1、February 2008DEUTSCHE NORM English price group 13No part of this standard may be reproduced without prior permission ofDIN Deutsches Institut fr Normung e. V., Berlin. Beuth Verlag GmbH, 10772 Berlin, Germany,has the exclusive right of sale for German Standards (DIN-Normen).ICS 55.180.01!$L=H“141263
2、7www.din.deDDIN EN 15433-5Transportation loads Measurement and evaluation of dynamic mechanical loads Part 5: Derivation of Test SpecificationsEnglish version of DIN EN 15433-5:2008-02Transportbelastungen Messen und Auswerten von mechanisch-dynamischen Belastungen Teil 5: Ableitung von Prfvorschrift
3、enEnglische Fassung DIN EN 15433-5:2008-02SupersedesDIN 30787-5:2002-09www.beuth.deDocument comprises 28 pagesDIN EN 15433-5:2008-02 2 National foreword This document was originally prepared by the Normenausschuss Verpackungswesen (Packaging Standards Committee), Technical Committee NA 115-01-04 AA
4、Anforderungen und Prfung, and published in Septem-ber 2002 as DIN 30787-5. Following Germanys request to CEN for a European standard on “Transportation loads Measurement and evaluation of dynamic mechanical loads”, DIN 30787-5 was adopted by Technical Committee CEN/TC 261 “Packaging” (Secretariat: A
5、FNOR, France), editorially revised and then published as EN 15433-5. The responsible European and German bodies during this process were CEN/TC 261/SC 5/WG 14 “Test methods and test schedules” and NA 115-01-04 AA Anforderungen und Prfung. Amendments This standard differs from DIN 30787-5:2002-09 as
6、follows: a) The European standard (EN) has been adopted as a DIN EN standard. b) Normative references have been deleted. c) The standard has been editorially revised. Previous editions DIN 30787-5: 2002-09 EUROPEAN STANDARDNORME EUROPENNEEUROPISCHE NORMEN 15433-5December 2007ICS 55.180.01English Ver
7、sionTransportation loads - Measurement and evaluation of dynamicmechanical loads - Part 5: Derivation of Test SpecificationsCharges de transport - Mesurage et analyse des chargesmcaniques dynamiques - Partie 5: Drivation desspcifications dessaiTransportbelastungen - Messen und Auswerten vonmechanisc
8、h-dynamischen Belastungen - Teil 5: Ableitungvon PrfvorschriftenThis European Standard was approved by CEN on 28 October 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 wi
9、thout any alteration. Up-to-date lists and bibliographical references 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
10、 made by translationunder the responsibility of a CEN member 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,Fran
11、ce, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, 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 NOR
12、MUNGManagement Centre: rue de Stassart, 36 B-1050 Brussels 2007 CEN All rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 15433-5:2007: EEN 15433-5:2007 (E) 2 Contents Page Foreword. 3 Introduction 4 1 Scope 5 2 Normative references . 5 3 Deri
13、vation of test conditions . 5 4 Parameters for the derivation of test conditions. 5 5 Derivation procedure 6 6 Derivation of test spectra for failure mechanisms 6 Annex A (informative) Numerical example for the determination of a test spectrum for one road category and one load factor only 24 Biblio
14、graphy . 26 DIN EN 15433-5:2008-02 EN 15433-5:2007 (E) 3 Foreword This document (EN 15433-5:2007) has been prepared by Technical Committee CEN/TC 261 “Packaging”, the secretariat of which is held by AFNOR. This European Standard shall be given the status of a national standard, either by publication
15、 of an identical text or by endorsement, at the latest by June 2008, and conflicting national standards shall be withdrawn at the latest by June 2008. According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this Europe
16、an Standard : Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United King
17、dom. DIN EN 15433-5:2008-02 EN 15433-5:2007 (E) 4 Introduction This standard was originally prepared by working group NAVp-1.4, Requirements and Testing, of the German Standardization Institute (DIN). It is part of a complete normative concept to acquire and describe the loads acting on goods and in
18、fluencing them during transport, handling and storage. This standard becomes significant when related to the realisation of the European Directive on Packaging and Packaging Waste (Directive 94/62 EC, 20 December 1994). This directive specifies requirements on the avoidance or reduction of packaging
19、 waste, and requires that the amount of packaging material is adjusted to the expected transportation load, in order to protect the transportation item adequately. However, this presumes some knowledge of the transportation loads occurring during shipment. At present, basic standards, based on scien
20、tifically confirmed values, which can adequately describe and characterize the magnitudes of transportation loads, especially in the domain of dynamic mechanical loads do not exist nationally or internationally. Reasons for this are mainly the absence of published data, insufficient description of t
21、he measurements or restrictions on the dissemination of this information. This standard will enable the measurement and evaluation of dynamic mechanical transportation loads, thus enabling the achievement of standardized and adequately documented load values. This series of standards consists of the
22、 following parts: Part 1: General requirements; Part 2: Data acquisition and general requirements for measuring equipment; Part 3: Data validity check and data editing for evaluation; Part 4: Data evaluation; Part 5: Derivation of Test Specifications; Part 6: Automatic recording systems for measurin
23、g randomly occurring shock during monitoring of transports. DIN EN 15433-5:2008-02 EN 15433-5:2007 (E) 5 1 Scope This standard gives guidelines for the derivation of test specifications from data acquired according to EN 15433-2, EN 15433-3 and EN 15433-4. NOTE To simulate transportation loads, it i
24、s helpful to work with standardized load assumptions that are based on the actual loads acquired according to EN 15433-2 up to EN 15433-4. The derivation of test specifications is based fundamentally on considerations concerning the reproduction of damage, whereby time compressed fatigue simulation
25、in particular has to be considered for the determination of the test intensity. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the re
26、ferenced document (including any amendments) applies. Not applicable 3 Derivation of test conditions The ideal way to simulate transportation loads is to use actual measured transportation loads. These are usually represented as acceleration-time functions and contain the overall dynamic mechanical
27、load profile of the transport process. The duration of the simulation corresponds with the duration of the actual transportation. NOTE In practice, however, tests have to be performed by test laboratories, which do not have measured values for that particular case available. In such cases, a standar
28、d load should be used. If transport processes are to be time-compressed because the actual transport duration is too long, then the assumption concerning the time compression should comply with the state of the art. The time compression factor should be mentioned in the test report. 4 Parameters for
29、 the derivation of test conditions For each derivation of a test condition, the following parameters can have an influence on the derived result: transportation means; transportation route; duration of transportation; transportation conditions; viewed aspect of damage; dynamic mechanical particulari
30、ties; other boundary conditions. NOTE For more details reference should be made to EN 24178:1992 Complete, filled transport packages - Distribution trials - Information to be recorded For each derivation, the parameters that have been taken into consideration should be recorded, along with the cases
31、 for which they are valid. The derivation procedure chosen should also be recorded. DIN EN 15433-5:2008-02 EN 15433-5:2007 (E) 6 5 Derivation procedure From the measured transportation loads, the required simulation and test conditions are then derived by various procedures. These procedures should
32、be based on the state of the art. NOTE 1 It is assumed that these procedures will continue to develop following publication of this standard. Clause 6 shows an example procedure that aims to break down the material through forced or fatigue rupture. NOTE 2 Any expert can perform the derivation of a
33、test spectrum. Derivations of test spectra should comply with the corresponding state of the art. In order to derive relevant test spectra, the measured acceleration-time signals should be analysed and evaluated according to EN 15433-2, EN 15433-3 and EN 15433-4. 6 Derivation of test spectra for fai
34、lure mechanisms 6.1 General Transportation damage due to material failure is usually based on forced or fatigue rupture. Standardised load profiles should be made available for such situations. In most cases, the acquired data are not suitable for testing purposes, since they represent only the mome
35、ntary value of the load as it appears at any time during transport. Furthermore, due to cost reasons, the test duration has to be much shorter than the actual transportation duration. The guidelines given in this standard should therefore be used to derive a test specification. Before deriving a tes
36、t specification from analysed data, it should be ascertained that all power spectral density (PSD) plots are analysed according to EN 15433-4 and originate from that particular location of the load platform on the transportation means, producing at any time the severest load on the transported item.
37、 The longitudinal and lateral loads acting on the transported item should also be considered. In general, the spectra for the foreseen test specifications should be of no other transportation means, but those used to transport that particular item. This is because larger or smaller vehicles can show
38、 marked differences compared to the one used for the actual transport. If a transportation route is unknown, and if the transported item is to be transported as a single item on different transportation means, then the spectra of the transportation means creating the most severe load should be used
39、to simulate the transportation load. If large quantities of a specific product have to be transported over long distances, it is essential to know the transportation route, the transportation means, the transportation speed, and the load factor (as a percentage of the maximum permissible payload). F
40、rom these parameters the load spectrum can be derived, which will result in a suitable transportation test and therefore also result in suitable transportation packing. An optimal simulation of the transportation load can be achieved if, besides the transportation means, the road sections are also c
41、onsidered. This means that for a specific road transportation, the load spectra of a particular vehicle on different road categories, the driving duration on these same road categories, and the load factor of that particular vehicle are known. If sea transportation is performed, then the ship size a
42、nd category, as well as load factor, and the state of the sea and the time spent under those conditions, should be known. Hence it can be shown that a complete simulation is to be split proportionally into part simulations. DIN EN 15433-5:2008-02 EN 15433-5:2007 (E) 7 A possible procedure is describ
43、ed in this clause for the derivation of test spectra for road transportation purposes. The procedure is representative for all transportation types. Figure 1 shows the most important steps required to derive a test specification from analysed spectra. DIN EN 15433-5:2008-02 EN 15433-5:2007 (E) 8 6.2
44、 Road category 6.3 Vehicle category 6.4 Measuring points on the cargo platform 6.5 Vehicle velocity (km/h) 6.6 Original spectra 6.7 Envelope around the original spectra 6.8 Smoothed spectra 6.9 Reduced spectrum 6.10 Test spectrum for motorway Example Allocation of different road categories to the to
45、tal driving distance GOAL Test spectrum for motorway only corresponding to 6.10 Key 1 Motorway 2 Primary road 3 Other road 4 Test spectrum and test duration ABCDE1238080 801RT231/4L1/4L1/2LLYX4X-axis Hz Y-axis PSD Figure 1 Road transportation; derivation of a test spectrum (example) DIN EN 15433-5:2
46、008-02 EN 15433-5:2007 (E) 9 6.2 Road categories Road categories and conditions exercise an essential influence on the transport load. Unsuitable test results can be caused by averaging the various transport loads over a complete transportation route on which the transport has passed. To prevent thi
47、s, the transportation route should be split into different road categories, as shown in Figure 1. For testing purposes, the intensity as well as the duration at which such intensity occurs on that particular road category, are relevant. NOTE Current road maps give sufficient information concerning t
48、he road categories that have to be travelled on, from the producer to the end-user of the transported item. From this information, the driving speed and duration of the transport, as well as the expected load on the transported item, can be estimated. Sites of roadworks and the additional loads resu
49、lting from these are not shown on these maps. However, since these road sections commonly are very short compared to the total driving distance, the resulting additional loads can be neglected. If for testing purposes a testing spectrum is used that is derived from the site of the roadworks, then either the transported equipment should be redesigned to withstand the additional load, or the packing should be re-dimensioned. In both cases this leads to increased costs. If the test is too weak due to an averaged spectrum, then more dama
