定价： 923元 / 折扣价： 785 元

定价： 156元 / 折扣价： 133 元 加购物车

4.1 Measures obtained by a response-type system depend primarily on the vehicle design and condition, the load, the measuring speed, and a host of environmental conditions. Even with control of all significant variables, the response of every vehicle is unique. Thus, raw measures from such a system are not reproducible with other systems.4.2 The calibration described in this practice provides a method for converting the raw output of a particular response-type system to a reproducible standard roughness scale.4.2.1 The response of a vehicle to road roughness is a complex phenomenon that cannot be summarized in a laboratory test. Therefore, the calibration is made through correlation with standard roughness index values established for calibration sites situated on representative roads. The data from the calibration sites are analyzed to determine an equation to estimate the standard roughness index from an RTSN.4.3 The estimate of the standard roughness index made by transforming an RTSN is subject to three types of error:4.3.1 Random Error of the Response-Type System (Repeatability)—This error includes operator error and variability in the response of the vehicle and other components of the response-type system. It can be reduced by performing repeated measurements with the response-type system and averaging the individual measurements to estimate the true RTSN for a site. Appendix X1 describes a test method for determining the magnitude of in-use repeatability error.NOTE 1: The length of the site or sites used to estimate in-use repeatability shall be equal to the minimum length of the test sections to be surveyed by the response-type system. This may require test sites that are longer than those profiled for the calibration.4.3.2 Bias Error in the Calibration Equation—Estimates of the standard roughness index are biased if the calibration equation is incorrect or if no calibration equation is used. The purpose of this standard practice is to reduce bias to a negligible level. If desired, the magnitude of bias remaining after calibration can be estimated from data collected in the calibration.4.3.3 Standard Error of the Estimate (Error Due to Interactions Between Site Effects and Response-Type System Effects)—This error is constant (a bias) for a particular combination of response-type system and site, but it is random with site selection. Ultimately it limits the accuracy of the estimate of the standard roughness of a site made with a response-type system. The error can be estimated from data collected in the calibration.4.3.3.1 The standard error of the estimate estimates the error due to physical differences in response between a particular response-type system and the standard roughness index. It cannot be reduced by a mathematical transform.4.3.3.2 Three physical variables that are controllable and that influence the standard error of the estimate are vehicle test speed, shock absorber damping stiffness, and vehicle tire pressure. For most vehicles, maximum reproducibility of standard roughness index estimates is obtained by adopting a test speed of 80 km/h [50 mph], by equipping the vehicle with stiff shock absorbers, and by maintaining a standard tire pressure. (See also 8.2.)4.4 Periodic verification is essential to ensure that the calibration remains valid.1.1 This practice describes equipment and procedures for the calibration of systems used for measuring vehicular response to pavement roughness. Such systems are referred to as response-type systems. (See Test Method E1082.)1.2 The response-type system includes the driven vehicle, the driver and contents of the vehicle, the towed trailer (if one is used with the system), and a device called a road meter that measures the vehicle response to pavement roughness. The road meter may be mounted in an automobile, van, or in a towed trailer. Response-type (road meter) devices covered in this practice include: devices measuring the relative axle-body motion of a vehicle, devices measuring the vertical acceleration of the vehicle body, and devices measuring the vertical acceleration of the vehicle axle.1.3 The calibration procedures described in this practice are limited to the use of the simulations described in Practice E1170.1.4 This practice is not intended to apply to pavement roughness measuring equipment whose output is not influenced by the response of the host vehicle.1.5 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in nonconformance with the standard.1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

1. Scope 1.1 This Standard is concerned with the geometric irregularities of surfaces of solid materials. It establishes defi nite classifications for roughness, waviness, lay, and a set of symbols for drawings, specifications, and reports, and makes

定价： 319元 / 折扣价： 272 元

5.1 The use of STM images and data is for purposes of textural quality assessment and calculation of figures of merit, and for high purity gas system clean room components.5.2 This test method defines a standard data presentation format and suggests figures of merit that utilize STM's ability to analyze three-dimensional surface features.1.1 The purpose of this test method is to define a method for analyzing the surface texture of the above-mentioned components using a scanning tunneling microscope (STM). STM is a noncontact method of surface profiling that can measure three-dimensional surface features in the nanometer size range, which can then be used to represent the surface texture or to provide figures of merit. Application of this test method, where surface texture is used as a selection criterion, is expected to yield comparable data among different components tested.1.2 Limitations: 1.2.1 This test method is limited to characterization of stainless steel surfaces that are smoother than Ra = 0.25 μm, as determined by a contact-stylus profilometer and defined by ANSI B46.1. The magnifications and height scales used in this test method were chosen with this smoothness in mind.1.2.2 Intentional etching or conductive coating of the surface are considered modifications of the gas-wetted surface and are not covered by this test method.1.2.3 This test method does not cover steels that have an oxide layer too thick to permit tunneling under the test conditions outlined in 11.3.1.3 This technique is written with the assumption that the STM operator understands the use of the instrument, its governing principles, and any artifacts that can arise. Discussion of these points is beyond the scope of this test method.1.4 The values stated in SI units are to be regarded as the standard.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 0元 / 折扣价： 0 元

5.1 This method may be useful in assuring conformance of a prepared surface to profile requirements specified by the manufacturer of a protective coating.5.2 This method includes determination of the peak density (number of profile peaks in a specified distance). Some workers in the field believe that optimizing peak height and peak density can improve coating adhesion.5.3 This method allows specifiers to objectively define surface texture after abrasive blast cleaning rather than using subjective terms such as “angular pattern” or “dense and uniform pattern.”5.4 Because implicit and explicit definitions of “roughness” may differ substantially, numerical characterizations of profile cannot be compared directly across different methods.1.1 This test method describes a shop or field procedure for determination of roughness characteristics of surfaces prepared for painting by abrasive blasting. The procedure uses a portable skidded or non-skidded stylus profile tracing instrument. The measured characteristics are: Rt and Rpc. Additional measures of profile height (Rmax and/or Rz) may also be obtained as agreed upon by purchaser and seller. (The digitally-determined profile parameters Rt, Rmax, Ry and Rzlmax are extremely similar in definition.)1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.1.3 In general, this method should be limited to the measurement of surface roughness where Rt is in the range 10 to 150 μm (0.4 to 6 mil) and where the Peak Count, Rpc is less than 180 peaks/cm (450 peaks/in.).1.4 SSPC standard SSPC-PA 17 provides additional guidance for determining conformance with surface profile requirements.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 0元 / 折扣价： 0 元

3.1 The surface roughness of PM parts is an important characteristic in relation to factors such as their load-bearing, wear, sealing, sliding, adhesion, electrical contact, and lubricant retention properties.3.2 Surface roughness may also be critical for component assembly or system performance. Dimensional fit and mating surface interaction may require certain surface roughness requirements to meet performance specifications.1.1 These test methods cover measuring the surface roughness of powder metallurgy (PM) products at all stages of manufacturing from green compact to fully hardened finished component.1.2 These test methods provide the definition and schematic of some common surface roughness parameters (Ra, Rt, and RzISO)1.3 This standard specifies two different standardized procedures for measuring the surface roughness of PM parts.1.3.1 Method 1 uses a conical stylus and a Gaussian filter.1.3.2 Method 2 uses a chisel (knife) edge stylus.1.3.3 Each test method results in a different measure of surface roughness and the results are not directly comparable.1.4 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 515元 / 折扣价： 438 元 加购物车

This specification details the design, performance, and operating features of trailers used for measuring vehicular response to road roughness. The instrumentation for sensing the movements of the trailer is, however, not covered here. The trailer covered here is a two-wheeled, single-axle vehicle that is towed on highways at typical traffic speeds while the relative movement between the axle and body is transduced and recorded as an indication of road roughness.1.1 This specification covers the design, performance, and operating features of a trailer used for measuring response to road roughness.1.2 The specified trailer is a two-wheeled, single-axle vehicle that is towed on highways at typical traffic speeds while the relative movement between the axle and body is transduced and recorded as an indication of road roughness.1.3 The instrumentation for sensing the movements of the trailer is not covered in this specification. One example of instrumentation is described in Test Method E1082.1.4 The values stated in inch-pound units are to be regarded as the standard.1.5 The following caveat pertains only to Section 5 of this specification: This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 515元 / 折扣价： 438 元 加购物车

4.1 This test method provides a means for measuring the roughness of new or rehabilitated pavements. Results may differ between profilographs of different designs and therefore will not necessarily agree with roughness measurements by other profilographs or other roughness-measuring equipment.1.1 This test method covers the measurement of pavement roughness using an articulated multi-wheeled profilograph at least 23 ft (7 m) long (Fig. 1 is typical).FIG. 1 Typical Profilograph1.2 This test method utilizes a surface record made by moving the profilograph longitudinally over the pavement at less than 3 mph (5 km/hr). The record is analyzed to determine the rate of roughness and to identify bumps that exceed a specified threshold.1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.1.4  This standard does not purport to address all of the safety problems, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. See Section 6 for specific hazard statement.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 515元 / 折扣价： 438 元 加购物车

5.1 This practice provides a means for obtaining a quantitative estimate of a surface property defined as roughness using longitudinal profile measuring equipment.5.1.1 The WPRI can be obtained from instruments which can capture high-resolution (described in X1.1.2) longitudinal profiles.5.1.2 The WPRI is stable with time because true WPRI is based on the concept of a true longitudinal profile, rather than the physical properties of a particular type of instrument.5.2 When profiles are measured simultaneously for multiple traveled wheel tracks, the MWPRI is a better measure of wheelchair pathway surface roughness than the WPRI for either individual wheel track.5.3 Wheelchair pathway roughness data can be useful in determining the vibration exposure experienced by a wheelchair user. (See Fig. 1.)FIG. 1 Wheelchair Pathway Roughness Index and RatingsNOTE 1: The MWPRI scale is identical to the WPRI scale.5.3.1 Vibration exposure has been linked to pain and injuries in wheelchair users and the WPRI of traveled surfaces provides the ability to quantify the vibration exposure a wheelchair user will experience when traveling that surface.4,55.3.2 Knowledge of the vibration exposure a wheelchair user will experience on traveled surfaces will allow steps to be taken to minimize their exposure, reducing the likelihood of pain and injury.1.1 This practice covers the mathematical processing of longitudinal profile measurements to produce a wheelchair pathway roughness statistic called the Wheelchair Pathway Roughness Index (WPRI).1.2 This provides a standard practice for computing and reporting an estimate of pathway roughness for sidewalks and other pedestrian surfaces.1.3 The values stated in SI units are to be regarded as the standard. The inch-pound units given in parentheses are for information only.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 This practice provides a means for obtaining a quantitative estimate of a pavement property defined as roughness using longitudinal profile measuring equipment.5.1.1 The IRI is portable in that it can be obtained from longitudinal profiles obtained with a variety of instruments.5.1.2 The IRI is stable with time because true IRI is based on the concept of a true longitudinal profile, rather than the physical properties of a particular type of instrument.5.2 Roughness information is a useful input to the pavement management systems (PMS) maintained by transportation agencies.5.2.1 The IRI for the right wheel track is the measurement of road surface roughness specified by the Federal Highway Administration (FHWA) as the input to their Highway Performance Monitoring System (HPMS).5.2.2 When profiles are measured simultaneously for both traveled wheel tracks, then the MRI is considered to be a better measure of road surface roughness than the IRI for either wheel track.NOTE 1: The MRI scale is identical to the IRI scale.5.3 IRI can be interpreted as the output of an idealized response-type measuring system (see Test Method E1082 and Specification E1215), where the physical vehicle and instrumentation are replaced with a mathematical model. The units of slope correspond to accumulated suspension motions (for example, metres), divided by the distance traveled (for example, kilometres).5.4 IRI is a useful calibration reference for response-type systems that estimate roughness by measuring vehicular response (see Test Method E1082 and Specification E1215).5.5 IRI can also be interpreted as average absolute slope of the profile, filtered mathematically to modify the amplitudes associated with different wavelengths (3).1.1 This practice covers the mathematical processing of longitudinal profile measurements to produce a road roughness statistic called the International Roughness Index (IRI).1.2 The intent is to provide a standard practice for computing and reporting an estimate of road roughness for highway pavements.1.3 This practice is based on an algorithm developed in the International Road Roughness Experiment sponsored by a number of institutions including the World Bank and reported in two World Bank Technical Papers (1, 2).2 Additional technical information is provided in two Transportation Research Board (TRB) papers (3, 4).1.4 The values stated in SI units are to be regarded as the standard. The inch-pound units given in parentheses are for information only.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 646元 / 折扣价： 550 元 加购物车

4.1 This test method provides a means for obtaining a standard roughness index using generic equipment. This particular test method is simple but labor intensive, and is most appropriate for establishing reference roughness levels for a limited number of test sites.4.2 Test sites whose roughness is measured with this test method can be used to calibrate response-type measuring systems (see Test Method E1082).4.3 Such sites can also be used to verify proper operation of other profile measuring systems, and to establish accuracy levels for other profile measuring systems (see Test Method E950/E950M).1.1 This test method covers the measurement of a longitudinal profile of a travelled surface using a static level for the purpose of obtaining a road roughness index. This test method is suitable for all surface types that are travelled by conventional ground vehicles, including paved and unpaved roads.1.2 This test method is labor intensive with respect to other means for measuring longitudinal profile, and is used mainly for (1) validating other profile measuring methods, and (2) calibrating response-type roughness measuring systems.NOTE 1: When measuring road roughness with a static level for the purposes of validating other profile measuring methods or calibrating response-type roughness measuring systems, the static level measurement process should be evaluated to ensure the measurements are within the resolution required in Table 1. It is recommended that several locations be marked at various distances from the level and these locations be measured in sequence several times to establish if the readings stay within the resolution required. Wind, distance between the rod and the level, surface texture, and positioning of the rod all have significant impact on the repeatability of the elevation measurements. Any variation from the true elevations will primarily affect the bias as explained in 10.2. To determine the effect of random variations, random variations can be added to an existing profile and the IRI recalculated to determine the impact of the variations.1.3 This test method describes the computation required for one particular type of roughness index, the vehicle simulation used in the International Roughness Index (IRI). Additionally, the profile obtained with this test method can be processed to obtain other roughness measures.1.4 This test method includes two levels of accuracy that can be chosen according to need. The more accurate, designated as Class 1, reduces the measurement error of the roughness index to less than 2 % of the true value of the index. The second, designated as Class 2, involves errors less than 5 %.1.5 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

4.1 This test method provides a means of evaluating traveled surface roughness. The measured values represent vehicular response to traveled surface roughness obtained with the equipment and procedures stated herein and do not necessarily agree or correlate directly with those obtained by other methods.31.1 This test method covers the determination of vehicular response to traveled surface roughness.1.2 This test method utilizes an apparatus that measures the relative motion of a sprung mass system in response to traveled surface roughness where the mass is supported by automotive-type suspension and tires.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific precautionary statements are given in Section 6.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 515元 / 折扣价： 438 元 加购物车