BS/EN 16203-2014 pdf download.Safety of Industrial Trucks Dynamic tests for verification of lateral stability Counterbalanced Trucks.
NOTE 1 Experience shows that counterbalanced lift trucks with a rated capacity over 5000 kg are not significantly affected by lateral instability.
The requirements are specific to the various drive systems (e.g. Electrlc-llntemal-Combustion-Engine trucks). taking account of their varying influence on dynamic stability performance.
This European Standard does not cover the risk of a lateral tip over associated with driving backwards.
NOTE 2 Research has shown that driving backwards in typical working operations, such as unloading of a lorry, does not cause lateral instability. For this reason, only dnving forward needs to be tested.
Risks due to falling off a loading dock or turning on a ramp are not covered by this European Standard.
Risks due to lifting or manoeuvring operations are covered by the respective stability tests.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are indispensable for its application. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies.
EN ISO 3691-1:2012. Industrial trucks – Safety requirements and verification – Part 1: Self-propelled industrial trucks, other than driverless trucks, variable-reach trucks and burden-carrier trucks (ISO 3691-1:2011)
ISO 5053:1987, Powered industrial trucks – Terminology
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 5053:1987 and EN ISO 3691-1:2012 and the following apply.
maximum velocity
maximum designed truck velocity according to the manufacturer’s specifications
Note I to entry: If the truck velocity is automatically reduced in certain load device positions (i.e. lift height dependent), this reduced velocity is the maximum velocity for that load condition.
3.2
test velocity
velocity greater than 90 % of the maximum velocity
4 Test equipment
4.1 Test area
The test area shall be a flat and smooth area with a hard, clean and dry surface made of concrete, asphalt or equivalent. The lanes shall have no more than 2 % slope in any direction of travel and the slip friction coefficient p of tyres and surface shall be between p = 0.6 and p = O.. The slip friction coefficient can be measured as described in Annex B. The slip fnction coefficient may change by environmental influences (temperature, moisture, intermediary medium) as well as by type and wear condition of tyres and road surface. Therefore, a friction measurement shall be carried out before each test series. The area shall be clear of all loose chippings, sand or anything similar.
The test track shall consist of two perpendicular crossing lanes (see Figure 1). The lanes are defined by lines 1 to 8, of which at least lines 2, 3, 4, 5 and 8 shall be continuously marked on the ground (e.g. by painted lines, adhesive tape, non-fixed wooden lathes, ropes or chains, etc.). The defining lines shall be marked so they are clearly visible to the operator whilst driving. Whilst the preferred test track will have a shape similar to those of Figure 1, alternative test tracks in accordance with Annex A may be used.
4.2 Test set-up and test equipment
An appropriate sensor shall be used to measure the travel velocity during the test or, at least, when the forklift truck crosses line 1 (velocity sensor, velocity barrier, etc.). Additional appropriate measures shall be used to verify that the accelerator pedal is fully pressed while driving between line 1 and line 6 or line 7 (e.g. contact sensor under the accelerator pedal). Furthermore, appropriate sensors, a video camera or human observers are necessary to detect whether the test is valid.
4.3 Protective equipment and precautions
To enable tests with minimal risk to the driver the truck shall be fitted with:
a) an operator restraint system, preferably a seat belt, which maintains the driver safety;
b) outrigger type stabilizers as protective equipment to prevent the truck tip-over:
1) The test truck shall be equipped with stabilizers on both sides of the truck.
2) The clearance between the stabilizers and the ground shall be such that tip-over of the vehicle is prevented but a rear wheel lift-off is still possible. For trucks with articulating steer axles, full articulation shall be possible before the stabilizers make contact with the ground.
3) The stabilizers shall be fixed rigidly and securely to the truck.
4) The total mass of the stabilizers shall be less than 10 % of the weight of the unladen truck.
5) The position of the centre of gravity of the truck shall not be lowered by attaching the stabilizers.
4.4 Test Load
Test shall be carried out with the unladen truck as defined in Clause 5.BS/EN 16203-2014 pdf download.