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This standard supersedes “Performance Requirements and Test Methods of Passenger Car Steel Wheels” (GB/T 5334-1995) and "Performance Requirements and Test Methods of Automobile Light Alloy Wheels" (QC/T 221-1997).
This standard differs from GB/T 5334-1995 mainly in:
—The fixed wheel clamping methods for steel and alloy wheels were unified with identical fixed position and fixing method, i.e. fix the wheel long-shoulder rim, connect to wheel bottom and bolt hole with test fastening, then apply bending moment to wheel by loading arm. (4.2.1 in the edition 1995 and 4.3.2.1 in this edition)
—Failure criteria were added in dynamic bending fatigue test, which are different from ISO and JIS standards, mainly considering that the wheel adopts low-strength material make its rigidity weaker, thus causing earlier failure of wheel. In this way, wheel failure caused as such can be effectively avoided. (See 4.3.3. 1.c) in this edition)
—Performance requirements of dynamic radial fatigue test was changed a little: the original two strengthening test coefficients K for steel wheels were reserved, the classification of nominal rim diameter code for light alloy wheels was cancelled, and the minimum cycles for steel and alloy wheels were increased and unified. (5.3 and Table A2 of Appendix A in the edition 1995 and 3.2 in this edition)
This standard was proposed by National Development and Reform Commission.
This standard is under the jurisdiction of National Technical Committee of Auto Standardization
Chief drafting organization of this standard: Branch Company of Changchun FAW-Sihuan Automobile Co., Ltd.
Chief drafting staff of this standard: Zhang Shijiang, Shao Yunkai
The previous editions of standard superseded by this standard are as follows:
—GB 5334-1985, GB/T 5334-1995
NATIONAL STANDARD
OF THE PEOPLE’S REPUBLIC OF CHINA
中华人民共和国国家标准
GB/T 5334-2005
Supersedes GB/T 5334-1995
Performance Requirements and Test Methods of Passenger Car Wheels
乘用车车轮性能要求和试验方法
1 Scope
This standard specifies the performance requirements and methods of fatigue test for passenger car wheels.
This standard is applicable to the steel plate wheels of passenger car or whole/partial light alloy wheel of automobile.
2 Normative References
The following standards contain provisions which, through reference in this standard, constitute provisions of this standard. For dated references, no subsequent modifications or revisions (excluding correction contents) are applicable to this standard. However, all concerned parties are encouraged to study if the latest editions of these documents apply. For undated references, their latest editions apply.
GB/T 2933 Wheels and Rims for Pneumatic Tyres—Vocabulary, Designation and Marking
3 Requirements
3 1 Performance requirements of dynamic bending fatigue test (see Table 1)
Table 1 Requirements of Dynamic Bending Fatigue Test
Material Strengthening coefficient S Minimum cycles Friction coefficient μ
Steel 1.60 30000 0.7
1.33 150000
Light alloy 1.60a 100000
1.33 270000
Note: the two kinds of coefficient shall be adopted for the certification test of steel wheel, while either coefficient shall be adopted for that of light alloy.
a The preferred test coefficient.
3.2 Performance requirements of dynamic radial fatigue test (see Table 2)
Table 2 Performance Requirements of Dynamic Radial Fatigue Test
(for Steel Wheel or Light Alloy Wheel)
Strengthening test coefficient K Minimum cycle
2.25a 500000
2.00 1000000
Note: only one kind of coefficient may be adopted for the certification test of each product, upon the requirement of car manufacturer.
a The preferred test coefficient.
4 Test Methods
4.1 Test items
4.1.1 Dynamic bending fatigue test.
4.1.2 Dynamic radial fatigue test.
4.2 Test sample
Test samples shall be the brand-new wheels that had undergone a complete machining process and are representative for car application. Test is carried out once only for each wheel.
4.3 Dynamic bending fatigue test
4.3.1 Test equipment
Test stand shall be provided with a driven rotating device, so that the wheel can rotate under an immobilized bending moment, or the wheel bears a rotary bending moment in stationary state (see Figure 1 and Figure 2).
