1、BS EN 15227:2008ICS 45.060.01NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBRITISH STANDARDRailway applications Crashworthinessrequirements forrailway vehicle bodiesLicensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 05/06/2009 04:11, Uncontrolled Copy, (c) BSIThis British
2、 Standardwas published under theauthority of the StandardsPolicy and StrategyCommittee on 28 February2009 BSI 2009ISBN 978 0 580 55398 1Amendments/corrigenda issued since publicationDate CommentsBS EN 15227:2008National forewordThis British Standard is the UK implementation of EN 15227:2008.The UK p
3、articipation in its preparation was entrusted to TechnicalCommittee RAE/1/-/2, Structural requirements and welding.A list of organizations represented on this committee can be obtained onrequest to its secretary.This publication does not purport to include all the necessary provisionsof a contract.
4、Users are responsible for its correct application.Compliance with a British Standard cannot confer immunityfrom legal obligations.Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 05/06/2009 04:11, Uncontrolled Copy, (c) BSIBS EN 15227:2008EUROPEAN STANDARDNORME EUROPENNEEUROPISCHE NORMEN 15227
5、January 2008ICS 45.060.01English VersionRailway applications - Crashworthiness requirements for railwayvehicle bodiesApplications ferroviaires - Exigences de scurit contrecollision pour caisses des vhicules ferroviairesBahnanwendungen - Anforderungen fr dieKollisionssicherheit von Schienenfahrzeugks
6、tenThis European Standard was approved by CEN on 12 December 2007.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this EuropeanStandard the status of a national standard without any alteration. Up-to-date lists and bibliographical r
7、eferences concerning such nationalstandards may be obtained on application to the CEN Management Centre or to any CEN member.This European Standard exists in three official versions (English, French, German). A version in any other language made by translationunder the responsibility of a CEN member
8、 into its own language and notified to the CEN Management Centre has the same status as theofficial versions.CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland,France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvi
9、a, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal,Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMIT EUROPEN DE NORMALISATIONEUROPISCHES KOMITEE FR NORMUNGManagement Centre: rue de Stassart, 36 B-1050 Brussels 2
10、008 CEN All rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 15227:2008: ELicensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 05/06/2009 04:11, Uncontrolled Copy, (c) BSIBS EN 15227:2008EN 15227:2008 (E) 2 Contents Page Foreword .4 Introdu
11、ction.5 1 Scope 5 2 Normative references6 3 Terms and definitions .6 4 Crashworthiness design categories of railway vehicles.8 5 Design collision scenarios .9 6 Structural passive safety 11 6.1 General principles .11 6.2 Overriding.12 6.2.1 Requirements.12 6.2.2 Explanatory notes (informative).12 6.
12、3 Survival space, intrusion and egress13 6.3.1 Requirements.13 6.3.2 Explanatory notes (informative).14 6.4 Deceleration limit/collision pulse.14 6.4.1 Requirement.14 6.4.2 Explanatory notes (informative).15 6.5 Obstacle deflector .15 6.5.1 Requirement.15 6.5.2 Explanatory notes (informative).16 7 V
13、alidation of crashworthiness .17 Annex A (informative) Parameters of design collision scenarios19 A.1 Introduction19 A.2 Determining the design collision scenarios for collision risks which differ from the normal European operations20 A.2.1 Design collision scenarios .20 A.2.2 Risk analysis 20 A.2.3
14、 Factors to be considered in the risk assessment 21 A.2.4 Collisions following derailment .21 A.2.5 Bibliography of relevant accident information.22 Annex B (normative) Requirements of a validation programme23 B.1 Test specifications 23 B.1.1 Test programme.23 B.1.2 Acceptance criteria for calibrati
15、on/validation tests.23 B.2 Numerical simulations 24 B.2.1 Numerical model validation24 B.2.2 Simulation modelling 24 Annex C (normative) Reference obstacle definitions .26 C.1 80 t wagon 26 C.2 C-III Reference obstacle27 C.3 Large deformable obstacle.29 C.4 C-IV Corner collision obstacle .31 Annex D
16、 (normative) Reference train definitions Defined formations .32 D.1 Reference trains for locomotive, power head, driving trailer and coach design32 D.2 Locomotive design32 D.3 Power head and driving trailer design 32 D.4 Individual coach design33 Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS
17、, 05/06/2009 04:11, Uncontrolled Copy, (c) BSIBS EN 15227:2008EN 15227:2008 (E) 3 Annex E (informative) Migration rule for this European Standard.35 Annex ZA (informative) Relationship between this European Standard and the Essential Requirements of EU Directive 96/48 as amended by Directive 2004/50
18、/EC 36 Bibliography37 Figures Figure 1 Example for clearance requirement of crumple zones in areas of temporary occupation (e.g. vestibule) .13 Figure 2 Drivers seat clearance zone14 Figure 3 Obstacle deflector load application 16 Figure C.1 Buffered wagon interface .26 Figure C.2 Wagon buffer chara
19、cteristic.27 Figure C.3 Peri-urban tram obstacle28 Figure C.4 Coupler characteristic 28 Figure C.5 Deformable obstacle geometry30 Figure C.6 Deformable obstacle stiffness .30 Figure C.7 Tram corner collision obstacle 31 Figure D.1 Locomotive reference train 32 Figure D.2 Power head/driving trailer r
20、eference train33 Figure D.3 Coach simplified assessment34 Tables Table 1 Crashworthiness design categories of railway vehicles8 Table 2 Collision scenarios and collision obstacles10 Table 3 Obstacle deflector performance requirements .11 Table ZA.1 Correspondence between this European Standard and D
21、irective 96/48/EC as amended by Directive2004/50/EC 36 Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 05/06/2009 04:11, Uncontrolled Copy, (c) BSIBS EN 15227:2008EN 15227:2008 (E) 4 Foreword This document (EN 15227:2008) has been prepared by Technical Committee CEN/TC 256 “Railway applicatio
22、ns”, the secretariat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by July 2008 and conflicting national standards shall be withdrawn at the latest by July 2008. This docum
23、ent has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directives: 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system1)as amended by 2004/50/EC of 29th
24、 April 20042); 2004/17/EC of the European Parliament and of the Council of 31 March 2004 coordinating the procurement procedures of entities operating in the water, energy, transport and postal services sectors3). For relationship with EU Directive 96/48/EC, see informative Annex ZA, which is an int
25、egral part of this document. According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hunga
26、ry, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. 1) Official Journal of the European Communities No L 235 of 17.09.96 2) Official Journal of the European Communities N
27、o L 164 of 30.04.04 3) Official Journal of the European Communities No L 134 of 30.04.04 Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 05/06/2009 04:11, Uncontrolled Copy, (c) BSIBS EN 15227:2008EN 15227:2008 (E) 5 Introduction The objective of the passive safety requirements described in t
28、his European Standard is to reduce the consequences of collision accidents. The measures considered in this European Standard provide the last means of protection when all possibilities of preventing an accident have failed. It provides a framework for determining the crash conditions that railway v
29、ehicle bodies should be designed to withstand based on the most common accidents and associated risks. The requirements are compatible with those of EN 12663. The static compression load requirements on the vehicle ends, required by EN 12663, are intended to provide a basic structural integrity to t
30、he occupied areas in a collision-type accident. This European Standard adds to the basic strength requirement by setting additional requirements for structural passive safety in order to increase occupant safety. 1 Scope This European Standard applies to new designs of locomotives and passenger carr
31、ying rolling stock as defined in categories C-I to C-IV of Clause 4 taking into consideration the recommendations given in Annex E on the application of the standard (migration rule). It is intended to protect vehicle occupants, through the preservation of structural integrity, and does not extend t
32、o other railway employees and customers who are not in vehicles, or to third parties. The specified requirements relate to the technical and operational conditions of use that prevail in the CEN member countries. The design of new vehicles for use in passenger trains is based on operations with comp
33、atible rolling stock that also meet this standard. It is recognised that operational requirements will require new crashworthy and existing non-crashworthy vehicles to exist in the same train unit but such combinations of vehicles are not required to comply with this European Standard. The requireme
34、nts apply to the vehicle body, and to those mechanical elements directly associated with it that may be used to absorb energy in a collision, such as couplers, buffing systems etc. They do not cover the safety features of doors, windows, system components or interior features except for specific iss
35、ues relating to the preservation of survival space. The requirements do not cover all possible accident scenarios but provide a level of crashworthiness that will reduce the consequences of an accident, when the active safety measures have been inadequate. The requirement is to provide a level of pr
36、otection by addressing the most common types of collision that cause injuries and fatalities. The applicable design collision scenarios, and suitable parameters for normal European operations, are given in Clause 5. Annex A gives additional information regarding the derivation of the scenarios and d
37、escribes situations when they may need to be modified and the processes that should then be followed. This European Standard identifies common methods of providing passive safety that may be adopted to suit individual vehicle requirements. This European Standard also specifies the characteristics of
38、 reference obstacle models for use in the design collision scenarios. Not all vehicles in a train unit have to incorporate energy absorption provided that passenger train configurations formed entirely of new vehicle designs comply as a whole with this European Standard. This European Standard also
39、specifies the requirements for demonstrating that the passive safety objectives have been achieved by comparison with existing proven designs, numerical simulation, component or full-size tests, or a combination of all these methods. Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 05/06/2009
40、04:11, Uncontrolled Copy, (c) BSIBS EN 15227:2008EN 15227:2008 (E) 6 2 Normative references The following referenced documents are necessary for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced docume
41、nts (including any amendments) applies. EN 12663, Railway applications Structural requirements of railway vehicle bodies 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1 active safety systems and measures which take actions that aim to prevent
42、 a collision occurring 3.2 broadly acceptable risk level of risk that is regarded as not significant in the context in which it is experienced 3.3 collision mass is taken as the design mass in working order plus the mass of 50 % of seated passengers 3.4 crashworthiness ability to mitigate the conseq
43、uences of a collision in a controlled manner and reduce the risk of injury to the occupants 3.5 crumple zone part of the vehicle body (usually at the vehicle ends) which is designed to deform in a controlled manner and absorb energy 3.6 crushing excessive plastic deformation that significantly reduc
44、es the volume created by the vehicle structure 3.7 design collision scenario (= limiting collision scenario/case) most severe collision/case for each given scenario that it is appropriate to protect against and so is applicable for design purposes on the basis of the collision accident analysis; see
45、 1, 5 3.8 driving trailer non-powered vehicle fitted with a driving cab and which is designed to operate in general traffic and not as part of a fixed configuration train unit 3.9 energy absorbing device device which is attached to, but not part of the vehicle structure and is designed to deform in
46、a controlled manner and absorb energy (e.g. energy absorbing coupler) 3.10 fixed seat permanent seat in the cab that is occupied during normal operation (e.g. cannot be folded away when not in use) Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 05/06/2009 04:11, Uncontrolled Copy, (c) BSIBS
47、EN 15227:2008EN 15227:2008 (E) 7 3.11 full size test test on the structure of interest with the test specimen formed from all relevant full size components 3.12 locomotive self-propelled vehicle with an operational driving cab at both ends (or single cab for operation in both directions), the functi
48、on of which is only to provide motive power for a rake of vehicles, and which is designed to operate in general traffic and not as a permanent part of a fixed configuration train unit 3.13 net contact force difference between the longitudinal forces acting on opposite ends of the vehicle (i.e. the a
49、lgebraic sum of the longitudinal force) at any instant of time 3.14 normal European operating conditions operating conditions comparable to those described by the documents listed in the bibliography 3.15 operator organisation which has responsibility for defining the technical requirements for the railway vehicle in order that it will perform the intended operation and meet the acceptance criteria 3.16 passive safety systems which reduce the consequences of an accident should it occur 3.17 plastic deformation/permanent deformation
