Technical requirements for cyclists. Bicycle - basic safety rules. Dynamic test of the pedal-connecting rod assembly

GOST 29096-91
(ISO 4210-89)

Group D32

STATE STANDARD OF THE UNION OF SSR

BIKES

Safety requirements for two-wheeled bicycles

Cycles.
Safety requirements of bicycles

OKP 45 2910

Date of introduction 1993-01-01

INFORMATION DATA

1. DEVELOPED AND INTRODUCED by the Ministry of Automotive and Agricultural Engineering of the USSR

DEVELOPERS

L.A. Bobovnikov, E.A. Orlova (topic leader), Yu.O. Girsh, S.A. Novikov, L.V. Vakula, A.V. Sklyarov

2. APPROVED AND PUT INTO EFFECT by the Decree of the Committee for Standardization and Metrology of the USSR of 04.09.91 N 1420

This standard has been prepared by the method of direct application of the international standard ISO 4210-89 "Bicycles. Safety requirements" and fully complies with it.

3. Inspection frequency - 5 years

4. REFERENCE REGULATORY AND TECHNICAL DOCUMENTS

1. GENERAL

1.1. Application area

This standard applies to road bicycles for adults and adolescents, sports and tourist, intended for use on public roads, with an adjustable saddle height of 635 mm or more.

The standard contains requirements for safety, performance in the design, assembly and testing of bicycles and assemblies, as well as the basis for the development of instructions for the use and care of them.

The standard does not apply to special types of bicycles, including cargo bicycles, tandems, and bicycles designed and equipped for special competitions.

The text of the direct application of ISO 4210 is typed in roman type, the text of the supplements reflecting the needs of the national economy is typed in italics.

The requirements of this standard are mandatory.

1.2. Definitions

The following definitions are used in this standard:

1.2.1. Bicycles are a vehicle that has at least two wheels and moves exclusively by means of the muscular energy of the person on it with the help of pedals.

1.2.2 Two-wheeled bicycle.

1.2.3. Cargo bike - a bicycle designed primarily for the carriage of goods.

1.2.4. Tandem - a bicycle with saddles for two or more cyclists, located one after the other.

1.2.5. Saddle height is the distance between the road surface and the top of the saddle, measured from the center of the saddle bearing surface perpendicular to the road surface when the bike is upright.

1.2.6. The braking distance is the distance traveled by the bicycle before stopping since the brakes were applied.

1.2.7. Stopping distance - the sum of the stopping distance and the distance traveled by the bicycle since the beginning of the reaction of the cyclist.

1.2.8. Bicycle pitch is the distance traveled by the bicycle in one revolution of the cranks.

1.2.9. An open protrusion is a protrusion with which the middle part of 75 mm of the lateral surface of the cylinder 250 mm long and 83 mm in diameter can come in contact, simulating a limb (Fig. 1).

Open lip detection cylinder

Dimensions, mm

1.2.10. Support surface (pedals) - The surface of the pedal in contact with the sole and is slip resistant.

2. REQUIREMENTS FOR ASSEMBLIES

2.1. General

2.1.1. Sharp edges

Protruding edges that may come into contact with the hands, feet and other parts of the cyclist's body when riding, adjusting and maintaining the bike must not be sharp.

2.1.2. Protrusions

Any exposed protrusion that is longer than 8 mm after assembly shall have a radius of curvature of at least 6.3 mm. The end of such an open protrusion must have a larger end dimension of at least 12.7 mm and a smaller end dimension of at least 3.2 mm.

There should be no protrusions on the upper tube of the bicycle frame between the saddle and a point in front of the saddle at a distance of 300 mm, except for control cables with a diameter of not more than 6.4 mm attached to the upper tube and cable clamps made of material with a thickness of not more than 4.8 mm.

The thread protruding from the mating part with an internal thread and representing an open protrusion (clause 1.2.9) should not exceed one external thread diameter in length.

2.2. Brakes

2.2.1. Brake system

The bike must be equipped with a braking system or systems that meet the requirements of paragraph 2.2.5. If there is one braking system, it should act on the rear wheel, if there are two braking systems, one of them should act on the front wheel, and the other on the rear

2.2.2. Hand brake

2.2.2.1. Brake Lever Position

The levers for the front and rear brakes must be located on the side of the handlebars in the country in which the bicycles are used.

2.2.2.2. Brake Lever Dimensions

The maximum size (Fig. 2) between the outer surfaces of the brake handle and the handlebar or rudder handle should be no more than 90 mm in the area between the points and and 100 mm between the points and.

Brake Lever Dimensions

Dimensions, mm

Damn 2

2.2.2.3. Cable Brake Assembly

If the bike is equipped with any type of cable brakes, the screws to secure them to the frame or fork must be equipped with suitable locking devices, such as spring washers, lock nuts or self-locking nuts.

The braking system must work without jamming.

The cable tie bolt must not cut any of the cable wires when assembled in accordance with the manufacturer's instructions.

2.2.2.4. Brake shoe assembly

The frictional brake pad must be securely attached to the caliper or carrier; when tested according to clause 4.1, there should be no faults in the friction pad assembly. After testing according to clause 4.1, the braking system must meet the requirements for performance of brakes according to clauses 2.2.5.1 and 2.2.5.2.

2.2.2.5. Brake adjustment

The brakes must be adjustable to maintain effective operating condition until the brake pads are worn to the extent that the manufacturer recommends replacing them.

When properly adjusted, the brake pad should not come into contact with anything other than the surface to be braking.

2.2.3. Foot brake

The brake must be applied by the cyclist's foot by applying force to the pedal in the opposite direction to the driving force. The brake mechanism must act independently of the drive position or adjustment. The maximum angle between the positions of the connecting rod during movement and braking should be no more than 60 °. The angle is measured when a torque of 14 Nm is applied to the connecting rod in its extreme positions.

2.2.4. The strength of the braking system

2.2.4.1. Hand brake

When tested in accordance with paragraph 4.2.1, there should be no malfunctions of the braking system or any of its components.

2.2.4.2. Foot brake

When tested according to clause 4.2.2. there should be no malfunctions of the brake system or any of its elements.

2.2.5. Braking conditions

2.2.5.1.

When tested according to clause 4.3:

a bicycle moving at a speed of 24 km / h and having a step of 5 m or more in the highest gear must stop smoothly and safely after passing a distance of 5.5 m;

a bicycle traveling at a speed of 16 km / h and having a step of less than 5 m in the highest gear should stop smoothly and safely after traveling a distance of 5.5 m.

Note. The braking distance of 5.5 m includes both human response and gauge error and may be revised in the light of experience gained from testing.

2.2.5.2.

When tested in accordance with paragraph 4.3, a bicycle traveling at a speed of 16 km / h should stop smoothly and safely after passing a distance of 15 m.

2.2.5.3. Dependence of the braking force on the force on the pedal in the foot brake

When tested according to clause 4.4, the braking force should be directly proportional (± 20%) to the force on the pedal, ranging from 90 to 300 N, and for a force on the pedal of 300 N, it should be at least 150 N.

2.3. Steering

2.3.1. Steering wheel

The total handlebar width should be 350-700 mm. The vertical distance between the top of the handlebars in the highest position and the bearing surface of the saddle in its lowest position should not be more than 400 m.

The ends of the rudders should be fitted with handles or plugs capable of withstanding a pulling force of 70 N.

2.3.2. Rudder bar

The handlebar shaft must have a permanent mark that clearly identifies the minimum insertion depth into the fork shaft to guarantee the minimum insertion depth.

The insertion mark or the insertion depth must be located at a distance of at least 2.5 times the diameter of the bar from its lower end, and a section of the cylindrical body of the bar with a length equal to at least one diameter of the bar must remain below the mark. The insertion mark must not compromise the strength of the rudder bar.

2.3.3. Tightening bolt for steering rod

The minimum breaking torque of the bolt shall be at least 50% greater than the maximum tightening torque specified by the manufacturer.

2.3.4. Steering stability

Correctly adjusted steering should be able to rotate at least 60 ° to either side of the straight ahead position without binding or play in the bearings.

At least 25% of the total weight of the bicycle and the cyclist should be on the front wheel, provided that the position of the saddle and handlebars allows the cyclist, who is in the saddle and holding the handles, to move back as much as possible.

Guidance on steering geometry is given in Appendix B.

2.3.5. Steering unit strength

The rudder rod must withstand without destruction the tests of clauses 4.5.1.1 and 4.5.1.2.

When tested in accordance with clause 4.5.2, there should be no movement of the rudder relative to the rod.

When tested in accordance with clause 4.5.3, there should be no movement of the rudder rod relative to the fork rod more than the gaps between the contacting surfaces allow. This movement should not exceed 5 °.

2.4. Frame-fork assembly

2.4.1. Impact test (falling mass)

When tested in accordance with clause 4.6.1, there should be no visible cracks, and the permanent deformation of the assembly, measured between the axes of the ends of the fork and the frame, should not exceed 40 mm.

2.4 2. Impact test (falling frame-fork assembly)

When tested in accordance with clause 4.6.2, there should be no visible cracks.

2.5. Front fork

The grooves or other means of placing the front axle inside the front fork must be such that when the axle or the cones fit snugly against the upper surface of the grooves, the front wheel remains in the plane of symmetry of the fork.

2.6. Wheels

2.6.1. Rotation precision

This parameter is determined according to GOST 24643 when rotating within the permissible runout (axial). The runout tolerances below represent the maximum allowable change in rim position (i.e., the full indicator reading) of a fully assembled wheel in one complete revolution around a stationary axle.

2.6.1.1. Radial runout tolerance

For bicycles equipped with rim brakes, the runout should not exceed 2 mm when measured perpendicular to the axis from a specific point on the rim.

2.6.1.2. End runout tolerance

For bicycles fitted with rim brakes, the runout should not exceed 2 mm when measured along a line parallel to the axis from a specific point on the rim.

For bicycles not equipped with rim brakes, the runout should not exceed 4 mm.

2.6.2. Gap

The installation of the wheel assembly on the bicycle should be carried out so that the clearance between the tire and any part of the frame and fork is at least 2 mm.

2.6.3.

When testing a fully assembled wheel according to clause 4.7, none of the wheel parts should be damaged, and the permanent deformation, measured at the point of application of force on the rim, should not exceed 1.5 mm.

2.6.4. Wheel fixing

The wheels must be secured to the bike frame with a positive locking device and tightened according to the manufacturer's instructions.

2.6.4.1. Front wheel mount

There should be no relative movement between the axle and the front fork when a force of 500 N is applied for 30 s symmetrically to the axle in the direction of the wheel movement.

2.6.4.2. Rear wheel mount

There should be no relative movement between the axle and the frame when a force of 1780 N is applied for 30 s symmetrically to the axis in the direction of the wheel movement.

2.7. Tires and tubes

2.7.1. Internal pressure

The maximum internal tire pressure recommended by the manufacturer must be cast on the side surface of it so that it can be easily seen on the assembled tire with wheel.

Non-cast tires are not subject to this requirement.

2.7.2. Matching tire and rim

The tire and tube must match the design of the rim. When inflated to 110% of the recommended inflation pressure, the tire must remain intact on the rim for at least 5 minutes.

2.8. Pedals and crank pedal drive system

2.8.1. Pedal support surface

2.8.1.1. The design of the pedal should ensure that the supporting surface is stationary relative to the pedal body.

2.8.1.2. Pedals intended to be used without or with optional toe clips must have:

a) supporting surfaces on the lower and upper sides of the pedal, or

b) the preferred position, which automatically determines the support surface for the cyclist's foot.

2.8.1.3. Pedals intended for use with toe clips only must have secure toe clips and may not meet the requirements of 2.8.1.2.

2.8.2. Pedal clearance

2.8.2.1. Clearance between pedal and ground

No part of the pedal that is at its lowest point and whose bearing surface is parallel to the ground (at the top in the case when only one bearing surface) should touch the ground when the unloaded bicycle is tilted 25 ° from the vertical position.

If the bicycle is equipped with a shock absorber, the measurement shall be carried out at the pressure that a rider weighing 85 kg can exert on it.

2.8.2.2. Clearance between pedal and tire

For bicycles that do not have a leg restraint device (such as toe clips), the clearance between the pedal and the front tire or front wheel guard (when rotating in any position) must be at least 89 mm. The clearance should be measured from the center of any pedal to the arc described by the tire or flap parallel to the plane of symmetry of the bicycle (Fig. 3).

Clearance between pedal and tire

1 - bicycle pedal; 2 - tire; 3 - wheel flap

If your bike has front fork attachment parts, the gap must be measured from a properly installed shield.

2.8.3.

When tested in accordance with clause 4.8.1, no part of the drive should have visible cracks, and its performance should not be lost.

2.8.4.

When tested in accordance with clause 4.8.2, there should be no visible cracks in the thread of the pedal or connecting rod.

2.9. Saddle

2.9.1. Limiting dimensions

No part of the saddle, saddle supports, or accessories attached to the saddle should rise more than 125 mm above the surface at the point of intersection with the saddle post axis.

2.9.2. Saddle post

The saddle post must have a permanent mark that clearly defines the minimum depth for insertion into the frame. This mark should be located at a distance equal to at least two diameters of the saddle post, measured from its end, and should not reduce the strength of the saddle post.

2.9.3. Adjusting the saddle locks

When tested in 4.9, there shall be no movement in the saddle lock in any direction relative to the saddle post or saddle post relative to the frame.

Saddles that do not have locks, but are designed to rotate in a vertical plane relative to the saddle post, must move freely within the specified parameters and withstand the tests of clause 4.9 without damage.

2.10. Chain

When using a chain drive as a means of transmitting driving force, the chain must move along the front and rear sprockets without binding.

The chain must withstand a minimum breaking load of 8010 N.

2.11. Chain guard

The bike must be equipped with a protective device that protects the upper point of contact between the chain and the drive sprocket from clothing and body parts. The device must cover the chain at a distance of at least 25 mm, measured up to the point of its engagement with the drive sprocket.

2.12. Lighting equipment and reflectors

2.12.1. Lighting

2.12.1.1. Lighting system

The provision of a headlamp and a taillight or complete lighting system is not a requirement of this standard. However, if such equipment is installed, it must comply with the laws of the country in which the bicycles are used; in the absence of such legislation, it must comply with the requirements of GOST 20961 and the normative and technical documentation approved in the prescribed manner.

2.12.1.2. Wiring

If electrical wiring is installed, it should be kept away from moving parts or sharp edges to avoid damage. All joints must withstand a tensile force of 10 N in any direction.

2.12.2. Reflectors

2.12.2.1. General requirements

Reflectors must be installed to meet the following requirements, unless they are in conflict with the laws of the country in which the bike is used.

2.12.2.2. Rear reflectors

Bicycles equipped with a rear light in accordance with clause 2.12.1 must be additionally equipped with a rear wide-angle or conventional reflector that meets the requirements of GOST 20961. Bicycles without such a tail light must be fitted with a wide-angle reflector. Rear reflectors should be red.

2.12.2.3. Side reflectors

Bicycles must be equipped with two side reflectors, each clearly visible from both sides.

Reflectors must be in one of the following shapes:

a) wide-angle reflectors installed in the front and rear of the bike. One of them must be installed on the wheel spokes. If the rear wheel of the bicycle has other parts besides the frame struts and the wheel guard, then the removable reflector is installed on the front wheel or

b) a continuous strip of reflective material attached to both sides of each wheel at a distance of 10 cm from the outer diameter of the tire.

2.12.2.3.1. Wide-angle reflectors must comply with the requirements of GOST 20961.

2.12.2.3.2. All side reflectors must be of the same color, pure white or yellow.

2.12.2.4. Front reflectors

Bicycles fitted with a headlight in accordance with 2.12.1 may not have a front reflector. Bicycles without such a headlight must be equipped with a wide-angle reflector that meets the requirements of GOST 20961. Front reflectors must be pure white.

2.12.2.5. Pedal reflectors

Each pedal must have reflectors that meet the requirements of GOST 20961, located on the front and rear surfaces of the pedals. The reflective elements can be made in one piece with the pedal structure or mechanically secured, but must be sufficiently removed from the pedal edge or recessed into the reflector body in order to prevent the reflective element from contacting the flat surface in contact with the pedal edge. Pedal reflectors must be yellow.

2.13. Signaling device

The bike may be fitted with a bell or other appropriate audible warning device and, if installed, must comply with the relevant laws of the country in which the bicycles are used.

2.14. Instructions

Each bike must be accompanied by an instruction containing the following information:

a) preparation for riding - how to measure and adjust the height of the saddle and handlebars as applied to the cyclist, taking into account the limit marks on the saddle post and handlebar bar;

c) lubrication - where and how often to lubricate - and the recommended lubrication;

d) the correct tension of the chain, how to adjust it;

f) sprocket adjustment;

g) spare parts;

h) accessories - where they are proposed to be installed, issues such as operation and mandatory maintenance, as well as necessary spare parts;

i) Safe driving recommendation - regular check of brakes, tires, steering and lighting equipment, warning about limiting braking distance in rainy weather.

Any other necessary information can be included in agreement with the manufacturer.

3. REQUIREMENTS FOR BIKE ASSEMBLY

3.1. Road test

When tested in accordance with clause 4.10, there should be no faults in the systems and units, as well as weakening or misalignment of the saddle, rudder, control, retroreflectors.

The bicycle must be stable when cornering and in the process of driving it and provide the possibility of easy and safe control for the driver with one hand (when giving signals - with the other).

4. TEST METHODS

4.1. Brake Shoe Test

The test is carried out on a fully assembled bicycle with adjusted brakes with a cyclist weighing 70 kg or an equivalent weight on the saddle. Each brake lever shall be actuated with a force of 180 N maintained during the test.

After that, the bike must be rolled five times forward and five times backward, each time at a distance of at least 75 mm.

4.2. Load test of the brake system

4.2.1. Hand brake

The test is carried out on a fully assembled bicycle. After checking the correct adjustment of the brake system, a force of 450 N or less must be applied to the brake lever at a point 25 mm from its end, perpendicular to the rudder handle in the plane of movement of the handle, as shown in Fig. 4, a force of 450 N or less must be applied, resulting in:

a cable brake handle in contact with the handlebar or with the handlebar in the absence of a handle;

an extended double-acting cable-operated brake lever to the level of the upper surface of the handlebar or in contact with it;

the rod-driven brake lever to the level of the upper surface of the handlebar.

Applied Hand Brake Lever Loads

The test must be repeated ten times in total for each brake lever.

4.2.2. Foot brake

The test is carried out on a fully assembled bicycle. After checking the correct adjustment of the brake system and installing the connecting rods in a horizontal position (as shown in Fig. 5), a force must be applied to the center of the left pedal axis. This force should be 1500 N applied gradually in the vertical direction over 15 s.

Foot brake test

1 - left connecting rod; 2 - point of load application; 3 - pedal; 4 - applied load, 5 - circuit; 6 - driven sprocket;
7 - left connecting rod; 8 - driving sprocket and connecting rod

The test must be repeated ten times in full.

4.3. Brake Performance Tests

Unless otherwise specified, these requirements apply to tests in both dry and wet conditions.

4.3.1. Test bike

The tests are carried out on a fully assembled bicycle after testing the braking system with a load according to paragraph 4.2. If necessary, the brakes must be adjusted and the tires inflated to the recommended pressure indicated on them.

4.3.2. Test track

4.3.2.1. If possible, the test track should be indoors. If an open track is used, particular attention must be paid to the environmental conditions during the entire test period.

4.3.2.2. The slope of the track should not exceed 0.5%.

With a slope of less than 0.2%, all runs are carried out in the same direction.

With a slope of 0.2 to 0.5%, the wet test is carried out in opposite directions.

4.3.2.3. The surface must be firm (concrete or asphalt), free of dust and fine gravel. The minimum coefficient of friction between the dry surface and the tire shall be 0.5.

4.3.2.4. There must be a timing device on the track that can accurately determine the speed at the start of deceleration. The device error should not exceed 2%.

4.3.2.5. The track must be dry at the beginning of the test. When tested in accordance with clause 2.2.5.1, it must remain dry during the entire test period.

4.3.2.6. During the tests, the wind speed on the track should not exceed 3 m / s.

4.3.3. Control and measuring devices and instruments

The test bike must be equipped with the following instrumentation and control devices.

4.3.3.1. A calibrated speedometer or tachometer with an accuracy of 5% to determine the approximate bike speed at the start of a test ride.

4.3.3.2. Marking device for determining the beginning of the braking distance. Each braking system shall be provided with such a separate marking device and must be activated by the hand brake handle or the foot brake connecting rod. Each system shall operate to leave marks on the test surface within 0.025 s from the moment the handle or crank begins to move during braking. Both markings must be located on the same transverse plane of the bicycle.

4.3.3.3. A stop mounted on the handlebar to limit the force applied to the brake lever. This also applies to the extended handle (section 4.3.5).

4.3.3.4. Water spray system for wetting the braking surface, consisting of a water tank connected by pipes to two pairs of pipes on the front and rear wheels. A quick-acting on / off valve must be installed so that it can be operated by a cyclist. Each nozzle should deliver a stream of water at a rate of at least 4 ml / s. Distilled water is used at ambient temperature.

The location and direction of the pipes for the caliper, drum, band, disc and foot brakes are shown in Fig. 6-11.

Caliper Brake Water Hoses (Front)

1 - a pipe for water; 2 - front tee; 3 - bicycle fork; 4 - bicycle caliper brake;
5 - bicycle wheel rim; 6 - direction of rotation of the wheel

Caliper brake water connections (rear)

1 - a pipe for water; 2 - rear tee; 3 - bicycle frame;
4 - rear caliper brake; 5 - bicycle wheel rim;
6 - direction of rotation

Water connections for internal release brake (front and rear)

Band brake water connections

Dimensions, mm

1 - direction of rotation of the wheel; 2 - a branch pipe for water;
3 - bicycle frame; 4 - rear tee; 5 - band brake; 6 - rear hub

Disc brake water connections (rear)

1 - direction of rotation of the wheel; 2 - bicycle frame; 3 - brake disc; 4 - rear tee;
5 - disc brake clamp; 6 - a branch pipe for water; 7 - rear hub

Foot brake water connections

1 - direction of rotation of the wheel; 2 - bicycle frame; 3 - rear tee; 4 - a branch pipe for water; 5 - brake sleeve

Note. The water connection should be directed towards the inlet of the bushing from both sides.

4.3.4. Cyclist weight

The total weight of the cyclist and the measuring devices on the bike should be 70-85 kg. If there are two separate braking systems for a mass over 70 kg, the braking distance can be increased at the rate of 0.011 m per 1 kg of mass. If the braking system consists only of a foot brake, this correction is not made.

4.3.5. The force applied to the brakes

Bicycles with hand brakes should be tested with a hand grip force not exceeding 180 N. The grip force should be applied at a point 25 mm from the end of the handle, as shown in Fig. 4. To check the reliability of the load on the handle, the control should be carried out before and after each series of test drives.

There is no limitation on the force applied to the pedal with the foot brake.

4.3.6. Test Method

4.3.6.1. Test drives in dry conditions

Once the set speed is reached, the cyclist should stop pedaling just before passing the timing device and apply the brakes immediately after. The bike must stop smoothly and safely. The braking distance must be measured from the first mark to the marking device.

4.3.6.2. Test drives in wet conditions

The technique according to clause 4.3.6.1 is applied. The wetting of the brake system begins at least 25 m and ends no more than 15 m before applying the brakes.

4.3.6.3. Number of valid test runs

If the slope of the track is less than 0.2%, you must make the following runs:

a) five consecutive valid runs in dry conditions;

b) two races for acclimatization in wet conditions (results are not recorded);

c) five consecutive valid races in wet conditions.

When the slope of the track is from 0.2 to 0.5%, you must make the following races:

d) five consecutive valid runs in dry conditions;

e) two races for acclimatization in wet conditions (results are not recorded);

f) ten consecutive valid runs in wet conditions. Races alternate in opposite directions.

There can be a pause of no more than 3 minutes between subsequent races.

4.3.7. Correction factor speed-distance

The correction factor is applied to the measured stopping distance if the speed controlled by the timing device does not correspond to the calculated one in 2.2.5.

The specified stopping distance () in meters is calculated by the formula

where is the measured stopping distance, m;

- preset test speed, km / h;

- measured test speed, km / h.

4.3.8. Reliability of test drives

a) a strong skid to the side;

b) loss of control of management.

Note. It is not always possible to completely avoid rear wheel skid when using some braking systems. However, this is considered acceptable if it does not lead to the consequences listed in items a) and b).

4.3.8.2. If the specified braking distance exceeds the specified one, test drives can be considered invalid when:

a) the initial test speed is 1.5 km / h higher than the specified one;

b) the entry of the front brake into action after the rear one, as shown by the marks;

c) the distance between the marks for the front and rear brakes is more than 1 m, measured along the surface of the track;

d) a series of stopping distances, repeatedly exceeding the specified limit, after test drives with a strong sideways skid or loss of control.

Note. Since the front brake accounts for the largest percentage of the backlog in the braking tests performed, it is important that it is applied primarily to maximize the available braking force and that there is a minimum delay in the application of the rear brake.

4.3.8.3. If the adjusted braking distance is less than the specified one, then the test drives should be considered unreliable when:

a) the initial test speed is 1.5 km / h less than the specified one;

b) the distance between the point, fixing the speed, and the mark for the rear brake more than 2 m, measured along the surface of the track.

If the adjusted braking distance exceeds the specified in clause 2.2.5, then the test drives are considered reliable.

4.3.9. Test results

4.3.9.1. Dry braking

The test result should be the average of the adjusted stopping distances (paragraph 4.3.7) of the test drives according to paragraph 4.3.6.3 a), d).

In accordance with the requirements of clause 2.2.5.1, the above values ​​should not exceed the sum of the braking distance specified in clause 2.2.5.1 and the distance allowed for the mass, as specified in clause 4.3.4.

4.3.9.2. Wet braking

The test result must be the average of the adjusted stopping distances (p. 4.3.7) of the test drives in accordance with p. 4.3.6.3 c), f).

In accordance with the requirements of clause 2.2.5.2, the above values ​​should not exceed the sum of the braking distance specified in clause 2.2.5.2 and the distance allowed for the mass, as specified in clause 4.3.4.

4.4. Test of the dependence of the braking force on the force on the pedal in the foot brake

The test is carried out on a fully assembled bicycle. The effectiveness of the foot brake braking force is measured tangentially to the circumference of the rear tire while rotating in the forward direction, while a force of 90 to 300 N is applied to the pedal at right angles to the crank arm and in the braking direction.

Determination of the braking force is carried out with uniform traction and after one revolution of the wheel. At least 5 results with different pedal force values ​​must be selected. Each result must be the average of three separate measurements for the same force value.

The results should be plotted on a graph showing the "best line" and the lines of tolerance limits of ± 20%, obtained by the method of "least squares" described in Appendix A.

4.5. Steering assembly test

4.5.1. Rudder bar

4.5.1.1. Torsion test

A torque of 108 Nm in a plane parallel to the bar in the direction of its axis, as shown in Fig. 12.

Torsion test of the rudder bar

1 - rod; 2 - test shaft; 3 - the center of the connection; 4 - clamping device; 5 - minimum insertion depth

Damn 12

4.5.1.2. Static load test

A force of 2000 N must be applied to the rudder rod, securely fixed in the device at the minimum insertion depth (p. 2.3.2) at the rudder attachment point, in the forward direction at an angle of 45 ° from the rod axis, as shown in Fig. 13.

Static load test of the rudder bar

1 - minimum insertion depth; 2 - clamping device;
3 - rudder or test shaft

Damn. 13

4.5.2. Handlebar and rod torsion test

A force of 220 N must be applied to the rod assembly with the rudder, securely fixed in the device at the minimum insertion depth, from each side of the rudder in such a direction and place that maximum torque is created at the connection of the rudder to the rod. If this place is at the end of the rudder, then the force should be applied as close to the end as possible, in any case at a distance of no more than 15 mm from the end (Fig. 14).

Note. Depending on the shape of the rudder, the direction of the applied loads may differ from that shown in Fig. 14.

Torsion test of the rudder-rod assembly

1 - clamping block; 2 - minimum insertion depth

If the handlebar-rod assembly is clamped, the torque applied to the fastener must not exceed the recommended torque for that type of fastener.

4.5.3. Torsion test of handlebar bar and fork bar

To the handlebar rod, correctly assembled with the frame and the fork rod and secured with a tightening bolt in accordance with the manufacturer's instructions, a torque of 25 Nm must be applied in the handlebar-fork clamping device, as shown in Fig. 15.

Torsion test of the handlebar-fork clamping device

1 - fork and frame assembly; 2 - test shaft; 3 - tightening bolt

Damn. 15

4.6. Frame-Fork Assembly Impact Test

4.6.1. Drop test

The test is carried out on the frame and fork assembly.

If a bicycle frame for men can be converted to a bicycle frame for women by removing the top tube of the frame, the test is carried out with the top tube removed.

The distance between the center axes should be measured. On the front fork, a roller with a low mass must be assembled, and the frame-fork assembly is installed vertically and secured in a rigid fixture using the rear axle, as shown in Fig. 16.

Impact test (falling mass)

Dimensions, mm

1 - roller with low weight 1 kg max; 2 - rigid installation for mounting the rear axle

Damn. 16

A load weighing 22.5 kg must be dropped vertically from a height of 180 mm so that its impact hits the low-mass roller at a point located on the line of the center of the wheels, in the direction opposite to the inclination of the fork.

4.6.2. Drop test of the frame-fork assembly

The test is carried out on the frame-fork-roller assembly used for the test of 4.6.1.

The unit must be installed in the place of attachment of the rear axle so that it can freely rotate around it in the vertical plane. The front fork should rest on a flat steel plate so that the frame is in working position when in use. A 70 kg weight must be securely attached to the saddle post so that its center of gravity lies on the saddle post axis at a distance of 75 mm from the end of the seat tube when measured along the seat tube axis. The assembly should be rotated around the rear axle so that the center of gravity of the 70 kg load is vertically above the rear axle, after which it is allowed to fall freely, hitting the plate (Fig. 17).

Impact test (falling frame-fork assembly)

1 - vertical position of the load above the rear axle;

70 kg; 3 - steel plate

Damn. 17

The test must be repeated twice.

4.7. Static load test (wheel)

A force of 178 N must be applied to the wheel, respectively installed and fixed in position, as shown in Fig. 18, at one point of the rim perpendicular to the plane of the wheel. The force should only be applied once for 1 min.

If the wheel hub is displaced, the force must be applied in the direction of displacement (as shown in Fig. 18).

Static wheel load test

1 - complete wheel; 2 - drive sprocket;
3 - clamping device

Damn. 18

4.8. Pedal test

4.8.1. Static load test of the drive system

The test is carried out on an assembly comprising a pedal frame, a drive system, a rear wheel assembly and, if necessary, a gearshift mechanism. The frame is supported so that the plane of symmetry is vertical and the rear wheel is secured to the rim to keep it stationary.

4.8.1.1. Single speed system

4.8.1.1.1. The left crank arm, in the forward horizontal position, should gradually apply a vertical downward force of 1500 N to the center of the left pedal.

The force must be maintained for 15 seconds.

If the system fails or the drive sprockets are secured so that the connecting rod rotates under load to a position more than 30 ° below horizontal, then the connecting rod shall be returned to a horizontal or some suitable position above horizontal, taking into account that the system has failed, and the test must be repeated.

4.8.1.1.2. After completion of the test of 4.8.1.1.1, the test shall be repeated with the right crank arm in the forward horizontal position and with a load applied to the center of the right pedal.

4.8.1.2. Multi-speed system

4.8.1.2.1. The test according to clause 4.8.1.1.1 is carried out with a correctly adjusted drive for the highest gear.

4.8.1.2.2. The test according to item 4.8.1.1.2 is carried out with a correctly adjusted drive to the lower gear.

4.8.2. Dynamic test of the pedal-connecting rod system

With matching parts of a pair of connecting rods securely fitted to the test shaft, a pair of pedals is assembled. To each pedal through a spring, in order to reduce load fluctuations, a load with a total mass of 50 kg should be suspended, as shown in Fig. 19. The shaft should rotate for approximately 100 minutes with a total speed of 1,000,000 revolutions. After 500,000 revolutions, the pedals must be rotated 180 ° if equipped with two bearing surfaces.

Dynamic test of the pedal-connecting rod assembly

1 - part of the connecting rod connected to the test shaft; 2 - left pedal; 3 - clearance for the pedal axis; 4 - test shaft; 5 - right pedal; 6 - total weight 50 kg

Damn. 19

4.9. Static load test (saddle and saddle post)

A saddle correctly assembled with a saddle post and frame and tightened into the saddle clamp with the recommended torque for such fastening must be subjected to a vertical downward force of at least 668 N at a point 25 mm from the front or rear ends of the saddle, whichever is where the greatest torque in the saddle lock will be obtained. Once this force has been removed, a horizontal force of 222 N should be applied at a point 25 mm from the front or rear ends of the saddle, whichever is where the greatest torque is obtained in the saddle clamp.

4.10. Road test

Each bicycle selected for road testing must first be checked and, if necessary, adjusted to allow free, free-wheeling rotation of the steering and wheels and correct brake adjustment without interfering with wheel rotation. The wheels must be checked and, if necessary, centered, and the tires inflated to the recommended pressure in accordance with the marks on their lateral surface. The drive chain must be checked and adjusted if necessary; any gearshift mechanism must be checked for correct and free operation.

The position of the saddle and handlebars must be carefully adjusted to suit the rider's requirements.

The bike must travel at least 1 km with a cyclist of the appropriate size.

During the test, the bicycle must be ridden five times on a 30 m long section lined with wooden beams 50 mm wide and 25 mm high with 12x45 ° chamfers at the corners interacting with the tires. Bars should be laid every 2 m throughout the entire 30 m section. The bike must pass the area lined with bars at the speed specified in clause 2.2.5.1.

APPENDIX A (informational). METHOD OF OBTAINING THE OPTIMAL STRAIGHT and direct permissible maximum deviations of ± 20% when testing the dependence of the braking force on the force on the pedal in the foot brake

APPENDIX A
Information

and direct permissible maximum deviations of ± 20% during testing
the dependence of the braking force on the force on the pedal in the foot brake

It is assumed that the values ​​obtained during the test specified in clause 4.4 will coincide with points lying on a straight line.

Although the best straight line can be drawn by eye, the least squares method below provides a criterion for minimizing inaccuracies and allows you to select the straight line that is closest to optimal.

The optimal straight line is the line that minimizes the sum of the squares of the differences between the measured results and the corresponding graphical results.

The relationship between variables is expressed by the formula

where is an independent precisely known variable (load applied to the pedal);

Dependent variable with some degree of accuracy (braking force per wheel);

and - unknown constants to be determined.

For an array of values, this dependence can be resolved by obtaining the minimum sum of the squares of the differences by the formula

We take and,

Then the value can be determined by substitution:

Example

During the test, 4 values ​​and were obtained, with the help of which the values,, and are calculated as follows:

Therefore, the optimal line corresponds to

and the straight lines of permissible maximum deviations are ± 20%

The results are shown graphically in Figure A.1.

The graph of the dependence of the braking force on the force on the pedal, expressed by the "optimal line" and straight lines of permissible maximum deviations of ± 20%

1 - permissible maximum deviation + 20%; 2 - optimal straight line;
3 - permissible deviation -20%

APPENDIX B (informational). STEERING GEOMETRY

APPENDIX B
Information

The steering geometry, as shown in Figure B.1, is determined by the intended use of the bike, provided that the following guidelines are followed:

Steering geometry

Damn B.1

the angle of inclination of the head tube is not more than 75 ° and not less than 65 ° relative to the road line;

the steering axle intersects the perpendicular line to the road line passing through the center of the wheel at a point not lower than 15% and not higher than 60% of the wheel radius, measured from the road line.



The text of the document is verified by:
official publication
Moscow: Standards Publishing House, 1992

The driver is the main figure in road traffic management.

It should be reminded that in our country the number of cars is growing at a high rate: annually, about 1,300,000 cars are growing. According to the experts' forecasts, in the near future 330-440 cars will fall on 1000 people (in 2009 this figure was on average 225 units of cars).

Consequently, the number of drivers is also growing rapidly. At the same time, the level of their professional training and the level of culture in the field of road safety is not very high and does not fully comply with the increasing requirements for road users to ensure road safety in modern conditions (as already mentioned, more than 70% of accidents occur due to the fault of drivers ).

Therefore, road safety primarily depends on the level of training of drivers and instilling in them a high sense of responsibility for the personal safety and safety of others.

What spiritual and physical qualities of a driver can be used to judge the level of his culture in the field of road safety? In our opinion, the most significant features can be identified:

1. Compliance of the driver's health and his working capacity with the physical and psychological stress arising from driving a vehicle in modern roads.
2. Deep knowledge of the Rules of the road, their conscious observance and the ability to apply in various situations that arise on the road.
3. Continuous improvement of professional qualities in driving a vehicle.
4. Fostering a sense of high responsibility for the safety of other road users (pedestrians and passengers), respecting their rights in the field of life safety.

Such qualities do not appear by themselves. They will not arise even with the receipt of a license to drive a vehicle. They should be brought up from school age and should serve as the foundation for the training of a modern driver, because most young people in life will become drivers of vehicles. This is evidenced by the intensive motorization of the country.

Purposefully, these qualities should be formed from the moment a person became a road user. From this moment, he must begin to comprehend the basics of the Rules of the road and form the conviction of the need to comply with them constantly.

The first vehicle that a person begins to drive during his school years is a bicycle. From this moment on, it is necessary to begin to cultivate the qualities of a cultural driver.

A bicycle is a vehicle that has two or more wheels and is set in motion by the muscular force of a person.

Attention!
According to the Road Traffic Regulations, it is allowed to drive a bicycle while driving on the road to persons not younger than 14 years old, and a moped not younger than 16 years old.

Cycling is not permitted on most city streets, in settlements and on highways. The bicycle as a vehicle has its own characteristics. Firstly, it is not driven by the engine, but by the muscular efforts of the cyclist. Therefore, its speed depends on the physical fitness of the driver. Secondly, the bicycle has high maneuverability and, thirdly, it is characterized by insufficient stability. Therefore, it is necessary to seriously learn to ride a bicycle, to be prepared for various situations that may arise on the road.

It is best to learn to ride a bike at the velodrome or in the bicycles, which are now being established in various regions of the country.

Remember!
A cyclist is a driver of a vehicle, therefore the same requirements are imposed on him as for any driver.

Before leaving, each driver is obliged to check and ensure the good technical condition of the vehicle on the way.

Basic requirements for the technical condition of the bicycle

• The bike must always have good brakes and a sound signal (bell).
• When driving on roads at night, the bicycle must be equipped with a white flashlight (headlight) in front, a red flashlight or reflector behind, and orange or red reflectors on the sides.

Bicycle riders are prohibited

• Drive if there is a brake or steering fault.
• Ride a bike without holding the handlebars with at least one hand.
• Carry passengers, except for a child under the age of 7, in an additional seat equipped with reliable footrests.
• Carry cargo that protrudes more than 0.5 m in length or width beyond the dimensions of the bike or interferes with control.
• Move along the carriageway if there is a cycle path nearby.
• Turn left or make a U-turn on roads with tram traffic and on roads with more than one lane to travel in a given direction.
• Learn to ride a bike on city streets and highways.
• Drive on sidewalks and footpaths (a sidewalk is a pedestrian path).

Basic duties of a cyclist

• On the road, you must keep to the extreme right lane, at a distance of no more than 1 m from the sidewalk or shoulder. This will keep the cyclist safe.
• It is possible to make a left turn or make a U-turn only on roads with one lane for movement in this direction and which do not have tram traffic. On such roads, the carriageway is narrow, allowing the cyclist to make a turn or U-turn relatively safely. If necessary, turn left or make a U-turn on a road with tram lines and more than one lane for movement in one direction, the cyclist must get off the bike and guide it with his hands, observing the rules established for pedestrians.
• If you intend to turn or stop, it is necessary to warn the other road users in advance using hand signals. When turning to the left, the left hand or the right hand bent at the elbow is raised to the side. When turning to the right, raise to the side the right arm or the left arm bent at the elbow. Before stopping, raise the right or left hand up.
• At an unregulated intersection of a cycle path with a road, you must give way to a vehicle moving on the crossed road.

While mastering and improving your skills in driving a bike, it is advisable not just to dashingly ride it, violating all the Traffic Rules, but to prepare to become a professional driver of vehicles.

It should be noted that in the Russian Federation in 1995 the Association of Youth Automobile Schools of Russia was created.

As of January 1, 2011, the Association includes youth automobile schools from 46 regions of Russia, the main of which are Moscow, Saratov, Rostov, Samara, Penza, Kursk, Perm, Stavropol, Nalchik, Kaliningrad, Ryazan, Borisoglebsk Voronezh regions and many other educational institutions.

The main task of the Association of Youthful Automobile Schools of Russia is to create a single integrated system of teaching safe behavior skills for children and adolescents, on the streets and roads, starting from the age of 5.

Junior automobile schools have the status of institutions of additional education. During the training, students receive professional training for vehicle drivers.

The vehicle driver training program provides for:

• 3-year training from 14 years old;
• 2-year training from 15 years old;
• 1-year training from 16-16.5 years of age.

Youth automobile schools have an equipped educational and material base, which includes classes, educational and methodological rooms for laboratory and practical classes, as well as educational equipment. Currently, the fleet of driving schools has over 2000 vehicles, including more than 200 trucks. The vehicle fleet is renewed annually up to 100 vehicles.

The work of youth automobile schools is built taking into account the requirements of the Federal Law "On Road Traffic Safety", regional programs "On Road Safety", taking into account the requirements of the administrations of regions and cities in matters of educating the younger generation.

In youth driving schools, the following pedagogical tasks are solved:

1. Raising the general level of culture of road users as a guarantee of safety.
2. Professional training of adolescents and youth driving personnel.
3. Professional orientation of young people for professions in the automotive industry.
4. Teaching children and adolescents the skills of safe behavior on the streets and roads, prevention of road traffic injuries.
5. Organization of free time in order to prevent neglect and delinquency among minors.
6. Improvement of civil-patriotic, aesthetic, moral, physical education.
7. Creation of autodromes, auto towns, sections, circles for children to teach safe driving on bicycles, motorcycles, cars.
8. Organization of methodological assistance to teachers of educational institutions, institutions of additional education, workers of health camps, parents and public organizations on the problem of preventing child road traffic injuries.

In conclusion, we note that the reduction in the number of road traffic accidents, injuries and deaths on the roads depends on each person - the road user. It is possible to reduce the negative impact of the "human factor" on road safety if there is a radical change in the attitude of road users towards the implementation of the Road Traffic Rules and the observance of well-known road safety measures, with the awareness of each person of the fact that life and health depend largely on his behavior.

Questions

1. What factors indicate an increase in the influence of the level of training of a vehicle driver on road safety?
2. What qualities characterize the level of the driver's general culture in the field of road safety?
3. What role can a bicycle play in preparing the future driver of a vehicle?
4. What are the basic requirements for the technical condition of the bike?
5. List the main responsibilities of a cyclist.

Exercise

From the Rules of the Road, select and remember the main provisions of what is prohibited to the bicycle rider.

Safe Behavior Rules - Federal Law. Ministry of Emergency Situations. Observe the fire safety rules. Rights and obligations of citizens of the Russian Federation. Devices containing mercury. General rules. Rules of safe behavior in life and everyday life. Unified state system. Remember. Use of hazardous substances. Burning electrical devices. Use of the water supply system.

"Security Systems" - A statement of the security challenges facing the business. The ideal option is to use cryptographic hashing algorithms. An example of a methodology for identifying actual threats. Smtp gateway. Dividing PD into parts - using cross-reference tables. All documents must be approved.

"Human safety" - If you do not know how to light the gas, Do not come, or later you will regret ... Traffic rules. Ice safety rules. So be careful - Live for many years !!! Pills and tablets You must not swallow secretly! After all, you can get poisoned: In such pills - harm !!! You can seriously, my friend, suffer ... Be careful, always beware And don't get into the elevator with strangers!

Human Behavior - Steep Bank can be a good slide. Outdoor behavior. What if you fell through the ice? How to help someone who fell through the ice? When meeting with a criminal, speak calmly and slowly, confidently. Avoid places where the ice can be thin. Human! You are not a penguin. Do not walk alone among the ice floes!

"Safety rules" - Do not connect or disconnect electrical appliances and electrical panel in the office yourself. Before entering the computer science room, check the cleanliness of clothes, shoes and hands. Place your feet perpendicular to the floor. Electrical safety rules. If you have any problems, report them to the teacher immediately. The back should be supported by the back of the chair.

"Types of security" - Protection of atmospheric air. Localization. Economic security levels. Economic security concept. Polluting industries. Types of security. Information Security. Water objects. Types of national security. Legal basis. Components of public life. Ways of economic security.

There are 17 presentations in total

GOST 31741-2012 Group D32

BIKES

Bicycles. General specifications

Introduction date 2014-01-01

The goals, basic principles and procedure for carrying out work on interstate standardization are established by GOST 1.0-92 “Interstate standardization system. Basic Provisions "and GOST 1.2-2009" Interstate Standardization System. Interstate standards, rules and recommendations for interstate standardization. Rules for development, acceptance, application, updating and cancellation " Information about the standard

2 INTRODUCED by the Federal Agency for Technical Regulation and Metrology

4 By order of the Federal Agency for Technical Regulation and Metrology of November 22, 2012 N 1024-st, the interstate standard GOST 31741-2012 was put into effect as a national standard of the Russian Federation from January 1, 2014.

6 INTRODUCED FOR THE FIRST TIME Information about changes to this standard is published in the annually published information index "National standards", and the text of changes and amendments - in the monthly published information index "National standards". In case of revision (replacement) or cancellation of this standard, the corresponding notice will be published in the monthly published information index "National Standards". Relevant information, notice and texts are also posted in the public information system - on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet

1 area of ​​use

3 Terms and definitions

3.1 transport bike: A bicycle designed for movement, tourism.

3.3 cyclocross: Cross-country competition for a given distance.

3.5 mountain bike (MTB): a bicycle designed for competitions on forest, field, mountain paths with unpaved or sandy soil.

3.7 trial: Competitions in figure riding with overcoming obstacles on a bicycle according to a given program with elements of acrobatics.

3.9 fork (front and rear): A unit or element of a bicycle frame designed for mounting wheels.

3.11 carriage: An integral part of the bicycle that transmits the pedaling force to the drive wheel.

3.13 gear selector (front, rear): A device for changing the gear ratio.

3.15 ratchet: An integral part of the rear wheel hub without brakes, which ensures the working and free travel of the hub.

4 Classification, basic parameters and dimensions

4.2 Bicycles are divided into four classes in terms of quality indicators, indicated in table 1 Table 1 - Classification of bicycles

Figure 1 - Basic parameters and dimensions of the bike

5 General technical requirements

5.1 Completeness

5.1.2 The delivery set of bicycles intended for racing on a track should not include brakes, ratchets, gear shifters, unless otherwise provided by the conditions of the competition.

5.3 Packaging Packaging and preservation must ensure the safety of bicycles during transportation and pre-sale storage.

6.1 General

6.1.2 The protruding parts of the bicycle that may come into contact with the hands, feet and other parts of the cyclist's body during cycling and maintenance of the bicycle must be safe. All exposed protrusions with a length of more than 8 mm must have a radius of curvature of at least 6 mm. The end size of the end of the open ledge: the largest - 13 mm, the smallest - 3 mm. The presence of protrusions on the upper tube of the bicycle frame between the saddle and a point in front of the saddle at a distance of at least 300 mm is not allowed, except for control cables with a diameter of no more than 6.5 mm attached to the upper tube and cable clamps made of material no more than 5 mm.

6.1.4. After testing a fully assembled bicycle according to 8.7, 8.9, it must remain in good working order. Permanent deformations in systems and assemblies are not allowed.

6.2.1 All types of bicycles (except for track racing) must be equipped with one or two braking systems (front and rear brakes). If there is one brake system, it must act on the rear wheel. If there are two braking systems, one of them must act on the front wheel, the other on the rear.

6.2.2.1 The largest dimension between the outer surfaces of the brake handle and the rudder (or the rudder handle) (Figure 2) is 90 mm, in the area between points and - 90 mm, between points and - 100 mm.

The braking system must work without jamming. The pinch bolt of the cable must not cut any of the wires of the cable when assembling and adjusting the brake system. After removing the applied brake force, the brake should be released and all elements of the brake system should return to their original position.

6.2.3 Adjusting the brakes The brake system adjusted in accordance with 6.2.2.1 (including taking into account wear) must be in good working order until the degree of brake pad wear specified in the instruction manual for a particular bicycle. The adjusted brake pad must not come into contact with surfaces other than the surface intended for braking The design of the braking system should ensure that the brake pads fit evenly to the wheel.

6.2.5 Strength of the braking system The braking system, adjusted in accordance with the instructions for use of a particular bicycle, after the tests according to 8.1.2.1 and 8.1.2.2, should be free from malfunctions and should not be malfunctioning. When tested according to 8.1.3.6, the braking distance on a dry surface at a speed of 7 m / s (25.2 km / h) should not exceed 7 m. With wet brakes at a speed of 4.5 m / s (16.2 km / h), the braking distance should not exceed 9 m. Note - Braking distance 7 m includes the error in the cyclist's response and the error in the measuring instruments and may be revised according to the test results.

6.3 Steering

6.3.2 Rudder bar The rudder rod must have an indelible mark or notch (hereinafter referred to as the insertion mark), indicating the minimum depth of its insertion into the fork rod. The entry mark should be located: on bicycles for adults - at a distance of at least 60 mm from the lower end of the handlebar bar, on bicycles for teenagers and primary schoolchildren - at a distance of at least 50 mm. A section of the cylindrical body of the bar with a length of at least one bar diameter must remain below the entry mark. The insertion mark must not compromise the strength of the rudder bar.

6.3.4 Steering stability The "handlebar - front fork" assembly must ensure that the front wheel rotates at an angle of at least 60 ° to both sides of the longitudinal axis of the bicycle. In this case, the smallest distance between the bicycle wheel and any part of the pedal, located in any position, must be at least 89 mm. At least 25% of the total mass of the bicycle and cyclist must fall on the front wheel, provided that the position of the saddle and handlebars allows the cyclist, sitting in the saddle and holding the handles, move back as far as possible.

6.4 Frame-front fork assembly There should be no visible cracks on the “frame-front fork” assembly, and the residual deformation of the assembly, measured between the axes of the fork ends and the frame, should be no more than 40 mm when testing this assembly with a falling mass (8.3.1) and free fall (8.3. 2). The grooves or other means of placing the front axle inside the front fork must be such that when the axle or cones fit snugly against the upper surface of the grooves, the front wheel remains in the plane of symmetry of the fork.

6.5.1 The axial and radial runout of the wheels is determined in accordance with GOST 24643 when they rotate within the permissible axial runout. The runout tolerances below represent the maximum allowable change in rim position (i.e., the full indicator reading) of a fully assembled wheel in one complete revolution around a stationary axle. The permissible radial and axial runout of the wheels, as well as the displacement of the plane of the front wheel relative to the plane of the rear wheel, should not exceed the values ​​specified in Table 2 for bicycles of the respective classes and types.

Note - The class of a bicycle (see 4.3) is determined by the worst indicator revealed during the measurement of the main parameters and dimensions of the bicycle or its elements, and according to the test results in accordance with Tables 2 and A.1.

6.5.3 The wheels of the bicycle must be secured and tightened in accordance with the instructions for use of the particular bicycle. The minimum destructive tightening torque of fasteners must exceed the maximum tightening torque set by the manufacturer by at least 50%. The design of the bike must exclude spontaneous "falling" of the wheel from the fork. The following is not allowed: - relative movement between the front wheel axle and the front fork when 2; - the relative displacement between the rear wheel axle and the frame when tested in accordance with 8.4.3 When a fully assembled wheel is tested in accordance with 8.4.1, its parts should be free of damage, and the value of permanent deformation measured at the point of application of the force to rim should be no more than 1.5 mm.

6.7 Pedals

6.7.2 Devices installed on the pedals and designed to fix the foot must ensure the immobility of the supporting surface of the cycling shoes in the front and rear directions relative to the pedal body.

Figure 3 - The gap between the pedal and the tire

1 - pedal; 2 - tire; 3 - wheel flap Figure 3 - The gap between the pedal and the tire

6.7.4 After a static load is applied to the drive system according to 8.5.1, its parts should not be cracked and the drive should remain operational.

6.8 Drive (gearshift system)

6.8.1.1 Reliable gear shifting must be ensured over the entire range provided for a particular bicycle model.

6.8.1.3 The rollers of the rear derailleur shall rotate when the chain is moving.

6.8.1.5 The front derailleur, in any position, must not touch the crank or gears (sprockets) of the bicycle.

6.9 Saddle

6.9.2 It is not allowed to move the saddle relative to the saddle post and the saddle post relative to the frame when tested according to 8.6.

6.10 Chain The chain must withstand a minimum breaking load of 8010 N for all types of bicycles, except for track racing and MTB sports bikes, for track racing sports bicycles and MTB - 9500 N.

6.12 Lighting equipment and reflectors

6.12.2 Wiring When equipped with a lighting system, electrical wiring must be kept away from moving parts or sharp edges to avoid damage. All joints must withstand a tensile force of 10 N in any direction.

7 Acceptance rules

7.2 For certification tests, bicycles are selected from the lot by the method of random sampling in the following quantity with the lot size, pieces: up to 100-1; from 101 to 1000-2;

7.3 Selected bicycles must be fully equipped and free from visible malfunctions of systems and components.

8 Test methods

8.1.1 Brake shoe test The test is carried out on a fully assembled bicycle with adjusted brakes. The load weight when tested for bicycles: Adults - 100 kg, For teenagers - 70 kg, For elementary school children - 60 kg or equivalent weight on the saddle. Each brake lever is actuated with a force of 200 N, applied at a distance of 25 mm from the edge of the handle and maintained throughout the entire test, unless otherwise provided by the design of the brake actuator. The bicycle is rolled forward (backward) at a distance of at least 1 m. During the test, complete blocking of the wheels is not allowed. Sticking of pads is not allowed after removal of the force applied to the handle. The tests are repeated at least five times.

8.1.2.1 Hand brake The test is carried out on a fully assembled bicycle with an adjusted brake system. A force is applied to the brake handle at a point 0.025 m from its end, perpendicular to the handlebar in the plane of the handle movement (Figure 4), the value of which, in accordance with the class and type of bicycle, is specified in Appendix A, until it touches: - the brake handle cable or hydraulic drive of the rudder handle or rudder surface without a handle; - extended cable-operated brake handle of the rudder surface; - rod-driven brake handle of the rudder surface The test is repeated ten times for each type of brake lever.

8.1.2.2 Foot brake The test is carried out on a fully assembled bicycle. After checking the correct regulation of the brake system and placing the connecting rods in a horizontal position, a force of 1500 N is applied to the center of the axis of the left pedal for 15 s gradually in the vertical direction (Figure 5).

The test is repeated ten times.

8.1.3.1 Unless otherwise specified, tests shall be carried out under the conditions specified in 8.1.3.6. Performance tests on the braking system shall be carried out on a fully assembled bicycle after testing the braking system in accordance with 8.1.2. The brakes shall be adjusted and the tires inflated to the recommended pressure specified by the manufacturer. on the side of the tire.

8.1.3.3 The tested bicycle and the test stand must be equipped with the following measuring instruments and equipment: - a calibrated speedometer (with a measurement error of no more than 5%) to determine the speed of the bicycle at the beginning of each test ride; - a marking device to determine the beginning of the braking distance (hereinafter - marking device). Each brake system on a bicycle must be equipped with a marking device. Not later than 0.025 s after activating the brake system using the hand brake handle or the crank arm for the foot brake, the marking device must leave a mark on the road surface. action; - a time measuring device; - a stop installed on the steering wheel to limit the force applied to the brake handle; - a water spray system designed to wet the brake surface, consisting of a reservoir connected by pipes with two pairs of pipes on the front and rear wheels, from a fast-acting on and off valve, which must be installed so that it can be operated by a cyclist. Each branch pipe must supply a stream of water, the flow rate of which must be at least 4 · 10 m / s. The water must be clean and at ambient temperature. Refer to Figures 6-11 for the location and direction of the caliper, expanding, band, disc, and foot brake connections.

Figure 7 - Water supply connections for the rear caliper brake

1 - branch pipes for water supply; 2 - rear tee; 3 - frame; 4 - rear caliper brake; 5 - wheel rim; 6 - direction of rotation of the wheel Figure 7 - Water supply pipes for the rear caliper brake

Figure 9 - Water supply connections for the band brake

1 2 - pipe branch; 3 - frame; 4 - rear tee; 5 - band brake; 6 - rear hub Figure 9 - Water supply connections for band brake

Figure 11 - Foot brake water supply pipes

1 - the direction of rotation of the wheel; 2 - frame; 3 - rear tee; 4 - branch pipe for water supply; 5 - brake sleeve Figure 11 - Water supply pipes for the foot brake

8.1.3.5 Bicycles with hand brakes are tested as follows: the handbrake levers are squeezed by hand with a force of 200 N. The compression force is applied at a point 25 mm from the end of the handbrake lever. Control of the value of the load on the handbrake handle (calibration) is carried out before and after each series of test drives.

8.1.3.7 Reliability of test drives Test drives are considered unreliable when: - skidding towards the rear wheel more than 0.2 m from the line along which the front wheel is moving; - loss of control; 4 m / s (± 1.4 km / h) from the set.

8.1.4. Testing the dependence of the braking force on the force applied to the pedal when testing the foot brake The test is carried out on a fully assembled bicycle. The effectiveness of the braking force of the foot brake is measured tangentially to the circumference of the rear wheel when it rotates in the forward direction at the moment when a force from 90 to 300 N is applied to the pedal at a right angle to the connecting rod in the braking direction. Determination of the braking force is carried out with uniform traction and after one wheel turnover. At least five test results with different pedal forces should be selected. Each result is determined as the arithmetic mean of three separate measurements for the same force value and a graph is plotted from the test results showing the optimum straight and straight ± 20% tolerance limits obtained by the least squares method described in Annex B.

8.2.1 Rudder bar test

Figure 12 - Test of the rudder bar

1 - rod; 2 - test shaft; 3 - the center of the connection; 4 - clamping device; 5 6 - direction of force application Figure 12 - Test of the rudder bar

Figure 13 - Testing the rudder bar with a static load

1 - the smallest insertion depth of the rudder rod; 2 - clamping device; 3 - rudder or test shaft; 4 - direction of force application Figure 13 - Static load test of the rudder bar

Figure 14 - Test of the "bicycle handlebar - stem - handlebar rod" assembly

1 - clamping device; 2 - the smallest depth of the rod insertion; 3 - direction of force application

Figure 15 - Test of the rudder rod - front fork assembly

1 - fork and frame assembly; 2 - test shaft; 3 - tightening bolt; 4 - direction of application of force Figure 15 - Test of the steering rod - front fork assembly

8.3 Impact test for frame-front fork assembly

Figure 16 - Drop mass test

1 - video clip; 2 - clamping device; 3 - cargo; 4 - wheel base; 5 - permanent deformation Figure 16 - Drop mass test

8.3.2 Free fall test of the frame-front fork assembly The test is carried out on the "frame - front fork" assembly with a roller fixed to the fork, used when testing according to 8.3.1. plane. The front fork must rest on a flat steel plate so that the frame remains in working position during operation. A load is securely attached to the test saddle post with a mass of 100 kg for bicycles for adults, 70 kg for bicycles for teenagers and 60 kg for bicycles for younger students. The "frame - front fork" assembly is rotated around the rear wheel attachment axis so that the center of gravity of the load is vertically above the rear axle (balance position), after which it is allowed to fall, hitting the plate (Figure 17).

The front fork must be locked to the frame in a straight-ahead position and the test is repeated two times.

8.4.1 A force of 180 N is applied to the wheel installed and fixed in the position shown in Figure 18 at one point of the rim perpendicular to the plane of the wheel. The force is applied only once for 1 min.

8.4.2 A force of 500 N is applied to the front wheel, installed and fixed as shown in Figure 19, for 0.5 min, acting along a line passing through the center of the hub axis perpendicular to the wheel axis in the direction of the axle movement.

8.4.3 A force of 2000 N is applied to the rear wheel, installed and fixed as indicated in Figure 20, for 0.5 min, acting along a line passing through the center of the wheel axis perpendicular to it in the direction of movement of the wheel axis.

8.4.4. The tire is fitted to the rim in accordance with the manufacturer's instructions and inflated to an internal pressure of 110% of the recommended tire pressure. The tire must remain on the rim for at least 5 minutes.

8.5.1 Static load test of the drive system

8.5.1.2 When testing a single-speed drive system, a vertical downward force applied to the center of the pedal is applied to the left crank rod, which is in the forward horizontal position, for 15 s, the value of which is specified in Appendix A for each class and type of bicycle. If the drive system or the drive sprockets are secured so that the connecting rod rotates under load to a position more than 30 ° below horizontal, then the connecting rod is returned to the horizontal position and the test is repeated.

8.5.1.4 The drive of the multi-speed gear shifting system shall be adjusted: when tested according to 8.5.1.2 - to the highest gear, when tested according to 8.5.1.3 - to the lowest gear.

8.5.2.1 The check of gear shifting with a multi-speed drive system is carried out by a tester on a roller bike bench.

8.5.3 Dynamic test of the pedal-connecting rod assembly

Figure 21 - Dynamic test of the pedal-connecting rod assembly

1 - the part of the connecting rod connected to the test shaft; 2 - left pedal; 3 - clearance for the pedal axis; 4 - test shaft; 5 - right pedal; 6 - load of the systems Figure 21 - Dynamic test of the pedal-connecting rod assembly

8.6 Seat and saddle post static load test A saddle, assembled with a saddle post and frame and tightened in a saddle clamp in accordance with the manufacturer's specified tightening torque, is applied a vertical force, the value of which is specified in annex A for each class and type of bicycle, at a point located at a distance of 0.025 m from the front or rear end of the saddle, whichever is the greatest torque in the saddle lock. After stopping the application of the vertically directed force, apply a horizontally directed force, the value of which is indicated in Appendix A for each class and type of bicycle at a point located at a distance of 0.025 m from the front or rear end of the saddle, depending on where the greatest torque will be in the seat clamp ...

8.8 Strength test of the chain During the test, one end of the chain is held stationary and the other is loaded in accordance with 6.10. The destruction of the chain and the appearance of cracks on its elements are not allowed.

8.9.1 Bench tests of the shaft (drum) and fixtures for securing a bicycle with a load The shafts must be able to spin both wheels. The stand represents two leading cylindrical bicycles, simulating the movement of a bicycle at a speed of 10 km / h. Along the entire length, on the surface of each shaft, bars are fixed, the distance between which (arc length) should be 1 m. The number of bars is determined by the diameter of the shaft. Dimensions of bars: - width 50 mm; - height 25 mm. At the corners of the bars in contact with the tires, there should be chamfers of 1.2 mm45 °. The front and rear wheels hit the bars alternately at regular intervals. The loaded controlled mass when tested on bicycles: for adults - 100 kg, for adolescents - 70 kg, for younger students - 60 kg. Test times depending on the type of bike are shown in table 3.

8.9.3 It is allowed to carry out tests by other methods providing similar results.

8.10 Checking screw connections Compliance with the requirements of 6.1.3 is checked after running a bicycle for adults of classes B and 1 - 100 km, classes 2 and 3 - 60 km, a bicycle for teenagers - 50 km, a bicycle for younger students - 25 km.

Transportation and storage must ensure the safety of the bicycles.

Recommendations for the assembly, operation and maintenance of bicycles, as well as the manufacturer's or seller's warranty obligations must be indicated in the accompanying documentation for a specific bicycle in accordance with 5.1.1.

Appendix A (mandatory)

Appendix B (reference). Determination of the coefficient of friction of adhesion

B.1 Method 1 Depending on the surface of the coating, the coefficient of friction of adhesion of bicycles is taken equal to: 0.5 - for wet asphalt; 0.7 - for dry asphalt; 0.8 - for wet concrete; 0.9 - for dry concrete.

View from above

B.3 Method 3 The coefficient of friction of adhesion is taken equal to that specified in the regulatory documents of the tire manufacturer.

Appendix B (informative)

Therefore, the optimal line corresponds to the equation

We accept the permissible maximum deviations of ± 20%, then

Figure B.1 - Graph of the dependence of the braking force on the force applied to the pedal, expressed by the "optimal straight line" and straight lines of permissible maximum deviations of ± 20%

1 - permissible maximum limiting deviation plus 20%; 2 - optimal straight line; 3 - permissible minimum deviation minus 20% Figure B.1 - Graph of the dependence of the braking force on the force applied to the pedal, expressed by the "optimal straight line" and straight lines of permissible maximum deviations ± 20%

So you have purchased a bike. However, in order for you to enjoy cycling only, you must comply with the traffic rules when driving on city roads. We hope that this article will help in this matter and teach you the elementary rules of behavior on the roads.

Below we have given excerpts from the text of the rules of the road (in bold text) and also set out our comments to them.

V The bike must have a working brake, steering wheel and sound signal, be equipped in front with a reflector and a white lantern or headlight (for driving in the dark and in conditions of insufficient visibility), in the back - with a reflector or red lantern, and on each side with an orange reflector or red.

The bike must have a good brake and sound signal

If the bike is used at night or in conditions of insufficient visibility, the bike must be equipped with a white headlight in front, and a red lantern or reflector in the back. The bike must have red or orange reflectors on each side

8.1. Before starting a movement, changing lanes, turning (turning) and stopping, the driver must give signals with direction indicators of the appropriate direction, and if they are absent or faulty - with his hand. In this case, the maneuver must be safe and not interfere with other road users.

The signal of the left turn (turn) corresponds to the left arm extended to the side or the right arm extended to the side and bent at the elbow at a right angle upward. The signal for the right turn corresponds to the right arm extended to the side or the left arm extended to the side and bent at the elbow at a right angle upward. The braking signal is given by raising the left or right hand.

8.2. Signaling by direction indicators or by hand should be made in advance of the start of the maneuver and stop immediately after its completion (the signal by hand can be terminated immediately before the maneuver is performed). In this case, the signal should not mislead other road users.

At intersections, cyclists can turn right and also left if there are no tram lines on the road and there is only one lane in this direction. You can turn only when there are no corresponding prohibition signs (clause 24.3 of the SDA)

When driving on the carriageway, the cyclist is obliged to give turn signals and braking signals. To indicate a turn, you must extend your hand in the appropriate direction. The arm bent at the elbow denotes a turn in the opposite direction. Braking is indicated by a raised hand (any)

behind the wheel

16.1. It is prohibited on motorways ride a bike

24.1. A person must be at least 14 years old to ride a bicycle while driving on the road.

24.2. Bicycles should only move in the rightmost lane in one row as far to the right as possible. Driving on the side of the road is allowed if it does not interfere with pedestrians.

Columns of cyclists when moving on the carriageway must be divided into groups of 10 cyclists. To facilitate overtaking, the distance between groups should be 80 - 100 m.

Cyclists are not permitted to ride on sidewalks and footpaths, or to ride without holding or keeping their feet on the pedals.

24.3. Bicycle riders are prohibited from:

• drive without holding the steering wheel with at least one hand;
• carry passengers, except for a child under the age of 7, on an additional seat equipped with reliable footrests;
• to carry cargo that protrudes more than 0.5 m in length or width beyond the dimensions, or cargo that interferes with management;
• move along the road if there is a cycle path nearby;
• turn left or make a U-turn on roads with tram traffic and on roads with more than one lane for traffic in a given direction.

It is prohibited to tow bicycles and mopeds, as well as bicycles and mopeds, except for towing a trailer intended for use with a bicycle or moped.

It is forbidden to turn to the left and to make a U-turn on the roads:

-with tram tracks

- roads with more than two lanes in both directions.

24.4. At an unregulated intersection of a cycle path with a road located outside the intersection, drivers of bicycles and mopeds must give way to vehicles moving along this road.

When driving on a cycle path, when approaching an intersection with a road, give way to transport.

Briefly about the main thing.

In a modern metropolis, cycling on the roads requires a serious concentration of attention and knowledge of traffic rules from the biker, but even compliance with all the rules does not guarantee you an accident-free ride.

According to statistics, the likelihood of a biker getting into an accident on the road is five times higher than the likelihood of a car driver getting into an accident.

You can protect yourself from various unpleasant situations and keep your health by following these tips:

Try to always be in control of the situation (count one step ahead), especially when driving on roads.
- When driving on the sidewalk, always pay attention to the exits / entrances from the yards, often the driver and the biker meet here.
-Do not break the rules where possible (you will not be able to ride without violations anyway)
-Observe rule 3 D - the golden rule of the motorist "Give the Fool a Way".
-Do not be afraid to lose a couple of minutes of your precious time to wait for the green light at the intersection, but after waiting, be careful anyway, as some of the cars, as a rule, strive to slip past your traffic signal.
- It is better to cross difficult intersections as a pedestrian - next to the bike, especially for beginners with little riding experience. The same goes for any left turns.
-Ride more on the sidewalks, in the sleeping areas it is quite normal, but in the center it is also possible, but less quickly (there are many pedestrians and narrow sidewalks).
-Actively use lighting equipment, protection (helmet, gloves) and cycling clothing, preferably bright colors so that you can be clearly seen on the road.

Any malfunction of the bike can cause a traffic accident. It must be remembered that all mechanisms and assemblies of the bicycle must be in good condition.

For hand brakes, the gap between the pads and the wheel rim should be 2-3 mm, the clearances on the right and left should be approximately the same. The brake cable must move freely in the jacket. When the brake lever is fully depressed, it should not rest against the rudder tube.

Wheel rims should not have cracks and large "eights"; the needles must not be loose. As a consequence, when rotating, the wheels should not touch the sidewalls of the forks or frame stays. Tires must not be worn out; a certain pressure must be maintained in them (as a rule, at least two atmospheres).

All movable parts and mechanisms of the bicycle (steering column, axles of bushings and pedals, carriage, for double suspension links - rear suspension connections) should not have backlash and jamming during rotation.

The chain must run smoothly and without jamming, and the links must not be bent.

The saddle must be correctly adjusted in height and must provide an optimal fit.