oSIST prEN 15839:2023
(Main)Railway applications - Testing and simulation for the acceptance of running characteristics of railway vehicles - Running safety under longitudinal compressive forces
Railway applications - Testing and simulation for the acceptance of running characteristics of railway vehicles - Running safety under longitudinal compressive forces
This document defines the assessment of endurable longitudinal compressive forces (LCF) of a vehicle. The endurable longitudinal compressive forces is a parameter depending on the vehicle design. It is used to estimate the risk of derailment as a result of being subjected to these forces, under operating conditions.
NOTE 1 As operating conditions may vary in several aspects (infrastructure, train configurations etc.), this document defines uniform assessments of endurable longitudinal compressive force per vehicle in specific operating conditions. One of these endurable longitudinal compressive forces is derived from UIC 530-2, which is based on practical tests performed in ERRI-B12. Other endurable longitudinal compressive forces as the outcome of this document are central input parameters in the methodology of IRS 40421. IRS 40421 derives train and operational parameters from the outcome of EN 15839 which are vehicle parameters.
This document applies to the following types of vehicles:
— 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;
— permanently coupled units with a bar coupler between the vehicles;
— articulated units with three 2-axle bogies;
— wagons with 3-axle bogies; low-floor wagons with eight or more axles (e.g. rolling road wagon);
— vehicles with central couplers;
— on-track machines (OTM) as defined in EN 14033-1.
NOTE 2 The document defines the acceptance process to be followed by vehicles that are operated in a way that high longitudinal compressive forces may occur in the trains due to their to their operational environment (e. g. train composition, braking regime, track layout). Therefore, vehicles among the previous list which are not subjected to high longitudinal compressive forces may not need to fulfil this document.
The following vehicles are not in the scope of this document:
— articulated wagons with more than three 2-axle bogies;
— locomotives and passenger rolling stocks;
— vehicles that are only operated in passenger trains.
Acceptance criteria and test conditions as well as conditions for simulation and test dispensation are defined in this document.
This document applies principally to vehicles which operate without restrictions on standard gauge tracks in Europe (1 435 mm).
NOTE 3 The influence on railway systems using other gauges is not sufficiently understood to extend the scope of this document to gauges other than standard.
NOTE 4 For wagons with central couplers, a need for assessment of derailment risk due to Longitudinal Forces on other gauges (1 524 mm, 1 600 mm, 1 668 mm) has been expressed. The influence on railway systems using other gauges is not sufficiently understood. This document only introduces some notions to assess it independently from the gauge.
Bahnanwendungen - Versuche und Simulationen für die Zulassung der fahrtechnischen Eigenschaften von Eisenbahnfahrzeugen - Fahrsicherheit unter Längsdruckkräften
In diesem Dokument wird die Beurteilung ertragbarer Längsdruckkräfte (LCF, en: longitudinal compressive force) eines Fahrzeugs festgelegt. Bei der ertragbaren Längsdruckkraft handelt es sich um einen von der Fahrzeugkonstruktion abhängigen Parameter. Dieser wird verwendet, um das Risiko einer Entgleisung in Folge einer Einwirkung dieser Kräfte unter Betriebsbedingungen einzuschätzen.
ANMERKUNG 1 Da Betriebsbedingungen hinsichtlich verschiedener Aspekte variieren können (Infrastruktur, Zugkonfigurationen usw.), wird in diesem Dokument eine einheitliche Beurteilung der ertragbaren Längsdruckkraft je Fahrzeug unter bestimmten Betriebsbedingungen festgelegt. Eine dieser ertragbaren Längsdruckkräfte ist aus UIC 530 2:2011 abgeleitet, welche auf praktischen Prüfungen in ERRI B12 beruht. Weitere ertragbare Längsdruckkräfte als Ergebnis dieses Dokuments bilden wesentliche Eingangsparameter in der Methodik von IRS 40421. In IRS 40421 werden Zug- und Betriebsparameter von dem Ergebnis dieses Dokuments abgeleitet, die Fahrzeugparameter darstellen.
Dieses Dokument gilt für die folgenden Typen von Fahrzeugen:
- Einzelwagen;
- ständig gekuppelte Einheiten mit Seitenpuffern und Schraubkupplungen zwischen den Fahrzeugen;
- ständig gekuppelte Einheiten mit Diagonalpuffern mit Schraubkupplungen zwischen den Fahrzeugen;
- ständig gekuppelte Einheiten mit einer Kuppelstange zwischen den Fahrzeugen;
- Gelenkeinheiten mit drei zweiachsigen Drehgestellen;
- Wagen mit 3 achsigen Drehgestellen; Niederflurwagen mit acht oder mehr Radsätzen (z. B. Tragwagen für die rollende Landstraße);
- Fahrzeuge mit Mittelpufferkupplungen;
- OTMs, wie in EN 14033 1:2017 festgelegt.
ANMERKUNG 2 In diesem Dokument wird das Nachweisverfahren festgelegt, das von Fahrzeugen durchlaufen werden muss, die so betrieben werden, dass aufgrund der Betriebsumgebung (z. B. Zugbildung, Bremscharakteristik, Gleisbau) der Züge hohe Längsdruckkräfte in diesen auftreten können. Daher müssen Fahrzeuge aus der obigen Aufzählung, die keinen hohen Längsdruckkräften unterliegen, dieses Dokument nicht erfüllen.
Die folgenden Fahrzeuge werden nicht in diesem Dokument behandelt:
- Gelenkwagen mit mehr als drei zweiachsigen Drehgestellen;
- Lokomotiven und Personenfahrzeuge;
- Fahrzeuge, die nur in Personenzügen betrieben werden.
In diesem Dokument werden Nachweiskriterien und -bedingungen sowie Bedingungen für die Simulation und Befreiung von Versuchen festgelegt.
Dieses Dokument gilt grundsätzlich für alle Fahrzeuge, die auf Gleisen der Regelspur in Europa (1 435 mm) betrieben werden.
ANMERKUNG 3 Der Einfluss auf Eisenbahnsysteme, die andere Spurweiten verwenden, ist nicht ausreichend bekannt, um den Anwendungsbereich dieses Dokuments auf Spurweiten außerhalb der Standardspurweite auszuweiten.
ANMERKUNG 4 Für Wagen mit Mittelpufferkupplungen wurde die Notwendigkeit einer Beurteilung des Entgleisungsrisikos aufgrund von Längskräften auf anderen Spurweiten (1 524 mm, 1 600 mm, 1 668 mm) festgestellt. Der Einfluss auf Eisenbahnsysteme mit anderen Spurweiten ist jedoch nicht ausreichend bekannt. In diesem Dokument werden lediglich einige Konzepte zur spurweitenunabhängigen Beurteilung vorgestellt.
Applications ferroviaires - Essais et simulations en vue de la validation du comportement dynamique des véhicules ferroviaires - Sécurité de circulation sous forces longitudinales de compression
Le présent document définit l'évaluation des forces longitudinales de compression admissibles pour les véhicules. La force longitudinale de compression admissible est un paramètre qui dépend de la conception du véhicule. Il est utilisé pour estimer le risque de déraillement sous la contrainte de ces forces, dans les conditions d'utilisation.
NOTE 1 Étant donné que les conditions d'utilisation peuvent varier sous plusieurs aspects (infrastructures, configurations des trains, etc.), le présent document définit des méthodes uniformes pour l'évaluation des forces longitudinales de compression admissibles selon le type de véhicule dans des conditions d'utilisation spécifiques. L'une de ces forces longitudinales de compression admissibles est issue de la fiche UIC 530-2:2011, qui est fondée sur les essais physiques effectués dans le document ERRI-B12. Les autres forces longitudinales de compression admissibles déterminées selon le présent document constituent les principaux paramètres d'entrée de la méthodologie décrite dans le document IRS 40421. Le document IRS 40421 détermine les paramètres des trains et d'exploitation à partir des résultats du présent document, à savoir les paramètres du véhicule.
Le présent document s'applique aux types de véhicules suivants :
- 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 couplées en permanence comportant une barre d'attelage entre les véhicules ;
- unités articulées avec trois bogies à deux essieux équipés de tampons latéraux et de tendeurs d'attelage à leurs extrémités ;
- wagons avec bogies à trois essieux ; wagons à plancher surbaissé comportant huit essieux ou plus (par exemple, wagons « route roulante ») ;
- véhicules équipés d'attelages centraux ;
- machines empruntant exclusivement les voies ferrées (OTM) définies dans l'EN 14033 1:2017.
NOTE 2 Le présent document définit le processus de validation à appliquer pour les véhicules qui, en exploitation, peuvent subir des forces longitudinales de compression élevées dans les trains en raison de leurs conditions d'utilisation (par exemple, composition du train, régime de freinage, tracé de la voie). Si certains véhicules de la liste ci-dessus ne sont pas soumis à des forces longitudinales de compression élevées en exploitation, il n'est donc pas nécessaire qu'ils respectent les exigences du présent document.
Les véhicules suivants ne relèvent pas du domaine d'application du présent document :
- wagons articulés avec plus de trois bogies à deux essieux ;
- locomotives et matériels roulants voyageurs ;
- véhicules exclusivement exploités dans des trains de voyageurs.
Les critères de validation, les conditions d'essai, ainsi que les conditions de simulation et de dispense d'essais sont définis dans le présent document.
Le présent document s'applique essentiellement aux véhicules circulant sans restrictions sur les voies à écartement normal (1 435 mm) en Europe.
NOTE 3 L'influence sur les systèmes ferroviaires utilisant d'autres écartements de voie n'est pas suffisamment connue pour être couverte dans le domaine d'application de ce document.
...
Železniške naprave - Preskušanje in simuliranje voznih karakteristik pri prevzemu železniških vozil - Vozna varnost pri vzdolžnih tlačnih silah
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
oSIST prEN 15839:2023
01-julij-2023
Železniške naprave - Preskušanje in simuliranje voznih karakteristik pri prevzemu
železniških vozil - Vozna varnost pri vzdolžnih tlačnih silah
Railway applications - Testing and simulation for the acceptance of running
characteristics of railway vehicles - Running safety under longitudinal compressive forces
Bahnanwendungen - Versuche und Simulationen für die Zulassung der fahrtechnischen
Eigenschaften von Eisenbahnfahrzeugen - Fahrsicherheit unter Längsdruckkräften
Applications ferroviaires - Essais et simulations en vue de la validation du comportement
dynamique des véhicules ferroviaires - Sécurité de circulation sous forces longitudinales
de compression
Ta slovenski standard je istoveten z: prEN 15839
ICS:
45.060.20 Železniški vagoni Trailing stock
oSIST prEN 15839:2023 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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oSIST prEN 15839:2023
DRAFT
EUROPEAN STANDARD
prEN 15839
NORME EUROPÉENNE
EUROPÄISCHE NORM
May 2023
ICS 45.060.20 Will supersede EN 15839:2012+A1:2015
English Version
Railway applications - Testing and simulation for the
acceptance of running characteristics of railway vehicles -
Running safety under longitudinal compressive forces
Applications ferroviaires - Essais et simulations en vue Bahnanwendungen - Versuche und Simulationen für
de l'homologation du comportement dynamique des die Zulassung der fahrtechnischen Eigenschaften von
véhicules ferroviaires - Sécurité de circulation sous Eisenbahnfahrzeugen - Fahrsicherheit unter
forces longitudinales de compression Längsdruckkräften
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee
CEN/TC 256.
If this draft becomes a European Standard, 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.
This draft European Standard was established by CEN 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.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are
aware and to provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without
notice and shall not be referred to as a European Standard.
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. prEN 15839:2023 E
worldwide for CEN national Members.
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Contents Page
European foreword . 4
Introduction . 5
1 Scope . 6
2 Normative references . 7
3 Terms and definitions . 7
4 Deviations from requirements . 9
5 Proof of the endurable longitudinal compressive force . 9
5.1 Assessment of endurable longitudinal compressive force . 9
5.2 Required endurable longitudinal compressive force for use in conventional trains . 9
5.3 Assessment of endurable longitudinal compressive forces for use in high-capacity
trains . 9
5.4 Assessment of endurable longitudinal compressive forces for vehicles equipped
with central couplers . 10
5.5 Special vehicle layout . 10
5.5.1 Permanently coupled units consisting of two 2-axle wagons . 10
5.5.2 Permanently coupled units with a drawbar . 10
Annex A (normative) Symbols . 11
Annex B (normative) Conditions for the execution and evaluation of propelling tests for the
determination of the endurable longitudinal compressive force of vehicles with side
buffers . 12
B.1 Test track . 12
B.2 Test train . 12
B.2.1 Standard configuration . 12
B.2.2 Supplementary configuration for 2-axle vehicles with LoB ≥ 15,75 m . 14
B.3 Execution of the tests . 14
B.4 Measured values . 15
B.4.1 Measurements during the tests . 15
B.4.2 Other measurements . 16
B.5 Used criteria for the evaluation of the endurable longitudinal compressive force. 16
B.6 Analysis . 16
B.7 Documentation of results. 17
B.7.1 General. 17
B.7.2 Characteristics of the track on which the tests were carried out . 17
B.7.3 Characteristics of the test vehicle . 17
B.7.4 Test results . 18
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Annex C (normative) Vehicles incorporated in conventional trains: Conditions for
dispensation from the assessment of running safety under longitudinal compressive
forces . 19
C.1 General . 19
C.2 2-axle wagons . 19
C.3 Wagons with 2-axle bogies . 21
C.4 Wagons with 3-axle bogies . 23
C.5 OTMs . 24
Annex D (normative) Conventional trains: Design characteristics of standardized
interfaces of permanent coupled units for dispensation from the assessment of
running safety under longitudinal compressive forces - Specification of interface
with diagonal buffers . 25
Annex E (informative) Requirements for the use of simulations as proof for endurable
longitudinal compressive forces . 26
E.1 Introduction . 26
E.2 State of the art for railway ENs . 26
E.3 Modelling of the test . 26
E.4 Parameters . 28
E.5 Validation of the model . 29
E.6 Used criteria for the evaluation of the endurable longitudinal compressive force . 29
Annex F (informative) Scenarios for the assessment of endurable longitudinal compressive
forces of a vehicle incorporated in a high-capacity train . 30
Annex G (informative) Vehicle incorporated in a high-capacity trains: conditions for
dispensation from the assessment of running safety under longitudinal compressive
forces . 31
G.1 Introduction . 31
G.2 wagons with 2 bogies . 31
G.3 Articulated wagons with 3 bogies . 31
Annex H (informative) Vehicles with central couplers . 32
Bibliography . 33
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European foreword
This document (prEN 15839:2023) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document will supersede EN 15839:2012+A1:2015.
This document includes the following significant technical changes with respect to
EN 15839:2012+A1:2015:
— OTMs added in the scope, which explain why term vehicle has mostly replaced the term wagon in
the standard;
— Requirements for endurable longitudinal compressive forces in EN 15839:2012+A1:2015 kept in
the present document and mainly reported in 5.2 for conventional trains. New optional
requirements in 5.3, Annex F and Annex G added for endurable compressive forces in high-capacity
trains. The reason is to make the link between the present document and the methodology for
assessment of high-capacity trains (described in IRS 40421);
— 5.4 and Annex H on assessment of endurable longitudinal compressive force for vehicles with
central couplers added;
— 5.5 about special vehicle layout and more particularly 5.5.2 “Permanently coupled units with a
drawbar” added;
— Clause 5 “Evaluation of the torsional coefficient of a car body ct* and 6 “Condition for dispensation
from tests or calculations regarding the safety against derailment on twisted track” removed as
these sections are already in EN 14363:2016+A2:2022;
— Clause 7 (except 7.2) relocated in Annex B. Some precisions in Annex B added 7.2 relocated in
Annex C. Dispensation for wagon with 3 axle bogies and OTMs added. Dispensation for OTMs comes
from EN 14033-1:2017;
— Possibility to assess endurable longitudinal compression force with simulation added in 5.1 and
Annex E.
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Introduction
Due to the operating conditions of braking or propelling, high longitudinal compressive forces can occur
between some coupled freight vehicles. 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 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 to
define acceptance criteria ensuring running safety under the existing operating conditions. It provides a
defined testing interface between vehicle design, track layout and braking operation. Investigations
according to this document are not necessary if operating practice shows that running safety is
achieved without them.
The following principles are applied:
a) the railway system requires comprehensive technical rules to ensure an acceptable interaction of
vehicle and track;
b) due to the numerous national and international regulations new railway vehicles are tested and
homologated before putting them into service. In addition, existing acceptance are checked when
operating conditions are extended;
c) in view of the significance of international traffic, the harmonization 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;
d) 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 530-2:2011, which is based on practical tests
performed in ERRI-B12.
Variations from the conditions specified in this document are allowed as specified by Article 7 of
Directive 2016/797/EU.
For national or multilateral operations, the infrastructure managers concerned may authorize
variations to the defined conditions.
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1 Scope
This document defines the assessment of endurable longitudinal compressive forces (LCF) of a vehicle.
The endurable longitudinal compressive force is a parameter depending on the vehicle design. It is used
to estimate the risk of derailment as a result of being subjected to these forces, under operating
conditions.
NOTE 1 As operating conditions may vary in several aspects (infrastructure, train configurations etc.), this
document defines uniform assessments of endurable longitudinal compressive force per vehicle in specific
operating conditions. One of these endurable longitudinal compressive forces is derived from UIC 530-2:2011,
which is based on practical tests performed in ERRI-B12. Other endurable longitudinal compressive forces as the
outcome of this document are central input parameters in the methodology of IRS 40421. IRS 40421 derives train
and operational parameters from the outcome of this document which are vehicle parameters.
This document applies to the following types of vehicles:
— 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;
— permanently coupled units with a bar coupler between the vehicles;
— articulated units with three 2-axle bogies;
— wagons with 3-axle bogies; low-floor wagons with eight or more axles (e.g. rolling road wagon);
— vehicles with central couplers;
— on-track machines (OTM) as defined in EN 14033-1:2017.
NOTE 2 This document defines the acceptance process to be followed by vehicles that are operated in a way
that high longitudinal compressive forces may occur in the trains due to their operational environment (e.g. train
composition, braking regime, track layout). Therefore, vehicles among the previous list which are not subjected to
high longitudinal compressive forces may not need to fulfil this document.
The following vehicles are not in the scope of this document:
— articulated wagons with more than three 2-axle bogies;
— locomotives and passenger rolling stocks;
— vehicles that are only operated in passenger trains.
Acceptance criteria and test conditions as well as conditions for simulation and test dispensation are
defined in this document.
This document applies principally to vehicles which operate without restrictions on standard gauge
tracks in Europe (1 435 mm).
NOTE 3 The influence on railway systems using other gauges is not sufficiently understood to extend the scope
of this document to gauges other than standard.
NOTE 4 For wagons with central couplers, a need for assessment of derailment risk due to Longitudinal Forces
on other gauges (1 524 mm, 1 600 mm, 1 668 mm) has been expressed. The influence on railway systems using
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other gauges is not sufficiently understood. This document only introduces some notions to assess it
independently from the gauge.
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 15551:2022, Railway applications - Railway rolling stock - Buffers
EN 15566:2022, Railway applications - Railway Rolling stock - Draw gear and screw coupling
1
EN 16235:—, 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 terms and definitions given in EN 17343:2020 and the following
apply.
ISO and IEC maintain terminology 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
torsional coefficient of vehicle body
relevant parameter for running safety under compressive forces and safety against derailment on
twisted track
Note 1 to entry: Test conditions are defined in EN 14363:2016+A2:2022.
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
Note 1 to entry: Test conditions are defined in EN 14363:2016+A2:2022.
3.3
longitudinal compressive force
longitudinal force which is applied on a vehicle through its interfaces with flanking vehicles
Note 1 to entry: The longitudinal compressive force is depending on many parameters such as the composition of
the train, the track layout, the driving manoeuvre, and dynamical parameters.
3.4
endurable longitudinal compressive force
longitudinal force which can be applied on a vehicle 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
1
Under preparation. Stage at the time of publication: prEN 16235:2022.
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3.5
required endurable longitudinal compressive force
minimum endurable longitudinal compressive force required for a vehicle to be authorized for use in
defined operating conditions
3.6
standard ends
specific design of the coupling end of a vehicle equipped with side buffers and screw coupling systems
Note 1 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 15551:2022, characteristics of screw coupling systems are
specified in EN 15566:2022.
3.7
permanently coupled unit
unit consisting of several elements (single vehicles fitted with bogies or single axle running gear),
where the elements cannot be operated separately
3.8
articulated unit
unit consisting of several elements, connected with articulations, and equipped at both ends with side
buffers and screw coupling systems as defined in 3.6, where the elements cannot be operated
separately
3.9
conventional train
trains including freight wagons and/or OTMs whose composition characteristics (length, mass, brake
regime, maximum speed…) are admitted in international traffic
Note 1 to entry: IRS 40421 presents train compositions admitted in international traffic which are conventional
trains.
3.10
high-capacity train
trains including freight wagons and/or OTM whose composition characteristics (length, mass, brake
regime, maximum speed…) are not commonly admitted in international traffic or not admitted yet in
any European country
3.11
central coupler
central buffer end coupling that works automatically for coupling 2 units together, at least mechanically
Note 1 to entry: A standard on the Digital Automatic Coupler (DAC), which is a specific central coupler for freight
operations, is under preparation in the frame of WG33.
3.12
Technical Specification
document describing specific parameters and/or product requirements as an addition to the
requirements of this document
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4 Deviations from requirements
If deviating from some points of the requirements of this document for a particular assessment, these
deviations shall be reported and explained. Then the influence on the assessment of the vehicle in terms
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 document when applied to the assessment
process of the vehicle.
5 Proof of the endurable longitudinal compressive force
5.1 Assessment of endurable longitudinal compressive force
The endurable longitudinal compressive force shall be determined either:
a) by testing the vehicle according to the specification in Annex B;
b) by simulations based on models showing credible results for a similar reference vehicle for which
test results are available for comparison of simulation and test results. Requirements for the use of
simulations are given in Annex E.
5.2 Required endurable longitudinal compressive force for use in conventional trains
For an unlimited operation in conventional trains, the vehicle shall have an endurable longitudinal
compressive force higher than:
— 200 kN for vehicles or units equipped with single axle running gear;
— 240 kN for other vehicles.
NOTE These values are based on special test conditions defined in Annex B and proved to be suitable for the
running safety of conventional trains. The occurring longitudinal compressive force in operation might exceed
these values.
If the vehicle is designed in accordance with the conditions specified in Annex C, neither test nor
simulation are necessary to prove its running safety in conventional trains.
Vehicles not compliant with the conditions above may need operational restrictions for their use in
European networks.
5.3 Assessment of endurable longitudinal compressive forces for use in high-capacity
trains
The longitudinal compressive forces reached in operation depend on many different technical
parameters (e.g. composition rules, driving rules, locomotive types, brake characteristics).
High-capacity trains might generate higher longitudinal compressive forces than conventional trains.
Therefore, for vehicles incorporated in high-capacity trains, higher endurable longitudinal compressive
forces than the ones mentioned in 5.2 might be required.
The determination of the required endurable longitudinal compressive forces of a vehicle under the
various operational conditions of high-capacity trains is not part of this document.
NOTE IRS 40421 Appendix B presents a methodology which helps to determine the occurring longitudinal
compressive forces and to derive the required endurable longitudinal compressive forces for a vehicle in a high-
capacity train.
The additional assessments described in Annex F and Annex G only apply for vehicles used in high-
capacity trains requiring higher endurable longitudinal compressive forces than specified in 5.2.
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oSIST prEN 15839:2023
prEN 15839:2023 (E)
Annex F proposes a list of scenarios for the assessment of endurable longitudinal compressive forces of
a vehicle incorporated in a high-capacity train. These determined endurable longitudinal compressive
forces under the specified scenarios shall be documented in the technical documentation of the vehicle.
5.4 Assessment of endurable longitudinal compressive forces for vehicles equipped with
central couplers
Annex H gives information about the assessment methodology of endurable longitudinal compressive
forces of vehicles equipped with central couplers.
5.5 Special vehicle layout
5.5.1 Permanently coupled units consisting of two 2-axle wagons
For permanently coupled units consisting of two 2-axle wagons with standard ends at the end of the
unit:
— with standard end arrangement at the permanent coupled interface; or
— with 2 diagonal buffers and draw gear according to Figure D.1 at the permanent coupled interface;
each 2-axle wagon shall be assessed independently according to 5.1, 5.2 and 5.3, considering they are
equipped with standard ends.
If the height of the permanently coupled end is more than 100 mm below the outer ends, the minimum
axle load under the required endurable longitudinal compressive forces according to 5.2 and 5.3 on
straight track shall be at least 50 % of the minimum tare weight given in Figure C.1.
5.5.2 Permanently coupled units with a drawbar
For permanently coupled units consisting of wagons with standard ends at the end of the unit, each
wagon shall be assessed independently according to 5.1, 5.2 and 5.3, considering they are equipped
with standard ends.
Permanently coupled units with a drawbar of several 2-axle wagons are not dispensed from tests or
simulation tests.
Wagons with bogies can be equipped with drawbars without additional tests or simulations if the
drawbar and its implementation on the unit fulfil technical conditions:
— minimum distancer between articulation points;
— minimum static compressive str
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