5  Summary, outlook and objectives

5.1  Load assumptions

The considerations and investigations into load assumptions have shown that it is inadmissible to interpret the previously conventional values of 0.8 g forward and in each case 0.5 g rearward and to the sides directly as vehicle accelerations in the form of braking deceleration, starting up acceleration or centrifugal force of cornering. In particular, direct reference to maximum forces which can be transferred by the vehicle tires is inadequate. The forces acting on the cargo are significantly boosted by inclination of the loading area (pitching and rolling angles) and by tangential inertial forces from superimposed pitching and rolling oscillations. At the same time, the normal force which is of importance to friction and inherent stableness of cargo units is reduced, despite always being inserted in conventional securing balances with the full weight of the units.

These findings may mean, for forward load assumptions, that for a vehicle equipped with tires and a braking system capable of delivering braking deceleration of 0.8 g, the acceleration assumed for cargo securing must be 1.0 g.