Bsi bs en 15839 2012 + a1 2015

BS EN 15839:2012+A1:2015 BS EN 15839:2012 BSI Standards Publication Railway applications — Testing for the acceptance of running characteristics of railway vehicles — Freight wagons — Testing of running safety under longitudinal compressive forces BS EN 15839:2012+A1:2015 BRITISH STANDARD National foreword BS BS EN EN 15839:2012 15839:2012 BS EN EN 15839:2012 15839:2012 BS This British Standard is the UK implementation of EN 15839:2012+A1:2015 It supersedes BS EN 15839:2012, which is BRITISH BRITISH STANDARD STANDARD withdrawn BRITISH STANDARD BRITISH STANDARD The start and finish of text introduced or altered by amendment is indicated in the text by tags Tags indicating changes to CEN text National foreword National foreword carry the number of the CEN amendment For example, text altered National foreword National foreword National foreword This British StandardA1 is the UK implementation by CEN amendment is indicated by  of EN 15839:2012 This British Standard is the UK implementation of EN 15839:2012 This British Standard is the UK implementation of 15839:2012 This British Standard is the UK implementation of EN EN This British Standard is theusers' UK implementation EN 15839:2012 15839:2012 The UK committee draws attention to theofdistinction between The UK committee draws users' attention to the distinction between The UK committee draws users' attention to the distinction between normative and informative elements, as defined in Clause of the The UK committee draws users' attention to the distinction between The UK committee draws users' attention to the distinction between normative and informative elements, as defined in Clause of normative and informative elements, as defined in Clause of the the CEN/CENELEC Internal Regulations, Part normative and informative elements, as defined in Clause normative andInternal informative elements, as defined in Clause of of the the CEN/CENELEC Regulations, Part CEN/CENELEC Internal Regulations, Part Normative: Requirements conveyingPart criteria to be fulfilled if CEN/CENELEC Internal Regulations, CEN/CENELEC Internal Regulations, Part Normative: Requirements conveying criteria to be fulfilled if Normative: Requirements conveying criteria to be fulfilled if compliance with the document is to be claimed and from which no Normative: Requirements conveying criteria to fulfilled if Normative: Requirements conveying criteria to be be fulfilled if compliance with the document is to be claimed and from which no compliance with the document is to be claimed and from which no deviation is permitted compliance with the document is to be claimed and from which compliance with the document is to be claimed and from which no no deviation is permitted deviation is permitted Informative: Information intended to assist the understanding or use deviation is permitted deviation is permitted Informative: Information intended to assist the understanding or use Informative: Information intended to assist the understanding or use of the document Informative annexes not requirements, Informative: Information intended to the understanding or Informative: Information intended to assist assist thecontain understanding or use use of the document Informative annexes not contain requirements, of the document Informative annexes not contain requirements, except as optionalInformative requirements, and are not mandatory For of the document annexes not contain requirements, of the document Informative annexes not contain requirements, except as optional requirements, and are not For except as optional requirements, and are not mandatory mandatory For example, test method may contain but there no except as optional requirements, and are For except as a optional requirements, andrequirements, are not not mandatory mandatory For is example, a test method may contain requirements, but there is no example, a test method may contain requirements, but there is no need to comply with these requirements to claim compliance with example, a test method may contain requirements, but there is example, a test method may contain requirements, but there with is no no need to comply with these requirements to claim compliance need to comply with these requirements to claim compliance with the standard need to comply with these requirements to claim compliance with need to comply with these requirements to claim compliance with the standard the standard the the standard standard When rounded values require unit conversion for use in the UK, When rounded rounded values values require require unit unit conversion conversion for for use use in in the the UK, UK, When users are advised to use equivalent values rounded to in the nearest When rounded values require unit for the UK, When rounded values require unit conversion conversion for use use in the UK, users are advised to use equivalent values rounded to the nearest users are advised to use equivalent values rounded to the nearest whole number The use of absolute values for converted units should users are advised to use equivalent values rounded to the nearest users are advised to use equivalent values rounded to the nearest whole number The use of absolute values for converted units should whole number The use of absolute values for converted units should be avoided in these cases For the values used in this standard: whole number The use of absolute values for converted units whole number The use of For absolute values for in converted units should should be avoided in these cases the values used this standard: be avoided in these cases For the values used in this standard: be be avoided avoided in in these these cases cases For For the the values values used used in in this this standard: standard: km/h has an equivalent value of mile/h km/h km/h has has an an equivalent equivalent value value of of 3 mile/h mile/h 4 km/h km/h has has an an equivalent equivalent value value of of 3 mile/h mile/h km/h has an equivalent value of mile/h km/h km/h has has an an equivalent equivalent value value of of 5 mile/h mile/h 8 km/h km/h has has an an equivalent equivalent value value of of 5 mile/h mile/h The UK participation in its preparation was entrusted to Technical UK participation in preparation was entrusted Technical The in its its preparation was entrustedby to Technical The UK participation its preparation was to Technical Committee RAE/1/-/8, in Railway Applications -entrusted Vehicle/Track The UK participation in its preparation was entrusted to Technical The UK participation in its preparation was entrusted to Technical Committee RAE/1/-/8, Railway Applications Vehicle/Track RAE/1, Railway Applications, to Subcommittee RAE/1/-/8, Committee RAE/1/-/8, Railway Applications Vehicle/Track Interaction Committee RAE/1/-/8, Railway Applications Vehicle/Track Committee RAE/1/-/8, Railway Applications Vehicle/Track Interaction Railway Appications – Vehicle/track Interaction Interaction Interaction Interaction A list of organizations represented on this committee can be of organizations represented subcommittee can be A list represented on on this this committee can be A list of organizations this committee can be obtained on request torepresented its secretary.on A list of organizations represented on this committee can be A list of organizations represented on this committee can be obtained its secretary on request to its secretary obtained on request to secretary obtained on to its its secretary obtained on request request itspurport secretary This publication doesto not to include all the necessary This publication does not purport to include all the necessary This publication does not purport to include allfor the provisions of a contract Users are responsible itsnecessary correct This publication does not purport to include the necessary This publication does notUsers purport to include all allfor the necessary provisions of a contract are responsible its correct provisions of a contract Users are responsible for its correct application provisions of a contract Users are responsible for its provisions of a contract Users are responsible for its correct correct application application application application © The British Standards Institution 2012 Published by BSI Standards 2015 Published by © The British Standards Institution 2012 BSI Standards © The British Institution 2012 Limited 2012 Standards © The Standards Institution 2012 Published Published by by BSI BSI Standards Standards © The British British Standards Institution Limited 2012 Published by BSI Standards Limited 2012 2015 Published by BSI Standards Limited 2012 Limited 2012 Limited ISBN 9782012 580 72895 87958 ISBN 978 580 72895 ISBN 978 580 72895 ISBN 978 580 72895 ISBN 978 580 72895 ICS 45.060.20 ICS 45.060.20 ICS 45.060.20 ICS 45.060.20 ICS 45.060.20with a British Standard cannot confer immunity from Compliance Compliance with a British Standard cannot confer immunity from Compliance with legal obligations Compliance with a a British British Standard Standard cannot cannot confer confer immunity immunity from from Compliance with a British Standard cannot confer immunity from legal obligations legal obligations legal obligations obligations legal This British Standard was published under the authority of the This was published published under the authority ofthe the British Standard was under the authority of This British Standard published under the authority the Standards Policy and was Strategy Committee on 31 October of 2012 This British Standard was published under the authority of the This BritishPolicy Standard was published underon the authority of the Standards Strategy Committee on 31 October 2012 and Strategy Committee 30 November 2012 Standards Strategy Committee on 31 October 2012 Standards Policy and Strategy Committee on 31 October 2012 Standards Policy and Strategy Committee on 31 October 2012 Amendments issued since publication Amendments issued since Amendments issued since publication publication Amendments issued publication Amendments/corrigenda issued since publication Amendments issued since publication Date Textsince affected Date Text affected Date Text affected Date Text affected Date affected Date TextText affected Date 30 November 2015 Implementation of CEN amendment A1:2015 EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM ICS 45.060.20 EN 15839:2012+A1 October 2015 Supersedes EN 15839:2012 English Version Railway applications - Testing for the acceptance of running characteristics of railway vehicles - Freight wagons - Testing of running safety under longitudinal compressive forces Applications ferroviaires - Essais en vue de l'homologation du comportement dynamique des véhicules ferroviaires - Wagons - Vérification de la sécurité de circulation des wagons soumis des forces longitudinales de compression Bahnanwendungen - Prüfung für die fahrtechnische Zulassung von Eisenbahnfahrzeugen - Güterwagen Prüfung der Fahrsicherheit unter Längsdruckkräften This European Standard was approved by CEN on 27 July 2012 and includes Amendment approved by CEN on 31 August 2015 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, 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 United Kingdom EUROPEAN COMMITTEE FOR STANDARDIZATION COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels © 2015 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members Ref No EN 15839:2012+A1:2015 E BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) Contents Page European foreword Introduction Scope Normative references Terms and definitions Deviations from requirements Evaluation of the torsional coefficient of a car body c*t Condition for dispensation from tests or calculations regarding the safety against derailment on twisted track 7 7.1 7.2 7.2.1 7.2.2 7.2.3 7.2.4 7.3 Proof of the endurable longitudinal compressive force by propelling tests General Conditions for dispensation from tests General 2-axle wagons Permanently coupled units consisting of two 2-axle wagons Wagons with 2-axle bogies 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 Test Track 11 Test train 12 Execution of the tests 14 Measured values 15 Evaluation criteria used to evaluate the endurable longitudinal compressive force 16 Analysis 16 Documentation of results 17 7.3.1 7.3.2 7.3.3 7.3.4 7.3.5 7.3.6 7.3.7 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 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) 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 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 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) 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 of Directive 2004/50/EC For national or multilateral operations the infrastructure managers concerned may authorise variations to the defined conditions BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) 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 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 3) Due to their high tare mass and their short length, these wagons need no special investigation according to this standard 2) 4) These wagons are handled in UIC 530-2 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 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) 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 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 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 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) 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 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: ϑ  c t* = M t /   = ( M t / ϑ )l l where Mt ϑ l (1) is the torsional moment is the angle of torsion 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* 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) 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 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) 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 are fulfilled Table — Parameters to be met for dispensation from propelling tests for 2-axle vehicles Torsional coefficient (ct*) ct* ≥ 0,5 1010 kNmm2/rad Length over buffer (LoB) LoB < 14,1 m Distance between the axles (2a*) Overhang Minimum tare weight (t) Nominal wheel diameter (D) Type of running gear m ≤ 2a* ≤ 10 m Ovh ≥1,5 m 14,1 m ≤ LoB ≤ 15,5 m No limitation According to Figure at According to Figure 1, LoB = 14,1 and depending on depending on torsional torsional coefficient coefficient and LoB 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 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 730 mm ≤ D ≤ 000 mm Double link suspension and suspension "Niesky 2" as defined in prEN 16235:2011 Spherical radius of buffer head (RP), RP = 750 mm (or = 750 mm for diagonal buffers) nominal value (see also Annex B, Detail X) BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) Dimensions in metres Key entry of curve entry of reverse curve exit of curve exit of reverse curve Figure — Layout of the test track The test track is flat (i.e without installed cant) The track quality is equivalent to a track maintained normally The average gauge is between 450 mm to 465 mm Lateral track shift during the tests shall not occur Therefore, special lateral track fixing may be necessary 7.3.2 Test train 7.3.2.1 Standard configuration For the purpose of the tests, use shall be made of wagons with the following characteristics given in Table 12 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) Table — Conditions for the test wagon and flanking wagons during testing Typical example Type Leading wagon Test wagon Trailing wagon Fcs or Tds - Rs - 19,90 m 2-axle wagon Length over buffers: 9,64 m - Wheelbase: 6,00 m Axle Load Loaded approximately to Tare weight load limit Type of buffers Characteristic according to EN 15551:2009+A1:2010, Category A, end stroke force 590 kN, spherical buffer head surface RP = 500 mm Non rotating buffer head Distance between bogie pivots: - 4-axle bogie wagon 13,00 m Loaded approximately to load limit Vertical distance approx 80 mm between buffer Differences due to the tare to laden deflection of the test wagon are permissible centre lines of loaded flanking and empty test wagon Condition of surface Lightly greased before of buffer heads entering the measuring section in order to provide a low friction surface Previously used in revenue service without surface damage Type as specified for the wagon, Radius according to the specified buffer type Lightly greased before entering the measuring section in order to provide a low friction surface No visual wear of the surface at the beginning of the test Characteristic according EN 15551:2009+A1:2010, Category A, end stroke force 590 kN, spherical buffer head surface RP = 500 mm Non rotating buffer head Lightly greased before entering the measuring section in order to provide a low friction surface Previously used in revenue service without surface damage Coupling conditions The screw couplers between the test wagon and the flanking wagons are to be on straight track tightened in such a way that when on the straight track the buffer plates are in contact without pre-tensioning Figure shows an example of a test train with the above-mentioned standard configuration 13 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) Key locomotive !3 4-axle flanking wagon 10 11 intermediate wagon 2-axle flanking wagon" test wagon braking unit(s) (e.g group of wagons or locomotive) measuring coach direction of movement unbraked trainset braked trainset longitudinal force measuring device for FLxi Figure — Example for a test train configuration !It is essential that the 2-axle flanking wagon is operated in front of the test wagon." To determine the longitudinal compressive force, use shall be made of 2-axle or 4-axle intermediate wagons equipped at one end with a force measuring device 7.3.2.2 Supplementary configuration for 2-axle freight wagons with LoB ≥ 15,75 m For these wagons, an additional variant shall be investigated: In this case the (loaded) flanking wagons are characterised by the same geometric features (LoB and wheelbase) and shall be fitted with the same buffer type as the (empty) wagon to be examined The conditions for the surface of buffer heads and the coupling on straight track are the same as specified in Table 7.3.3 Execution of the tests The test train shall be propelled along the specified S-shaped curve at a speed of km/h to km/h with a longitudinal compressive force that remains approximately constant The tests shall be repeated with the longitudinal compressive force increased until one of the evaluation criteria mentioned under 7.3.5 is reached or exceeded If 280 kN is reached, without exceeding any of the evaluation criteria it does not need to be increased above this level For the acceptance of a wagon it is sufficient to show compliance with the criteria for the minimum required endurable longitudinal compressive force given in 7.1 At least 20 suitable tests are to be carried out for the determination of the linear regression line according to 7.3.6 with different longitudinal compressive forces In at least 10 of these tests, the minimum endurable longitudinal compressive force (2-axle freight wagons of 200 kN, bogied freight wagons of 240 kN) should be exceeded by about 10 % 14 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) Damage on the buffer head impact surfaces, which may occur during a test run, is to be removed prior to each new test run In the course of the 20 tests, five consecutive tests shall be carried out with the minimum endurable longitudinal compressive force without any damage which leads to changing the buffers or the need for buffer plate maintenance and without exceeding the criteria according to 7.3.5 Buffer-plate pairs shall be replaced where, as a result of abrasion or deformation, results obtained differ considerably from those previously recorded 7.3.4 Measured values 7.3.4.1 Measurements during the tests As a minimum, the following values shall be measured and recorded during the tests: — longitudinal compressive force FLXi in the test train; — wheel elevation dzij of all wheels on the test wagon; — lateral forces on axle-boxes Hi of all wheelsets of the test wagon; — deformation of axle guards dyAij of all wheels on the test wagon (only on freight wagons fitted with axle guards); — lateral displacements dyP1, dyP2 of the buffers between the flanking wagons and test wagon; — recording of track markers (see Figure 6); — distance along the track (e.g m marker) Key running direction 2-axle flanking wagon 4-axle flanking wagon track marker recording (example) Figure — Arrangement of measuring devices during the test 15 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) 7.3.4.2 Other measurements — Measurement of the static force-deflection characteristic of the buffers of the flanking wagons and the test wagon in order to verify the correct test conditions (see Table 3); — measurements of the track geometry before and after the tests in order to verify that the track conditions were compliant with 7.3.1; — inspection of the vehicle condition before and after the test in order to detect possible damage (e.g measurements of the lateral and longitudinal clearances between axlebox and axle guard); — measurements of the buffer heights above rail level on the flanking wagons and the test wagon in order to verify the required height difference (see Table 3) 7.3.5 Evaluation criteria used to evaluate the endurable longitudinal compressive force The endurable longitudinal compressive force is defined by reaching one of the following limits: — elevation of a non-guiding wheel dzij,lim = 50 mm over a distance of ≥ m; — axle-guard deformation dyAij,lim = 22 mm bar; 5) measured 380 mm from the lower edge of the sole- — lateral axle box force Hlim (2m) = 25 + 0,6 x 2Q0 (kN) with Q0 = mean wheel force on rail; — minimum horizontal overlap of buffer plates dyP,lim = 25 mm; — when using the supplementary train configuration for long 2-axle freight wagons (see 7.3.2.2): climbing of guiding wheels dzij,lim = mm 7.3.6 Analysis For each test, it is necessary to evaluate: — Hi dzij value sustained over a distance of m; — FLX; — dyAij (for 2-axle wagons with guards); — dyp; when using the supplementary train configuration for long 2-axle freight wagons (see 7.3.2.2): dzij as a value of the climbing of the guiding wheel The values calculated shall be presented in graphical form as a function of the longitudinal compressive force FLX 5) 16 Evaluation and analysis only for 2-axle wagons with guards This limit applies to standardised axle guard defined in UIC 517 and may be modified for other designs BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) In order to calculate the permissible longitudinal compressive force, the linear regression line formulas shall be defined for the quantities to be measured dzij, dyAij, dyP and Hi in a relevant range, where a linear dependency is obvious The permissible longitudinal compressive force shall be defined as the value found on the abscissa for the point of intersection between the linear regression line and the evaluation criterion (see Figure 7) Figure — Regression analysis dz in millimetres The evaluation criterion giving the lowest value for FLXsus shall determine the permissible longitudinal compressive forces 7.3.7 Documentation of results 7.3.7.1 General The results of the propelling tests shall be included in a report with the following information It is recommended that the test report is copied to a central database (at the moment at UIC) in order to create a basis for future test dispensations using a reference vehicle according to 7.2.1 7.3.7.2 Characteristics of the track on which the tests were carried out For the three sections of the test track (left-hand curve, straight track section and right-hand curve) the following parameters shall be listed: — mean curve radius (in metres); — length of section (in metres); — mean track gauge (in millimetres) 7.3.7.3 Characteristics of the test wagon The test wagon shall be described using the following parameters: — length over buffers (in metres); — wheelbase (in metres); — tare (in tons); 17 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) — torsional coefficient ct* of the wagon body (in kNmm2/rad); — diameter of the wheel (mm); — type of axle guard; — type of suspension (spring); — stiffness of suspension cz1 and cz2 (kN/mm); — type of buffers; — buffer plate radius (mm); — difference between the heights of the buffer centre-lines on the flanking wagons and the test wagon (mm) 7.3.7.4 Test results The report shall contain the following results: — minimum endurable longitudinal compressive force determined as FLXsus (kN); — evaluation criterion decisive for the determination of FLXsus; — analysis according to 7.3.6; — number of tests; — number of tests with wheel elevations; — number of tests with wheel elevations > 40 mm; — necessity of buffer replacements and reason; — if applicable: lateral track displacement and its amount 18 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) Annex A (normative) Symbols Table A.1 contains a summary of the symbols of the quantities and characteristic figures for testing of the running safety of freight wagons under longitudinal compressive forces as well as supplementary information and terms Table A.1 — Symbols Symbol Significance Symbol Significance Wheelset j Wheel (vehicle side, 1: right, 2: left) Partial system, vehicle body ylim Assessment values ysus Limit value dzij Wheel lift, wheel ij FLxi Longitudinal compressive force, measured on side I dyPi Lateral displacements of buffers, end I Y/Q quotient of guiding force/wheel force Reference system on vehicle x, y, z i Direction of co-ordinates General symbols (represented using the example of the quantity y) y* dy dyAij Difference Deformation of axle guard, wheel, ij Hi Other quantities 2a* 2bA D LoB Ovh ct* Endurable value Lateral axle box force, wheelset I Vehicle Test of torsional coefficient Distance between wheelsets (2-axle veh.), 2bFi Distance between bogies (bogie vehicles) Base of force measurement Lateral Distance between wheel rail contact 2bh points Nominal wheel diameter dhij Length over buffer Fij Torsional coefficient of car body l Distance between coupling plane and centre of adjacent running gear Mt ϑ Base of deflection measurement Vertical deflection Support load Distorted length Torque Torque angle 19 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) Annex B (normative) Design characteristics of standardised interface of permanent coupled units with diagonal buffers for dispensation from propelling tests Key 105 mm stroke buffer in accordance with EN 15551:2009+A1:2010 draw bar with shackle device and joint pin in accordance with EN 15566 spring in accordance with EN 15566 NOTE 20 Buffer plungers may be replaced by the type of plunger shown in the diagram support plate in accordance with EN 15566 general coupling wearing plate Figure B.1 — Permanently coupled wagons close coupling (complete unit) BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) Annex C (informative) Tests for determination of the torsional coefficient ct* of a car body C.1 Force-deflection measurement directly at the car body The car body is supported in four points, ideally the side bearers are used If the car body can be regarded as torsionally homogeneous, other points nearby may be used, for example the support points for rerailing In any case, the actual measurement locations should be used for the formula above Figure C.1 shows the nomenclature of the support points Figure C.1 — Nomenclature of the supporting points 1) Method 1: All support forces Fij are measured and a torsional angle is applied by lifting and lowering one of the supports returning back to the initial position The vertical deflection dh2j of the moved point 2j is measured near to the related supporting point This test is performed continuously or in small steps up to the test twist defined in the test conditions for safety against derailment on twisted track (Method 2) according to EN 14363 or until one support is completely unloaded The torque and the angle for Formula (1) is calculated by the following formulas: M t = ((F11 − F12 )bF1 − (F21 − F22 )bF2 ) / ϑ = dh2j / 2bh (C.1) (C.2) 2) Method 2: All support forces Fij are measured and a torsional angle is applied at one end by lifting one support 2j and lowering the one on the opposite side at the same end by approximately the same amount returning to the initial position The test is performed continuously or in small steps up to the test twist defined in the test conditions for safety against derailment on twisted track (Method 2) according to EN 14363 or until one point is completely unloaded The related vertical deflections dh21 and dh22 is measured 21 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) The torque and the angle for Formula (1) is calculated by the following formulas: M t = ((F11 − F12 )bF1 − (F21 − F22 )bF2 ) / ϑ = ( dh21 + dh22 ) / 2bh (C.3) (C.4) 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 The free movements and suspension deflections are blocked, ensuring the vehicle remains in the initial level, in order to create a rigid support system In this case the longitudinal base l in Formula (1) becomes the axle distance or bogie distance 2a* and the lateral bases 2bh and 2bFi become the lateral distance between the wheel rail contact points 2bA One of the methods described in C.1 is applied by analogy using the contact points at the wheels as supporting points If a bogie vehicle is investigated, the sum of the two wheels of one bogie on one vehicle side is used as support force 22 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) !deleted text" 23 BS EN 15839:2012+A1:2015 EN 15839:2012+A1:2015 (E) Bibliography [1] [2] [3] UIC 517, Wagons — Suspension gear — Standardisation UIC 522, Technical conditions to be fulfilled by the automatic coupler of the UIC and OSJD Member Railways UIC 530-1, Constructional conditions for wagons to be observed with a view to fitting the automatic coupler of the Member Railways of the UIC and OSJD respectively [4] UIC 530-2:2008, Wagons — Running safety [6] UIC 571-4:2004, Standard wagons — Ordinary two-axle wagons — Characteristics [5] [7] UIC 571-1, Standard wagons — Ordinary two-axle wagons — Characteristics REPORT O.R.E B12/RP 40 (1984), Propelling tests with long two-axled wagons [8] ORE - B 55, Report No (Final report) (1983), Conditions for negotiating track twists — Recommended values for the track twist and cant — Calculation and measurement of the relevant vehicle parameters — Vehicle testing [9] ORE – B12, Report 40, Propelling tests with long two-axled wagons [11] REPORT O.R.E B125/RP (1977), Commentary on interim report RP [10] [12] [13] [14] [15] [16] REPORT O.R.E B125/RP (1977), Longitudinal compressive forces for wagons — Methods for calculating permissible longitudinal compressive forces for wagons ERRI Document DT 135, A.5.0 (1995), Allgemein verwendbare Berechnungsmethoden für die Entwicklung neuer Güterwagenbauarten oder neuer Güterwagendrehgestelle (only available in French and German) ERRI Document DT 388 (2001), Approximate determination of the permissible longitudinal compressive force for two-axled wagons ERRI Report B 12/RP 49 (1991), Bases of calculation for preparing the set of diagrams for UIC Leaflet 530-2 REPORT E.R.R.I B12/RP 55 (1994), Pushing tests on long 2-axled wagons with buffer head radii Rh = 500 mm and Rv = 750 mm REPORT E.R.R.I B12/RP 69 (1998), Propelling tests to establish the LCF that can be sustained by bogie wagons [17] REPORT E.R.R.I B12/RP 70 (1999), Pushing tests to determine the maximum permissible longitudinal compressive forces for bogie wagons [18] Directive 2004/50/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 29 April 2004 amending Council Directive 96/48/EC on the interoperability of the trans-European highspeed rail system and Directive 2001/16/EC of the European Parliament and of the Council on the interoperability of the trans-European conventional rail system, OJ L 164, 30.4.2004, p 114163 24 This page deliberately left blank NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW British Standards Institution (BSI) BSI is the national body responsible for preparing British Standards and other standards-related publications, information and services BSI is incorporated by Royal Charter British Standards and other standardization products 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