SIST EN 61373:1999
(Main)Railway applications - Rolling stock equipment - Shock and vibration tests
Railway applications - Rolling stock equipment - Shock and vibration tests
Specifies the requirements for testing items of equipment intended for use on railway vehicles which are subsequently subjected to vibrations and chock owing to the nature of railway operational environment.
Bahnanwendungen - Betriebsmittel von Bahnfahrzeugen - Prüfungen für Schwingen und Schocken
Applications ferroviaires - Matériel roulant - Essais de chocs et vibrations
Spécifie les prescriptions d'essai des matériels destinés à être utilisés sur les véhicules ferroviaires soumis à des vibrations et à des chocs dus à la nature de l'environnement d'exploitation ferroviaire.
Železniške naprave – Oprema voznih sredstev – Preskusi na udarce in vibracije (IEC 61373:1999)
General Information
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Standards Content (Sample)
SLOVENSKI STANDARD
SIST EN 61373:1999
01-december-1999
Železniške naprave – Oprema voznih sredstev – Preskusi na udarce in vibracije
(IEC 61373:1999)
Railway applications - Rolling stock equipment - Shock and vibration tests
Bahnanwendungen - Betriebsmittel von Bahnfahrzeugen - Prüfungen für Schwingen und
Schocken
Applications ferroviaires - Matériel roulant - Essais de chocs et vibrations
Ta slovenski standard je istoveten z: EN 61373:1999
ICS:
29.280 (OHNWULþQDYOHþQDRSUHPD Electric traction equipment
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
SIST EN 61373:1999 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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NORME
CEI
INTERNATIONALE
IEC
61373
INTERNATIONAL
Première édition
STANDARD
First edition
1999-01
Applications ferroviaires –
Matériel roulant –
Essais de chocs et vibrations
Railway applications –
Rolling stock equipment –
Shock and vibration tests
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Pour prix, voir catalogue en vigueur
For price, see current catalogue
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61373 © IEC:1999 – 3 –
CONTENTS
Page
FOREWORD . 7
INTRODUCTION . 9
Clause
1 Scope. 11
2 Normative references. 13
3 Definitions. 15
4 General. 15
5 Order of testing . 17
6 Reference information required by the test house . 17
6.1 Method of mounting and orientation of equipment under test . 17
6.2 Reference and control points. 17
6.2.1 Fixing point. 19
6.2.2 Control point. 19
6.2.3 Reference point. 19
6.2.4 Response point (measuring points). 19
6.3 Mechanical state and functioning during test. 21
6.3.1 Mechanical state. 21
6.3.2 Functional tests. 21
6.3.3 Performance tests . 21
6.4 Reproducibility for random vibration tests . 21
6.4.1 Acceleration spectral density (ASD). 21
6.4.2 Root Mean Square Value (r.m.s.). 23
6.4.3 Probability density function (PDF) . 23
6.4.4 Duration. 23
6.5 Measuring tolerances. 23
6.6 Recovery. 23
7 Initial measurements and preconditioning . 23
8 Random vibration test conditions . 25
8.1 Test severity and frequency range. 25
8.2 Duration of functional vibration tests. 25
8.3 Functioning during test. 25
9 Simulated long life testing at increased random vibration levels . 27
9.1 Test severity and frequency range. 27
9.2 Duration of accelerated vibration tests. 27
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61373 © IEC:1999 – 5 –
Clause Page
10 Shock testing conditions. 27
10.1 Pulse shape and tolerance . 27
10.2 Velocity changes. 29
10.3 Mounting. 29
10.4 Repetition rate. 29
10.5 Test severity, pulse shape and direction . 29
10.6 Number of shocks . 29
10.7 Functioning during test . 29
11 Transportation and handling . 31
12 Final measurements. 31
13 Acceptance criteria. 31
14 Report.31
15 Attestation of testing . 33
16 Disposal. 33
Annex A (informative) Explanation of service measurements, measuring positions,
methods of recording service data, summary of service data,
and method used to obtain random test levels from acquired
service data. 47
Annex B (informative) Guidance for deriving design levels from random vibration
test data. 61
Annex C (informative) Figure identifying general location of equipment on
railway vehicles and their resulting test category. 75
Annex D (informative) Example of type test attestation . 77
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61373 © IEC:1999 – 7 –
INTERNATIONAL ELECTROTECHNICAL COMMISSION
_________
RAILWAY APPLICATIONS –
ROLLING STOCK EQUIPMENT –
SHOCK AND VIBRATION TESTS
FOREWORD
1) The IEC (International Electrotechnical Commission) is a worldwide organization for standardization comprising
all national electrotechnical committees (IEC National Committees). The object of the IEC is to promote
international co-operation on all questions concerning standardization in the electrical and electronic fields. To
this end and in addition to other activities, the IEC publishes International Standards. Their preparation is
entrusted to technical committees; any IEC National Committee interested in the subject dealt with may
participate in this preparatory work. International, governmental and non-governmental organizations liaising
with the IEC also participate in this preparation. The IEC collaborates closely with the International Organization
for Standardization (ISO) in accordance with conditions determined by agreement between the two
organizations.
2) The formal decisions or agreements of the IEC on technical matters express, as nearly as possible, an
international consensus of opinion on the relevant subjects since each technical committee has representation
from all interested National Committees.
3) The documents produced have the form of recommendations for international use and are published in the form
of standards, technical reports or guides and they are accepted by the National Committees in that sense.
4) In order to promote international unification, IEC National Committees undertake to apply IEC International
Standards transparently to the maximum extent possible in their national and regional standards. Any
divergence between the IEC Standard and the corresponding national or regional standard shall be clearly
indicated in the latter.
5) The IEC provides no marking procedure to indicate its approval and cannot be rendered responsible for any
equipment declared to be in conformity with one of its standards.
6) Attention is drawn to the possibility that some of the elements of this International Standard may be the subject
of patent rights. The IEC shall not be held responsible for identifying any or all such patent rights.
International Standard IEC 61373 has been prepared by IEC technical committee 9: Electric
railway equipment.
The text of this standard is based on the following documents:
FDIS Report on voting
9/475/FDIS 9/509/RVD
Full information on the voting for the approval of this standard can be found in the report on
voting indicated in the above table.
Annexes A, B, C and D are for information only.
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61373 © IEC:1999 – 9 –
INTRODUCTION
This standard covers the requirements for random vibration and shock testing items of
mechanical, pneumatic, electrical and electronic equipment/components (hereafter only
referred to as equipment) to be fitted on to railway vehicles. Random vibration is the only
method to be used for equipment/component approval.
The tests contained within this standard are specifically aimed at demonstrating the ability of
the equipment under test to withstand the type of environmental vibration conditions normally
expected for railway vehicles. In order to achieve the best representation possible, the values
quoted in this standard have been derived from actual service measurements submitted by
various bodies from around the world.
This standard is not intended to cover self-induced vibrations as these will be specific to
particular applications.
Engineering judgement and experience is required in the execution and interpretation of this
standard.
This standard is suitable for design and validation purposes; however, it does not exclude the
use of other development tools (such as sine sweep), which may be used to ensure a
predetermined degree of mechanical and operational confidence. To assist product design for
compliance with this standard, guidance is given in annex B which allows comparison with
alternative design methods.
The test levels to be applied to the item under test are dictated only by its location on the train
(i.e. axle, bogie or body-mounted).
It should be noted that these tests may be performed on prototypes in order to gain design
information about the product performance under random vibration. However, for attestation of
testing purposes the tests have to be carried out on equipment taken from normal production.
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61373 © IEC:1999 – 11 –
RAILWAY APPLICATIONS –
ROLLING STOCK EQUIPMENT –
SHOCK AND VIBRATION TESTS
1 Scope
This International Standard specifies the requirements for testing items of equipment intended
for use on railway vehicles which are subsequently subjected to vibrations and shock owing to
the nature of railway operational environment. To gain assurance that the quality of the item is
acceptable, it has to withstand tests of reasonable duration that simulate the service conditions
seen throughout its expected life.
Simulated long-life testing can be achieved in a number of ways each having their associated
advantages and disadvantages, the following being the most common:
a) amplification: where the amplitudes are increased and the time base decreased;
b) time compression: where the amplitude history is retained and the time base is decreased;
c) decimation: where time slices of the historical data are removed when the amplitudes are
below a specified threshold value.
The amplification method as stated in a) above, is used in this standard and together with the
publications referred to in clause 2; it defines the default test procedure to be followed when
vibration testing items for use on railway vehicles. However, other standards do exist and may
be used with prior agreement between the manufacturer and the customer. In such cases
attestation of testing against this standard will not apply. Where service information is available
comparison with the standard can be performed using the method outlined in annex A.
Whilst this standard is primarily concerned with railway vehicles on fixed rail systems, its wider
use is not precluded. For systems operating on pneumatic tyres, or other transportation
systems such as trolleybuses, where the level of shock and vibration clearly differ from those
obtained on fixed rail systems, the supplier and customer can agree at the tender stage, the
test levels. It is recommended that the frequency spectra and the shock duration/amplitude be
determined using the guidelines set out in annex A. Items tested at levels outside those quoted
in this standard can not be certified against the requirements of this standard.
An example of this is trolleybuses, whereby body-mounted trolleybus equipment could be
tested in accordance with category 1 equipment referred to in the standard.
This standard applies to single axis testing. Multi-axis testing is outside the scope of this
standard.
The test values quoted in this standard have been divided into three categories dependent only
upon the equipment’s location within the vehicle.
Category 1 Body mounted
Class A Cubicles, subassemblies, equipment and components mounted directly on or
under the car body.
Class B Anything mounted inside an equipment case which is in turn mounted directly on
or under the car body.
NOTE – Class B should be used when it is not clear where the equipment is to be located.
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61373 © IEC:1999 – 13 –
Category 2 Bogie mounted
Cubicles, subassemblies, equipment and components which are to be mounted on the bogie of
a railway vehicle.
Category 3 Axle mounted
Subassemblies, equipment and components or assemblies which are to be mounted on the
wheelset assembly of a railway vehicle.
NOTE – In the case of equipment mounted on vehicles with one level of suspension such as wagons and trucks,
unless otherwise agreed at the tender stage, axle mounted equipment will be tested as category 3, and all other
equipment will be tested as category 2.
The cost of testing is influenced by the weight, shape and complexity of the item under test.
Consequently at the tender stage the supplier may propose a more cost effective method of
demonstrating compliance with the requirements of this standard. Where alternative methods
are agreed it will be the responsibility of the supplier to demonstrate to his customer or his
representative that the objective of this standard has been met. If an alternative method of
evaluation is agreed, then the item tested cannot be certified against the requirement of this
standard.
This standard is intended to evaluate equipment which is attached to the main structure of the
vehicle (and/or components mounted thereon). It is not intended to test equipment which forms
part of the main structure. There are a number of cases where additional or special vibration
tests may be requested by the customer, for example:
a) equipment mounted on, or linked to, items which are known to produce fixed frequency
excitation;
b) equipment such as traction motors, pantographs, shoegear, suspension components and
mechanical parts designed to transmit forces and/or torque, which may be subjected to
tests in accordance with their special requirements, applicable to their use on railway
vehicles. In all such cases the tests carried out should be dealt with by separate agreement
at the tender stage;
c) equipment intended for use in special operational environments as specified by the
customer.
2 Normative references
The following normative documents contain provisions which, through reference in this text,
constitute provisions of this International Standard. For dated references, subsequent
amendments to, or revisions of, any of these publications do not apply. However, parties to
agreements based on this International Standard are encouraged to investigate the possibility
of applying the most recent editions of the normative documents indicated below. For undated
references, the latest edition of the normative document referred to applies. Members of ISO
and IEC maintain registers of currently valid International Standards.
IEC 60068-2-27:1987, Environmental testing – Part 2: Tests – Test Ea and guidance: Shock
IEC 60068-2-47:1982, Basic environmental testing – Part 2: Tests – Mounting of components,
equipment and other articles for dynamic tests including shock (Ea), bump (Eb) vibration (Fc
and Fd) and steady state acceleration (Ga) and guidance
IEC 60068-2-64:1993, Environmental testing – Part 2: Test methods – Test Fh: Vibration,
broadband random (digital control) and guidance
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61373 © IEC:1999 – 15 –
3 Definitions
For the purpose of this standard the definitions given in IEC 60068-2-64 apply.
4 General
This standard is intended to highlight any weakness/error which may result in problems as a
consequence of operation under environments where vibration and shock are known to occur
in service on a railway vehicle. This is not intended to represent a full life test. However, the
test conditions are sufficient to provide some reasonable degree of confidence that the
equipment will survive the specified life under service conditions.
Compliance with this standard is achieved providing no mechanical damage or deterioration in
performance occurs as a result of these tests.
The test levels quoted in this standard have been derived from environmental test data, as
referred to in annex A. This information was submitted by organizations responsible for
collecting environmental vibration levels under service conditions.
The following tests are mandatory for compliance with this standard:
Functional random These are the minimum test levels to be applied in order
test levels to demonstrate that the equipment under test is capable of
functioning when subjected to conditions which are likely
to occur in service, on railway vehicles.
The degree of functioning shall be agreed between the
manufacturer and the end user prior to tests commencing
(see 6.3.2). Functional test requirements are detailed in
clause 8.
The functional tests are not intended to be a full per-
formance evaluation under simulated service conditions.
Simulated long life test levels This test is aimed at establishing the mechanical integrity
of the equipment at increased service levels. It is not
necessary to demonstrate ability to function under these
conditions. Simulated long life testing requirements are
detailed in clauses 9 and 10.
Shock testing Shock testing is aimed at simulating rare service events. It
is not necessary to demonstrate functionality during this
test. It will however be necessary to demonstrate that no
change in operational state occurs, and that no mech-
anical movement or damage takes place. These points
shall be clearly demonstrated in the final test report.
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61373 © IEC:1999 – 17 –
5 Order of testing
A possible order of testing is as follows:
Vertical, transverse and longitudinal simulated long life testing by increased random vibration;
followed by vertical, transverse and longitudinal shock testing; followed by transportation and
handling (when identified/agreed) and finally by vertical, transverse and longitudinal functional
random testing.
NOTE – Transportation and handling tests are not a requirement of this standard, and are therefore not included in
this standard.
The order of testing may be altered to minimize re-jigging. The order of testing shall be
recorded in the report. Performance tests in accordance with 6.3.3 shall be undertaken before
and after simulated long life testing, during which time transfer functions will be taken for
comparison purposes in order to establish if any changes have taken place as a result of the
simulated long life testing.
The orientation and direction of excitation shall be stated in the test specification and included
in the report.
6 Reference information required by the test house
NOTE 1 – Additional general information can be found in IEC 60068-2-64.
NOTE 2 – For general mounting of components refer to IEC 60068-2-47.
6.1 Method of mounting and orientation of equipment under test
The equipment under test shall be mechanically connected to the test machine by its normal
means of attachment, including any resilient mount, either directly or by means of a fixture.
As the method of mounting can significantly influence the results obtained, the actual method
of mounting shall be clearly identified in the test report.
Unless otherwise agreed it is preferred that the equipment shall be tested in its normal working
orientation with no special precautions taken for the effects of magnetic interference, heat or
any other factors, upon the operation and performance of the equipment under test.
Wherever possible, the fixture shall not have a resonance within the test frequency range.
When resonances are unavoidable, the influence of the resonance on the performance of the
equipment under test shall be studied and identified in the report.
6.2 Reference and control points
The test requirements are confirmed by measurements made at a reference point and, in
certain cases, at control points, related to the fixing points of the equipment.
In the case of large numbers of small items of equipment mounted on to one fixture, the
reference and/or the control points may be related to the fixture rather than to the fixing points
of the equipment under test provided the lowest resonant frequency of the loaded fixture is
above the upper test frequency limit.
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61373 © IEC:1999 – 19 –
6.2.1 Fixing point
A fixing point is a part of the equipment under test in contact with the fixture or vibration testing
surface at a point where the equipment is normally fastened in service. If a part of the
mounting structure is used as the fixture, the fixing points shall be taken as those of the
mounting structure and not of the equipment under test.
6.2.2 Control point
A control point is normally a fixing point. It shall be as close as possible to the fixing point and
in any case shall be rigidly connected to the fixing point. If four or less fixing points exist, each
one is defined as a control point. The vibration at these points shall not fall below the specified
minimum limits. All control points shall be identified in the test report. In the case of small items
of equipment where the size, weight and complexity of the mechanical structure do not merit
multipoint control, the report shall identify how many control points were used and their
locations.
6.2.3 Reference point
The reference point is the single point from which the reference signal is obtained in order to
confirm the test requirements, and is taken to represent the motion of the equipment under
test. It may be a control point or a fictitious point created by manual or automatic processing of
the signals from the control points.
For random vibration if a fictitious point is used, the spectrum of the reference signal is defined
as the arithmetic mean at each frequency of the acceleration spectral density (ASD) values of
the signals from all control points. In this case, the total r.m.s. value of the reference signal is
equivalent to the root mean square of the r.m.s. values of the signals from the control points.
in= 2
c
Σ (.rm.s.i)
i=1
Total r.m.s. value of the reference point =
n
c
where n is the number of control points.
c
The report shall state the point used and how it was chosen. It is recommended that for large
and/or complex equipment a fictitious point is used.
NOTE – Automatic processing of the signals from the control points using a scanning technique to create the
fictitious point is permitted for confirmation of the total r.m.s. acceleration. However, it is not permitted for
confirmation of the ASD level without correcting for such sources of error as analyzer bandwidth, sampling time etc.
6.2.4 Response point (measuring points)
A response point is a specific location on the equipment under test at which data is gathered
for the purpose of examining the vibration response characteristics of the equipment. This is
done before commencing the tests detailed in this standard (see clause 7).
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61373 © IEC:1999 – 21 –
6.3 Mechanical state and functioning during test
6.3.1 Mechanical state
If the equipment under test has more than one mechanical condition in which it could remain
for long periods when fitted to a railway vehicle, two mechanical states shall be selected for
test purposes. At least one of the worst states shall be selected (for example, in the case of a
contactor, the mechanical state which affords the least clamping pressure).
When more than one state exists, the equipment under test shall spend equal time in both
states selected during vibration and shock testing; the levels of which are as specified in
clauses 8 and 10 respectively.
6.3.2 Functional tests
If required, the functional tests shall be specified by the manufacturer and agreed between
manufacturer and customer prior to commencement of the tests. They shall be carried out
during the vibration tests at the levels stated in clause 8 of this standard.
Functional tests are aimed to verify the operational capability and are not to be confused with
performance tests. They are only intended to demonstrate a degree of confidence that the
equipment under test will perform in service.
NOTE 1 – Functional tests will not be conducted during shock testing unless previously agreed between the
manufacturer and end user.
NOTE 2 – In the case where the functional tests are modified, then these have to be detailed in the report.
6.3.3 Performance tests
Performance tests shall be carried out prior to commencing, and on completion of all the tests
specified. The performance test specification shall be defined by the manufacturer and shall
include tolerance limits.
6.4 Reproducibility for random vibration tests
Random vibration signals are not repeatable in the time domain; no two similar length time
samples from a random signal generator can be overlain and shown to be identical.
Nevertheless it is possible to make statements about the similarity of two random signals and
set tolerance bands on their characteristics. It is necessary to define a random signal in a way
that ensures that, should the test be repeated at a later date, by a different test house or on a
different item of equipment, then the excitation is of a similar severity. It should be noted that
all the following tolerance boundaries include instrumentation errors but exclude other errors,
specifically random (statistical) errors and bias errors. The measurements are taken at the
control/reference point(s).
6.4.1 Acceleration spectral density (ASD)
The ASD shall be within ±3 dB (range ½ × ASD to 2 × ASD) of the specified ASD levels as
shown in the appropriate figures 1 to 4. The initial and final slope should not be less than those
shown in figures 1 to 4.
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61373 © IEC:1999 – 23 –
6.4.2 Root mean square value (r.m.s.)
The r.m.s. of the acceleration at the reference point over the defined frequency range shall be
that specified in figures 1 to 4 ± 10 %.
NOTE – With respect to the low frequency content it may be difficult to obtain ±3 dB. In such cases it is only
important for the test value to be noted in the report.
6.4.3 Probability density function (PDF)
Unless otherwise stated, for each response poi
...
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