1、(8523($167$1$5 1250(8523e(11( (8523b,6 the structural requirements for such railway vehicles should be specified by the operator using the principles presented in this European Standard. The standard applies to all railway vehicles within the EU and EFTA territories. The specified requirements assum
2、e operating conditions and circumstances such as are prevalent in these countries. 2 Definitions For the purpose of this European Standard, the following definitions apply: 2.1 Railway vehicle body It comprises the main load carrying structure above the suspension units. It includes all components w
3、hich are affixed to this structure which contribute directly to its strength, stiffness and stability. NOTE: Mechanical equipment and other mounted parts are not considered to be part of the vehicle body though their attachments to it are. 2.2 Operator of railway vehicles The organization which has
4、the responsibility for defining the technical requirements for the railway vehicle in order that it will perform the intended operation in consideration of acceptance criteria. 2.3 Designer of railway vehicles The organization which has responsibility for designing the railway vehicle to satisfy the
5、 technical requirements of the operator. 2.4 Vehicle masses 2.4.1 Mass of the vehicle body in working order m 1 The mass in working order m 1consists of the completely assembled vehicle body with all mounted parts. This includes the full operating reserves of water, sand, fuel, foodstuffs etc. and t
6、he overall weight of staff. Licensed Copy: sheffieldun sheffieldun, na, Wed Oct 18 08:30:20 BST 2006, Uncontrolled Copy, (c) BSI3DJH (1 BSI 092000 2.4.2 Maximum payload m 2 The maximum payload m 2is to be determined dependent on the type of vehicle. For freight vehicles, it corresponds to the allowe
7、d mass of the goods. For passenger rolling stock, it depends on the number of seats for passengers and on the number of passengers per m 2in the standing areas. These values are fixed by the operator, taking into account any statutory regulations, and give the mass for the payload and the number of
8、passengers which are allowed to be transported in these vehicles. Typical weights for passengers: - long distance 80 kg per passenger with luggage; - commuter/suburban 70 kg per passenger. Typical passenger densities in standing areas: - long distance 2 to 4 passenger per m 2 ; - commuter/suburban 5
9、 to 10 passengers per m 2 . Typical luggage area loading: - 300 kg per m 2 . 2.4.3 Mass of the bogie or running gear m 3 The mass of one bogie or running gear m 3is the mass of all equipment below and including the body suspension. The mass of linking elements between vehicle body and bogie or runni
10、ng gear shall be apportioned between m 1 and m 3 . 2.5 Coordinate system The coordinate system is shown in Figure 1 . The positive direction of the x-axis (corresponding to vehicle longitudinal axis) is in the direction of movement. The y-axis (corresponding to vehicle transverse axis) is in the hor
11、izontal plane. The positive direction of the z-axis (corresponding to vehicle vertical axis) points upwards. GULYLQJGLUHFWLRQ )LJXUH9HKLFOHFRRUGLQDWHVVWHP Licensed Copy: sheffieldun sheffieldun, na, Wed Oct 18 08:30:20 BST 2006, Uncontrolled Copy, (c) BSI3DJH (1 BSI 092000 3 Structural requirements
12、3.1 General Railway vehicle bodies shall withstand the maximum loads consistent with their operational requirements and achieve the required service life under normal operating conditions with an adequate probability of survival. The capability of the railway vehicle body to not sustain permanent de
13、formation and fracture shall be demonstrated by calculation and/or testing (see clause 6). The assessment shall be based on the following criteria: a) exceptional loading defining the maximum loading which shall be sustained and a full operational condition maintained; b) acceptable margin of safety
14、, such that if the exceptional load is exceeded, catastrophic fracture or collapse will not occur; c) stiffness, such that the deformation under load and the natural frequencies of the structure meet limits as determined by the operational requirements; d) service or cyclic loads being sustained for
15、 the specified life without detriment to the structural safety. The operator shall supply data defining the expected service conditions. In conjunction with the operator, it is the task of the designer to identify all significant load cases in a meaningful way from these data and to ensure that the
16、design satisfies them. Where a vehicle body is a development of an earlier design for which the safety has been demonstrated, and similar service conditions apply, then earlier data may be used, supported by comparative evidence. Areas of significant change shall be re-analysed and/or tested. The re
17、quirements of this European Standard are based on the use of metallic materials and requirements defined in 3.4.2, 3.4.3 and 3.6 and clauses 5 and 6 are specifically applicable only to such materials. If different (non- metallic) materials are being used, then the basic principles of this standard s
18、hall still be applied. The designer shall ensure that he has suitable data to represent the performance of the materials. He shall adopt methods and requirements such that they are applied in a manner consistent with the current state of knowledge. The load cases used as the basis of vehicle body de
19、sign shall comprise the relevant cases listed in clause 4. All formal parameters are expressed as SI basic units and units derived from SI basic units. The gravitational acceleration g is -9,81 m/s 2 . 3.2 Categories of railway vehicles 3.2.1 Structural categories For the application of this Europea
20、n Standard, all railway vehicles are classified in categories. The classification of the different categories of railway vehicles is based only upon the structural requirements of the vehicle bodies. It is the responsibility of the operators to decide as to which category railway vehicles shall be d
21、esigned. There will be differences between operators. This is to be expected and should not be considered as conflicting with this European Standard. Some railway vehicles may not fit into any of the defined categories. The structural requirements for such railway vehicles should be specified by the
22、 operator using the principles presented in this standard. Due to the specific nature of their construction and different design objectives there are two main groups, namely freight vehicles (F) and passenger vehicles including locomotives (P). The two groups may be subdivided further into categorie
23、s according to their structural requirements. The choice of category from the clauses below shall be based on the structural requirements as defined in the tables in clause 4. These structural requirements should not be confused with the operating requirements. The track gauge is also not a determin
24、ant for the choice of category. 3.2.2 Freight vehicles All vehicles in this group are used for the transportation of goods. Two categories have been defined: - Category F-I e.g. vehicles which can be shunted without restriction; - Category F-II e.g. vehicles excluded from hump and loose shunting. Li
25、censed Copy: sheffieldun sheffieldun, na, Wed Oct 18 08:30:20 BST 2006, Uncontrolled Copy, (c) BSI3DJH (1 BSI 092000 3.2.3 Passenger vehicles and locomotives To this group belong all types of railway vehicles intended for the transport of passengers, ranging from main line vehicles, suburban and urb
26、an transit stock to tramways. Also included are locomotives and power units. Passenger vehicles are divided into five structural design categories into which all vehicles may be allocated. The five categories are listed below, with an indication of the types of vehicle generally associated with each
27、: - Category P-I e.g. coaches and locomotives; - Category P-II e.g. fixed units; - Category P-III e.g. underground and rapid transit vehicles; - Category P-IV e.g. light duty metro and heavy duty tramway vehicles; - Category P-V e.g. tramway vehicles. 3.3 Uncertainties in railway design parameters 3
28、.3.1 Loads All loads used as the basis for vehicle body design shall incorporate any necessary allowance for uncertainties in their values. The loads specified in clause 4 include this allowance. 3.3.2 Material For design purposes, the minimum material property values as defined by the material spec
29、ification shall be used. Where the material properties are affected, for example, by - rate of loading; - time (e.g. by material ageing); - environment (moisture absorption, temperature etc.); - welding or other manufacturing processes appropriate new minimum values shall be determined. Similarly, t
30、he S-N curve used to represent the fatigue behaviour of material shall incorporate the above effects and shall represent the lower bound of data scatter as defined in 5.2. 3.3.3 Uncertainty factors The following factors introduce uncertainty into the design process: D Dimensional tolerances It is no
31、rmally acceptable to base calculations on the nominal component dimensions. It is necessary to consider minimum dimensions only if significant reductions in thickness (due to wear etc.) are inherent in the operation of the component. Adequate protection against corrosion will be an integral part of
32、the vehicle specification. The loss of material by this cause may normally be neglected. E Manufacturing process The performance characteristics exhibited by material in actual components may differ from those derived from test samples. Such differences are due to variations in the manufacturing pro
33、cesses and workmanship, which cannot be detected in any practicable quality control procedure. F Analytical accuracy Every analytical procedure incorporates approximations and simplifications. It is incumbent on the designer to be consciously conservative in the application of analytical procedures
34、to the design. The uncertainties described in a) and b) may be allowed for by incorporating a safety factor into the design process. This “uncertainty factor“ designated S shall be applied when comparing the calculated stresses to the permissible stress. Licensed Copy: sheffieldun sheffieldun, na, Wed Oct 18 08:30:20 BST 2006, Uncontrolled Copy, (c) BSI
