EN 17149-1:2024
(Main)Railway applications - Strength assessment of rail vehicle structures - Part 1: General
Railway applications - Strength assessment of rail vehicle structures - Part 1: General
This document supports the other standards in the EN 17149 series, in order to ensure consistency of terminology across the series. It describes the basic terms and definitions as well as general procedures for strength assessments of rail vehicle structures that are manufactured, operated and maintained in accordance with standards valid for rail system applications.
This document is applicable to all kinds of rail vehicles.
The assessment procedure is restricted to ferrous materials and aluminium.
This document does not define design load cases.
This document is not applicable for corrosive conditions or elevated temperature operation in the creep range.
Bahnanwendungen - Festigkeitsnachweis von Schienenfahrzeugstrukturen - Teil 1: Allgemeines
Dieses Dokument unterstützt die anderen Normen der Reihe EN 17149, um die Einheitlichkeit der Terminologie in der Reihe sicherzustellen. Es beschreibt die grundlegenden Begriffe sowie allgemeine Verfahren für den Festigkeitsnachweise von Schienenfahrzeugstrukturen, welche entsprechend den geltenden Normen für Bahnsysteme hergestellt, betrieben und instandgehalten werden.
Dieses Dokument ist für alle Arten von Schienenfahrzeugen anwendbar.
Das Nachweisverfahren beschränkt sich auf eisenhaltige Werkstoffe und Aluminium.
Dieses Dokument legt keine Bemessungslastfälle fest.
Dieses Dokument ist nicht anwendbar für Korrosionszustände oder Betrieb bei erhöhter Temperatur im Kriechbereich.
Applications ferroviaires - Évaluation de la résistance des structures de véhicule ferroviaire - Partie 1 : Généralités
Le présent document s'appuie sur les autres normes de la série EN 17149, afin d'assurer la cohérence de la terminologie dans l'ensemble de la série. Il spécifie les termes et définitions de base ainsi que des procédures générales d'évaluation de la résistance des structures de véhicules ferroviaires qui sont fabriquées, exploitées et maintenues conformément aux normes applicables aux applications ferroviaires.
Le présent document s'applique à tous les types de véhicules ferroviaires.
La procédure d'évaluation se limite aux matériaux ferreux et à l'aluminium.
Le présent document ne définit pas de cas de charge de conception.
Le présent document ne s'applique pas en cas de conditions corrosives ou de conditions d'exploitation à une température élevée dans la plage de fluage.
Železniške naprave - Ocenjevanje odpornosti konstrukcije železniških vozil - 1. del: Splošno
Ta dokument opisuje osnovne izraze in definicije ter splošne postopke za ocenjevanje odpornosti konstrukcije železniških vozil, ki so izdelana, upravljana in vzdrževana v skladu s standardi za uporabo v železniških sistemih.
Postopek ocenjevanja je omejen na železne materiale in aluminij.
Ta dokument ne opredeljuje primerov konstrukcijske obremenitve.
Ta dokument se ne uporablja za korozivne pogoje ali obratovanje pri povišanih temperaturah v območju lezenja.
Ta dokument se uporablja za vse vrste železniških vozil.
General Information
Overview
EN 17149-1:2024 - published by CEN - is the general part of the EN 17149 series for railway strength assessment of rail vehicle structures. It establishes consistent terminology, symbols and general procedures to support strength assessments of all kinds of rail vehicles manufactured, operated and maintained under applicable rail system standards. The document is applicable to ferrous materials and aluminium only and explicitly excludes corrosive environments and elevated-temperature (creep-range) operation. EN 17149-1:2024 does not define specific design load cases; it provides the framework and language used across the series.
Key topics
- Unified terminology and definitions: core terms for structural assessment, material behaviour, welding, static and fatigue concepts (e.g., evaluation point, potential crack initiation point, safety category).
- Symbols and abbreviations: harmonised notation for use across EN 17149 parts and related documents.
- Linear stress determination: principles for determining stresses in parent materials and welded joints, including use of FEA and test-derived stresses.
- Weld assessment guidance: concepts such as evaluation points and approaches (nominal, modified nominal, structural stress).
- Modes of structural failure: collapse, rupture, significant permanent deformation, low-cycle and high-cycle fatigue.
- Partial factors: general approach for partial factors addressing uncertainties in loads, materials, geometry, manufacturing and validation (conceptual alignment with partial-factor methods used in railway standards).
- Strength assessment procedure: overarching steps and considerations for conducting a strength assessment.
- Tolerances and uncertainties: influence of manufacturing, material properties, geometry and loads on assessment outcomes.
Applications and users
EN 17149-1 is primarily a reference and terminology standard used by:
- Structural designers and engineers of rolling stock and substructures
- Finite element analysts conducting stress and fatigue studies
- Manufacturers and welding engineers assessing welded joints and components
- Verification and certification bodies applying EN 17149 series methods
- Maintenance planners and reliability engineers assessing life and safety implications
Practical uses include preparing consistent strength assessments, aligning documentation across projects, defining evaluation locations for welds and parent material checks, and supporting Parts 2 (static strength) and forthcoming Part 3 (cumulative fatigue).
Related standards
- EN 17149-2:2024 - Part 2: Static strength assessment
- EN 17149-3 - Part 3: Fatigue strength assessment (under preparation)
- EN 17343:2023 - General terms and definitions for railway applications
- ISO/TR 25901-1:2016 - Welding vocabulary
Keywords: EN 17149-1, railway strength assessment, rail vehicle structures, structural assessment, fatigue, static strength, FEA, partial factors, weld assessment.
Standards Content (Sample)
SLOVENSKI STANDARD
01-junij-2024
Železniške naprave - Ocenjevanje odpornosti konstrukcije železniških vozil - 1.
del: Splošno
Railway applications - Strength assessment of rail vehicle structures - Part 1: General
Bahnanwendungen - Festigkeitsnachweis von Schienenfahrzeugstrukturen - Teil 1:
Allgemeines
Applications ferroviaires - Évaluation de la résistance des structures de véhicule
ferroviaire - Partie 1 : Généralités
Ta slovenski standard je istoveten z: EN 17149-1:2024
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
EN 17149-1
EUROPEAN STANDARD
NORME EUROPÉENNE
April 2024
EUROPÄISCHE NORM
ICS 45.060.01
English Version
Railway applications - Strength assessment of rail vehicle
structures - Part 1: General
Applications ferroviaires - Évaluation de la résistance Bahnanwendungen - Festigkeitsnachweis von
des structures de véhicule ferroviaire - Partie 1 : Schienenfahrzeugstrukturen - Teil 1: Allgemeines
Généralités
This European Standard was approved by CEN on 15 January 2024.
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 references
concerning such national standards may be obtained on application to the CEN-CENELEC 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 member into its own language and notified to the CEN-CENELEC 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, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2024 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 17149-1:2024 E
worldwide for CEN national Members.
Contents Page
European foreword . 3
Introduction . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 5
3.1 General terms and strength related terms . 5
3.2 Material related terms . 7
3.3 Terms related to welding . 9
3.4 Static related terms . 14
3.5 Fatigue related terms . 14
4 Symbols and abbreviations . 18
5 Linear stress determination . 25
5.1 General. 25
5.2 Parent material . 25
5.3 Welded joints . 25
5.3.1 General. 25
5.3.2 Evaluation point . 26
5.4 Determination of stresses by test . 29
6 Modes of structural failure . 30
6.1 Collapse . 30
6.2 Rupture . 30
6.3 Significant permanent deformation . 30
6.4 Low cycle fatigue . 30
6.5 High cycle fatigue . 30
7 Partial factors for covering uncertainties . 30
7.1 General. 30
7.2 Partial factor for loads γ . 31
L
7.3 Partial factor for the component strength γ . 31
M
7.3.1 General. 31
7.3.2 Consequence of failure . 32
7.3.3 Degree of the validation process . 32
8 Strength assessment procedure . 32
9 Tolerances and uncertainties in respect to structural strength . 32
9.1 General. 32
9.2 Influence of manufacturing on material properties . 33
9.3 Influence of manufacturing on dimensional tolerances . 33
9.4 Loads . 33
9.5 Validation process . 33
Bibliography . 34
European foreword
This document (EN 17149-1:2024) has been prepared 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 October 2024, and conflicting national standards shall
be withdrawn at the latest by October 2024.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document is part of the series EN 17149 Railway applications — Strength assessment of rail vehicle
structures, which consists of the following parts:
— Part 1: General
— Part 2: Static strength assessment
The following part is under preparation:
— Part 3: Fatigue strength assessment based on cumulative damage
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association.
Any feedback and questions on this document should be directed to the users’ national standards body.
A complete listing of these bodies can be found on the CEN website.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following 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, Republic of North
Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and the United
Kingdom.
Introduction
The structural design of rail vehicle structures depends on the loads they are subject to and the
characteristics of the materials they are manufactured from. This document provides the basic procedure
and criteria to enable a strength assessment to be undertaken.
This document does not specify load cases and does not specify in which cases or for which kinds of rail
vehicles a strength assessment is to be applied.
1 Scope
This document supports the other standards in the EN 17149 series, in order to ensure consistency of
terminology across the series. It describes the basic terms and definitions as well as general procedures
for strength assessments of rail vehicle structures that are manufactured, operated and maintained in
accordance with standards valid for rail system applications.
This document is applicable to all kinds of rail vehicles.
The assessment procedure is restricted to ferrous materials and aluminium.
This document does not define design load cases.
This document is not applicable for corrosive conditions or elevated temperature operation in the creep
range.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
EN 17149-2:2024, Railway applications — Strength assessment of rail vehicle structures — Part 2: Static
strength assessment
EN 17149-3:— , Railway applications — Strength assessment of rail vehicle structures — Part 3: Fatigue
strength assessment based on cumulative damage
EN 17343:2023, Railway applications — General terms and definitions
ISO/TR 25901-1:2016, Welding and allied processes — Vocabulary — Part 1: General terms
3 Terms and definitions
For the purposes of this document, the terms and definitions, symbols and abbreviations given in
ISO/TR 25901-1:2016, EN 17343:2023 and the following terms and definitions, symbols and
abbreviations apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://www.iso.org/obp
— IEC Electropedia: available at https://www.electropedia.org/
3.1 General terms and strength related terms
3.1.1
rail vehicle structure
combination of all load carrying parts of a rail vehicle including its substructures and components
3.1.2
corrosive condition
condition in which an operation in corrosive environment causes effects on the material strength values
or loss of material
Under preparation. Stage at the time of publication prEN 17149-3:2023.
Note 1 to entry: It is presupposed that in railway applications an adequate corrosion protection avoids corrosive
conditions for the structure. Corrosive conditions are therefore out of the scope of this document.
3.1.3
finite element analysis
FEA
numerical method for obtaining approximate solutions of partial differential equations subject to
boundary conditions
Note 1 to entry: Finite element analysis is a kind of numerical calculation.
[SOURCE: ISO 18459:2015, 3.6, modified – Note 1 to entry has been changed.]
3.1.4
partial factor
factor considering uncertainties of loads (forces), material, model, geometry, manufacturing, degree of
validation or a combination of these
Note 1 to entry: In some of the referenced documents, the partial factor is described with terms as “safety factor”
as in EN 12663 series and EN 13749 or partial factor for variable actions (e.g. loads or forces) and for material,
model and geometric uncertainties as in ISO 2394.
3.1.5
design load
load or combination of loads which a structure is designed to withstand, incorporating any necessary
allowances to account for uncertainties in their values
3.1.6
representative load
load or combination of loads derived from standards, simulations or tests, covering a known set of
influences, acting as a basis for the derivation of design load
Note 1 to entry: The derivation of the design load from the representative load is usually done by multiplying by
the partial factor for loads γ .
L
3.1.7
design stress
stress or stress spectrum derived from design loads or determined by representative measurements and
multiplied by an appropriate partial factor γ
L
3.1.8
utilisation
ratio between the acting value – calculated or measured - and the allowable limit value
Note 1 to entry: The values are usually expressed as terms of loads, stresses or strains.
3.1.9
safety category
classification based on the severity of the consequences of failure of a structural detail with respect to the
effects on persons, facilities and the environment
[SOURCE: EN 15085-1:2023, 3.8, modified – 'single welded joint' has been substituted by 'structural
detail']
3.1.10
exceptional load
infrequent load which represents the extreme loads or combination of loads for the relevant operation
conditions
3.1.11
ultimate load
extreme load that the structure withstands without rupture or collapse
3.1.12
exceptional design load
design load derived from an exceptional load
Note 1 to entry: In other documents (e.g. in EN 12663-1:2010+A2:2023) exceptional design load is also defined
as 'static load', 'static design load' or 'proof load'.
3.1.13
ultimate design load
design load derived from an ultimate load
Note 1 to entry: Ultimate design loads represent loading conditions which can occur under extreme conditions
(e. g. recovery situations or misuse).
3.1.14
fatigue load
repetitive load or combination of loads
3.1.15
potential crack initiation point
physical area in the component where stress concentrations can cause fatigue crack initiation and
location on the design of a component which is intended to be assessed
Note 1 to entry: For parent material assessments, the potential crack initiation points are typically locations of
stress concentrations, where also the stresses are determined by strain gauges, extracted from FEA models, or
determined by analytical calculations.
3.1.16
evaluation point
location of the stress determination for the weld assessment with nominal, modified nominal or
structural stress approach
Note 1 to entry: For weld assessments with nominal, modified nominal or structural stress approach, the
evaluation point differs from the potential crack initiation point.
3.2 Material related terms
3.2.1
brittle material
material that has a permanent elongation at rupture of A < 6 %
Note 1 to entry: Cast iron with lamellar graphite (GJL) and cast aluminium (AC) are examples for brittle material.
Note 2 to entry: The specific definition of the elongation at rupture is given in the appropriate material standard
of the applied material.
3.2.2
ductile material
material which is not brittle
3.2.3
plastification
load-indicated inelastic strain response from a stress level above the material yield strength
Note 1 to entry: Plastification describes the local material strain property.
3.2.4
significant permanent deformation
plastification which infringes the functionality of a component or the structure
Note 1 to entry: Significant permanent deformation describes the effect on the geometry of a component
or the structure.
3.2.5
structural failure
loss of load-carrying capacity in the structure
3.2.6
local yielding
plastification in a local area small enough so that no significant permanent deformation occurs
Note 1 to entry: The zone of local yielding with a high load bearing reserve against collapse or rupture
is also called plastic spot.
3.2.7
fully operational
completely functional, working and as designed to serve a defined purpose under specific conditions
Note 1 to entry: The term fully operational implies no significant permanent deformation and no need for repair.
3.2.8
survival probability
probability that the structural detail will not fail within a specified operating time
Note 1 to entry: Survival probability is related to the single sided probability of the distribution function.
[SOURCE: ISO 11994:1997, 7.1, modified – 'product' has been changed into 'structural detail'; Note 1
to entry has been added]
3.2.9
shear stress
component of stress coplanar with a material cross section
3.2.10
direct stress
component of a stress tensor which is not shear stress, not indicating a specific orientation
Note 1 to entry: This term is also known as ‘normal stress’. The term ‘direct stress’ is chosen to avoid confusion
with an oriented stress component normal (perpendicular) to the weld.
3.2.11
membrane stress
average direct stress which is uniform across the thickness of a plate or shell
3.2.12
bending stress
stress in a shell or plate-like part of a component with linear distribution across the thickness
3.2.13
secondary bending stress
bending stress in a weld throat caused by membrane stress and eccentricity e between the midpoint of
W
the weld throat and the midpoint of the connected plate
Note 1 to entry: The weld throat eccentricity is shown in Figure 6.
3.2.14
residual stress
permanent internally balanced stresses in a structure, caused by manufacturing processes (e.g., rolling,
cutting or welding)
3.3 Terms related to welding
3.3.1
parent material
material of a structure outside of welded joints
[SOURCE: ISO/TR 25901-1:2016, 2.1.1.5, modified – extension to any material which is not welded]
3.3.2
transverse to the weld
perpendicular to the feature under consideration
Note 1 to entry: Stresses and strains transverse to the weld are indicated with an index '⊥'.
Note 2 to entry: The stress direction definition ‘transverse to the weld’ is shown in Figure 1.
Note 3 to entry: Examples of features under consideration include the weld toe and the weld end.
Figure 1 — Stress direction definition transverse to the weld
3.3.3
longitudinal to the weld
aligned with (parallel to) the feature under consideration (e.g., the weld toe)
Note 1 to entry: The stress direction definition ‘longitudinal to the weld’ is shown in Figure 2.
Note 2 to entry: In general, the direction ‘longitudinal to the weld’ is perpendicular to the direction ‘transverse to
the weld’.
Note 3 to entry: Stresses and strains longitudinal to the weld are indicated with an index 'II'.
Key
1 stop-/start-position
Figure 2 — Stress direction definition longitudinal to the weld
3.3.4
linear misalignment
axial offset from the nominal geometry of plates within a welded joint
Note 1 to entry: The definition ‘linear misalignment’ is shown in Figure 3.
Key
1 linear misalignment
Figure 3 — Linear misalignment
3.3.5
angular misalignment
angular deviation from the nominal geometry of plates within a welded joint
Note 1 to entry: The definition ‘angular misalignment’ is shown in Figure 4.
Key
1 angular misalignment
Figure 4 — Angular misalignment
3.3.6
eccentricity
e
axial offset of plates due to the nominal geometry within a welded joint
Note 1 to entry: The definition ‘eccentricity’ is shown in Figure 5.
Key
e eccentricity
Figure 5 — Example for eccentricity
3.3.7
weld throat eccentricity
e
W
eccentricity between the midpoint of the weld throat and the midpoint of the connected plate
Note 1 to entry: The weld throat eccentricity is shown in Figure 6.
3.3.8
effective throat thickness
a
dimension which is dependent on the shape and penetration of the weld, and is responsible for carrying
the load
Note 1 to entry: For T-joints, the effective throat thickness equals the minimum distance from the root to the weld
surface as shown in Figure 6.
[SOURCE: EN ISO 17659:2004, 3.20, modified – The symbol a has been added.]
Key
a effective throat thickness
c depth of root face
e weld throat eccentricity
W
t plate thickness
Figure 6 — Effective throat thickness in a T-joint with HY weld and with additional fillet weld
3.3.9
relevant thickness
dimensions to be used for the assessment of a welded joint
Note 1 to entry: The dimensions depend on the type of assessment (static strength or fatigue strength) or
potential crack initiation point at fatigue strength assessments (e.g. weld root or weld toe failure).
Note 2 to entry: The relevant thickness can be the sum of effective throat thicknesses (e.g. at double fillet welds).
3.3.10
weld performance class
CP
performance requirements in accordance with EN 15085-1:2023, 3.3
3.3.11
weld inspection class
CT
inspection requirements in accordance with EN 15085-1:2023, 3.4
3.3.12
non-destructive testing
NDT
testing and analysis technique used by industry without affecting the serviceability, to detect defects or
to evaluate the properties of material, component, structure or system
3.4 Static related terms
3.4.1
stress criterion
comparison of the determined stresses with the admissible stresses considering partial factors
Note 1 to entry: The stress criterion is a local criterion valid for an individual assessment location.
3.4.2
strain criterion
comparison of the determined plastic strains with the admissible plastic strain considering partial factors
Note 1 to entry: The strain criterion is a local criterion valid for an individual assessment location.
3.4.3
deformation criterion
comparison of the elastic deformation and the significant permanent deformation with the admissible
deformation considering partial factors
Note 1 to entry: The deformation criterion is a criterion for a component or a structure.
3.4.4
stability criterion
demonstration that no collapse of the global structure occurs under application of the loads considering
partial factors
3.4.5
E-N curve
experimentally derived, quantitative relationship between the endurable plastic strain and the number
of occurrences
3.5 Fatigue related terms
3.5.1
fatigue
process of initiation and propagation of cracks through a structural part due to action of fluctuating
stresses
3.5.2
fatigue action
time varying repeated loading events which introduce a stress into a structural component
3.5.3
fatigue stress
stress caused by fatigue action
3.5.4
stress cycle
variation of stress defined by the cycle counting method and consisting of a change in stress between a
minimum (trough) and maximum (peak) value and back again
3.5.5
mean stress
mean value of the maximum and the minimum stress of a stress cycle
3.5.6
stress range
algebraic difference between the maximum and the minimum stress of a stress cycle
3.5.7
amplitude
half the stress range
3.5.8
stress ratio
R
ratio of the minimum to the maximum algebraic value of the stress in a particular stress cycle
3.5.9
stress spectrum
set of fatigue stresses including the partial factor for actions (e.g. loads) and relevant for the fatigue
strength assessment
3.5.10
stress range block
part of the stress spectrum with a constant stress range and a certain mean stress
3.5.11
S-N curve
quantitative relationship between the fatigue strength and the number of cycles for a structural detail,
corresponding to a specific survival probability and a specific stress ratio
Note 1 to entry: S-N curves are usually represented by a series of (log Δσ) – (log N) values or of (log Δτ) – (log N)
values.
3.5.12
constant amplitude
signal with non-varying amplitudes
3.5.13
variable amplitude
signal with varying amplitudes
3.5.14
fatigue strength
structural detail’s resistance to fatigue actions expressed in terms of an S-N curve for a survival
probability of P = 97,5 %
s
3.5.15
design value of the component strength
strength of a structural detail considering the partial factor for the component strength γ
M
3.5.16
fatigue class
Δσ , Δτ
C C
reference value of the fatigue strength for a welded joint related to N = 2×10 cycles and a stress ratio
C
of R = 0,5
3.5.17
component fatigue strength
Δσ , Δτ
R R
fatigue strength considering the specific design details at a stress ratio of R = −1
3.5.18
knee point of the S-N curve
position in the S-N curve where a change of slope occurs
Note 1 to entry: The knee point of the S-N curve is defined by the number of cycles N or N .
D D,2
3.5.19
strength at the knee point
Δσ , Δτ
D D
component fatigue strength at the knee point of the S-N curve
3.5.20
endurance limit
stress range below which no fatigue damage will occur under constant amplitude stress conditions
Note 1 to entry: This is also known as ‘constant amplitude fatigue limit’.
3.5.21
proportional stresses
principal stresses or stress components with constant directions and constant ratios of their values for
time varying loads
3.5.22
non-proportional stresses
principal stresses or stress components with non-constant directions and non-constant ratios of their
values for time varying loads
3.5.23
damage-equivalent stress range
constant amplitude stress range which produces the same utilisation to that resulting from a variable
amplitude stress spectrum
3.5.24
damage sum
sum of damage, caused by fatigue action
3.5.25
cumulative damage sum
linear cumulative damage summation based on the rule devised by Palmgren and Miner of the fatigue
damage due to all cycles in a stress spectrum
3.5.26
cumulative damage rule
method for estimating fatigue life under variable amplitude loading from the constant amplitude stress-
life (S-N)
Note 1 to entry: Often referred to as damage accumulation hypothesis, Miner’s rule or Palmgren-Miner rule.
3.5.27
cut-off limit
stress range below which the stress cycles are considered to be non-damaging under varia
...
Frequently Asked Questions
EN 17149-1:2024 is a standard published by the European Committee for Standardization (CEN). Its full title is "Railway applications - Strength assessment of rail vehicle structures - Part 1: General". This standard covers: This document supports the other standards in the EN 17149 series, in order to ensure consistency of terminology across the series. It describes the basic terms and definitions as well as general procedures for strength assessments of rail vehicle structures that are manufactured, operated and maintained in accordance with standards valid for rail system applications. This document is applicable to all kinds of rail vehicles. The assessment procedure is restricted to ferrous materials and aluminium. This document does not define design load cases. This document is not applicable for corrosive conditions or elevated temperature operation in the creep range.
This document supports the other standards in the EN 17149 series, in order to ensure consistency of terminology across the series. It describes the basic terms and definitions as well as general procedures for strength assessments of rail vehicle structures that are manufactured, operated and maintained in accordance with standards valid for rail system applications. This document is applicable to all kinds of rail vehicles. The assessment procedure is restricted to ferrous materials and aluminium. This document does not define design load cases. This document is not applicable for corrosive conditions or elevated temperature operation in the creep range.
EN 17149-1:2024 is classified under the following ICS (International Classification for Standards) categories: 45.060.01 - Railway rolling stock in general. The ICS classification helps identify the subject area and facilitates finding related standards.
EN 17149-1:2024 is associated with the following European legislation: EU Directives/Regulations: 2008/57/EC, 2016/797/EU; Standardization Mandates: M/483. When a standard is cited in the Official Journal of the European Union, products manufactured in conformity with it benefit from a presumption of conformity with the essential requirements of the corresponding EU directive or regulation.
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La norme SIST EN 17149-1:2024 se révèle être un document essentiel pour l'évaluation de la résistance des structures de véhicules ferroviaires. En tant que partie intégrante de la série EN 17149, elle joue un rôle crucial en garantissant la cohérence de la terminologie employée dans l'ensemble des standards associés, ce qui est particulièrement pertinent pour l'industrie ferroviaire. L'un des points forts de cette norme réside dans sa capacité à fournir des définitions claires et des procédures générales pour l'évaluation de la résistance des structures de véhicules ferroviaires. Cela permet aux fabricants, opérateurs et mainteneurs de s'assurer que leurs pratiques sont conformes aux exigences des systèmes ferroviaires, tout en facilitant les échanges entre professionnels du secteur. De plus, son application à tous les types de véhicules ferroviaires souligne son caractère large et inclusif, ce qui en fait un outil précieux pour divers acteurs de l'industrie. En ce qui concerne le domaine limité aux matériaux ferreux et à l'aluminium, cette spécification permet une focalisation sur des matériaux couramment utilisés, garantissant ainsi que les méthodes d'évaluation soient pertinentes pour la plupart des structures ferroviaires. Cependant, il est important de noter que cette norme ne définit pas les cas de charges de conception, ce qui pourrait nécessiter des références supplémentaires pour une évaluation complète dans certains contextes spécifiques. La norme ne s'applique également pas aux conditions corrosives ou à l'exploitation à des températures élevées dans la plage de fluage, ce qui est une limitation à prendre en compte lors de son utilisation. Toutefois, ces restrictions permettent en retour d’affiner et de cibler davantage les applications pour lesquelles cette norme est véritablement applicable. En résumé, la norme SIST EN 17149-1:2024 se positionne comme un guide autoritatif et cohérent pour l'évaluation de la résistance des structures de véhicules ferroviaires, favorisant des pratiques uniformisées au sein de l’industrie et témoignant de son importance pour assurer la sécurité et l'efficacité dans le domaine ferroviaire.
SIST EN 17149-1:2024 표준 문서는 철도 애플리케이션에서의 철도 차량 구조의 강도 평가를 위한 중요한 지침을 제공합니다. 이 문서는 EN 17149 시리즈의 다른 표준들과 용어의 일관성을 보장하여, 철도 차량의 구조적인 안전성을 평가하는 데 필수적인 기초 용어 및 정의를 명확히 설명합니다. 표준의 범위는 모든 종류의 철도 차량에 적용되며, 강도 평가 절차는 철강 및 알루미늄과 같은 철금속 재료에 제한됩니다. 이러한 점은 철도 차량 설계 및 운영에 있어 재료 선택의 중요성을 강조합니다. 또한, 이 문서는 설계 하중 조건을 정의하지 않으며, 부식 조건이나 고온 작동 시 크리프 영역에서의 적용은 제외됩니다. 이는 본 표준이 특정 기술적 요건을 만족하는 환경에서 가장 효과적으로 사용될 수 있도록 설계되었음을 나타냅니다. 따라서 SIST EN 17149-1:2024 표준은 철도 산업에서 구조 강도를 평가하는 데 필요한 기본적이면서도 중요한 기준을 제공하며, 철도 차량의 안전성과 성능을 보장하는 데 중요한 역할을 합니다. 이 문서는 강도 평가의 신뢰성을 높이고, 다양한 유형의 철도 차량에 대한 원활한 평가 절차를 유지하기 위해 필수적입니다.
Das Dokument SIST EN 17149-1:2024 bietet eine umfassende Grundlage für die Durchführung von Festigkeitsbewertungen von Bahnanwendungen, insbesondere für die Strukturen von Schienenfahrzeugen. Der Umfang dieser Norm erstreckt sich über alle Arten von Schienenfahrzeugen und stärkt die Einheitlichkeit der Terminologie innerhalb der EN 17149-Serie. Dies ist entscheidend für die Gewährleistung einer konsistenten Anwendung der Standards in der gesamten Branche. Ein hervorstechendes Merkmal dieser Norm ist die klare Definition grundlegender Begriffe und Verfahren, die für die Festigkeitsbewertung relevant sind. Diese Klarheit unterstützt Ingenieure und Techniker bei der ordnungsgemäßen Durchführung der Bewertungen und fördert somit die Sicherheit und Zuverlässigkeit von Schienenfahrzeugen. Die Einschränkung auf ferromagnetische Materialien und Aluminium gewährleistet, dass die Norm auf die am häufigsten verwendeten Materialien in der Bahninfrastruktur zugeschnitten ist, was ihre praktische Relevanz erhöht. Ein weiterer wichtiger Aspekt ist, dass das Dokument den Rahmen für Festigkeitsbewertungen ohne die Definition spezifischer Entlastungsfälle bereitstellt. Dies erlaubt eine flexible Anwendung der Norm entsprechend den jeweiligen Projektanforderungen und fördert Innovationen im Design und in der Beamtenpraxis. Die Norm SIST EN 17149-1:2024 ist besonders relevant für Hersteller und Betreiber von Schienenfahrzeugen, da sie sicherstellt, dass alle relevanten Festigkeitsbewertungen in Übereinstimmung mit allgemein anerkannten Standards durchgeführt werden. Es ist jedoch wichtig zu beachten, dass diese Norm nicht für korrosive Bedingungen oder Betriebsbedingungen bei erhöhten Temperaturen im Kriechbereich anwendbar ist, was in bestimmten Anwendungsfällen zu Einschränkungen führen kann. Darüber hinaus stärkt die Norm die Notwendigkeit, sich an geltende Standards für Bahnsystemanwendungen zu halten, was ihre allgemeine Bedeutung für die Branche unterstreicht. In einer Zeit, in der Sicherheit und Effizienz im Schienenverkehr von größter Bedeutung sind, stellt die SIST EN 17149-1:2024 sicher, dass alle baulichen Aspekte gründlich und einheitlich bewertet werden, was zu einer insgesamt höheren Betriebszuverlässigkeit führt.
SIST EN 17149-1:2024は、鉄道アプリケーションにおけるレール車両構造の強度評価に関する重要な標準であり、その範囲と強みは特に注目に値します。この標準は、EN 17149シリーズの他の標準をサポートし、一貫した用語の整合性を確保するための基盤を提供しています。具体的には、レール車両構造の強度評価に必要な基本用語や定義、一般的な手順が明確に定義されています。 この文書は、鉄道システムアプリケーションにおいて有効な標準に従って製造、運用、維持管理されるすべての種類のレール車両に適用されます。特に、鉄鋼材料とアルミニウムに制限された評価手順は、さまざまなレール車両の設計者やエンジニアが遵守すべき堅固なガイドラインを提供します。これは、業界全体での均一性を促進し、強度評価のための基準を統一的に適用することを目指しています。 ただし、設計荷重ケースは定義されていないため、特定の条件下での設計を行う際には注意が必要です。また、腐食条件や高温操作におけるクリープ範囲には適用されないため、これらの条件下での使用については別途考慮が必要です。これは、特定の環境下での安全性と信頼性を確保するための重要な要素です。 全体として、SIST EN 17149-1:2024は、鉄道業界におけるレール車両構造の強度評価の基準を確立し、関係者が一貫した方法で評価を行うための有用なリソースとなっています。
The EN 17149-1:2024 standard provides a comprehensive framework for the strength assessment of rail vehicle structures, positioning itself as an essential resource within the railway applications sector. Its primary scope is to support the other standards in the EN 17149 series, thereby ensuring uniformity in terminology and approach across related documents. This consistency is crucial for stakeholders involved in the manufacturing, operation, and maintenance of rail vehicles, as it fosters clearer communication and understanding of strength assessment protocols. One of the notable strengths of the standard is its meticulous definition of basic terms and procedures, which serve as foundational elements for strength assessments of various types of rail vehicles. By catering to all kinds of rail vehicles, the EN 17149-1:2024 enhances its applicability and ensures that it can be utilized across a broad spectrum of rail systems. Furthermore, the focus on ferrous materials and aluminium allows the standard to concentrate on widely used materials in rail vehicle structures, reinforcing its practicality and relevance. Although the document does not define specific design load cases, this limitation can be seen as a strength, allowing for flexibility in design approaches while still providing a solid framework for strength assessments. However, it is essential to note that the standard does not address corrosive conditions or operations at elevated temperatures within the creep range. This clearly delineated scope is beneficial for professionals who require precise guidelines for standard conditions, ensuring that users can make informed decisions regarding the applicability of the document to their specific operational contexts. Overall, EN 17149-1:2024 stands out as a critical standard for the strength assessment of rail vehicle structures, offering clarity, consistency, and relevant guidance for industry practitioners, all while underpinning the importance of adherence to established rail system applications standards. Its approach to terminology and procedural documentation solidifies its role as a foundational document within the EN 17149 series, contributing to heightened safety and performance in rail transport solutions.
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