1、Safety Standard for Structural Requirements for Heavy Rail Transit VehiclesAN AMERICAN NATIONAL STANDARDASME RT-22008Copyright ASME International Provided by IHS under license with ASME Not for ResaleNo reproduction or networking permitted without license from IHS-,-,-ASME RT-22008Safety Standardfor
2、 StructuralRequirements forHeavy Rail TransitVehiclesAN AMERICAN NATIONAL STANDARDCopyright ASME International Provided by IHS under license with ASME Not for ResaleNo reproduction or networking permitted without license from IHS-,-,-Date of Issuance: January 5, 2009This Standard will be revised whe
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10、ee Park Avenue, New York, NY 10016-5990Copyright 2008 byTHE AMERICAN SOCIETY OF MECHANICAL ENGINEERSAll rights reservedPrinted in U.S.A.Copyright ASME International Provided by IHS under license with ASME Not for ResaleNo reproduction or networking permitted without license from IHS-,-,-CONTENTSFore
11、word ivCommittee Roster . vCorrespondence With the RT Committee . viIntroduction . vii1 Scope. 12 Definitions 13 Interoperability 24 Structural Requirements 35 Design Load Requirements . 36 Coupler System 37 Materials 68 Crash Energy Management (CEM) . 69 Analysis. 610 Tests 7Table1 Load Requirement
12、s . 4iiiCopyright ASME International Provided by IHS under license with ASME Not for ResaleNo reproduction or networking permitted without license from IHS-,-,-FOREWORDOnMarch18,1998,TheAmericanSocietyofMechanicalEngineers(ASME)formedtheStandardsCommittee on Rail Transit Vehicles.The Standards Commi
13、ttee on Rail Transit Vehicles develops and maintains standards that coversafety, functional, performance, and operability requirements, as well as mechanical systems,components,andstructuralrequirementsforrailtransitvehicles.Railtransit(RT)includesconven-tional subway (rapid) transit rail vehicles a
14、nd light rail vehicles and excludes freight, commuter,high-speed,oranyotherrailvehiclesunderthejurisdictionoftheFederalRailroadAdministration.The Standards Committee is responsible for developing a series of safety standards within itsCharter under the designation of RT. The purpose of the RT standa
15、rds is to provide the railtransit industry with safety standards that 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 inde
16、signing rail transit vehicles for safety. The standards are subject to revisions that are theresult of the Committees consideration of factors such as technological advances, new data, andchanging environmental and industry needs.BothSIandU.S.CustomaryunitsareusedinthisStandard,withthelatterplacedin
17、parentheses.Theseunitsarenoninterchangeableand,dependingonthecountryaswellasindustrypreferences,the user of this Standard shall determine which units are to be applied. Parameters are derivedfrom the “Standard for Use of the International System of Units (SI): The Modern Metric System,“IEEE/ASTM SI
18、10-1997, or latest revision.TheStandardsCommitteewillreviewandaddressallcomments,suggestions,andrecommenda-tions intended to improve this Standard, especially when the comments are based on actualexperience in its application. Suggestions for changes to this Standard should be submitted tothe Secret
19、ary of the RT Committee, The American Society of Mechanical Engineers, Three ParkAvenue, New York, NY 10016-5990, U.S.A., and should be in accordance with the followingformat:(a) Cite the specific paragraph designation of the pertinent volume.(b) Indicate the suggested change (addition, deletion, or
20、 revision).(c) Briefly state the reason and/or evidence for the suggested change.(d) Submit suggested changes for more than one paragraph in the order that the paragraphsappear in the volume.This 2008 edition was approved by the American National Standards Institute onNovember 28, 2008, and designat
21、ed as ASME RT-22008.ivCopyright ASME International Provided by IHS under license with ASME Not for ResaleNo reproduction or networking permitted without license from IHS-,-,-ASME RT-2 COMMITTEERail Transit Vehicle Standards(The following is the roster of the Committee at the time of approval of this
22、 Standard.)STANDARDS COMMITTEE OFFICERSM. P. Schroeder, ChairP. M. Strong, Vice ChairG. A. Burdeshaw, SecretarySTANDARDS COMMITTEE PERSONNELG. A. Burdeshaw, The American Society of Mechanical EngineersM. L. Burshtin, AmtrakS. Canjea, New Jersey TransitF. J. Cihak, Frank J. Cihak however, theyshould
23、not contain proprietary names or information.RequeststhatarenotinthisformatmayberewrittenintheappropriateformatbytheCommitteeprior to being answered, which may inadvertently change the intent of the original request.ASME procedures provide for reconsideration of any interpretation when or if additio
24、nalinformation 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,” “certify,” “rate,” or “endorse” any item, construction, proprietary device, or activity.Attending Commit
25、tee Meetings. The RT Standards Committee regularly holds meetings thatare open to the public. Persons wishing to attend any meeting should contact the Secretary ofthe RT Standards Committee.viCopyright ASME International Provided by IHS under license with ASME Not for ResaleNo reproduction or networ
26、king permitted without license from IHS-,-,-INTRODUCTIONSafety of heavy rail transit operations is a system characteristic. As do all transportation optionsin a given corridor, this operation has certain risks, including derailment and collision withanother vehicle. The risks are mitigated by the de
27、sign of the signal system, and other systemselements, by operating and maintenance procedures, and by the design of the vehicle. Risks arefurther mitigated by the elimination of grade crossings and the provision of safety barriers. Activesafety systems on the vehicle include train control, communica
28、tion, and propulsion and brakingsubsystems. The vehicle carbody, if properly designed, may be considered a passive safety device,and this Standard is intended to address the performance of the carbody in collisions.This Standard draws from existing requirements for the design of the carbody of heavy
29、 railtransit vehicles currently in service in North America. It also considers recent developments inthe design of rail carbody structures intended to optimize the structure performance under theconditionsofanoverload,suchasmightoccurduringacollision.Thistopiciscommonlyidentifiedas crash energy mana
30、gement (CEM). The intent of CEM is to better manage the dissipation ofthe portion of the energy of a collision that can reasonably be expected to be absorbed by thedeformation of the carbody. CEM design, when appropriately applied, may reduce risk of injuriesto occupants of the rail vehicle due to l
31、oss of survivable volume and due to secondary collisionsof occupants with the car interior. Specific portions of the carbody are designed for controlleddeformation and energy absorption, and are located in the structure so as to limit the damageto, and acceleration of, occupied volumes. This Standar
32、d requires the incorporation of CEMprinciples in the design of heavy rail transit vehicles for service in North America. For multipleunit operation, distributing structural energy absorption through the train has been shown to bebeneficial.viiCopyright ASME International Provided by IHS under licens
33、e with ASME Not for ResaleNo reproduction or networking permitted without license from IHS-,-,-INTENTIONALLY LEFT BLANKviiiCopyright ASME International Provided by IHS under license with ASME Not for ResaleNo reproduction or networking permitted without license from IHS-,-,-ASME RT-22008SAFETY STAND
34、ARD FOR STRUCTURAL REQUIREMENTS FORHEAVY RAIL TRANSIT VEHICLES1 SCOPE1.1 Subjects Covered by This StandardThis Standard applies to carbodies of newly con-structed heavy rail transit vehicles for transit passengerservice in North America. It defines requirements forthe incorporation of passive safety
35、 design conceptsrelated to the performance of the carbody of heavy railtransit vehicles in conditions such as collisions, so as toenhancepassengersafety,andlimitandcontroldamage.This Standard does not cover light rail vehicles, auto-mated people movers, and freight, commuter, high-speed, or any othe
36、r rail vehicles under the jurisdictionof the Federal Railroad Administration.1.2 Subjects Not Addressed by This StandardThereareseveralissuesrelatedtosafetynotaddressed,such as, but not limited to(a) structural repairs(b) fatigue(c) corrosion(d) fire protection (NFPA 130)(e) interior vehicle design(
37、f) emergency egress from vehicle (NFPA 130)1.3 Effective DateThis Standard applies to carbodies of newly con-structed heavy rail transit vehicles for transit passengerservice in North America ordered 180 days followingthe date of issuance of this Standard by the StandardsCommittee and ASME.2 DEFINIT
38、IONSThisStandardrelies,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 definitions apply:anticlimber: a structural member located at eac
39、h end ofthe vehicle, used to engage the anticlimber of an oppos-ingorotherwisecoupledvehicletoresistrelativeverticaltravel between the two carbodies during a collision.antitelescoping plate: a single structural member thatspans the full width of the carbody at the top of the endframe, that is attach
40、ed to the tops of the collision and1corner posts, and is designed to transmit the collisionand corner post top reaction loads to the carbody sides.belt rail: a longitudinal structural member in the sideframe arranged below the passenger side windows.carbody (heavy rail): the vehicle body consists of
41、 the mainload-carryingstructureabovealltrucksuspensionunits.It includes all components that are connected to thisstructureandcontributedirectlytoitsstrength,stiffness,and stability. Mechanical or electrical equipment andother mounted parts are not considered part of the car-body, though their attach
42、ment brackets are.closing speed: the relative speed of a vehicle to anotherobject or vehicle at the time of initial impact.collision posts (heavy rail transit): a set of two structuralposts located at each end of the carbody, extending fromthe bottom of the underframe structure up to anantitelescopi
43、ng plate. They are located at the approxi-mate one-third points across the width of the vehicle,and are forward of the seating position of any passengeror crew person.consist: the makeup or composition of the individualunitsofatrain,generallybynumberandtypeofvehicle.corner posts (RT-2): a set of two
44、 structural posts locatedat the outside corners of the passenger compartment orat the extreme corners of the carbody, extending fromthe bottom of the underframe structure up to anantitelescoping plate and to the roof at the top of theside frame at its intersection with the roof.crash energy manageme
45、nt (CEM): a method of design andmanufacture of vehicle structures that assigns certainsections of the carbody the task of absorbing a portionof the energy of collision by crushing in a controlledmanner (see structural energy absorption zone). The con-trolled crushing and energy absorption functions
46、aretypicallyassignedtospecialcarbodystructuralmembersin the structural energy absorption zone that aredesigned to crush in a predictable and stable mannerover a distance that depends on the design of the mem-ber and the desired amount of energy absorption. Theuse of supplementary energy-absorbing el
47、ement(s) maybe specified.crashworthiness (RT-2):theabilityofacarbodytomanagethe energy of a collision while maintaining structuralintegrity, so as to minimize injury to occupants.Copyright ASME International Provided by IHS under license with ASME Not for ResaleNo reproduction or networking permitte
48、d without license from IHS-,-,-ASME RT-22008end frame (RT-2): at the coupler ends, the end frameconsists of structure inboard of and supporting theanticlimber, corner posts at the juncture of the front endand side frames, collision posts located at the approxi-mate one-third points of the end frame
49、width, the endstructural shelf or transverse beam, and sheathing con-nected to the structural framing members.end sill compression load (buff load): compressive(longitudinal) force applied at the ends of the vehicle,usually at the anticlimber.heavy rail transit vehicle: a typicallyelectrically propelled,bidirectionalvehicle, cap
