection authorities shall carry out the provisions mentioned in the annex 1 of the tests and calculations, and provide an opinion on the conformity of the vehicle for this provision in annex 1. 10. If the inspection body ascertains that the vehicle's axle suspension is equivalent to the pneumatic suspension, it shall take a decision to issue an attestation of the axle suspension suspension for pneimat the equivalence kajam (annex 2). 11. If the inspection body ascertains that the vehicle's axle suspension is not equivalent to the pneumatic suspension, it shall take a decision on the refusal to issue a rule that the proof referred to in paragraph 10 and in writing inform the owner of the vehicle, giving the reason for the refusal, as well as indicate the order in which decisions may be challenged. Informative reference to European Union directive rules included provisions deriving from Council of 25 July 1996, Directive 96/53/EC on the approximation of the laws of the Member States relating to wheeled vehicles of maximum residue levels for dimensions and masses, those participating in road traffic. Prime Minister a. Halloween traffic Minister a. shlesers annex 1 Cabinet July 12, 2005 regulations no requirements for suspension, 500 to be treated as the equivalent of a maximum 1 slogot pneumatic suspension spring mass fixed low frequency vertical not the natural time above the driving axle or bogie in the measured frequency and damping must meet the following requirements: 1.1. average fluctuation damping factor D is about 20% larger than the critical damping If the suspension is a normal condition and equipped with functioning of the hydraulic oscillation damper; 1.2. the suspension to which hydraulic oscillation dampers are dismantled or doesn't function, oscillation damping factor D is not greater than 50% of D; 1.3. spring mass not stationary vertical natural frequencies above a driving axle or bogie is not higher than 2.0 Hz. 2.  Each axis is equipped with hydraulic oscillation damper. On tandem axle bogie oscillation dampers are installed so as to minimize the fluctuations in the trolley. 3. Suspension of the oscillation frequency and damping of the oscillation of this annex defined in point 5. Frequency and damping of the oscillation of the test process set out in point 6 of this annex. 4. The sprung mass of the fluctuation frequency F (rad/s) are: 5. Fluctuations in the damping is critical when C = C0, where fluctuations in the damping factor 6 as part of critical damping is C/C0. 7. the mass of the Spring not fixed low frequency natural during mass vertical movement takes place by a sine wave of relentless (Figure 1). Oscillation frequency is calculated by determining the time that takes so much fluctuation cycle as possible to observe. Oscillation damping D is calculated by determining the sequential one direction crest. If the first and second cycles of the oscillation amplitude maximum is A1 and A2, damping factor D is: ln – natural logarithm of the amplitude ratio.  
Figure 1 8. To determine the damping ratio D, the damping ratio, if dismantled hydraulic oscillation dampers, and the frequency F of the suspension adjustments, use one of the following methods: 8.1 load vehicle speed (5 km/h ± 1 km/h) over 80 mm high brushed barrier (obstacle profile depicted in Figure 2.). Not the stationary oscillation frequency and damping which is analysed, happens when the wheels of the driving axle have left the barrier; 8.2. laden vehicle behind the chassis pulls down in such a way that the load on the driving axle and half times exceed the static load. Down drawn vehicle immediately released and the subsequent oscillation analysed; 8.3. laden vehicle lifts behind the chassis so that the sprung mass is lifted 80 mm above the driving axle. Lift the vehicle immediately released and the subsequent oscillation analysed.
Figure 2 9. Vehicle between driving axle and the chassis directly above the driving axle mounted vertical displacement transducer. Using this data, calculate the time interval between the first and second compression peaks to determine the frequency and amplitude of the coefficient F, to determine the damping. On tandem axle bogie vertical displacement transducer installed between each driving axle and the chassis directly above each driving axle.

Traffic Minister a. shlesers annex 2 Cabinet July 12, 2005 regulations no 500 traffic Minister a. shlesers