1、AN AMERICAN NATIONAL STANDARD ASME RT-22014(Revision of ASME RT-22008)Safety Standard for Structural Requirements for Heavy Rail Transit VehiclesASME RT-22014(Revision of ASME RT-22008)Safety Standardfor StructuralRequirements forHeavy RailTransit VehiclesAN AMERICAN NATIONAL STANDARDTwo Park Avenue
2、 New York, NY 10016 USADate of Issuance: March 12, 2014The next edition of this Standard is scheduled for publication in 2019. This Standard will becomeeffective 6 months after the Date of Issuance.ASME issues written replies to inquiries concerning interpretations of technical aspects of thisStanda
3、rd. Interpretations are published on the ASME Web site under the Committee Pages athttp:/cstools.asme.org/ as they are issued.Errata to codes and standards may be posted on the ASME Web site under the Committee Pages toprovide corrections to incorrectly published items, or to correct typographical o
4、r grammatical errorsin codes and standards. Such errata shall be used on the date posted.The Committee Pages can be found at http:/cstools.asme.org/. There is an option available toautomatically receive an e-mail notification when errata are posted to a particular code or standard.This option can be
5、 found on the appropriate 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 NationalStan
6、dards. The Standards Committee that approved the code or standard was balanced to assure that individuals fromcompetent and concerned interests have had an opportunity to participate. The proposed code or standard was madeavailable for public review and comment that provides an opportunity for addit
7、ional public input 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
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10、y those interpretations 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 writt
11、en permission of the publisher.The American Society of Mechanical EngineersTwo Park Avenue, New York, NY 10016-5990Copyright 2014 byTHE AMERICAN SOCIETY OF MECHANICAL ENGINEERSAll rights reservedPrinted in U.S.A.CONTENTSForeword ivCommittee Roster . vCorrespondence With the RT Committee . viIntroduc
12、tion . viiSummary of Changes viii1 Scope . 12 Definitions 13 Interoperability 24 Structural Requirements 25 Design Load Requirements . 56 Coupler System 57 Materials 68 Crash Energy Management (CEM) . 69 Analysis. 610 Tests 8Tables1 Structural Load Requirements . 32 Crashworthiness 7iiiFOREWORDOn Ma
13、rch 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 maintains standards that coversafety, functional, performance, and operability requirements, as well as mechanical sy
14、stems,components,andstructuralrequirementsforrailtransitvehicles.Railtransit(RT)includesconven-tional subway (rapid) transit rail vehicles and light rail vehicles and excludes freight, commuter,high-speed,oranyotherrailvehiclesunderthejurisdictionoftheFederalRailroadAdministration.The Standards Comm
15、ittee 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 address vehicle mechanical systems, components,and structural requirements, so as to enhan
16、ce 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 to revisions that are theresult of the Committees consideration of factors such as technolog
17、ical advances, new data, andchanging environmental and industry needs.BothSIandU.S.CustomaryunitsareusedinthisStandard,withthelatterplacedinparentheses.Theseunitsarenoninterchangeableand,dependingonthecountryaswellasindustrypreferences,the user of this Standard shall determine which units are to be
18、applied. Parameters are derivedfrom the “Standard for Use of the International System of Units (SI): The Modern Metric System,“IEEE/ASTM SI 10-1997, or latest revision.The Standards Committee will review and address all comments, suggestions, and recommen-dations intended to improve this Standard, e
19、specially when the comments are based on actualexperience in its application. Suggestions for changes to this Standard should be submitted tothe Secretary of the RT Committee, The American Society of Mechanical Engineers, Two ParkAvenue, New York, NY 10016-5990, and should be in accordance with the
20、following format:(a) Cite the specific paragraph designation of the pertinent volume.(b) Indicate the suggested change (addition, deletion, or 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 th
21、e paragraphsappear in the volume.Safetycodesandstandardsareintendedtoenhancepublicsafety.Revisionsresultfromcommit-teeconsiderationoffactorssuchastechnologicaladvances,newdata,andchangingenvironmentaland industry needs. Revisions do not imply that previous editions were inadequate.The first edition
22、of RT-2 was ANSI approved in 2008. This edition contains revisions throughoutthe document. It was approved by the RT Standards Committee and by ASME, and was approvedby the American National Standards Institute on January 28, 2014.ivASME RT COMMITTEERail Transit Vehicle Standards(The following is th
23、e roster of the Committee at the time of approval of this Standard.)STANDARDS COMMITTEE OFFICERSM. P. Schroeder, ChairM. Burshtin, Vice ChairK. M. Hyam, SecretarySTANDARDS COMMITTEE PERSONNELM. L. Burshtin, AmtrakS. Canjea, ConsultantD. W. Casper, ConsultantF. J. Cihak, Frank J. Cihak however, theys
24、hould 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 a
25、dditionalinformation 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
26、Committee 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.viINTRODUCTIONSafetyof heavyrail transitoperations isasystem characteristic.As doall transportationoptio
27、nsin a given corridor, this operation has certain risks, including derailment and collision withanother vehicle. The risks are mitigated by the design of the signal system, and other systemselements, by operating and maintenance procedures, and by the design of the vehicle. Risks arefurther mitigate
28、d by the elimination of grade crossings and the provision of safety barriers. Activesafety systems on the vehicle include train control, communication, and propulsion and brakingsubsystems. The vehicle carbody, if properly designed, may be considered a passive safety device,and this Standard is inte
29、nded to address the performance of the carbody in collisions.This Standard draws from existing requirements for the design of the carbody of heavy railtransit vehicles. It also considers recent developments in the design of rail carbody structuresintended to optimize the structure performance under
30、the conditions of an overload, such asmight occur during a collision. This topic is commonly identified as crash energy management(CEM). The intent of CEM is to better manage the dissipation of the portion of the energy of acollision that can reasonably be expected to be absorbed by the deformation
31、of the carbody. CEMdesign, when appropriately applied, may reduce risk of injuries to occupants of the rail vehicledueto lossofsurvivable volumeanddueto secondarycollisionsof occupantswiththe carinterior.Specific portions of the carbody are designed for controlled deformation and energy absorption,a
32、nd are located in the structure so as to limit the damage to, and acceleration of, occupiedvolumes. This Standard requires the incorporation of CEM principles in the design of heavy railtransit vehicles. For multiple unit operation, distributing structural energy absorption throughthe train has been
33、 shown to be beneficial.vii(14)ASME RT-22014SUMMARY OF CHANGESFollowing approval by the ASME RT Committee and ASME, and after public review,ASMERT-22014wasapprovedbytheAmericanNationalStandardsInstituteonJanuary28,2014.ASME RT-22014 includes editorial changes, revisions, and corrections identified b
34、y a marginnote, (14).Page Location Changevii Introduction Revised1 Section 1 RevisedSection 2 (1) Definitions of carbody (heavy rail) andvehicle vertical loads revised(2) Definition of light rail vehicles deleted(3) Definition of yield strength added2 Section 3 First paragraph revised3, 4 Table 1 (1
35、) Items 1, 8, 17, and 18 revised(2) Items 19 through 21 deleted5 4.4 Third sentence revised5.1 Last paragraph revisedSection 6 Revised6 Section 8 Revised79 Table 2 Added9.3 Revised in its entirety10.3.1 First sentence revised10.3.2 Revised10.3.3.1 Revisedviii(14)(14)ASME RT-22014SAFETY STANDARD FOR
36、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. It defines requirements for the incorporation ofpassive safety design concepts related
37、to the perform-ance of the carbody of heavy rail transit vehicles inconditions such as collisions, soas to enhance passengersafety, and limit and control damage.1.2 Subjects Not Addressed by This StandardThere are several issues related to safety notaddressed, such as, but not limited to(a) structur
38、al repairs(b) fatigue(c) corrosion(d) fire protection(e) interior vehicle design(f) emergency egress from vehicle(g) inspection and maintenance1.3 Effective DateThis Standard applies to carbodies of newly con-structed heavy rail transit vehicles for transit passengerservice ordered 180 days followin
39、g the date of issuanceofthisStandardbytheStandardsCommitteeandASME.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
40、 following definitions apply:anticlimber: a structural member located at each 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 thatsp
41、ans the full width of the carbody at the top of the endframe, that is attached to the tops of the collision andcorner 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 th
42、e passenger side windows.1carbody (heavy rail): the heavy rail vehicle body consistsof the main load-carrying structure above all truck sus-pension units. It includes all components that are con-nected to this structure and contribute directly to itsstrength, stiffness, and stability. Mechanical or
43、electricalequipment and other mounted parts are not consideredpart of the carbody, though their attachment bracketsare.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 a
44、t each end of the carbody, extending fromthebottomoftheunderframestructureuptoanantitele-scoping plate. They are located at the approximate one-third points across the width of the vehicle, and areforward ofthe seating positionof any passengeror crewperson.consist: the makeup or composition of the i
45、ndividualunitsofatrain,generallybynumberandtypeofvehicle.corner posts (RT-2): a set of two structural posts locatedat the outside corners of the passenger compartment orat the extreme corners of the carbody, extending fromthebottomoftheunderframestructureuptoanantitele-scoping plate and to the roof
46、at the top of the side frameat its intersection with the roof.crash energy management (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
47、 energy absorption zone). The con-trolled crushing and energy absorption functions 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 t
48、he desired amount of energy absorption. Theuse of supplementary energy-absorbing element(s) maybe specified.crashworthiness (RT-2):theabilityofacarbodytomanagethe energy of a collision while maintaining structuralintegrity, so as to minimize injury to occupants.end frame (RT-2): at the coupler ends,
49、 the end frameconsists of structure inboard of and supporting theanticlimber, corner posts at the juncture of the front endASME RT-22014and side frames, collision posts located at the approxi-mate one-third points of the end frame 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, capableofmultiple unito
