1、Designation: D4003 98 (Reapproved 2015)Standard Test Methods forProgrammable Horizontal Impact Test for ShippingContainers and Systems1This standard is issued under the fixed designation D4003; the number immediately following the designation indicates the year oforiginal adoption or, in the case of
2、 revision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 These test methods are intended to determine the abilityof a package or product to withstand la
3、boratory simulatedhorizontal impact forces.1.2 The horizontal impacts used in these test methods areprogrammed shock inputs that represent the hazards as theyoccur in the shipping and handling environments. The envi-ronmental hazards may include rail switching impacts, lifttruck marshalling impacts,
4、 and so forth. The following testmethods apply:1.2.1 Method A, Rail Car Switching ImpactThis testmethod simulates the types of shock pulses experienced bylading in rail car switching, with the use of a rigid bulkhead onthe leading edge of the test carriage, to simulate the end wall ofa railcar and s
5、hock programming devices to produce represen-tative shock pulses. With the use of backloading, this testmethod may also be used to simulate compressive forcesexperienced by lading loads during rail car switching. It issuitable for tests of individual containers or systems as they areshipped in rail
6、cars. It may also be used to evaluate theeffectiveness of pallet patterns to determine the effect ofinteraction between containers during rail switching operationimpacts.1.2.2 Method B, Marshalling Impact Tests of Unit LoadsThis test method assesses the ability of unit loads to withstandthe forces e
7、ncountered during marshalling or loading opera-tions.1.3 The test levels may be varied to represent the mode onshipping and handling used for the item under test.1.4 The values stated in inch-pound units are to be regardedas standard. The values given in parentheses are mathematicalconversions to SI
8、 units that are provided for information onlyand are not considered standard.1.5 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety and health practices and determ
9、ine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2D996 Terminology of Packaging and Distribution Environ-mentsD4332 Practice for Conditioning Containers, Packages, orPackaging Components for TestingD5277 Test Method for Performing Programmed Hor
10、izontalImpacts Using an Inclined Impact TesterE122 Practice for Calculating Sample Size to Estimate, WithSpecified Precision, the Average for a Characteristic of aLot or Process3. Terminology3.1 DefinitionsFor definitions of terms used in this testmethod, see Terminology D996.3.2 Definitions of Term
11、s Specific to This Standard:3.2.1 accelerationthe rate of change of velocity of a bodywith respect to time measured in in./s2(m/s2).3.2.2 backloada duplicate specimen similar to the testpackage or weights to simulate the other lading in the transportvehicle.3.2.3 shock pulsea substantial disturbance
12、 characterizedby a rise of acceleration from a constant value and decay ofacceleration to the constant value in a short period of time.3.2.4 shock pulse programmera device to control theparameters of the acceleration versus time-shock pulse gener-ated by a shock test impact machine.3.2.5 velocity ch
13、angethe sum of the impact velocity andrebound velocity (the area under the accelerationtime curve).4. Significance and Use4.1 These test methods provide a measure of a shippingcontainers ability to protect a product from failure due to1These test methods are under the jurisdiction of ASTM Committee
14、D10 onPackaging and are the direct responsibility of Subcommittee D10.21 on ShippingContainers and Systems - Application of Performance Test Methods.Current edition approved Oct. 1, 2015. Published October 2015. Originallyapproved in 1981. Last previous edition approved in 2009 as D4003 98(2009).DOI
15、: 10.1520/D4003-98R15.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.Copyright ASTM International, 100 Barr
16、Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States1horizontal impacts. These measures are based on controlledlevels of shock input and may be used for arriving at theoptimum design of a container or system to protect a productagainst a specified level of shipping environment
17、hazard.4.2 These test methods provide a measure of a packagedproducts ability to withstand the various levels of shippingenvironment hazards. These measures may be used to prescribea mode of shipping and handling that will not induce damageto the packaged product or to define the required levels ofp
18、rotection that must be provided by its packaging.4.3 Test Method A is intended to simulate the rail carcoupling environment. Refer to Methods D5277 for simulatingthe standard draft gear portion of that environment.5. Apparatus5.1 Horizontal Impact Test Machine:5.1.1 The impact test machine shall con
19、sist of a guided testcarriage with a flat test specimen mounting and an uprightbulkhead that is at a 90 angle 630 min (12 ) to the specimenmounting surface. The carriage should be of sufficient strengthand rigidity so that the test specimen mounting surface andbulkhead remain rigid under the stresse
20、s developed during thetest.5.1.2 The impact test machine shall provide some means ofmoving the test carriage in a single guided horizontal directionof motion. The motion of the carriage shall be controlled insuch a manner that its velocity change is known after themoment of impact.5.1.3 The machine
21、shall be equipped with programmabledevices to produce shock pulses at the carriage bulkhead whenthe carriage strikes the impact reaction mass.5.1.4 The machine shall have an impact reaction mass,sufficient in size to react against the force of impact from thecarriage. The prescribed shock pulse limi
22、ts will provide thecontrolling factor as to the design or concept of the reactionmass required.5.1.5 Means shall be provided to arrest the motion of thecarriage after impact to prevent secondary shock. The designshall prevent excessive lateral or over turning motion thatcould result in an unsafe con
23、dition or invalidate the test.5.1.6 Machine SettingSince the desired shock pulses areinfluenced by the response of the test specimen, pretest runsshould be conducted with duplicate test specimens withequivalent dynamic loading characteristics and backload, ifrequired, prior to actual test to establi
24、sh the approximatemachine equipment settings.5.1.6.1 The control parameters that must be specified in-clude:5.1.6.2 The desired velocity change (impact plus reboundvelocity of the test carriage),5.1.6.3 The desired pulse, shape, duration, and accelerationlevels, and5.1.6.4 The desired backload weigh
25、t/friction relationship.5.2 Specimen Backload Equipment :5.2.1 During some horizontal impacts, the forces that testunits encounter include both the shock forces of the accelera-tion as well as compressive forces resulting from otherproducts impacting against them. This will necessitate suffi-cient c
26、arriage strength and platform space to provide a locationfor the desired backload weights.5.2.2 Specially adapted backloading fixtures may be used toprovide an even loading of the backload weight over the entireback surface area of the test specimen, or additional productsamples may be used to creat
27、e the desired backload.5.2.3 The backload weight and frictional characteristicsmust be specified for each test procedure and reported.5.3 Instrumentation:5.3.1 An accelerometer, a signal conditioner, and a datadisplay or storage apparatus are required to measure theacceleration-time histories. The v
28、elocity change is obtained byintegrating the impact shock record measured on the carriagebulkhead.5.3.2 The instrumentation system shall be accurate to within65 % of the actual value. The long pulse durations involved inthis test method require an instrumentation system with goodlow-frequency respon
29、se. As an alternative, instrumentationcapable of recording direct current (dC) shall be acceptable.For short pulse durations the high-end frequency responseshould be twenty times the frequency of the pulse beingrecorded. For example, the 10-ms pulse has a full pulseduration of 20 ms and a frequency
30、of 50 Hz. Therefore, theinstrumentation system should be capable of measuring 1000Hz. (20 50 Hz).NOTE 1As a guide, the following equation may be used to determinethe adequacy of instrumentation low-frequency response:low 2 frequency response point LFRP! 5 7.95/pulse width PW!ms!(1)where LFRP is the
31、low frequency 3-db attenuation roll-offpoint, expressed in hertz (cycles per second), of an instrumen-tation system that will ensure no more than 5 % amplitudeerror, and PW is the pulse width of the acceleration pulse to berecorded, measured in milliseconds at the baseline. Forexample, an intended s
32、hock acceleration signal with a durationof 300 ms, the LFRP of the instrumentation would have to beat least equal to or lower than 0.027 Hz.5.3.3 Optional instrumentation may include optical or me-chanical timing devices for measuring the carriage image andrebound velocities for determining the tota
33、l velocity change ofthe impact. This instrumentation system, if used, shall have aresponse accurate to within 62.5 % of the actual value. Totalvelocity change must be measured to within 65.0 % of its totalvalue.6. Precautions6.1 These test methods may produce severe mechanicalresponses in the test s
34、pecimen. Therefore, operating personnelmust remain alert to the potential hazards and take necessarysafety precautions. The test area should be cleared prior to eachimpact. The testing of hazardous material or products mayrequire special precautions that must be observed. Safetyequipment may be requ
35、ired and its use must be understoodbefore starting the test.D4003 98 (2015)27. Sampling7.1 The number of test specimens depends on the desireddegree of precision and the availability of specimens. PracticeE122 provides guidance on the choice of sample size. It isrecommended that at least three repre
36、sentative test specimensbe used.8. Test Specimen8.1 The package and product as shipped or intended forshipment constitutes the test specimen. Apply sensing devicesto the package, product, or some component of the product tomeasure the response levels during impact. Test loads of equalconfiguration,
37、size, and weight distribution and packaging areacceptable if testing the actual product might be hazardous orimpractical. Care must be taken to duplicate the load charac-teristics of the product.9. Conditioning9.1 It is recommended that atmospheres for conditioning beselected from those shown in Pra
38、ctice D4332. Unless other-wise specified, precondition and condition fiberboard and otherpaperboard containers in accordance with the standard atmo-sphere specified in Practice D4332.10. Procedure10.1 Test Method ARail Car Switching Impact Test:10.1.1 Prior to initiating the test, write the test pla
39、n includ-ing the following information:10.1.1.1 The number of impacts the unit will receive,10.1.1.2 The velocity change for each of the desiredimpacts,10.1.1.3 The pulse duration of the impact shock, and10.1.1.4 The weight and configuration of the backload used.NOTE 2The number of impacts to which
40、a product will be subjectedin transit may range from 2 to 15. The velocity changes range between 1and 10 mph (1.6 and 16 kmph) with an average velocity change ofapproximately 5 mph (8 kmph). The duration of the impact shocks isdependent on the draft gear of the rail cars used to transport the produc
41、ts.The duration normally ranges from 30 ms for standard draft gear to inexcess of 300 ms for long travel draft gear of cushioned underframes. Theacceleration levels observed are normally a function of the velocitychange and pulse duration rather than a controlling input parameter. Theaccelerations c
42、orresponding to the above durations are about 15 g and lessthan 1 g, respectively. It must be realized that rail car switching impactsnormally occur many times during shipment. It is recommended that a testconsist of a number of lower level impacts or an incremental series ofincreasing impact magnit
43、ude rather than a single large magnitude impact.This type of testing also provides better information by bracketing thefailure between two impacts levels.NOTE 3The backload weight/friction requirement is not well-defineddue to lack of environmental measurements of lading force levels.Through prelimi
44、nary testing, backload pressures ranging from 0.3 to 1.0psi (2 to 7 kPa) on the container impacting surface have created damagelevels normally observed in distribution. These pressures are based on acoefficient of friction of 0.5 on a horizontal surface. See Appendix X1 forfurther discussions.10.1.2
45、 After the test parameters have been established, placea duplicate test specimen on the test carriage, positioned at thecenter of the specimen mounting surface with the face or edgethat is to receive the impact firmly positioned against theupright bulkhead. If duplicate test specimens are not availa
46、ble,use as similar a specimen as possible. Weights equivalent to theweight of the product to be tested are not recommended unlessthey can simulate the reactive or compliant nature of the testspecimen.10.1.3 Then backload the duplicate test specimen withadditional product samples or the specially ada
47、pted backload-ing fixture that provides an even loading of the backloadweight over the entire back surface area of the test specimen asspecified in the test plan. Impact the test carriage with varioustest machine setups into the programmers to produce thedesired pulse durations.NOTE 4Continue the pr
48、etesting until the desired range of velocitychanges is obtained. This pretesting is not necessary if the levels of themajor test parameters are known from previous experience.NOTE 5The type of programmers used shall be selected on the basisof the shock pulse, waveform, and duration desired.10.1.4 Re
49、place the duplicate specimen with the actual testspecimen and place it at the center position of the specimenmounting surface with the face or edge that is to receive theimpact firmly positioned against the bulkhead. Backload thetest specimen with additional product or specially adaptedbackloading fixture used in 10.1.2 and set the test machine toachieve the desired velocity change.10.1.5 Release the carriage to impact against the program-mer for a single impact. Record the acceleration time profile ofthe carriage bulkhead and determine the velocity change(
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