ANSI ASME RT-1-2015 Safety Standard for Structural Requirements for Light Rail Vehicles.pdf

1、AN AMERICAN NATIONAL STANDARD ASME RT-12015(Revision of ASME RT-12009)Safety Standardfor Structural Requirements for Light Rail VehiclesASME RT-12015(Revision of ASME RT-12009)Safety Standardfor StructuralRequirements forLight Rail VehiclesAN AMERICAN NATIONAL STANDARDTwo Park Avenue New York, NY 10

2、016 USADate of Issuance: October 9, 2015The next edition of this Standard is scheduled for publication in 2020. This Standard will becomeeffective 6 months after the Date of Issuance.ASME issues written replies to inquiries concerning interpretations of technical aspects of thisStandard. Interpretat

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5、ppropriate Committee Page after selecting “Errata” in the “PublicationInformation” section.ASME is the registered trademark of The American Society of Mechanical Engineers.This code or standard was developed under procedures accredited as meeting the criteria for American NationalStandards. The Stan

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7、put from industry, academia,regulatory agencies, and the public-at-large.ASME does not “approve,” “rate,” or “endorse” any item, construction, proprietary device, or activity.ASME does not take any position with respect to the validity of any patent rights asserted in connection with anyitems mentio

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10、etations of this document issued in accordance with the establishedASME procedures and policies, which precludes the issuance of interpretations by individuals.No part of this document may be reproduced in any form,in an electronic retrieval system or otherwise,without the prior written permission o

11、f the publisher.The American Society of Mechanical EngineersTwo Park Avenue, New York, NY 10016-5990Copyright 2015 byTHE AMERICAN SOCIETY OF MECHANICAL ENGINEERSAll rights reservedPrinted in U.S.A.CONTENTSForeword ivCommittee Roster . vCorrespondence With the RT Committee . viIntroduction . viiSumma

12、ry of Changes viii1 Scope . 12 Definitions 13 Interoperability 34 Structural Requirements 35 Design Loads and Assessment Criteria 46 Coupler System 57 Material. 58 Crash Energy Management (CEM) . 59 Analysis. 510 Tests 711 References 9Tables1 Structural Load Requirements for LRVs . 102 Structural Lo

13、ad Requirements for Streetcars . 133 Crashworthiness for LRVs 164 Crashworthiness for Streetcars 16iiiFOREWORDOn March 18, 1998, The American Society of Mechanical Engineers (ASME) formed theStandards Committee on Rail Transit Vehicles.The Standards Committee on Rail Transit Vehicles develops and ma

14、intains standards that coversafety, functionality, performance, and operability requirements, as well as mechanical systems,components, and structural requirements for rail transit vehicles. Rail transit includes heavy railand light rail, and excludes freight, commuter, high-speed, or any other rail

15、 operations underthe jurisdiction of the Federal Railroad Administration.The Standards Committee is responsible for developing a series of safety standards within itsCharter under the designation of RT. The purpose of the RT standards is to provide the railtransit industry with safety standards that

16、 address vehicle mechanical systems, components,and structural requirements, so as to enhance public safety. Principles, recommendations, andrequirements included in these standards promote good engineering judgment as applied indesigning rail transit vehicles for safety. The standards are subject t

17、o revisions that are the resultof Committee consideration of factors such as technological advances, new data, and changingenvironmental and industry needs.Both SI (metric) and U.S. Customary units are used in this Standard, with the latter placed inparentheses.Theseunitsarenoninterchangeableand,dep

18、endingonthecountryaswellasindustrypreferences, the user of this Standard shall determine which units are to be applied. Parametersare derived from IEEE/ASTM SI 10-1997 or the latest revision, with the U.S. Customary unitsnoted in parentheses.This edition was approved by the American National Standar

19、ds Institute on September 9, 2015,and designated as ASME RT-12015.ivASME RT COMMITTEERail Transit Vehicles(The following is the roster of the Committee at the time of approval of this Standard.)STANDARDS COMMITTEE OFFICERSM. P. Schroeder, ChairM. L. Burshtin, Vice ChairK. M. Hyam, SecretarySTANDARDS

20、 COMMITTEE PERSONNELM. L. Burshtin, AmtrakD. W. Casper, ConsultantF. J. Cihak, FJC however, they shouldnot contain proprietary names or information.RequeststhatarenotinthisformatmayberewrittenintheappropriateformatbytheCommitteeprior to being answered, which may inadvertently change the intent of th

21、e original request.ASME procedures provide for reconsideration of any interpretation when or if additionalinformation that might affect an interpretation is available. Further, persons aggrieved by aninterpretation may appeal to the cognizant ASME Committee or Subcommittee. ASME does not“approve,” “

22、certify,” “rate,” or “endorse” any item, construction, proprietary device, or activity.Attending Committee Meetings. The RTStandards Committeeregularly holdsmeetings and/ortelephone conferences that are open to the public. Persons wishing to attend any meeting and/ortelephone conference should conta

23、ct the Secretary of the RT Standards Committee. FutureCommittee meeting dates and locations can be found on the Committee Page athttp:/go.asme.org/.viINTRODUCTIONSafety of light rail transit operations is a system char-acteristic. As do all transportation options in a givencorridor, this operation h

24、as certain risks, including colli-sion with another vehicle. The risks are mitigated bythe design of the signal system and other system ele-ments, by operating and maintenance procedures, andby the design of the vehicle. Risks are further mitigatedby the elimination of grade crossings and the provis

25、ionof safety barriers. Active safety systems on the vehicleinclude train control, communication, and propulsionand braking subsystems. The carbody, if properlydesigned,maybeconsideredapassivesafetydevice,andthis Standard is intended to address the performance ofthe carbody in collisions.This Standar

26、d draws from existing requirements andbest practices for the design of the carbody of light railvehicles. It also considers recent developments in thedesign of rail carbody structures intended to optimizeviithe performance of the structure under the conditionsof an overload, as might occur during a

27、collision. Thismeasure is commonly identified as crash energy man-agement (CEM). The intent of CEM is to better managethe dissipation of the portion of the energy of a collisionthat can reasonably be expected to be absorbed by thedeformation of the carbody. CEM design, when appro-priatelyapplied,may

28、reduceriskofinjuriestooccupantsof the light rail vehicle due to loss of survivable volumeand due to secondary collisions of occupants with thecarinterior.Specificportionsofthecarbodyaredesignedfor controlled deformation and energy absorption, andare located in the structure so as to limit the damage

29、 to,andaccelerationof,occupiedvolumesofthecarsoflightrail consists. For multiple-unit operation, distributingstructural energy absorption through the train has beenshown tobe beneficial.This Standardrequires theincor-poration of CEM principles in the design of light railvehicles.(15)ASME ASME RT-120

30、15SUMMARY OF CHANGESFollowing approval by the ASME RT Committee and ASME, and after public review,ASME RT-12015 was approved by the American National Standards Institute onSeptember 9, 2015.ASME RT-12015 includes editorial changes, revisions, and corrections identified by a marginnote, (15).Page Loc

31、ation Changevii Introduction Revised1 Section 1 RevisedSection 2 (1) Definitions of anticlimber, articulation,average collision acceleration (formerlyaverage acceleration), belt rail, carbody,collision posts, consist, corner posts,crash energy management (CEM),crashworthiness, end frame, end sillcom

32、pression load (buff load), light railvehicle, and streetcar revised(2) Definitions of heavy rail transit vehicleand vehicle weights (vertical loads)deleted(3) Definitions of coupler system, vehicle,and vehicle vertical loads added3 Section 3 RevisedSection 4 Revised4 Section 5 Revised in its entiret

33、y5 6.1 RevisedSection 7 RevisedSection 8 Revised9.1 Revised6 9.2 Revised9.3 Revised in its entirety7 10.2 Revised10.3.1 Revised10.3.2.1 RevisedviiiPage Location Change8 10.3.2.2 (1) Subparagraph (g) revised(2) Subparagraph (h) deleted andsubsequent paragraphs redesignated10.3.3.1 Revised10.3.3.2 Sub

34、paragraph (b) revised10.3.4.1 Revised9 10.3.4.2 Subparagraph (b) revisedSection 11 Revised10 Table 1 Revised in its entirety13 Table 2 Revised in its entirety16 Table 3 AddedTable 4 AddedixINTENTIONALLY LEFT BLANKx(15)(15)ASME RT-12015SAFETY STANDARD FOR STRUCTURAL REQUIREMENTS FORLIGHT RAIL VEHICLE

35、S1 SCOPE1.1 Subjects Covered by This StandardThis Standard applies to carbodies for newly con-structed light rail vehicles and streetcars for transit pas-senger service. The Standard defines requirements forthe incorporation of passive safety design conceptsrelated to the performance of the carbody

36、of light railvehiclesinconditionssuchascollisions,soastoenhanceoccupant safety and control damage.1.2 Subjects Not Addressed by This StandardThere are several issues related to safety that are notaddressed, such as, but not limited to(a) structural repairs(b) fatigue(c) corrosion(d) fire protection(

37、e) interior vehicle design(f) emergency egress from vehicle(g) inspection and maintenance(h) operator seat belt1.3 Effective DateThis Standard applies to carbodies of newly con-structed light rail vehicles and streetcars for transit pas-senger service ordered 180 days following the date ofissuance o

38、f this Standard by the RT StandardsCommittee and ASME.2 DEFINITIONSThisStandardrelies,wherepractical,ontermsalreadyin use by ASME, the American Public TransportationAssociation (APTA), and the Institute of Electrical andElectronics Engineers (IEEE). For the purposes of thisStandard, the following de

39、finitions apply:anticlimber: a structural member located at each end ofthe vehicle, used to engage an opposing car or othercoupled vehicle to resist relative vertical travel betweenthe two carbodies during a collision.articulation: a connection sometimes used at the centerof a vehicle or at the inte

40、rmediate ends of carbody sec-tions to allow negotiation of tracks with various verticaland horizontal profiles.1average collision acceleration: theaveragecomputedlongi-tudinal acceleration at the vehicle center of gravity. Theaverage computed acceleration is evaluated over theperiod of time from fir

41、st contact between colliding vehi-cles to the time when the contact force between vehiclesfirst returns to a magnitude of zero.belt rail: alongitudinalstructural memberof thecarbodylocated on each side of the carbody below the passengerside windows. The belt rail often establishes the overallwidth o

42、f the carbody, exclusive of the side door thresh-olds and the side cameras and mirrors.carbody: the vehicle body comprising its mainload-carryingstructureabovealltrucksuspensionunits.It includes all components and structural articulationparts, if any, that are connected to this structure andcontribu

43、te directly to its strength, stiffness, and stability.Mechanical or electrical equipment and other mountedparts are not considered part of the carbody, thoughtheir attachment brackets are. The “coupler” ends of thecarbody are the outside vehicle ends that contain themeans for coupling to another veh

44、icle. The“intermediate” ends, if any, contain the articulationsystem.closing speed: the speed of a vehicle relative to anotherobject or vehicle at the time of initial impact.collision posts: a set of two structural posts located ateach end of the carbody, extending from the bottomof the underframe s

45、tructure up to the structural shelf.Collision posts can be made of several structural mem-bers assembled to each other, provided that the requiredperformanceismet.Theyarelocatedattheapproximateone-third points across the width of the vehicle, and areforward of theseating position of anypassenger or

46、crewperson. An alternative to collision posts is the use of acollision wall.collision wall: a structure at the leading end of the vehiclespanning the area between the structural shelf, cornerposts, and top of the underframe.consist: the makeup or composition of the individualunits of a train, genera

47、lly by number of cars and typeof vehicle.corner posts: a set of two full-height structural postslocated at or near the two corners at one end of thecarbody, extending from the bottom of the underframeASME RT-12015structure up to the roof at the top of the side frame atits intersection with the roof.

48、coupler system: a system comprised of the coupler head,drawbar, draft gear, and attachments to the carbody,permitting the connection between light rail vehicles orstreetcars.crash energy management (CEM): a method of design andmanufacture of vehicle structures that enhances crash-worthiness by assig

49、ning certain sections of the carbodythe task of absorbing a portion of the collision energyby crushing in a controlled manner (see structural energyabsorption zone). The controlled crushing and energyabsorption functions are typically assigned to specialcarbody structural members in the structural energyabsorption zone that are designed to crush in a predict-able and stable manner over a distance that depends onthe design of the member and the desired amount ofenergy absorption.crashworthiness: the ability of a carbody to manage thecollision energy while maintaining structur