Rollover calculation

system

Rollover calculation system October 17, 2003 1

1. Intro-
duction 3
1. 1.General 3
1. 2.Architecture 3
1. 3.Calculations 4
2.Calculation methods 6
2. 1.Dimensions 6
2. 1. 1.Track width 6
2. 2.Stiffnesses 8
2. 2. 1.Tyre roll stiffness of individual axle 8
2. 2. 2.Stabilizer stiffness 9
2. 2. 3.Roll stiffness from springs 11
2. 2. 4.Suspension roll stiffness 13
2. 2. 5.Combined roll stiffness 14
2. 2. 6.Total roll stiffness 14
2. 2. 7.Vehicle pseudo roll angle at wheel lift for an axle 14
2. 2. 8.Effective mass factor of the stiffest axle/bogie 15
2. 3.Mass properties 15
2. 3. 1.Total vehicle weight 15
2. 3. 2.Total unsprung weight 16
2. 3. 3.Total sprung weight 16
2. 3. 4.Center of gravity of complete chassis (excludes superstructure) 16
2. 3. 5.Weight and center of gravity height of payload 17
2. 3. 6.Center of gravity height of complete vehicle 18
2. 3. 7.Center of gravity of sprung mass 18
2. 4.Lateral acceleration at first wheel lift, qM 18
2. 5.Maximum optimal theoretical lateral acceleration at overturn, qT 18
2. 6.Corrected lateral acceleration at overturn, qc 19
3.Measurements and tests 20
3. 1.Center of gravity 20
3. 2.Lateral acceleration at overturn 20

December 16, 2004 2

 4. Introduction

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.

December 16, 2004 3

The axle installation objects are organized in a hierarchy (see Fig. 2).
Fig. 2. AxleInstallation class hierarchy

Component
(general base class)

AxleInstallation

FrontAxleInstallation RearAxleInstallation

FrontAirAxleInstallation FrontLeafAxleInstallation RearAirAxleInstallation RearLeafAxleInstallation

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.).

The following assumptions are made according to the regulation:

1. Axle roll centre is at ground level.

2. Vehicle structure is assumed to be rigid.
3. Vehicle is symmetrical about its centreline.

December 16, 2004 4

4. Tyre and suspension deflections are linear.
5. Lateral deflection of suspensions is zero.

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.

The programme calculates:

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.

December 16, 2004 5

 5. Calculation methods

5.1 Dimensions

5.1.1 Track width

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

December 16, 2004 6

 Track width equations:

Nominal track width front:

T Nfront = axlewidth rear + 2 ⋅ G rim – 2 ⋅ E rim (1)

Nominal track width rear, dual:

T Nreardual = axlewidth reardual + 2 ⋅ G rim (2)

Nominal track width rear, single:

T Nrear sin gle = axlewidth rear sin gle + 2 ⋅ G rim – 2 ⋅ E rim (3)

Twin tyre width:

MA = 2 ⋅ E rim (4)

Theoretical track width:

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)

Effective track width:

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:

Truck spec COS 66-02-1994 (RADT-A8,WTT-SING).

Tyres: 315/80R22.5 => RIM-STD: 9.00-22.5 0 => G = 15 mm, E = 175 mm

Nominal track width front: 2349 – 2 ⋅ 175 + 2 ⋅ 15 = 2029 mm

December 16, 2004 7

Nominal track width rear drive axle: 1808 + 2 ⋅ 15 = 1838 mm

Twin tyre width: 2 ⋅ 175 = 350 mm

2 2
Theoretical track width rear drive axle: 1838 + 350 = 1871 mm

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

5.2.1 Tyre roll stiffness of individual axle

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)

where d = ETRTO Design Overall Diameter and dr = Nominal Rim Diameter.

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.

Vertical tyre stiffness for one side of any axle:

k vtyreoneside = n tyres ⋅ k tyre sin gle ⁄ 4 N/mm (10)

, where ntyres i number of tyres per individual axle.

December 16, 2004 8

Tyre roll stiffness for an idividual axle:
2
k rtyre = k vtyreoneside ⋅ trackwidth theoretical ⁄ 2 Nmm/rad (11)

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

=> kvtyresingle = 1946.4 N/mm, kvtyredual = 3892.8 N/mm

=> Front: k vtyreoneside = 2 ⋅ 1946.4 ⁄ 4 = 973.2 N/mm

2 9
=> k rtyrefront = 973.2 ⋅ 2029 ⁄ 2 = 2.00 ⋅ 10 Nmm/rad

=> Rear drive axle: k vtyreoneside = 4 ⋅ 1946.4 ⁄ 4 = 1946.4 N/mm

2 9
=> k rtyrereardrive = 1946.4 ⋅ 1871 ⁄ 2 = 3.407 ⋅ 10 Nmm/rad

=> Rear tag axle: k vtyreoneside = 2 ⋅ 1946.4 ⁄ 4 = 973.2 N/mm

2 9
=> k rtyrefront = 973.2 ⋅ 2029 ⁄ 2 = 2.00 ⋅ 10 Nmm/rad

The roll stiffness for the axle with tyres is considered to have its center at ground.

5.2.2 Stabilizer stiffness

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.

Stiffness of inner bushing and bar:

December 16, 2004 9


k barinnerbushing
2
k bar ⋅ k innerbushing ⋅ cc innerbushings ⁄ 2
= ---------------------------------------------------------------------------------------------
2
- (12)
k bar + k innerbushing ⋅ cc innerbushings ⁄ 2

Total stiffness of stabilizer assembly, i.e. bar and bushings:

2
k barinnerbushing ⋅ k outerbushing ⋅ cc outerbushings ⁄ 2
k stabilizertotal = ------------------------------------------------------------------------------------------------------------------------
2
- (13)
k barinnerbushing + k outerbushing ⋅ cc outerbushings ⁄ 2

COS 66-02-1994:

Front:

Stabilizer bar part number: 1629786 => kbar = 520e6 Nmm/rad, ccinnerbushings = 825 mm

Inner bushing part number: 3173993 => kinnerbushing = 19e3 Nmm/rad

No outer bushing for front =>

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

Inner bushing part number: 20452330 => kinnerbushing = 50e3 Nmm/rad

No outer bushing for rear =>

2
757e6 ⋅ 50e3 ⋅ 644 ⁄ 2
k stabilizertotal = --------------------------------------------------------
2
- = 705.5e6 Nmm/rad
757e6 + 50e3 ⋅ 644 ⁄ 2
The tag axle has the same stabilizer stiffness as the drive axle as it has the same stabilizer con-
figuration.

Example width bogie treated as one individual axle and presence of outer bushing:

COS 66-02-1474:

Rear:

Stabilizer bar: 1629164 (459 kNm/rad,ccinnerbushings=773 mm, width= 1017 mm)

Inner bushing: 1629169 (10.0 kN/mm)
Outer bushing: 1134955 (23 kN/mm))

Stiffness of bar and inner bushings in series:

December 16, 2004 10

 2
459e6 ⋅ 10e3 ⋅ 773 ⁄ 2
k 1 = --------------------------------------------------------
2
- = 398e6 Nmm/rad
459e6 + 10e3 ⋅ 773 ⁄ 2

Total roll stiffness of stabilizer assembly:

2
398e6 ⋅ 23e3 ⋅ 1017 ⁄ 2
k stabilizertotal = -----------------------------------------------------------
2
- = 385e6 Nmm/rad
398e6 + 23e3 ⋅ 1017 ⁄ 2
5.2.3 Roll stiffness from springs

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.

COS 66-02-1994: (All axles are air suspended)

Front: spring part no: 20479800, cc=835 mm

The pressure in the airsprings are dependent upon the load transferred by the airsprings.

The load for the two airsprings are calculated as follows.

Axle load: 8000 kg (in this example we use the maximum technically permissible load)

Unsprung load: 750 kg

Load per side (=per spring): 3625 kg

December 16, 2004 11

Area of airspring (constant area approximation): 50e3 mm2
3625 ⋅ 9.81
=> Pressure in airspring: --------------------------- ⋅ 10 = 7.11 bar
50e3
Interpolation of stiffness from the two stiffness points for the airspring:

(k=36 N/mm, p=1 bar) and (k=171 N/mm, p=9 bar)

( 7.11 – 1 )
k = 36 + ------------------------ ⋅ ( 171 – 36 ) = 139 N/mm
(9 – 1)
2
=> k rsprings = 139 ⋅ 835 ⁄ 2 + 0 = 48.5e6 N/mm

Rear drive axle:

Axle load: 11500 kg

Unsprung weight: 1300 kg

Airspring configuration: 20456152 (x2), 20456150 (x2)

Total airspring area: A tot = 2 ⋅ ( 30500 + 44500 ) = 150e3 mm2

10200 ⋅ 9.81
Airspring pressure: ------------------------------ ⋅ 10 = 6.67 bar
150e3
Airspring stiffness for one side calculated as interpolation from points on stiffness/pressure
curve:
( 6.67 – 3 ) ( 6.67 – 3 )
k = 72 + ------------------------ ⋅ ( 152 – 72 ) + 45 + ------------------------ ⋅ ( 94 – 45 ) = 211.7 N/mm
(8 – 3) (8 – 3)

2
k rsprings = 211.7 ⋅ 827 ⁄ 2 + 0 = 72.4e6 Nmm/rad

Rear tag axle:

Axle load: 7500 kg

Unsprung weight: 900 kg

Airspring configuration: 20456150 (x2), 20456152 (x2)

Total airspring area: A tot = 2 ⋅ ( 30500 + 44500 ) = 150e3 mm2

6600 ⋅ 9.81
Airspring pressure: --------------------------- ⋅ 10 = 4.32 bar
150e3
Airspring stiffness for one side calculated as interpolation from points on stiffness/pressure
curve:
( 4.32 – 3 ) ( 4.32 – 3 )
k = 72 + ------------------------ ⋅ ( 152 – 72 ) + 45 + ------------------------ ⋅ ( 94 – 45 ) = 151 N/mm
(8 – 3) (8 – 3)

December 16, 2004 12

 2
k rsprings = 151 ⋅ 827 ⁄ 2 + 0 = 51.6e6 Nmm/rad

COS 66-02-1474:

Front
2
Spring part no: 257875 => k rsprings = 380 ⋅ 825 ⁄ 2 + 333e6 = 462e6 N/mm

Rear

Spring part no: 257900, ccsprings = 1014 mm

2
=> k rsprings = 3738 ⋅ 1014 ⁄ 2 + 0 = 1921.7e6 Nmm/rad

The auxiliary stiffness for the rear leafspring is zero as it was not determined at the time when
this document was written.

5.2.4 Suspension roll stiffness

Suspension roll stiffness at roll center:

k rsuspension = k rsprings + k stabilizer + k raux (15)

Equivalent suspension roll stiffness at ground:

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:

Front: k rsuspension = 48.5e6 + 481e6 + 47e6 = 576.5 Nmm/rad

Rear drive axle: k rsuspension = 72.4e6 + 705.5e6 + 15e6 = 792.9 Nmm/rad

Rear tag axle: k rsuspension = 51.6e6 + 705.5e6 + 15e6 = 772.1 Nmm/rad

At ground:
Center of gravity of sprung mass (se paragraph xxx): 1953 mm

Front: roll center height, m = 0 + 498 = 498 mm =>

December 16, 2004 13

 2
= 576.5e6 ⋅  --------------------------- = 1038.9e6Nmm/rad
1953
rsuspensionground  1953 – 498
Rear drive axle: roll center height, m = 400 + 509 = 909 mm =>
2
k rsuspensionground = 792.9e6 ⋅  --------------------------- = 2775e6 Nmm/rad
1953
 1953 – 909
Rear tag axle: roll center height, m = 400 + 500 = 900 mm =>
2
k rsuspensionground = 772.1e6 ⋅  --------------------------- = 2656e6 Nmm/rad
1953
 1953 – 900

5.2.5 Combined roll stiffness

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

where N is the total number of individual axles.

COS 66-02-1994:

krtotal = 684e6 + 1529e6 + 1141e6 = 3354e6 Nmm/rad

5.2.7 Vehicle pseudo roll angle at wheel lift for an axle

The vehicle pseudo roll angle for an axle is calculated according to below:

December 16, 2004 14

 A i ⋅ g ⋅ trackwidth theoretical
θ i = ----------------------------------------------------------------------i (19)
2 ⋅ k rcombined i

where g is the acceleration due to gravity.

COS 66-02-1994:
8000 ⋅ 9.81 ⋅ 2029
Front: θ front = ------------------------------------------- = 0.116 rad
2 ⋅ 684e6

11500 ⋅ 9.81 ⋅ 1871

Rear drive: θ reardrive = ---------------------------------------------- = 0.069 rad
2 ⋅ 1529e6

7500 ⋅ 9.81 ⋅ 2029

Rear tag: θ reartag = ------------------------------------------- = 0.065 rad
2 ⋅ 1141e6
The axle with the lowest pseudo roll angle at wheel lift is the axle where the first wheel lift will
occur is the rear tag axle.

5.2.8 Effective mass factor of the stiffest axle/bogie

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

5.3 Mass properties

5.3.1 Total vehicle weight

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:

A T = 8000 + 11500 + 7500 = 27000 kg

COS 66-02-1474:

December 16, 2004 15

 A T = 9000 + 21000 = 30000 kg

5.3.2 Total unsprung weight

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:

U T = 750 + 1300 + 900 = 2950 kg

COS 66-02-1474:

U T = 750 + 2600 = 3350 kg

5.3.3 Total sprung weight

The total sprung weight is calculated as AT - UT.

COS 66-02-1994: AT - UT = 27000 - 2950 = 24050 kg

5.3.4 Center of gravity of complete chassis (excludes superstructure)

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

December 16, 2004 16

The x-location of the components has a minor influence on the height above the ground as the
frame inclination should normally be less than one degree.

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

Engine: 1103 kg, Gearbox 330 kg

Calculation of rest mass: rest = 7800 - 1103 -330 - 950 - 2950 = 2467 kg

Chassis height front: 1023 mm, frame inclination 0.308 degrees

=> 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.

Center of gravity of unsprung mass:

498 ⋅ 750 + 509 ⋅ 1300 + 500 ⋅ 900
----------------------------------------------------------------------------------- = 503.4 mm
2950
Center of gravity height of complete chassis:
2950 ⋅ 503.4 + 950 ⋅ 2071 + 2467 ⋅ 873 + ( 1103 + 330 ) ⋅ 969
-------------------------------------------------------------------------------------------------------------------------------------------------- = 897 mm
7800
5.3.5 Weight and center of gravity height of payload

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:

masspayload = 27000 -7800 = 19200 kg

Chassis height rear: 1049 mm

Payload c.o.g. height above top of frame: 1110 mm

December 16, 2004 17

=> cogpayload = 1049 + 1110 = 2159 mm

5.3.6 Center of gravity height of complete vehicle

The center of gravity height of the complete vehicle is calculated according to below:

cog completechassis ⋅ mass completechassis + mass payload ⋅ cog payload

H G = -------------------------------------------------------------------------------------------------------------------------------
--------------------------------- (21)
mass completevehicle

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

5.4 Lateral acceleration at first wheel lift, qM

AM ⋅ T M
q M = -----------------------------------------------------------------------------------------------------------
- (22)
2
( ( AT – U T ) ⋅ F E ⋅ H N )
2 ⋅ F E ⋅ A T ⋅ H G + -------------------------------------------------------- -
C DRESM – A T ⋅ F E ⋅ H N

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

December 16, 2004 18

5.5 Maximum optimal theoretical lateral acceleration at overturn, qT
AT ⋅ T T
q T = ------------------------------------------------------------------------------------ (23)
2
( ( AT – U T ) ⋅ H N )
2 ⋅ A T ⋅ H G + ---------------------------------------------
C DREST – A T ⋅ H N

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

5.6 Corrected lateral acceleration at overturn, qc

AM
q c = q T – ( q T – q M ) ⋅ -------- (24)
AT

COS 66-02-1994:
7500
q c = 0.472 – ( 0.472 – 0.399 ) ⋅ --------------- = 0.45
27000

December 16, 2004 19

 6. Measurements and tests

6.1 Center of gravity

The center of gravity on a complete chassis without superstructure (chassi no A 516502) was
measured to .38 m above drive axle center. The measurments where carried out by Göte Hans-
son and John Aurell.

Specification:
FO number 10-00-107

Chassis number A-516502

VIN number: YV2A4DBC1YA516502

Build week: 0021

Spec week: 0021

04-TLV TYPE-FH 6*2 DASH-BAS CABPT-R1 RIGID RC-SMOOT GCW44.0 CONC-BAS ENG-VE12 WARNVEST BUNKBOX BEDLOCKB
UAIBAG SUNV-SMO USIGNSWC SUPH-PL USEATBR CUPHOLD WRITEPAD UPTOM UPTOR UISD UFOHS TELECARD UFUEQWH
UFUFIWH STWPOS-L RAA21T DIMPLATE UPAXLE VW2600 MATT-BAS FA-HIGH FRAX-BAS FAL8.0 FATYPE82 FAP3040 FAA10 RAL19
RADT-A6 RAP7940 UADR VERS-BAS CHH-STD D12C460 FTP-BAS VOLENG ETOR2250 CHOSE-RU EBR-VEB COOL-FIL UBUGNET RADI-
WID COOLC40 USPEEDDU SPEED90 FAN-VISC UFUELFP AIRIN-HI UFUELSEC RADI-ALU UFUELTF UAUXFUEL ULFUEL RFUEL620
FUELTR-H UXTANK TNK-SING FTANK-AL FCAP-UL MUF-HOR EXD-LEFT EXSH-ST UEXSTACK UCRT EM-EC96 NR-80EC ACL1ST UTUR-
BOC FUELCS-L UAIRC UENGPROT IDLE-BAS A-FREEZE 24V TRANSF-H LOWB-DAY HL-ASYMR DETECT-S HORN-JER ELCE-PK BBOX-L
BBOXC-BA 2BATT225 24STR-S EST-AID TL-BAS MAINSWI FOGL-WC DRIVL2 UFUP TSIGN-SC HL-ADJ HL-WIPER IMMOBIL IDLAMP
USPEEDL COMBL-SI MARKL-SR DOL24:12 RLIGHT-W WPRE-BOC U5WLAMP GAUGEP2M SPG-KM AG-FUEL CIRCP-F TEMP-AMB TEMPTRA
GAUGE-AM 24ALT-HB SI-GRAF 1DAY-STD CALI-EC CABLE-EC AIRRI-D ANT-DF DIFL-SWE DISL-DEU TIS-MAP TIS-TMC KEYB-SWE
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
UCOMPICC 2COMP850 UFBREG SIL-BRV URETARD LOADSV TRBRAKE1 TBCP-OM UTECTYPE TRBR-HCR ABS-WHL ABSM-GEN STG20.0
PSS-SING STWLOCK STGW-ADJ ULOADTR RF-STRAI FRAME77 FRAMEHIG RFL-STD URUP FST-PAR RST-AIR FSS-LEAF RSS-AIR FSTAB3
RSTAB3 RSHABS BOGLIFT TRAL75 RALIM15 LIFT-BAS SUSPL-EC ULINER WTF-D335 WTD-D335 WTT-D335 WTT-SING WT-SEP WMF-ST
WMD-ST WMT-ST WDF900 WDD900 WDT1175 WTDF22.5 WTDD22.5 WTDT22.5 WBF-GEN WBD-GEN WBT-GEN WPF-BAS WPD-BAS WPT-
BAS TF315-80 TD315-80 TT385-65 TMF-MICH TMD-MICH TMT-MICH TF-BASIC TD-BASIC TT-BASIC TTF-RIB1 TTD-LUG1 TTT-RIB1 UINFLAHO
CAB-WIDE L2H2 CABS-FUA CTILTP-E CPAN-MF FMUD-BAS USIDESTP FCABS-HD CURT-WB SMAT-RUB DOOR-EXT UAWINDS STW-D450
WLIFT-EB RHATCH GLAS-TIN UAWINDR UCABSIGN GR-STD LOCK-CTL REFL-EC DPAN-IAT MAT-INS MIRR18C1 MIR-ELOP AMIR-WP
TRIM-PLU CITC-BLU UROSIL BUNK70T DST-COMF DSS-SU MAT-RUB PST-COMF UACCBRKT PSS-SU SEAT-VOL LANG-SF SEATEL-B
PUBL-SWE UCERTLAB CU-ACAUT SERVM-B BUMP-S TOWF-NO1 BEDNET STOREBOX RSH-RAST SLCP-LUX SUNV-URL AD-ROOF UADSIDE
UADCHAS SAFEKIT UETSBOX UREFRIG FIREXT3S PH-ENGCA FLAREKIT AMIR-CLO ISUNV-S ANT-CBR SPK-DDR RADIO-CD UGUARD
UCBMOUNT 220EBH15 UBUPALAR UPTOTRA UPTOF UTBHOSE UCOOLPTO UHOSEH UTECABLE TBC-DUO TREL7-7 SIGN-U TLB-BAS
XINS-CAB UTOWTYPE UTOWMBR UTOWR USPWCAT USPWCARR USPWT URMUDF URFENDER JACK-15T TOOLKIT UWHCHOCK
UTOOLB UHPUMP ULUBCENT WAR-EXT ENGRC-B PROPCALC 10400MM SWE WB4900 ENG-GEN5 FACT-SE1

VTT00107

S89724 KMA PREP SCHENKER

S98077 PAINT ROOF SPOILER.

S99039 DELIVERY INSPECTION

S99040 DELIVERY PREPARATION

6.2 Lateral acceleration at overturn

The results from the measurements are carried out by Göte Hansson and John Aurell are pre-
sented in Table 1 below.

December 16, 2004 20

 Table 1. Results from tilt table tests and calculations

FH12 6x2 with tank FH12 6x2 with

solid load
FSTAB FSTAB3

CG-height of superstructure 1.11 m 1.22 m

Rollover threshold to the left 23.0o 23.9o 22.1o
Rollover threshold to the right 23.6o 24.5o 22.1o
Calculated rollover threshold 0.437 g 0.456 g 0.419 g
(23.6o) (24.5o) (22.7o)

December 16, 2004 21