1、BS EN 15227:2008ICS 45.060.01NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBRITISH STANDARDRailway applications Crashworthinessrequirements forrailway vehicle bodies+A1:2010National forewordThis British Standard is the UK implementation of EN 15227:2008+A1:2010. It supersedes
2、 BS EN 15277:2008, which is withdrawn.The start and finish of text introduced or altered by amendment is indicated in the text by tags. Tags indicating changes to CEN text carry the number of the CEN amendment. For example, text altered by CEN amendment A1 is indicated by !“.The UK participation in
3、its preparation was entrusted to Technical Committee RAE/1/-/2, Structural requirements and welding.A list of organizations represented on this committee can be obtained on request to its secretary.This publication does not purport to include all the necessary provisions of a contract. Users are res
4、ponsible for its correct application.Compliance with a British Standard cannot confer immunity from legal obligations.BS EN 15227:2008+A1:2010This British Standard was published under the authority of the Standards Policy and Strategy Committee on 28 February 2009 BSI 2011Amendments/corrigenda issue
5、d since publicationDate Comments 31 January 2011 Implementation of CEN Amendment A1:2010ISBN 978 0 580 70849 7EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 15227:2008+A1 November 2010 ICS 45.060.01 Supersedes EN 15227:2008English Version Railway applications - Crashworthiness requirements for
6、 railway vehicle bodies Applications ferroviaires - Exigences en scurit passive contre collision pour les structures de caisses des vhicules ferroviaires Bahnanwendungen - Anforderungen an die Kollisionssicherheit von Schienenfahrzeugksten This European Standard was approved by CEN on 12 December 20
7、07 and includes Amendment 1 approved by CEN on 28 September 2010. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical
8、references concerning such national standards 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 translation under the responsibility of a CEN me
9、mber into its own language and notified to the CEN Management Centre has the same status as the official versions. CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Irela
10、nd, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: Avenue Marnix 17
11、, B-1000 Brussels 2010 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 15227:2008+A1:2010: EEN 15227:2008+A1:2010 (E) 2 Contents Page Foreword . 4Introduction . 51 Scope 52 Normative references 63 Terms and definitions . 64 Crashwo
12、rthiness design categories of railway vehicles . 85 Design collision scenarios . 96 Structural passive safety 116.1 General principles . 116.2 Overriding . 126.2.1 Requirements . 126.2.2 Explanatory notes (informative) . 126.3 Survival space, intrusion and egress 136.3.1 Requirements . 136.3.2 Expla
13、natory notes (informative) . 146.4 Deceleration limit/collision pulse . 146.4.1 Requirement . 146.4.2 Explanatory notes (informative) . 156.5 Obstacle deflector . 156.5.1 Requirement . 156.5.2 Explanatory notes (informative) . 167 Validation of crashworthiness . 17Annex A (informative) Parameters of
14、 design collision scenarios 19A.1 Introduction 19A.2 Determining the design collision scenarios for collision risks which differ from the normal European operations 20A.2.1 Design collision scenarios . 20A.2.2 Risk analysis 20A.2.3 Factors to be considered in the risk assessment 21A.2.4 Collisions f
15、ollowing derailment . 21A.2.5 Bibliography of relevant accident information . 22Annex B (normative) Requirements of a validation programme 23B.1 Test specifications 23B.1.1 Test programme . 23B.1.2 Acceptance criteria for calibration/validation tests . 23B.2 Numerical simulations 24B.2.1 Numerical m
16、odel validation 24B.2.2 Simulation modelling 24Annex C (normative) Reference obstacle definitions . 26C.1 80 t wagon 26C.2 C-III Reference obstacle 27C.3 Large deformable obstacle . 29C.4 C-IV Corner collision obstacle . 31Annex D (normative) Reference train definitions Defined formations . 32D.1 Re
17、ference trains for locomotive, power head, driving trailer and coach design 32D.2 Locomotive design 32D.3 Power head and driving trailer design 32D.4 Individual coach design 33BS EN 15227:2008+A1:2010EN 15227:2008+A1:2010 (E) 3 Annex E (informative) Migration rule for this European Standard . 35Anne
18、x ZA (informative) !Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (Recast)“ . 36Bibliography 39Figures Figure 1 Exampl
19、e for clearance requirement of crumple zones in areas of temporary occupation (e.g. vestibule) . 13Figure 2 Drivers seat clearance zone 14Figure 3 Obstacle deflector load application 16Figure C.1 Buffered wagon interface . 26Figure C.2 Wagon buffer characteristic . 27Figure C.3 Peri-urban tram obsta
20、cle 28Figure C.4 Coupler characteristic 28Figure C.5 Deformable obstacle geometry 30Figure C.6 Deformable obstacle stiffness . 30Figure C.7 Tram corner collision obstacle 31Figure D.1 Locomotive reference train 32Figure D.2 Power head/driving trailer reference train 33Figure D.3 Coach simplified ass
21、essment 34Tables Table 1 Crashworthiness design categories of railway vehicles 8Table 2 Collision scenarios and collision obstacles 10Table 3 Obstacle deflector performance requirements . 11Table ZA.1 Correspondence between this European Standard, the HS TSI RST published in the OJEU dated 26 March
22、2008 and Directive 2008/57/EC 37Table ZA.2 Correspondence between this European Standard, the CR LOC and PASS RST TSI (final draft Rev 4.0 dated 24 November 2009) and Directive 2008/57/EC 38BS EN 15227:2008+A1:2010EN 15227:2008+A1:2010 (E) 4 Foreword This document (EN 15227:2008+A1:2010) has been pr
23、epared by Technical Committee CEN/TC 256 “Railway applications”, 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 May 2011 and conflicting national standard
24、s shall be withdrawn at the latest by May 2011. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN and/or CENELEC shall not be held responsible for identifying any or all such patent rights. This document includes Amendment 1, ap
25、proved by CEN on 2010-09-28. This document supersedes EN 15227:2008. The start and finish of text introduced or altered by amendment is indicated in the text by tags ! “. !This document has been prepared under a mandate given to CEN/CENELEC/ETSI by the European Commission and the European Free Trade
26、 Association, and supports essential requirements of EU Directive 2008/57/EC. For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of this document.“ According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
27、 countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia,
28、 Slovenia, Spain, Sweden, Switzerland and United Kingdom. BS EN 15227:2008+A1:2010EN 15227:2008+A1:2010 (E) 5 Introduction The objective of the passive safety requirements described in this European Standard is to reduce the consequences of collision accidents. The measures considered in this Europe
29、an 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 vehicle bodies should be designed to withstand based on the most common accidents and associated risks. The require
30、ments 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 the occupied areas in a collision-type accident. This European Standard adds to the basic strength requirement by s
31、etting 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 carrying rolling stock as defined in categories C-I to C-IV of Clause 4 taking into consideration the recommendations
32、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 to other railway employees and customers who are not in vehicles, or to third parties. The specified requirements r
33、elate 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 compatible rolling stock that also meet this standard. It is recognised that operational requirements will require new
34、 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 requirements apply to the vehicle body, and to those mechanical elements directly associated with it that may be used to ab
35、sorb 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 issues relating to the preservation of survival space. The requirements do not cover all possible accident scenarios
36、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 protection by addressing the most common types of collision that cause injuries and fatalities. The applicable desig
37、n 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 describes situations when they may need to be modified and the processes that should then be followed. This Europea
38、n 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 reference obstacle models for use in the design collision scenarios. Not all vehicles in a train unit have to inc
39、orporate 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 specifies the requirements for demonstrating that the passive safety objectives have been achieved by comparison w
40、ith existing proven designs, numerical simulation, component or full-size tests, or a combination of all these methods. BS EN 15227:2008+A1:2010EN 15227:2008+A1:2010 (E) 6 2 Normative references The following referenced documents are necessary for the application of this document. For dated referenc
41、es, only the edition cited applies. For undated references, the latest edition of the referenced documents (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 ter
42、ms and definitions apply. 3.1 active safety systems and measures which take actions that aim to prevent 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 work
43、ing order plus the mass of 50 % of seated passengers 3.4 crashworthiness ability to mitigate the consequences 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
44、controlled manner and absorb energy 3.6 crushing excessive plastic deformation that significantly reduces 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 protec
45、t against and so is applicable for design purposes on the basis of the collision accident analysis; see 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
46、device device which is attached to, but not part of the vehicle structure and is designed to deform in 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)
47、 BS EN 15227:2008+A1:2010EN 15227:2008+A1:2010 (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 dir
48、ections), the function 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
49、 vehicle (i.e. the algebraic 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
