SIST EN 15839:2013+A1:2016
(Main)Railway applications - Testing for the acceptance of running characteristics of railway vehicles - Freight wagons - Testing of running safety under longitudinal compressive forces
Railway applications - Testing for the acceptance of running characteristics of railway vehicles - Freight wagons - Testing of running safety under longitudinal compressive forces
This European Standard defines the acceptance process to be followed by vehicles that are operated in trains capable of generating high longitudinal forces and that are susceptible, as a result of their design, to derailment as a result of being subjected to these forces.
This European Standard applies to the following types of freight wagons equipped with standard ends as defined in this EN:
- single wagons;
- permanently coupled units with side buffers and screw couplers between the vehicles;
- permanently coupled units with diagonal buffers with screw couplers between the vehicles;
- articulated units with three 2-axle bogies;
- low-floor wagons with eight or more axles (e.g. rolling road wagon ).
The following vehicles are not currently in the scope of this European Standard:
- wagons that are not subjected to extensive longitudinal compressive forces due to their operational environment (as train composition, braking regime, track layout);
- wagons with automatic couplers );
- wagons with 3-axle bogies );
- permanently coupled units with a bar coupler between the vehicles );
- articulated wagons with more than three 2-axle bogies.
Acceptance criteria and test conditions as well as conditions for the dispensation from tests are defined in this European Standard.
This document applies principally to wagons which operate without restriction on standard gauge tracks in Europe (1 435 mm).
NOTE The influence on railway systems using other gauges is not sufficiently understood to extend the scope of this document to gauges other than standard.
Bahnanwendungen - Prüfung für die fahrtechnische Zulassung von Eisenbahnfahrzeugen - Güterwagen - Prüfung der Fahrsicherheit unter Längsdruckkräften
Diese Europäische Norm legt das Abnahmeverfahren fest, das von Fahrzeugen durchlaufen werden muss, die in Zügen betrieben werden, die hohe Längsdruckkräfte verursachen können und die aufgrund ihrer Konstruktion für Entgleisung anfällig sind, wenn sie diesen Kräften unterliegen.
Diese Europäische Norm gilt für folgende Güterwagen, die mit Standardwagenenden nach dieser EN ausgestattet sind:
- Einzelwagen;
- ständig gekuppelte Einheiten mit Seitenpuffern und Schraubkupplungen zwischen den Fahrzeugen;
- ständig gekuppelte Einheiten mit Diagonalpuffern mit Schraubkupplungen zwischen den Fahrzeugen;
- Gelenkeinheiten mit drei zweiachsigen Drehgestellen;
- Niederflurwagen mit acht oder mehr Radsätzen (z. B. Tragwagen für die rollende Landstraße 1)).
Die folgenden Fahrzeuge werden derzeit nicht in dieser Europäischen Norm behandelt:
- Wagen, die aufgrund ihrer Betriebsumgebung (wie Zugzusammensetzung, Bremscharakteristik, Gleisbau) erheblichen Längsdruckkräften nicht unterliegen;
- Wagen mit automatischen Kupplungen 2);
- mit dreiachsigen Drehgestellen 3);
- ständig gekuppelte Einheiten mit einer Kuppelstange zwischen den Fahrzeugen 4);
- Gelenkwagen mit mehr als drei zweiachsigen Drehgestellen.
In dieser Europäischen Norm werden Zulassungskriterien und Prüfbedingungen sowie Bedingungen für die Befreiung von Versuchen festgelegt.
Dieses Dokument gilt grundsätzlich für alle Wagen, die auf Gleisen der Regelspur in Europa (1 435 mm) betrieben werden.
ANMERKUNG Der Einfluss auf Eisenbahnsysteme, die andere Spurweiten verwenden, ist nicht ausreichend bekannt, um den Anwendungsbereich dieses Dokuments auf Spurweiten außerhalb der Standardspurweite auszuweiten.
Applications ferroviaires - Essais en vue de l'homologation du comportement dynamique des véhicules ferroviaires - Wagons - Vérification de la sécurité de circulation des wagons soumis à des forces longitudinales de compression
La présente norme européenne définit le processus d'homologation à suivre pour les véhicules qui sont
exploités dans des trains capables de générés des forces longitudinales de compression élevées et
susceptibles, en raison de leur conception, de dérailler à cause de ses forces.
La présente norme européenne s’applique aux types de wagons de marchandises équipés d'extrémités
normalisées tels que définies dans la présente norme européenne :
- Wagons simples;
- unités couplées en permanence équipées de tampons latéraux et de tendeurs d’attelage à leurs
extrémités et entre les véhicules ;
- unités couplées en permanence équipées de tampons latéraux et de tendeurs d’attelage à leurs
extrémités et de tampons diagonaux associés à des tendeurs d’attelage entre les véhicules ;
- unités articulés avec trois bogies à deux essieux équipés de tampons latéraux et de tendeurs d’attelage à
leurs extrémités ;
- wagons à plancher surbaisssé comportant huit essieux ou plus (par ex. wagon de Route roulante1).
N’entrent actuellement pas dans le domaine d’application de la présente norme européenne :
- les wagons qui ne sont pas soumis à des forces longitudinales de compression en raison de leur
condition d’exploitation (tel que la composition du train, le régime de freinage et les paramètres
définissant la voie) ;
- les wagons avec attelages automatiques2 ;
- les wagons avec des bogies à trois essieux3 ;
- les unités couplées en permanence comportant une barre d’attelage entre les véhicules4 ;
- les wagons articulés avec plus de trois bogies à deux essieux.
Les critères d’homologation, les conditions d’essai ainsi que les conditions de dispense d’essais sont définis
dans la présente norme européenne.
Le présent document s’applique essentiellement à tous les wagons circulant sans restriction sur les voies à
écartement normal (1 435 mm) en Europe.
NOTE L’influence sur les systèmes ferroviaire utilisant d’autres écartements de voie n’est pas suffisamment
connue pour être couverte dans le domaine d’application de ce document. Lorsqu’ils sont applicables, les
critères décrits font partie des essais de types de wagons de conception récente ou ayant subi d’importantes
Železniške naprave - Preskušanje voznih karakteristik pri prevzemu železniških vozil - Tovorni vagoni - Preskušanje vozne varnosti pri vzdolžnih tlačnih silah
Ta evropski standard določa postopke za prevzem vozil, ki so upravljana na tirnicah in proizvajajo velike vzdolžne sile in so zaradi svoje zasnove podvržena iztirjenju zaradi omenjenih sil.
Ta evropski standard velja za naslednje tovorne vagone, opremljene s standardnimi zaključnimi deli, določenimi v tem standardu EN:
– enojni vagoni;
– stalno priključene enote s stranskimi blažilniki in vijačnimi spojniki med vozili;
– stalno priključene enote z diagonalnimi blažilniki z vijačnimi spojniki med vozili;
– členjene enote s tremi dvoosnimi vozički;
– nizki vagoni z osmimi ali več osmi (npr. tirni vagon).
V področje uporabe tega standarda niso vključena naslednja vozila:
– vagoni, ki zaradi svojega okolja obratovanja ne proizvajajo vzdolžnih tlačnih sil (zaradi sestave vlaka, zavornega režima, razporeditve tirov);
– vagoni s samodejnimi spojniki;
– vagoni s triosnimi vozički;
– stalno priključene enote s paličnim spojnikom med vozili;
– členjeni vagoni z več kot tremi dvoosnimi vozički.
V tem evropskem standardu so določeni kriteriji sprejemljivosti in preskusni pogoji ter pogoji za oprostitev od preskušanj.
Ta dokument velja predvsem za vagone, ki brez omejitev obratujejo na standardnih profilnih tirnicah v Evropi (1435 mm).
OPOMBA: Ni zadostnega razumevanja glede vpliva na železniške sisteme, ki uporabljajo druge tirnice, da bi bilo lahko področje uporabe tega dokumenta razširjeno na nestandardne tirnice.
General Information
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Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Bahnanwendungen - Prüfung für die fahrtechnische Zulassung von Eisenbahnfahrzeugen - Güterwagen - Prüfung der Fahrsicherheit unter LängsdruckkräftenApplications ferroviaires - Essais en vue de l'homologation du comportement dynamique des véhicules ferroviaires - Wagons - Vérification de la sécurité de circulation des wagons soumis à des forces longitudinales de compressionRailway applications - Testing for the acceptance of running characteristics of railway vehicles - Freight wagons - Testing of running safety under longitudinal compressive forces45.060.20Železniški vagoniTrailing stockICS:Ta slovenski standard je istoveten z:EN 15839:2012+A1:2015SIST EN 15839:2013+A1:2016en,fr,de01-januar-2016SIST EN 15839:2013+A1:2016SLOVENSKI
STANDARD
SIST EN 15839:2013+A1:2016
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 15839:2012+A1
October
t r s w ICS
v wä r x rä t r Supersedes EN
s w z u {ã t r s tEnglish Version
Railway applications æ Testing for the acceptance of running characteristics of railway vehicles æ Freight wagons æ Testing of running safety under longitudinal compressive forces Applications ferroviaires æ Essais en vue de l 5homologation du comportement dynamique des véhicules ferroviaires æ Wagons æ Vérification de la sécurité de circulation des wagons soumis à des forces longitudinales de compression
Bahnanwendungen æ Prüfung für die fahrtechnische Zulassung von Eisenbahnfahrzeugen æ Güterwagen æ Prüfung der Fahrsicherheit unter Längsdruckkräften This European Standard was approved by CEN on
t y July
t r s t and includes Amendment
s approved by CEN on
u s August
t r s wä
egulations which stipulate the conditions for giving this European Standard the status of a national standard without any alterationä Upætoædate lists and bibliographical references concerning such national standards may be obtained on application to the CENæCENELEC Management Centre or to any CEN memberä
translation under the responsibility of a CEN member into its own language and notified to the CENæCENELEC Management Centre has the same status as the official versionsä
CEN members are the national standards bodies of Austriaá Belgiumá Bulgariaá Croatiaá Cyprusá Czech Republicá Denmarká Estoniaá Finlandá Former Yugoslav Republic of Macedoniaá Franceá Germanyá Greeceá Hungaryá Icelandá Irelandá Italyá Latviaá Lithuaniaá Luxembourgá Maltaá Netherlandsá Norwayá Polandá Portugalá Romaniaá Slovakiaá Sloveniaá Spainá Swedená Switzerlandá Turkey and United Kingdomä
EUROPEAN COMMITTEE FOR STANDARDIZATION COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre:
Avenue Marnix 17,
B-1000 Brussels
9
t r s w CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Membersä Refä Noä EN
s w z u {ã t r s t ªA sã t r s w ESIST EN 15839:2013+A1:2016
EN 15839:2012+A1:2015 (E) 2 Contents Page European foreword . 3 Introduction . 4 1 Scope . 5 2 Normative references . 5 3 Terms and definitions . 6 4 Deviations from requirements . 6 5 Evaluation of the torsional coefficient of a car body c*t. 7 6 Condition for dispensation from tests or calculations regarding the safety against derailment on twisted track . 7 7 Proof of the endurable longitudinal compressive force by propelling tests . 7 7.1 General . 7 7.2 Conditions for dispensation from tests . 7 7.2.1 General . 7 7.2.2 2-axle wagons . 8 7.2.3 Permanently coupled units consisting of two 2-axle wagons . 9 7.2.4 Wagons with 2-axle bogies . 9 7.3 Conditions for the execution and evaluation of propelling tests for the determination of the endurable longitudinal compressive force of freight wagons with side buffers . 11 7.3.1 Test Track . 11 7.3.2 Test train . 12 7.3.3 Execution of the tests . 14 7.3.4 Measured values . 15 7.3.5 Evaluation criteria used to evaluate the endurable longitudinal compressive force . 16 7.3.6 Analysis . 16 7.3.7 Documentation of results . 17 Annex A (normative)
Symbols . 19 Annex B (normative)
Design characteristics of standardised interface of permanent coupled units with diagonal buffers for dispensation from propelling tests . 20 Annex C (informative)
Tests for determination of the torsional coefficient ct* of a car body . 21 C.1 Force-deflection measurement directly at the car body . 21 C.2 Force-deflection measurement at the contact points between wheel and rail after blocking of the suspension(s) between wheelset (bogie frame) and car body . 22 Bibliography . 24
SIST EN 15839:2013+A1:2016
EN 15839:2012+A1:2015 (E) 3 European foreword This document (EN 15839:2012+A1:2015) 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 2016, and conflicting national standards shall be withdrawn at the latest by April 2016. 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 2015-08-31. This document supersedes EN 15839:2012. The start and finish of text introduced or altered by amendment is indicated in the text by tags !". !deleted text" According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom. SIST EN 15839:2013+A1:2016
EN 15839:2012+A1:2015 (E) 4 Introduction Due to the operating conditions of braking or propelling, high longitudinal compressive forces can occur between some coupled freight wagons. These forces can be safety related especially in S-shaped curves with small radii under some conditions depending also on the design of the coupling. This document defines the acceptance process to be followed by vehicles that: — are equipped with standard ends consisting of side buffers and screw couplers; and — operated in a way that high longitudinal compressive forces may occur in the trains. The establishment of this document was based on currently existing rules, practices and procedures in order to define acceptance criteria ensuring a safe operation under the existing operating conditions. It provides a defined testing interface between vehicle design, track layout and braking operation. Investigations according to this standard are not necessary if operating practice shows that a safe operation is achieved without them. The following principles are applied: 1) the railway system requires comprehensive technical rules in order to ensure an acceptable interaction of vehicle and track; 2) due to the numerous national and international regulations new railway vehicles shall be tested and homologated before putting them into service. In addition, existing acceptance shall be checked when operating conditions are extended; 3) in view of the significance of international traffic, the harmonisation of existing regulations is required. In some cases, additional rules are required as well: an update of existing regulations is also needed due to the considerable progress achieved in the field of railway-specific methods for measuring, evaluation and data processing; 4) it is of particular importance that the existing level of safety and reliability is not compromised even when changes in design and operating practices are demanded. This document is derived in essential parts from UIC 530-2, which is based on practical tests performed in ERRI-B12. The torsional coefficient of the car body ct* is a significant parameter for the endurable longitudinal compressive force as well as for the safety against derailment on twisted track as defined in EN 14363. For this reason, a description of a measuring procedure for this parameter is included in this standard. Furthermore, for defined standard freight wagons, the possibility of a dispensation from derailment tests on twisted track according to EN 14363:2005 is defined based on already published calculated results in the diagram collection of UIC 530-2. Variations from the conditions specified in this document are allowed as specified by Article 7 of Directive 2004/50/EC. For national or multilateral operations the infrastructure managers concerned may authorise variations to the defined conditions. SIST EN 15839:2013+A1:2016
EN 15839:2012+A1:2015 (E) 5 1 Scope This European Standard defines the acceptance process to be followed by vehicles that are operated in trains capable of generating high longitudinal forces and that are susceptible, as a result of their design, to derailment as a result of being subjected to these forces. This European Standard applies to the following types of freight wagons equipped with standard ends as defined in this EN: — single wagons; — permanently coupled units with side buffers and screw couplers between the vehicles; — permanently coupled units with diagonal buffers with screw couplers between the vehicles; — articulated units with three 2-axle bogies; — low-floor wagons with eight or more axles (e.g. rolling road wagon 1). The following vehicles are not currently in the scope of this European Standard: — wagons that are not subjected to extensive longitudinal compressive forces due to their operational environment (as train composition, braking regime, track layout); — wagons with automatic couplers 2); — wagons with 3-axle bogies 3); — permanently coupled units with a bar coupler between the vehicles 4); — articulated wagons with more than three 2-axle bogies. Acceptance criteria and test conditions as well as conditions for the dispensation from tests are defined in this European Standard. This document applies principally to wagons which operate without restriction on standard gauge tracks in Europe (1 435 mm). NOTE The influence on railway systems using other gauges is not sufficiently understood to extend the scope of this document to gauges other than standard. 2 Normative references The following documents, in whole or in part, are normatively referenced in this document and are indispensable for its application. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 14363:2005, Railway applications — Testing for the acceptance of running characteristics of railway vehicles — Testing of running behaviour and stationary tests
1) A description of such vehicles is given in UIC 571-4:2004, 3.4. 2) These wagons are handled in UIC 530-2. 3) Due to their high tare mass and their short length, these wagons need no special investigation according to this standard. 4) A working group of UIC is developing the acceptance conditions for this type of wagon. It is planned to include the
regulations into this European Standard.
SIST EN 15839:2013+A1:2016
EN 15839:2012+A1:2015 (E) 6 EN 15551:2009+A1:2010, Railway applications — Railway rolling stock — Buffers EN 15566, Railway applications — Railway rolling stock — Draw gear and screw coupling prEN 16235:2011, Railway applications — Testing for the acceptance of running characteristics of railway vehicles — Freight wagons — Conditions for dispensation of freight wagons with defined characteristics from on-track tests according to EN 14363 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1 torsional coefficient of vehicle body relevant parameter for running safety under compressive forces and safety against derailment on twisted track Note1 to entry: The torsional coefficient describes the resistance of the car body structure against a torque around the longitudinal axis. 3.2 safety against derailment on twisted track safety of a vehicle against wheel climbing of a guiding wheel whilst negotiating a curved track with limit conditions of twist Note1 to entry: Test conditions are defined in EN 14363. 3.3 endurable longitudinal compressive force longitudinal force which can be applied on a wagon under defined conditions related to the flanking wagons and the track layout without exceeding limits specified for wheel lift, lateral axle box force, overlap of buffer plates and axle guard deformation 3.4 standard ends specific design of the coupling end of a wagon equipped with side buffers and screw couplers Note1 to entry: Geometric location of buffers and draw gear is specified in CR TSI RST FW (freight wagons), 4.2.2.1. Characteristics of buffers are specified in EN 15551, characteristics of draw gear are specified in EN 15566. 3.5 permanently coupled unit unit consisting of several elements (single wagons fitted with bogies or single axle running gear), equipped at both ends with side buffers and screw couplers as defined in 3.4 where the elements cannot be operated separately 3.6 articulated unit unit consisting of several elements, connected with articulations and equipped at both ends with side buffers and screw couplers as defined in 3.4 where the elements cannot be operated separately 4 Deviations from requirements If deviating from some points of the requirements of this standard for a particular assessment, these deviations shall be reported and explained. Then the influence on the assessment of the vehicle in terms SIST EN 15839:2013+A1:2016
EN 15839:2012+A1:2015 (E) 7 of the acceptance criteria shall be evaluated and recorded. The outcome of this study shall be considered as an integral part of the requirements of this standard when applied to the assessment process of the vehicle. 5 Evaluation of the torsional coefficient of a car body c*t The torsional coefficient ct* is a basic parameter of a vehicle related to the safety against derailment under longitudinal compressive forces and influences also the safety against derailment on twisted track together with the suspension system. It is defined by the following formula: lMlMc)/(/tt*tϑϑ== (1) where tM is the torsional moment ϑ is the angle of torsion l is the support length (longitudinal) To determine the torsional coefficient value of a car body, different methods of testing can be used. Suggested methods are given in the informative Annex C. NOTE Body roll moment, effects of hysteresis or non-linearities possibly influencing test results are not included in the definition of the torsional coefficient ct*. 6 Condition for dispensation from tests or calculations regarding the safety against derailment on twisted track A dispensation from tests and calculations on the safety against derailment according to EN 14363:2005, 4.1 for freight wagons is permitted if the parameters and running gear types match with those that have showed results compliant with the limit values in published tests and the wheel flange angle is 70°. NOTE Parameters and running gear types that meet the required criteria are included in the tabulated results given in Annex A, Annex B and Annex C of UIC 530-2:2008, available on UIC website www.uic.org/spip.php?article1521 (select French or German). 7 Proof of the endurable longitudinal compressive force by propelling tests 7.1 General It is required under the test conditions defined below that the endurable longitudinal compressive force of the investigated vehicle is higher than: — 200 kN for wagons or units equipped with single axle running gear; — 240 kN for wagons or units equipped with 2-axle bogies. This shall be demonstrated by compliance with the assessment criteria specified in 7.3. 7.2 Conditions for dispensation from tests 7.2.1 General For wagons with specific parameters defined in 7.2.2, 7.2.3 and 7.2.4 evidence already exists that the assessment criteria specified in 7.3 are complied with under the defined test conditions up to the SIST EN 15839:2013+A1:2016
EN 15839:2012+A1:2015 (E) 8 required endurable longitudinal compressive forces. Wagons to be investigated and fulfilling the same criteria have dispensation from tests. Another possibility for dispensation from tests is the reference to a similar vehicle (regarding the relevant parameters given in the chapters 7.2.2, 7.2.3 and 7.2.4) which showed acceptable results in tests. NOTE A data base with test results from wagons which passed the propelling test is available at the moment via UIC-website www.uic.org/spip.php?article1521 (only available in French and German). 7.2.2 2-axle wagons For single 2-axle wagons dispensation from tests is allowed if the technical parameters given in Table 1 are fulfilled. Table 1 — Parameters to be met for dispensation from propelling tests for 2-axle vehicles Torsional coefficient (ct*) ct*
·
rá w. 1010 kNmm2/rad Distance between the axles (2a*) 9 m
¶
ta*
¶
s r m Length over buffer (LoB) LoB < 14,1 m 14,1 m
¶ LoB
¶ 15,5 m Overhang Ovh
· sá w m No limitation Minimum tare weight (t) According to Figure 1 at
LoB = 14,1 and depending on torsional coefficient. NOTE UIC 530-2 states that only a tare weight of 11,5 t is required independent from ct*. This would not be consistent with the diagram in Figure 1. Furthermore, UIC experts stated that it was never intended to give a dispensation from tests to wagons in this range It is proposed to use the above formulation until results of propelling tests show that lower tare weights are possible to fulfil the requirements of endurable longitudinal forces. According to Figure 1, depending on torsional coefficient and LoB. Nomina
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