EN 12663-2:2010+A1:2023
(Main)Railway applications - Structural requirements of railway vehicle bodies - Part 2: Freight wagons
Railway applications - Structural requirements of railway vehicle bodies - Part 2: Freight wagons
Revised Annex ZA
Bahnanwendungen - Festigkeitsanforderungen an Wagenkästen von Schienenfahrzeugen - Teil 2: Güterwagen
Diese Europäische Norm legt Mindestanforderungen an die Festigkeit der Wagenkästen von Güterwagen und deren spezieller Ausstattung wie Dach, Seiten- und Endwänden, Tür, Stützen/Rungen, Befestigungen und Anbauteilen fest. Sie bestimmt auch spezielle Anforderungen des Güterwagenkastens, wenn er mit kollisionsgerechten Puffern ausgerüstet ist.
Diese Europäische Norm gibt die Belastungen an, denen Wagenkästen und spezielle Ausrüstung standhalten müssen und legt Werkstoffdaten fest, zeigt deren Verwendung auf und stellt Prinzipien und Verfahren dar, die zur Validierung der Konstruktion durch Berechnung und Prüfung einsetzbar sind.
Zur Validierung der Konstruktion werden zwei Verfahren angegeben:
Eines basiert auf Belastungen, Prüfungen und Kriterien, die auf Verfahren beruhen, welche früher in UIC Regelungen verwendet wurden und nur für Wagenkästen aus Stahl gelten;
das andere basiert auf Konstruktionsverfahren und Wagenkastenbeurteilung nach !EN 12663 1:2010+A2:2023". In dieser Europäischen Norm sind für dieses Verfahren die für Güterwagen anzuwendenden Belastungs¬bedingungen angegeben. Sie werden in !EN 12663 1:2010+A2:2023" kopiert, um deren Verwendung bei der Anwendung auf Güterwagen zu ermöglichen.
Die Güterwagen werden in Kategorien eingeteilt, die ausschließlich im Hinblick auf die Festigkeits-anforderungen der tragenden Struktur festgelegt sind.
Einige Güterwagen passen möglicherweise in keine der definierten Kategorien; die Festigkeitsanforderungen an solche Güterwagen sollten Teil der Spezifikation sein und auf den Grundsätzen basieren, die in dieser Europäischen Norm dargestellt sind.
Diese Europäische Norm gilt für alle Güterwagen im Gebiet der EU und EFTA. Die festgelegten Anfor-de¬rungen setzen die vorherrschenden Betriebsbedingungen und -verhältnisse in diesen Ländern voraus.
Applications ferroviaires - Prescriptions de dimensionnement des structures de véhicules ferroviaires - Partie 2 : Wagons de marchandises
Železniške naprave - Konstrukcijske zahteve za grode železniških vozil - 2. del: Tovorni vagoni (vključno z dopolnilom A1)
Ta evropski standard določa minimalne konstrukcijske zahteve za grode tovornih vagonov in povezano posebno opremo, kot so streha, bočne in čelne stranice, vrata, drogi, elementi za pritrjevanje. Določa tudi posebne zahteve za grode tovornih vagonov, ko so ti opremljenim z odbojniki.
Standard določa obremenitve, ki jih prenašajo grodi vozil in posebna oprema, podaja pomembne podatke, določa njihovo uporabo in predstavlja načela in metode za potrditev konstrukcije z analizo in preskušanjem.
Dve metodi se uporabljata za potrditev konstrukcije:
– ena temelji na obremenitvah, preskusih in merilih, ki temeljijo na metodah, ki so se predhodno uporabljale v pravilih UIC, in so veljavne samo za jeklene grode vozil;
– druga temelji na metodi konstrukcije in ocenjevanja grodov vozil, podanih v standardu EN 12663-1:2010+A2:2023«. Za to metodo so pogoji obremenitve za tovorne vagone podani v tem evropskem standardu. Kopirane so iz standarda »EN 12663-1:2010+A2:2023« za lažjo uporabo pri tovornih vagonih.
Tovorni vagoni so razdeljeni v kategorije, ki so določene le glede na konstrukcijske zahteve za grode vozil.
Nekateri tovorni vagoni ne ustrezajo nobeni opredeljeni kategoriji; konstrukcijske zahteve takih
tovornih vagonov naj bodo del specifikacije in naj temeljijo na načelih, predstavljenih v tem evropskem standardu.
Standard se uporablja za vse tovorne vagone na območju Evropske unije in Evropskega združenja za prosto trgovino. Navedene zahteve predvidevajo obratovalne pogoje in okoliščine, ki prevladujejo v teh državah.
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
01-maj-2024
Železniške naprave - Konstrukcijske zahteve za grode železniških vozil - 2. del:
Tovorni vagoni (vključno z dopolnilom A1)
Railway applications - Structural requirements of railway vehicle bodies - Part 2: Freight
wagons
Bahnanwendungen - Festigkeitsanforderungen an Wagenkästen von
Schienenfahrzeugen - Teil 2: Güterwagen
Applications ferroviaires - Prescriptions de dimensionnement des structures de véhicules
ferroviaires - Partie 2 : Wagons de marchandises
Ta slovenski standard je istoveten z: EN 12663-2:2010+A1:2023
ICS:
45.060.20 Železniški vagoni Trailing stock
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
EN 12663-2:2010+A1
EUROPEAN STANDARD
NORME EUROPÉENNE
October 2023
EUROPÄISCHE NORM
ICS 45.060.20 Supersedes EN 12663-2:2010
English Version
Railway applications - Structural requirements of railway
vehicle bodies - Part 2: Freight wagons
Applications ferroviaires - Prescriptions de Bahnanwendungen - Festigkeitsanforderungen an
dimensionnement des structures de véhicules Wagenkästen von Schienenfahrzeugen - Teil 2:
ferroviaires - Partie 2 : Wagons de marchandises Güterwagen
This European Standard was approved by CEN on 23 January 2010 and includes Amendment approved by CEN on 14 August
2023.
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
© 2023 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 12663-2:2010+A1:2023 E
worldwide for CEN national Members.
Contents Page
European foreword . 4
Introduction . 5
1 Scope . 6
2 Normative references . 6
3 Terms and definitions . 7
4 Coordinate system . 7
5 Load cases . 8
5.1 Categories of freight wagons . 8
5.2 Load cases . 8
5.2.1 General . 8
5.2.2 Longitudinal static loads for the vehicle body in buffer and/or coupling area . 9
5.2.3 Vertical static loads for the vehicle body . 10
5.2.4 Static loads at interfaces . 12
5.2.5 Fatigue load cases . 13
6 Design validation of vehicle body . 14
6.1 General . 14
6.2 Design validation of vehicle bodies made of steel . 15
6.2.1 Characteristics and requirements with regard to the test setup, measuring and
evaluation techniques . 15
6.2.2 Permissible test threshold values for material tension − Permissible stresses for
proof tests . 18
6.2.3 Static tests to prove the fatigue strength of vehicle bodies . 19
6.2.4 Assignment of load cases and permissible stresses . 24
6.3 Design validation link to crashworthy buffer . 26
7 Design validation of associated specific equipment . 26
7.1 General . 26
7.2 Static tests on the flaps of flat wagons . 26
7.2.1 Side wall flap . 26
7.2.2 End flap . 28
7.2.3 Results . 30
7.3 Strength of side and end walls . 30
7.3.1 Strength of side and end walls at covered wagons . 30
7.3.2 Strength of side walls at wagons with full opening roof (roller roof and hinged roof) . 31
7.3.3 Strength of side walls at high sided open wagons and wagons for the transport of
heavy bulk goods . 32
7.3.4 Strength of the fixed side wall flaps at flat wagons and composite flat/high sided
wagons . 34
7.4 Strength of the roofs . 34
7.5 Stresses imposed on the wagon floor by handling trolleys and road vehicles . 34
7.6 Attachment of containers and swap bodies . 34
7.6.1 General . 34
7.6.2 Strength requirements for the container/swap body retention devices. 35
7.7 Special wagons for the conveyance of containers . 35
7.7.1 Resistance tests on the securing equipment . 35
7.7.2 Wagons equipped with impact damping systems, test for checking the efficiency of
the damping device . 36
7.8 Strength of side doors . 36
7.8.1 Strength of sliding doors at covered wagons . 36
7.8.2 Strength of the side doors at high-sided open wagons . 37
7.9 Strength of drop sides and ends at flat wagons and interchangeable flat/open
wagons . 37
7.10 Strength of stanchions . 38
7.10.1 General . 38
7.10.2 Strength of the side stanchions . 38
7.10.3 Strength of the end stanchions . 38
7.11 Strength of lockable partitions of sliding wall wagons . 38
8 Buffing impact testing . 40
8.1 General . 40
8.2 Implementation . 40
8.2.1 General . 40
8.2.2 Buffing tests with empty wagons . 41
8.2.3 Buffing tests with loaded wagons . 41
8.2.4 Procedure for the tests . 42
8.2.5 Special case of wagons . 45
8.3 Assessment of the results . 46
9 Validation programme. 46
9.1 Objective . 46
9.2 Validation programme for new design of vehicle body structures − Testing . 47
9.2.1 Tests specified in this standard . 47
9.2.2 Fatigue testing . 47
9.2.3 Service testing . 47
9.3 Validation programme for evolved design of vehicle body structures . 48
9.3.1 General . 48
9.3.2 Structural analyses . 48
9.3.3 Testing . 48
Bibliography . 49
European foreword
This document (EN 12663-2:2010+A1:2023) 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 April 2024, and conflicting national standards shall be
withdrawn at the latest by April 2024.
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 approved by CEN on 2023-08-14.
The start and finish of text introduced or altered by amendment is indicated in the text by tags !".
!Deleted text"
This European Standard is part of the series EN 12663, Railway applications ― Structural requirements
of railway vehicle bodies, which consists of the following parts:
— Part 1: Locomotives and passenger rolling stock (and alternative methods for freight wagons)
— Part 2: Freight wagons
This document supersedes !EN 12663-2:2010".
!Deleted text"
!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 and assessment of freight wagon bodies depend on the loads they are subject to
and the characteristics of the materials they are manufactured from. Within the scope of this European
Standard, it is intended to provide a uniform basis for the structural design and assessment of the
vehicle body.
The loading requirements for the vehicle body structural design and assessment are based on proven
experience supported by the evaluation of experimental data and published information. The aim of this
European Standard is to allow the supplier freedom to optimize his design whilst maintaining requisite
levels of safety considered for the assessment.
1 Scope
This European Standard specifies minimum structural requirements for freight wagon bodies and
associated specific equipment such as: roof, side and end walls, door, stanchion, fasteners and
attachments. It defines also special requirements for the freight wagon bodies when the wagon is
equipped with crashworthy buffers.
It defines the loads sustained by vehicle bodies and specific equipment, gives material data, identifies its
use and presents principles and methods to be used for design validation by analysis and testing.
For this design validation, two methods are given:
— one based on loadings, tests and criteria based upon methods used previously by the UIC rules and
applicable only for vehicle bodies made of steel;
— one based on the method of design and assessment of vehicles bodies given in !EN 12663-
1:2010+A2:2023". For this method, the load conditions to be applied to freight wagons are given
in this European Standard. They are copied in the !EN 12663-1:2010+A2:2023" in order to
facilitate its use when applied to freight wagons.
The freight wagons are divided into categories which are defined only with respect to the structural
requirements of the vehicle bodies.
Some freight wagons do not fit into any of the defined categories; the structural requirements for such
freight wagons should be part of the specification and be based on the principles presented in this
European Standard.
The standard applies to all freight wagons within the EU and EFTA territories. The specified
requirements assume operating conditions and circumstances such as are prevalent in these countries.
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 referenced
document (including any amendments) applies.
!
EN 12663-1:2010+A2:2023, Railway applications - Structural requirements of railway vehicle bodies -
Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons)
EN 13749:2021, Railway applications - Wheelsets and bogies - Method of specifying the structural
requirements of bogie frames
EN 15551:2022, Railway applications - Railway rolling stock - Buffers
EN 15663:2017+A1:2018, Railway applications - Vehicle reference masses
"
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1
freight wagon body
main load carrying structure above the suspension units including all components which are affixed to
this structure which contribute directly to its strength, stiffness and stability
NOTE Mechanical equipment and other mounted parts are not considered to be part of the vehicle body
though their attachments to it are.
3.2
equipment attachment
fastener and any associated local load carrying substructure or frame which connects equipment to the
vehicle body
4 Coordinate system
The coordinate system is shown in Figure 1. The positive direction of the x-axis (corresponding to
vehicle body longitudinal axis) is in the direction of movement. The positive direction of the z-axis
(corresponding to vehicle vertical axis) points upwards. The y-axis (corresponding to vehicle
transverse axis) lies in the horizontal plane completing a right hand coordinate system.
Key
1 direction of movement
X longitudinaldirection
Y lateral direction
Z vertical direction
M moment
Figure 1 — Vehicle coordinate system
5 Load cases
5.1 Categories of freight wagons
For the application of this European Standard, all freight wagons are classified in categories.
The classification of the different categories of freight wagons is based only upon the loadings of the
vehicle bodies.
NOTE It is the responsibility of the customers to decide as to which category railway vehicles should be
designed. There are differences between customers whose choice of the category should take into account the
shunting conditions and system safety measures. This is expected and should not be considered as conflicting with
this European Standard.
The choice of category from the clauses below shall be based on the load cases as defined in the tables
in 5.2.
All freight wagons in this group are used for the transportation of goods. Two categories have been
defined:
— Category F-I e.g. vehicles which can be shunted without restriction;
— Category F-II e.g. vehicles restricted in hump and loose shunting.
5.2 Load cases
5.2.1 General
The loads defined in Table 2 to Table 5 shall be considered in combination with the load due to 1 g
vertical acceleration of the mass m .
The vehicle masses to be used for determining the design load cases are defined in Table 1.
Table 1 — Definition of the design masses
Definition Symbol Description
Design mass of the vehicle body in m The design mass of the vehicle body in working
order according to
working order
!EN 15663:2017+A1:2018" without bogie
masses.
Design mass of one bogie or m Mass of all equipment below and including the
running gear body suspension. The mass of linking elements
between vehicle body and bogie or running gear is
apportioned between m and m .
1 2
Normal design payload m The mass of the normal design payload as specified
in !EN 15663:2017+A1:2018".
NOTE For freight wagons the exceptional payload and the normal design payload m are the same (see
!EN 15663:2017+A1:2018").
Where the load cases include loads that are distributed over the structure, they shall be applied in
analysis and tested in a manner that represents the actual loading conditions to an accuracy
commensurate with the application and the critical features of the structure.
5.2.2 Longitudinal static loads for the vehicle body in buffer and/or coupling area
Table 2 — Compressive force at buffer height and/or coupler height
Force in kilonewtons
Freight vehicles
Category F-I Category F-II
a a
2 000 1 200
a
Compressive force applied to draw gear stop “c” if this draw gear stop is used (see Figure 4).
When the compressive force is applied at the buffer axis, then half of the value shall be used for each buffer
axis.
Table 3 — Compressive force below buffer and/or coupling level
Force in kilonewtons
Freight vehicles
Category F-I Category F-II
a a
1 500 900
a
50 mm below buffer centre line.
Table 4 — Compressive force applied diagonally at buffer level (if side buffers are fitted at one
or both ends of a single vehicle)
Force in kilonewtons
Freight vehicles
Category F-I Category F-II
For coupling wagons with a draw bar, one force is applied at the location of the buffer and the second is
applied in the axis of the wagon, see Figure 2.
Figure 2 — Coupling wagon with draw bar
For coupling wagons with diagonal buffers one force is applied at the location of the side buffer and the
second is applied at the location of the diagonal buffer, see Figure 3.
Figure 3 — Coupling wagon with diagonal buffers
Table 5 — Tensile force in coupler area
Force in kilonewtons
Freight vehicles
Category F-I Category F-II
a
1 500
b
1 000
a
Tensile force of 1 500 kN applied to the draw gear stops “a” if this draw gear stop is used, see Figure 4.
b
Tensile force of 1 000 kN applied to the draw gear stops “b” if this draw gear stop is used and for other
types of coupler attachments, see Figure 4.
Key
a see Table 5
b see Table 5
c see Table 2
Figure 4 — Draw gear stops
5.2.3 Vertical static loads for the vehicle body
5.2.3.1 Maximum operating load
The maximum operating load as defined in Table 6 corresponds to the exceptional payload of the
vehicle.
Table 6 — Maximum operating load
Load in newtons
Freight vehicles
Category F-I Category F-II
a
1,3 × g × (m + m )
1 3
a
If the application produces a higher proof load (e.g. due to dynamic effects or loading conditions) then a
higher value shall be applied and defined in the specification.
5.2.3.2 Lifting and jacking
The forces in Table 7 and Table 8 represent the lifted masses. The equations are given for a two-bogie
freight vehicle. The same principle shall be used for freight vehicles with other suspension
configurations.
If in some operational requirements, the mass to be lifted does not include the full payload or bogies,
the values of m and m in the following tables shall be set to zero or reduced to the specified value.
2 3
Table 7 — Lifting and jacking at one end of the vehicle at the specified lifting positions
Load in newtons
Freight vehicles
Category F-I Category F-II
1,0 × g × (m + m + m )
1 2 3
NOTE The other end of the vehicle should be supported in the normal operational condition.
Table 8 — Lifting and jacking the whole vehicle at the specified lifting positions
Load in newtons
Freight vehicles
Category F-I Category F-II
1,0 × g × (m + 2 × m + m )
1 2 3
For lifting and jacking with displaced support, the load case of Table 8 shall be considered with one of
the lifting points displaced vertically relative to the plane of the other three supporting points. For this
analysis the amount of vertical displacement of the fourth lifting point relative to the other three lifting
points shall be considered to be 10 mm or to be equal to the offset which just induces a lift off of one of
the lifting points which ever is smaller. If necessary a higher degree of offset shall be part of the
specification.
5.2.3.3 Superposition of static load cases for the vehicle body
In order to demonstrate a satisfactory static strength, as a minimum the superposition of static load
cases as indicated in Table 9 shall be considered.
Table 9 — Superposition of static load cases for the vehicle body
Load in newtons
Superposition cases Freight vehicles Category F-I, F-II
Compressive force and vertical load !Table 2 and g × (m + m )
1 3
Table 3 and g × (m + m )
1 3
Compressive force and minimum vertical load Table 2 and g × m
Tensile force and vertical load Table 5 and g × (m + m )
1 3
Tensile force and minimum vertical load Table 5 and g × m"
5.2.4 Static loads at interfaces
5.2.4.1 Load cases for body to bogie connection
The body to bogie connection shall sustain the loads due to 5.2.3.1 and 5.2.3.2.
It shall also sustain separately, in combination with those due to 1 g vertical acceleration of the vehicle
body mass m , the loads arising from:
a) the maximum bogie acceleration in the x direction according to the corresponding category of
Table 10;
b) the lateral force per bogie corresponding to the transverse force as defined in
!EN 13749:2021" or 1 g applied on the bogie mass m whichever is the greater.
5.2.4.2 Load cases for equipment attachments
In order to calculate the forces on the fastenings during operation of the vehicle, the masses of the
components are to be multiplied by the specified accelerations in Table 10, Table 11 and Table 12. The
load cases shall be applied individually.
As a minimum additional requirement, the loads resulting from the accelerations defined in Table 10 or
Table 11 shall be considered separately in combination with the load due to 1 g vertical acceleration
and the maximum loads which the equipment itself may generate. The load defined in Table 12 includes
the dead weight of the equipment. If the mass of the equipment, or its method of mounting, is such that
it may modify the dynamic behaviour of the freight vehicle, then the suitability of the specified
accelerations shall be investigated. Especially for container transports, the effect of cross winds on
containers' attachment shall be considered.
Table 10 — Accelerations in x-direction
Acceleration in metres per square second
Freight vehicles
Category F-I Category F-II
±5 × g
Table 11 — Accelerations in y-direction
Acceleration in metres per square second
Freight vehicles
Category F-I Category F-II
±1 × g
Table 12 — Accelerations in z-direction
Acceleration in metres per square second
Freight vehicles
Category F-I Category F-II
a
(1 ± c) × g
a
c = 2 at the vehicle end, falling linearly to 0,5 at the vehicle centre.
5.2.5 Fatigue load cases
5.2.5.1 Track induced loading
Table 13 and Table 14 give empirical vertical and lateral acceleration levels, suitable for an endurance
limit approach for design and assessment of freight wagons consistent with normal European
operations.
Table 13 — Acceleration in y-direction
Acceleration in metres per square second
Freight vehicles
Category F-I Category F-II
±0,2 × g
Table 14 — Acceleration in z-direction
Acceleration in metres per square second
Freight vehicles
Category F-I Category F-II
a b
(1 ± 0,3) × g
a
For freight vehicle with double stage suspension (1 ± 0,25) × g.
b
If the application produces a higher load (e.g. due to dynamic effects or loading conditions) then a higher
value shall be applied and defined in the specification.
5.2.5.2 Fatigue loads at interfaces of equipments attachments
Equipment attachments shall withstand the loading caused by accelerations due to vehicle dynamics
plus any additional loading resulting from the operation of the equipment itself. Acceleration levels may
be determined as described in 5.2.5.1. For normal European operations, empirical acceleration levels
for items of equipment which follow the motion of the body structure are given in Table 15, Table 16
and Table 17. The number of load cycles shall be 10 each.
Table 15 — Accelerations in x-direction
Acceleration in metres per square second
Freight vehicles
Category F-I Category F-II
±0,3 × g
Table 16 — Accelerations in y-direction
Acceleration in metres per square second
Freight vehicles
Category F-I Category F-II
a
±0,4 × g
a
This value may be reduced in case of two-axle-wagons with improved suspension or wagons with bogies.
Table 17 — Accelerations in z-direction
Acceleration in metres per square second
Freight vehicles
Category F-I Category F-II
a
(1 ± 0,3) × g
a
For freight vehicle with double stage suspension (1 ± 0,25) × g.
6 Design validation of vehicle body
6.1 General
The validation of the design of the wagon body shall be carried out according to one of the two
following methods:
1)
— one based on loadings, tests and criteria based upon methods used previously by the UIC rules
and applicable only for vehicle bodies made of steel. This method is described in the 6.2;
— one based on the method of design and validation of vehicles bodies given in !EN 12663-
1:2010+A2:2023" For this method, the specific freight wagon load conditions to be applied are
those given in 5.2.
NOTE These loads are copied in !EN 12663-1:2010+A2:2023" in order to facilitate its use when applied
to freight wagons.
The wagons equipped with crashworthy buffers require a specific validation of the design of their body.
The method is given in 6.3.
1) th nd
See ERRI B12/RP17 8 edition of April 1996 and ERRI B12/RP60 2 Edition of June 2001.
6.2 Design validation of vehicle bodies made of steel
6.2.1 Characteristics and requirements with regard to the test setup, measuring and evaluation
techniques
Except in special cases, strain gauges shall be used to check each prototype vehicle tested.
The stress measurements planned for the tests shall be carried out by means of resistance strain
gauges, typically having a resistance of 120 Ω and a measuring grid length of 10 mm. The characteristics
of the gauges used should be specified in the test report.
The gauges shall be affixed in the following conditions:
— in zones not considered critical, in positions on the element such that the mean stress levels can be
compared to calculations;
— in the zones considered critical (e.g. around joints and all elements under significant stress), both as
close as possible to the edge or edges of the element in question (centre-line of the gauge no more
than 10 mm from the edge) and in other positions across the element, with a view to determining
the maximum stress in the assembly and the mean stress in this particular element. If the direction
of the local principal stress is uncertain, rosette gauges should be used to obtain both the
magnitude and direction of the local principal stress.
If the stress measurements are carried out on one half of the wagon at one side relative to the
longitudinal axis, several control gauges shall be symmetrically arranged on the other half of the wagon.
Before proceeding with the recording of the stresses, for all static tests preliminary loading shall be
carried out in order to stabilize residual stresses due to manufacturing.
It is recommended that these preliminary loads be applied in stages, up to the stipulated maximum
loads. After removal of the loads, the strains are considered to be zero. After applying the loads a second
time up to the maximum value, the measurement should be considered as decisive.
The layout of the strain gauges is peculiar to each type of construction. Examples are given in Figure 5
to Figure 6.
Even if during the test the stress limits indicated in this standard are reached or exceeded, continuing
with the testing programme is recommended if this can contribute to design improvement.
After each type of test, a visual examination of the wagon is made to check that there are no
2)
macroscopic damages, significant permanent deformation , ruptures.
2)
In the case of e.g. sheet metal, visible permanent deformation is to be taken as any deformation of, or greater than 0,5 mm
over 100 mm able to be determined using simple measuring techniques.
Dimensions in millimetres
a) b) c) d) e)
Figure 5 — Examples of the practical arrangement of strain gauges to demonstrate fatigue
strength
a)
b)
c)
NOTE The arrows indicate the direction of stress.
Figure 6 — Examples of the practical arrangement of strain gauges to demonstrate fatigue
strength
6.2.2 Permissible test threshold values for material tension − Permissible stresses for proof
tests
6.2.2.1 Static test at full load
The limits specified in Table 18 shall be adhered to for all the static proof tests carried out.
Values for the yield strength / 0,2 % proof stress (R ), ultimate strength (R ) and elongation (A) shall
p m
be taken from the relevant European Standards or national standards.
In the case of gauges affixed to the parent metal the measured stresses shall be lower than the values
given in Table 18 and after removal of the loads the component shall not exhibit any significant
permanent deformation or elongations:
Table 18 — Limit values of stresses
Characteristics of the material Limit values of stresses
Parent metal R < 0,8 R σ = R
p m p
R > 0,8 R and A > 10 % σ = R
p m p
R > 0,8 R and A < 10 % σ = R / 1,25
p m m
Parent metal in R < 0,8 R σ = R / 1,1
p m p
the immediate
R > 0,8 R and A > 10 % σ = R / 1,1
vicinity of p m p
welds
R > 0,8 R and A < 10 % σ = R / 1,375
p m m
NOTE 1 The coefficient of 1,1 is used in order to cover any irregularities due to welding.
An example of limit stresses for commonly used steel grades is shown in Table 19.
Table 19 — Example for commonly used steel grades
Limit stress
N/mm
S235 S275 S355
Parent metal 235 275 355
Parent metal in the immediate vicinity of welds 214 250 323
NOTE 2 Steel grades are from EN 10025 (all parts).
The maximum deflection of the under-frame under the normal design payload shall not exceed 3 ‰ of
the wheelbase or of the bogie pivot pitch from the initial position (including the effects of any counter-
deflection).
6.2.2.2 Static tests at lower load
When, for practical reasons connected with the design of the vehicle being tested, the full test loads
cannot be applied, the limit values of the stresses need to be established accordingly. These are the
values given in 6.2.2.1 multiplied by a coefficient equal to the ratio between the value of the load
actually applied and the value of the load which ought to have been applied.
6.2.3 Static tests to prove the fatigue strength of vehicle bodies
6.2.3.1 General
The limits specified in Table 20 shall be adhered to for all the static fatigue tests carried out.
The static stresses shall not exceed the permissible proof stresses from Table 18.
The permissible stresses depend on:
— the type of material;
— the dynamic coefficient K specified for the particular type of vehicle and the acceleration load case
being applied;
— the thickness of the material;
— the point at which the strain gauge is affixed.
6.2.3.2 Limit stresses for the different notch cases for tests on freight wagons
The permissible dynamic stress range 2σ is independent from the stress ratio and is given in the
Alim
first column of Table 20 for commonly used steels S235, S275 and S355 and for different notch cases.
Five types of notch cases are defined as follows:
a) Case A: parent metal or machined butt welds;
b) Case B: butt weld;
c) Case C: butt weld with inertia change;
d) Case D: fillet weld;
e) Case E: projection weld.
These five notch cases do not cover the full range of structures and, in practice, it is necessary to choose
the most suitable notch case for each welded zone tested.
To facilitate and standardize these choices, Table 21 gives practical examples of welded joints which
occur frequently in vehicle body structures.
For other material types the permissible dynamic stress range for notch case A shall be calculated from
the material yield strength / 0,2 % proof stress as follows:
2σ = R × 0,46
Alim p
The permissible maximum upper stress σ is additionally limited by the static limit σ given in
max lim stat
Table 18. Figure 7 shows the principle for derivation of the permissible stress values.
Key
σ mean stress
m
σ static limit according to Table 18
stat
σ half of the permissible dynamic range of fatigue stresses
Alim
σ = MIN [σ × (1 + K) / K ; σ ]
max lim Alim stat
σmax lim permissible upper stress if maximum dynamic load is applied (for the vertical load case):
(1 + K) × g × (m + m ); K according to Table 14
1 3
σ = σ / (1 + K)
m lim max lim
σm lim permissible stress if the nominal load is applied (for the vertical load case):
g × (m + m )
1 3
Figure 7 — Derivation of permissible fatigue strength values
As an example for a vertical dynamic factor of K = 0,3 according to Table 14, all limit values for
commonly used steels S235, S275 and S355 are given in the Table 20 for the different notch cases.
Table 20 — Permissible limit values for the fatigue checking
2σ σ for K = 0,3 σ for K = 0,3
Alim mlim maxlim
2 2 2
N/mm N/mm N/mm
Steel
S235 S275 S355 S235 S275 S355 S235 S275 S355
grade
Notch 180 211 273 235 275 355
A 110 128 164
case
a a a a a a
165 192 248 214 250 323
B 90 150 195
C 80 133 173
D 66 110 143
E 54 90 117
a
For machined butt weld.
Table 21 — Joints commonly found in railway applications - Examples for notch-cases
Case Sketch Description Comments
A
Away from Away from
weld weld
Machined Machined
butt weld butt weld
B Butt weld
Butt weld
Butt weld
with
bevelling
B
Machined
and welded
joint
C Butt weld
between
Corner joint
pieces at
with gusset
an angle to
plates
each other
C
Inclined
joint
D Butt weld
at 90°
Corner joint
D Lap joints
Reinforcing
plate
D Butt welded
lap joint
Table 21 (continued)
Case Sketch Description Comments
D Fillet
welds
Corner joint
D
Joint
between
tube and
straight
piece
D
Joint
between
plate and
tube
D
Joint
between
plate and
web
E Welded
securing lug
Welded
securing
stud
6.2.3.3 Vertical static load test procedure
6.2.3.3.1 Vertical loads
Dead mass and load mass have to be simulated as close as possible it is in the reality.
6.2.3.3.2 Relaxation of residual stresses in the structure of the wagon
With the heaviest mass (dead mass m or maximum load mass m ) relax of stresses by loading,
1 3
measurement of stresses, unloading and measurement of residual stresses.
If some residual stresses are significant (>50 µm/m of the strain gauge measurement), relax a second
and if necessary a third time.
If all residual stresses are nearly equal to 0 (≤50 µm/m of the strain gauge measurement), it is
considered as test measurement.
6.2.3.3.3 Test measurement
— Zero value gauges;
— dead load mass test + measurement of the stresses (σ );
m1
— remove the dead mass load test;
— zero value gauges;
— maximum payload mass test + measurement of the stresses (σ );
m3
— remove the payload mass;
— zero value gauges;
— order between m and m is no matter.
1 3
6.2.3.3.4 Use of results
— Calculation of (σ + σ ) for each gauge;
m1 m3
— use of the results to compare with criteria according to Table 20.
6.2.4 Assignment of load cases and permissible stresses
Table 22 contains an unambiguous assignment of the permissible stresses of Clause 6 to the individual
load cases in Clause 5.
Table 22 — Assignment of load cases a
...
Questions, Comments and Discussion
Ask us and Technical Secretary will try to provide an answer. You can facilitate discussion about the standard in here.
Loading comments...