EUROPEAN STANDARD NORME EUROPEENNE EUROPAISCHE NORM

ICS 45.060.01

EN 12663 July2000

English version
Railway applications

Structural requirements of railway vehicle bodies

This European Standard was approved by CEN on 2000-01-14. 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 Central Secretariat or to any CEN member. The European Standards exist 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 Central Secretariat has the same status as the official versions. CEN members are the national standards bodies of Austria, Belgium, the Czech Republic, Denmark, Finland, France, Germany, Greece, Iceland, Ireland, Italy, Luxembourg, the Netherlands, Norway, Portugal, Spain, Sweden, Switzerland, and the United Kingdom.

CEN
European Committee for Standardization Comit Europen de Normalisation Europaisches Komitee fur Normung Central Secretariat: rue de Stassart 36, B-1050 Brussels

2000.CEN-All rights of exploitation in any form and by any means Ref.No. EN12663:2000 E reserved worldwide for CEN national members.

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Contents Foreword 2 Introduction 2 1 Scope 3 2 Definitions 3 2.1 Railway vehicle body 3 2.2 Operator of railway vehicles 3 2.3 Designer of railway vehicles 3 2.4 Vehicle masses 4 2.5 Coordinate system 4 3 Structural requirements 5 3.1 General 5 3.2 Categories of railway vehicles 6 3.3 Uncertainties in railway design parameters 7 3.4 Demonstration of static strength and structural stability 9 3.5 Demonstration of stiffness 11 3.6 Demonstration of fatigue strength 11 4 Design load cases 13 4.1 General 13 4.2 Longitudinal static loads for the vehicle body 13 4.3 Vertical static loads for the vehicle body 15 4.4 Superposition of static load cases for the vehicle body 16 4.5 Proof load cases for equipment attachments 17 4.6 General fatigue load cases for the vehicle body 18 4.7 Fatigue loads at interfaces 21 4.8 Combination of fatigue load cases 22 4.9 Modes of vibration 22 4.10 Other design loads 23 5 Permissible stresses for materials 23 5.1 Static strength 23 5.2 Fatigue strength 23 6 Requirements of strength demonstration tests 24 6.1 Objectives 24 6.2 Proof load tests 24 6.3 Service or fatigue load tests 25 6.4 Vibration tests 26 6.5 Impact tests 26 Annex A (informative): Clauses of this European Standard addressing essential requirements or other provisions of EU Directives A 26
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Foreword
This European Standard has been prepared by Technical Committee CENTC 256 Railway applications, the secretariat of which is held by DIN. CENTC 256 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 January 2001, and conflicting national standards shall be withdrawn at the latest by January 2001. 2001 1 2001 1 This European Standard has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive(s). CEN According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Czech Republic, Denmark, Finland, France, Germany, Greece, Iceland, Ireland, Italy, Luxembourg, Netherlands, Norway, Portugal, Spain, Sweden, Switzerland and the United Kingdom. CEN/CENELEC

Introduction
The structural design of railway vehicle bodies depends on the loads they are subject to and the characteristics of the materials they are manufactured from. Within the scope of this European Standard, it is intended to provide a uniform basis for the structural design of the vehicle body. The loading requirements for the vehicle body structural design and testing are based on proven experience supported by the evaluation of experimental data and published information. The aim of this European Standard is to allow the designer freedom to optimize his design whilst maintaining requisite levels of safety. This European Standard defines no specific arithmetical techniques in order not to affect the developments in analysis methods and permit innovative developments by vehicle designers and operators. Changes due to advances in scientific knowledge and technology will be taken into account at suitable intervals through revisions and/or supplements. /

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1.

Scope

This European Standard defines minimum structural requirements for railway vehicle bodies. This European Standard specifies the loads vehicle bodies shall be capable of sustaining, identifies how material data shall be used and presents the principles to be used for design verification by analysis and testing. The railway vehicles are divided into categories which are defined only with respect to the structural requirements of the vehicle bodies. These structural requirements should not be confused with operating requirements. It is the responsibility of the operator to decide as to which structural category railway vehicles shall be designed. Some vehicles may not fit into any of the defined categories; the structural requirements for such railway vehicles should be specified by the operator using the principles presented in this European Standard. The standard applies to all railway vehicles within the EU and EFTA territories. The specified requirements assume operating conditions and circumstances such as are prevalent in these countries.

2.

Definitions

For the purpose of this European Standard, the following definitions apply:

2.1 Railway vehicle body

It comprises the main load carrying structure above the suspension units. It includes all components which are affixed to this structure which contribute directly to its strength, stiffness and stability. NOTE: Mechanical equipment and other mounted parts are not considered to be part of the vehicle body though their attachments to it are.

2.2 Operator of railway vehicles

The organisation which has the responsibility for defining the technical requirements for the railway vehicle in order that it will perform the intended operation in consideration of acceptance criteria.

2.3 Designer of railway vehicles

The organisation which has responsibility for designing the railway vehicle to satisfy the technical requirements of the operator.
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2.4 Vehicle masses 2.4.1 Mass of the vehicle body in working order m1 m1
The mass in working order m1 consists of the completely assembled vehicle body with all mounted parts. This includes the full operating reserves of water, sand, fuel, foodstuffs etc. and the overall weight of staff. m1

2.4.2 Maximum payload m2 m2

The maximum payload m2 is to be determined dependent on the type of vehicle. For freight vehicles, it corresponds to the allowed mass of the goods. For passenger rolling stock, it depends on the number of seats for passengers and on the number of passengers per m2 in the standing areas. These values are fixed by the operator, taking into account any statutory regulations, and give the mass for the payload and the number of passengers which are allowed to be transported in these vehicles. m2 Typical weights for passengers: - long distance - - commuter/suburban - / Typical passenger densities in standing areas: - long distance - - commuter/suburban - / Typical luggage area loading: 2 to 4 passenger per m2 2 4 /m2 5 to 10 passengers per m2. 5 10 /m2 80 kg per passenger with luggage; 80kg 70 kg per passenger. 80kg

300 kg per m2. 300kg/m2

2.4.3 Mass of the bogie or running gear m3 m3

The mass of one bogie or running gear m3 is the mass of all equipment below and including the body suspension. The mass of linking elements between vehicle body and bogie or running gear shall be apportioned between m1 and m3. m3 m1 m3

2.5 Coordinate system

The coordinate system is shown in Figure 1 . The positive direction of the x-axis (corresponding to vehicle longitudinal axis) is in the direction of movement. The y-axis (corresponding to vehicle transverse axis) is in the horizontal plane. The positive direction of the z-axis (corresponding to vehicle vertical axis) points upwards.
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1 x-y- z-

Figure 1 - Vehicle coordinate system

1-

3 Structural requirements 3.1 General

Railway vehicle bodies shall withstand the maximum loads consistent with their operational requirements and achieve the required service life under normal operating conditions with an adequate probability of survival. The capability of the railway vehicle body to not sustain permanent deformation and fracture shall be demonstrated by calculation and/or testing (see clause 6). The assessment shall be based on the following criteria: / 6 a) Exceptional loading defining the maximum loading which shall be sustained and a full operational condition maintained; a) b) Acceptable margin of safety, such that if the exceptional load is exceeded, catastrophic fracture or collapse will not occur; b) c) Stiffness, such that the deformation under load and the natural frequencies of the structure meet limits as determined by the operational requirements; c) d) Service or cyclic loads being sustained for the specified life without detriment to the structural safety.
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d) The operator shall supply data defining the expected service conditions. In conjunction with the operator, it is the task of the designer to identify all significant load cases in a meaningful way from these data and to ensure that the design satisfies them. Where a vehicle body is a development of an earlier design for which the safety has been demonstrated, and similar service conditions apply, then earlier data may be used, supported by comparative evidence. Areas of significant change shall be re-analysed and/or tested. The requirements of this European Standard are based on the use of metallic materials and requirements defined in 3.4.2, 3.4.3 and 3.6 and clauses 5 and 6 are specifically applicable only to such materials. If different (nonmetallic) materials are being used, then the basic principles of this standard shall still be applied. The designer shall ensure that he has suitable data to represent the performance of the materials. He shall adopt methods and requirements such that they are applied in a manner consistent with the current state of knowledge. 3.4.2, 3.4.3, 3.6 5, 6 The load cases used as the basis of vehicle body design shall comprise the relevant cases listed in clause 4. 4 All formal parameters are expressed as SI basic units and units derived from SI basic units. The gravitational acceleration g is -9,81 m/s2. g -9,81 m/s2

3.2 Categories of railway vehicles 3.2.1 Structural categories

For the application of this European Standard, all railway vehicles are classified in categories. The classification of the different categories of railway vehicles is based only upon the structural requirements of the vehicle bodies. It is the responsibility of the operators to decide as to which category railway vehicles shall be designed. There will be differences between operators. This is to be expected and should not be considered as conflicting with this European Standard. Some railway vehicles may not fit into any of the defined categories. The structural requirements for such railway vehicles should be specified by the operator using the principles presented in this standard. Due to the specific nature of their construction and different design objectives there are two main groups, namely freight vehicles (F) and passenger vehicles including locomotives (P). The two groups may be subdivided further into categories according to their structural requirements. FP
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The choice of category from the clauses below shall be based on the structural requirements as defined in the tables in clause 4. These structural requirements should not be confused with the operating requirements. The track gauge is also not a determinant for the choice of category. 4

3.2.2 Freight vehicles

All vehicles in this group are used for the transportation of goods. Two categories have been defined: - Category F-I e.g. vehicles which can be shunted without restriction; - F-I - Category F-Il e.g. vehicles excluded from hump and loose shunting. - F-Il

3.2.3 Passenger vehicles and locomotives

To this group belong all types of railway vehicles intended for the transport of passengers, ranging from main line vehicles, suburban and urban transit stock to tramways. Also included are locomotives and power units. Passenger vehicles are divided into five structural design categories into which all vehicles may be allocated. The five categories are listed below, with an indication of the types of vehicle generally associated with each: - Category P-I e.g. Coaches and locomotives; - P-I - Category P-Il e.g. Fixed units; - Category P-Il - Category P-Ill e.g. Underground and rapid transit vehicles; - Category P-Ill - Category P-IV e.g. Light duty metro and heavy duty tramway vehicles; - Category P-IV - Category P-V e.g. Tramway vehicles. - Category P-V

3.3 Uncertainties in railway design parameters 3.3.1 Loads

All loads used as the basis for vehicle body design shall incorporate any necessary allowance for uncertainties in their values. The loads specified in clause 4 include this allowance. 4

3.3.2 Material
For design purposes, the minimum material property values as defined by the material specification shall be used.
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Where the material properties are affected, for example, by - rate of loading; - - time (e.g. by material ageing); - - environment (moisture absorption, temperature etc.); - - welding or other manufacturing processes - appropriate new minimum values shall be determined. Similarly, the S-N curve used to represent the fatigue behaviour of material shall incorporate the above effects and shall represent the lower bound of data scatter as defined in 5.2. S-N 5.2

3.3.3 Uncertainty factors

The following factors introduce uncertainty into the design process: a) Dimensional tolerances It is normally acceptable to base calculations on the nominal component dimensions. It is necessary to consider minimum dimensions only if significant reductions in thickness (due to wear etc.) are inherent in the operation of the component. Adequate protection against corrosion will be an integral part of the vehicle specification. The loss of material by this cause may normally be neglected. b) Manufacturing process The performance characteristics exhibited by material in actual components may differ from those derived from test samples. Such differences are due to variations in the manufacturing processes and workmanship, which cannot be detected in any practicable quality control procedure. c) Analytical accuracy Every analytical procedure incorporates approximations and simplifications. It is incumbent on the designer to be consciously conservative in the application of analytical procedures to the design. The uncertainties described in a) and b) may be allowed for by incorporating a safety factor into the design process. This uncertainty factor designated S shall be applied when comparing the calculated stresses to the permissible stress. a) b)
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3.4 Demonstration of static strength and structural stability 3.4.1 Requirement

It shall be demonstrated by calculation and/or testing, that no permanent deformation or fracture of the structure as a whole, or of any individual element, will occur under the prescribed design load cases. The requirement shall be achieved by satisfying 3.3.2 and, if the design is also limited by the conditions of 3.4.3 and 3.4.4 these shall be satisfied as well. / 3.3.2 3.4.3 3.4.4

3.4.2 Yield or proof strength

Where the design is verified only by calculation, S1 shall be 1,15 for each individual load case. S1 may be taken as 1,0 subject to agreement between designer and operator where: S1 1.15 S1 1.0 - the design load cases are to be verified by test or - - the uncertainties mentioned in 3.3.3 can be shown to be very low or - 3.3.3 - the superposition of load cases is demonstrated by calculation (see 4.4). - 4.4 Under the static load cases as defined in 4.1 to 4.5, the ratio of permissible stress to calculated stress shall be greater than or equal to S1. 4.1 4.5 S1

where: R is the material yield (Re) or 0,2% proof stress, (Rp02) in N/mm2 R (Re) 0,2% (Rp02) N/mm2 c is the calculated stress, in N/mm2. c N/mm2 In determining the stress levels in ductile materials, it is not necessary to take into account features producing local stress concentration. If the analysis does incorporate local stress concentrations, then it is permissible for the theoretical stress to exceed the material yield or 0,2% proof limit. The areas of local plastic deformation associated with stress concentrations shall be sufficiently small so as not to cause any significant permanent deformation when the load is removed. 0,2%

3.4.3 Ultimate strength

It is necessary to provide a margin of safety between the maximum design load and the failure
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load. This is achieved by introducing a safety factor, S2, such that the ratio between material ultimate stress and calculated stress shall be greater than or equal to S2 . S2 S2
*

where: Rm is the material ultimate stress, in N/mm2 Rm N/mm2 c is the calculated stress, in N/mm2. c N/mm2 Usually S2=1.5, but the factor may be reduced when at least one of the following conditions is fulfilled: S2=1.5 a) there are alternative load paths; a) b) for parts of the structure which are specifically designed to collapse in a controlled manner; b) c) the calculations are sufficiently detailed to give high confidence in the performance of the critical areas of the structure. c) The treatment of stress concentration as indicated in 3.4.2 also applies in this case. However, the effect of stress concentration shall be considered in more detail for brittle materials where local plastic yielding, as a mechanism for stress redistribution at the concentration, does not occur. 3.4.2 A reduction in the value of S2 shall be agreed between the operator and designer. S2

3.4.4 Stability
Local instability, in the form of elastic buckling, is permissible provided alternative load paths exist and the yield or proof criteria are met. The vehicle structure shall have a margin of safety against instability leading to general structural failure. This is to be achieved by ensuring that the ratio of the critical buckling stress to the calculated stresses shall be greater than or equal to S3: S3

S2 incorporates the uncertainty factor S1. S2 S1 EN126632000 10

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where: cb is the critical buckling stress, in N/mm2 cb N/mm2 c is the calculated stress, in N/mm2 c N/mm2 Usually S3=1 ,5, but the factor may be reduced if the structure is specifically designed to collapse in a controlled manner. A reduction in the value of S3 shall be agreed between the operator and designer. S3=1.5S3

3.5 Demonstration of stiffness

Stiffness limits ensure that the vehicle body remains within its required space envelope and unacceptable dynamic responses are avoided. The required stiffness may be defined in terms of an allowable deformation under a prescribed load or as a minimum frequency of vibration. The requirements may apply to the complete vehicle body or to specific components or sub-assemblies. Any additional specific requirements shall be agreed between the operator and designer.

3.6 Demonstration of fatigue strength 3.6.1 General

The structures of railway vehicle bodies are subjected to a very large number of dynamic loads of varying magnitude during their operational life. The effects of these loads are most apparent at critical features in the vehicle body structure. Examples of such features are: a) Points of load input (including equipment attachments); a) b) Joints between structural members (e.g. welds, bolted connections); b) c) Changes in geometry giving rise to stress concentrations (e.g. door and window corners). c) The identification of these critical features is essential. This is achieved by the designers experience in conjunction with the results of structural analysis or tests. Detailed examination of local features may be necessary. It is possible to demonstrate the fatigue strength by two different calculation methods:
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a) Endurance limit approach (see 3.6.2.1); a) 3.6.2.1 b) Cumulative damage approach (see 3.6.2.2). b) 3.6.2.2 The nature and quality of the available data influence the choice of method to be used as described in 3.6.2. The methods to be used shall be agreed between designer and operator. 3.6.2 Provided the dynamic load cases which are being examined in the fatigue analysis already include allowance for any uncertainty and provided the minimum material properties are used as described in 5.2, no additional safety factors are necessary in these calculations. 5.2 Test methods to demonstrate the fatigue performance or to verify the calculations results are described in 6.3. 6.3

3.6.2 Methods of calculation 3.6.2.1 Endurance limit approach

This approach is acceptable where the material data show that an endurance limit exists. The endurance limit is a stress level at which, provided all dynamic stress cycles remain below it, no fatigue damage will occur. The required fatigue strength is demonstrated provided the stress, due to all appropriate combinations of the fatigue load cases defined in 4.6 to 4.8, remains below the endurance limit. 4.6 4.8

3.6.2.2 Cumulative damage approach

This approach should be used when it is inappropriate to maintain the stress level below the endurance limit for all relevant load combinations, or when no material endurance limit can be defined. Representative histories for each case of the load sources as defined in 4.6 to 4.8 shall be expressed in terms of magnitude and number of cycles. Due regard shall be given to combinations of loads which act in unison. The damage due to each such case in turn is then assessed, using an appropriate material S-N diagram (Whler Curve), and the total damage determined in accordance with an established damage accumulation hypothesis (such as Palmgren-Miner). 4.6 4.8 S-N Whler Palmgren-Miner It is permissible to simplify the load histories and combinations, provided this is carried out in a manner appropriate to the nature of the requirement and which does not affect the validity of the results.
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4 Design load cases 4.1 General

This clause defines the load cases to be used for the design of railway vehicle bodies. It contains static loads representing exceptional conditions as defined in 3.1 a) and fatigue load conditions as in 3.1 d). 3.1 a) 3.1 d) Nominal values for each load case are given in the associated tables for each category of vehicle. The values represent the normal minimum requirements. If an operator considers a higher value necessary to achieve safe operation on his system, then he shall specify this requirement. For specific operational conditions or design features, a lower value is acceptable if a well founded technical justification is presented. In addition to the load cases specified in tables 1 to 19, and any additional requirements or variations specified by the operator, it is the responsibility of the designer to ensure that the design can sustain any other relevant static or dynamic loads which arise from the design of the vehicle (e. g. engine torque, brake system forces). 1 19

4.2 Longitudinal static loads for the vehicle body 4.2.1 Compressive forces in buffer andor coupling area
Table 1 - Compressive force at buffer level andor coupler level 1/ Freight vehicles Category Category F-I F-Il 2000 1200 Passenger rolling stock Category Category Category P-lI P-Ill P-IV 1500 800 400

Force in kN kN

Category P-I 2000

Category P-V 200

Table 2 - Compressive force below buffer andor coupling level 2/ Force in kN kN Freight vehicles Passenger rolling stock Category Category Category Category Category Category Category F-I F-Il P-I P-lI P-Ill P-IV P-V 1500 a 900a a 50 mm below buffer centre line. a 50mm

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Table 3 - Compressive force applied diagonally at buffer level (if side buffers are fitted) 3 Force in kN kN Freight vehicles Passenger rolling stock Category Category Category Category Category Category Category F-I F-Il P-I P-lI P-Ill P-IV P-V 400 500 500

Table 4 - Tensile force in coupler area 4 Freight vehicles Category Category F-I F-Il 1000 a 1000a
a

Force in kN kN

Category P-I 1000a

Passenger rolling stock Category Category Category P-lI P-Ill P-IV b b 1000

Category P-V
b

A higher force (e.g. 1500 kN) may be necessary for certain types of coupling. 1500kN The tensile force shall be agreed by the operator and designer to meet the required duty.

4.2.2 Compressive forces in end wall area

The compressive force specified in tables 5, 6 and 7 shall be reacted at coupler/buffer level at the opposite end of the vehicle body. 567 Table 5 - Compressive force 150 mm above the top of the structural floor at head stock 5 150mm Force in kN kN Freight vehicles Passenger rolling stock Category Category Category Category Category Category Category F-I F-Il P-I P-lI P-Ill P-IV P-V b b b 400a 400
a

Not for locomotives with middle drivers cab.

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Table 6 - Compressive force at the level of the waistrail (window sill) 6 Force in kN kN Freight vehicles Passenger rolling stock Category Category Category Category Category Category Category F-I F-Il P-I P-lI P-Ill P-IV P-V 300 a b 300 b 300 b a Optional for locomotives with middle drivers cab b At the drivers cab this load shall be distributed across the window sill

Table 7 - Compressive force at the level of the cant rail 7 Freight vehicles Category Category F-I F-Il a Not for locomotives Passenger rolling stock Category Category Category P-lI P-Ill P-IV 300 150

Force in kN kN

Category P-I 300 a

Category P-V

4.3 Vertical static loads for the vehicle body 4.3.1 Maximum operating load
Table 8- Maximum operating load 8

Load in N N

Freight vehicles Passenger rolling stock Category Category Category Category Category Category Category F-I F-Il P-I P-lI P-Ill P-IV P-V a b 1.95g(m1+m2) 1.3g(m1+m2) 1.2g(m1+m2) b a If a design code is used in which the permissible stress is reduced by a safety factor of 1,5 (base material) or 1,65 (weld or stress concentration zone) then the factor 1,95 shall be reduced to 1,3. 1.5 1.65 1.95 1.3 b For air suspension with a safety system which indicates a suspension fault, resulting in restricted operation, the factor 1,2 instead of 1,3 may be used for Category P-Ill vehicles P-Ill 1.2 1.3

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4.3.2 Lifting
The forces in the tables 9 and 10 represent the lifted masses and act through the centres of those masses. The formulae are given for a two-bogie vehicle. The same principle shall be used for railway vehicles with other suspension configurations. 9 10 The mass to be lifted may not include the full payload or bogies in some operational requirements. In such cases, the values of m2 and m3 in the following tables shall be set to zero or reduced to the specified value. m2 m3 Table 9 - Lifting at one end of the vehicle at the specified lifting positions 9 Load in N N Freight vehicles Passenger rolling stock Category Category Category Category Category Category Category F-I F-Il P-I P-lI P-Ill P-IV P-V 1.1g(m1+m2+m3) 1.1g(m1+ m3)

Table 10 - Lifting the whole vehicle at the specified lifting positions 10 Freight vehicles Category Category F-I F-Il 1.1g(m1+m2+2m3) Passenger rolling stock Category Category Category P-lI P-Ill P-IV 1.1g(m1+ 2m3)

Load in N N

Category P-I

Category P-V

4.3.3 Lifting with displaced support

The load case of table 10 shall be considered with one of the lifting points displaced vertically relative to the plane of the other three supporting points. The degree of offset shall be defined by the operator. 10

4.4 Superposition of static load cases for the vehicle body

In order to demonstrate a satisfactory static strength, the designer shall consider as a minimum the superposition of static load cases as indicated in table 11. 11 Each part of the structure shall satisfy the criteria of 3.4 under the worst combination of the load cases specified below. 3.4

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Table 11 - Superposition of static load cases for the vehicle body 11 Superposition Cases Freight vehicles Category F-I, F-Il table 1 and g(m1+m2) 1 g(m1+m2) table 2 and g(m1+m2) 2 g(m1+m2) table 1 and gm1 1 gm1 table 4 and g(m1+m2) 4 g(m1+m2) table 4 and gm1 4 gm1

Load in N N Passenger rolling stock Category P-I, P-Il, P-Ill, P-IV, P-V table 1 and g(m1+m2) 1 g(m1+m2) table 1 and gm1 1 gm1 table 4 and g(m1+m2) 4 g(m1+m2) table 4 and gm1 4 gm1

Compressive force and vertical load Compressive force and min. vertical load Tensile force and vertical load Tensile force and min. vertical load

4.5 Proof load cases for equipment attachments

In order to calculate the forces on the fastenings during operation of the vehicle, the masses of the components are to be multiplied by the specified accelerations in tables 12, 13 and 14. The load cases shall be applied individually. As a minimum additional requirement, the loads resulting from the accelerations defined in tables 12 or 13 shall be considered separately in combination with the load due to 1g vertical acceleration and the maximum loads which the equipment itself may generate. If the mass of the equipment, or its method of mounting, is such that it may modify the dynamic behaviour of the vehicle, then the suitability of the specified accelerations shall be investigated. The body to bogie connection shall sustain independently the maximum loads arising from: 121314 12 13 1g a) the maximum bogie acceleration in the x-direction according to table 12; a) x- 12 b) the maximum lateral acceleration of the vehicle body according to table 13; b) 13 c) the vertical loads arising if it is required to lift the body with the bogie according to table 14. c) 14

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Table 12 - Accelerations in x-directlon 12 x- Freight vehicles Category Category F-I F-Il 5g

a

Acceleration in m/s2 m/s2

Category P-I 5g a

Passenger rolling stock Category Category Category P-lI P-Ill P-IV min.3g 3g

Category P-V 2g

min. 3g for locomotives 3g

Table 13 - Accelerations in y-directlon 13 y- Freight vehicles Category Category F-I F-Il

Acceleration in m/s2 m/s2

Category P-I

Passenger rolling stock Category Category Category P-lI P-Ill P-IV 1g

Category P-V

Table 14 - Accelerations in z-directlon 14 z- Freight vehicles Category Category F-I F-Il

a

Acceleration in m/s2 m/s2

Passenger rolling stock Category Category Category Category P-I P-lI P-Ill P-IV a 1cg

Category P-V

c = 2 at the vehicle end, falling linearly to 0,5 at the vehicle center c = 2 0.5

4.6 General fatigue load cases for the vehicle body 4.6.1 Sources of load input
All sources of cyclic loading which can cause fatigue damage shall be identified. The following specific inputs shall be considered in carrying out the fatigue damage assessment of the vehicle structure. The nature of the analysis (see 3.6.2), the form of the load cases and the way in which they are combined shall be agreed between designer and operator. 3.6.2

4.6.2 Payload spectrum

Where the payload changes significantly, the percentage of time spent at each level shall be defined by the operator and be made available in an appropriate form for calculation purposes.
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Changes in payload are likely to be significant in freight and rapid transit/metro applications. For other types of vehicle, it is usually sufficient to assume a constant payload over the entire operational life. Payload levels should be expressed in terms of a fraction of m2 the maximum payload. Changes in the distribution of payload shall be taken into account where relevant. / m2

4.6.3 Loadunload cycles

The load/unload cycles should be determined from the operators specified duty and represented in a suitable manner for analysis purposes. Fatigue damage due to load/unload cycles is likely to be significant only if vehicles have a high payload to tare weight ratio and/or frequent changes in load. / //

4.6.4 Track induced loading

Induced loading resulting from vertical, lateral and twist irregularities of the track may be determined from: a) Dynamic modelling (from data relating to the track geometry and roughness); a) b) Measured data over the intended or similar route; or represented by b) c) Empirical data (accelerations, displacements etc.). c) The nature of the data will differ depending on whether a cumulative damage or endurance limit approach to fatigue design is being used. Tables 15 and 16 give empirical vertical and lateral acceleration levels, suitable for an endurance limit approach, consistent with normal European operations, which shall be adopted if no more precise data are available. In some applications, the effect of track twist may also have to be considered. In such cases, the operator and designer shall agree on the dimension and number of these track twists. 15 16 The equivalant dynamic loading in a cumulative damage analysis may be represented accordingly by taking the acceleration levels in tables 15 and 16 and assuming they act for 107 cycles. 15 16 107

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Table 15 - Accelerations in y-directlon 15y-

Acceleration in m/s2 m/s2

Freight vehicles Passenger rolling stock Category Category Category P-I Category Category Category F-I F-Il P-lI P-Ill P-IV (locomotives) (coaches) a 0.4g 0.2g 0.15g a This value may be reduced in cases of improved suspension

Category P-V

Table 16 - Accelerations in z-directlon 16z-

Acceleration in m/s2 m/s2

Freight vehicles Passenger rolling stock Category Category Category P-I Category Categor Category Category F-I F-Il P-lI y P-Ill P-IV P-V (locomotives) (coaches) a (10.3)g (10.25)g (10.15)g (10.15)g b a For freight vehicle with single stage suspension b For operation on groove rails it is recommended that the acceleration be increased by 20 % 20

4.6.5 Aerodynamic loading

Significant aerodynamic load input may arise in the following circumstances: a) trains passing at high speed; a) b) tunnel operations; b) c) exposure to high cross winds. c) The operator and designer shall consider the relevance of such load inputs and a suitable representation of the effects for analysis purposes shall be developed if necessary.

4.6.6 Traction and braking

The number and magnitude of load cycles due to start/stops shall be determined from performance data supplied by the operator. An allowance shall be made for unscheduled stops. / The presence of longitudinal accelerations due to dynamic vehicle interactions shall be assessed and their effects incorporated if significant load inputs are generated.
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4.7 Fatigue loads at interfaces 4.7.1 General requirements

it is the responsibility of the designer to ensure that all relevant interface loads are incorporated in a meaningful manner, including the appropriate number of cycles. The following subclauses define the most important interface loads.

4.7.2 Body/bogie connection

The main fatigue load inputs arise from traction and braking and vehicle dynamic interactions. The loads shall be determined using the methods of 4.6.4 and from the performance characteristics of suspension components (dampers, anti-roll bars etc.) 4.6.4

4.7.3 Equipment attachments

Equipment attachments shall withstand the loading caused by accelerations due to vehicle dynamics plus any additional loading resulting from the operation of the equipment itself. Acceleration levels may be determined as described in 4.6.4. For normal European operations, empirical acceleration levels for items of equipment which follow the motion of the body structure are given in tables 17, 18 and 19. 4.6.4 171819

Table 17 - Accelerations in x-directlon 17x- Freight vehicles Passenger rolling stock Category Category Category P-I Category Categor F-I F-Il P-lI y P-Ill (locomotives) (coaches) 0.3g a 0.2g a For freight vehicle with single stage suspension

Acceleration in m/s2 m/s2

Category P-IV

Category P-V

Table 18 - Accelerations in y-directlon 18y-

Acceleration in m/s2 m/s2

Freight vehicles Passenger rolling stock Category Category Category P-I Category Categor Category F-I F-Il P-lI y P-Ill P-IV (locomotives) (coaches) 0.4g a 0.2g 0.15g a This value may be reduced in cases of improved suspension

Category P-V

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Table 19 - Accelerations in z-directlon 19z-

Acceleration in m/s2 m/s2

Freight vehicles Passenger rolling stock Category Category Category P-I Category Categor Category Category F-I F-Il P-lI y P-Ill P-IV P-V (locomotives) (coaches) a (10.3)g (10.25)g (10.15)g (10.15)g b a For freight vehicle with single stage suspension b For operation on groove rails it is recommended that the acceleration be increased by 20 % 20

4.7.4 Couplers
Cyclic loads in coupling components and local attachments resulting from the specified operational requirements shall be assessed if, in the experience of the operator or the designer, fatigue damage can occur.

4.8 Combination of fatigue load cases

It is the responsibility of the designer, in conjunction with the operator, to identify the combinations of fatigue load cases which are relevant to the assessment and to ensure that the design requirements are achieved in these cases. In some applications, it may be necessary to incorporate global loadings due to traction and braking cycles (see 4.6.6) and other loads due to longitudinal (x-direction) induced accelerations with those acting vertically (z-direction) and transversely (y-direction). ( 4.6.6) x- z-y- An endurance limit analysis shall include load cases representing realistic combinations of the individual loads identified in 4.6 and 4.7. Since it is not possible to define a general rule, the designer and operator shall agree the relevant combinations. When considered in combination, the magnitudes of the individual load cases may be reduced from those given in the tables 15 to 19. 4.6 4.7 15 19

4.9 Modes of vibration 4.9.1 Vehicle body

The natural modes of vibration of the vehicle body, when fully equipped, shall be separated sufficiently, or otherwise decoupled, from the suspension frequencies, so as to avoid the occurrence of undesirable responses at any speed, vehicle loading, or suspension condition.

4.9.2 Equipment
The fundamental modes of vibration of items of equipment, on their mountings and in all
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operation conditions, shall be separated sufficiently, or otherwise decoupled, from the modes of vibration of the body structure and suspension, so as to avoid undesirable responses.

4.10 Other design loads

The component parts of freight vehicle bodies shall be designed to meet the intended purpose. The design of these components shall be in accordance with existing national or international standards and regulations such as UIC leaflets. UIC

5 Permissible stresses for materials 5.1 Static strength

The limiting static material properties shall, where available, be the minimum proof/yield and ultimate strengths as given in the material specifications. The values used should be taken from the corresponding European or national standards. Where such standards do not exist, the most appropriate alternative sources of data shall be used, subject to agreement between operator and designer. /

5.2 Fatigue strength

The behaviour of materials under fatigue loading shall be based on current European or international standards, or alternative sources of equivalent standing, wherever such sources are available. It is the designers responsibility to seek verified data, or develop such data by suitable tests, appropriate to his application. The data to be used shall be agreed between the operator and designer. Suitable data shall generally exhibit the following characteristics: - a survival probability preferably of 97,5% but at least 95 %; - 97.5% 95% - a minimum number of 2106 constant amplitude cycles for steel materials corresponding to the endurance limit; - 2106 - a minimum number of 1107 constant amplitude cycles for aluminium materials corresponding to the endurance limit; - 1107 - classification of details according to the component or joint geometry (including stress concentration); - - interpretation of the limiting values from small- scale samples by the use of a test technique and previous experience to guarantee applicability to full size components. -
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The workshop practices and manufacturing control procedures shall produce a product quality consistent with the design data.

6 Requirements of strength demonstration tests 6.1 Objectives

Tests shall be performed in order to provide the demonstration of strength and stability as required in 3.1. It is not necessary to carry out tests if there are appropriate verification data available from previous tests on a similar structure and correlation between test and calculation has been established. Tests shall be carried out to verify any significant changes to the design or to the performance requirements. The operator and designer shall agree the test programme. 3.1 The specific objectives of the tests are: - to verify the strength of the structure when subjected to the maximum loads; - - to verify that no significant permanent deformation is present after removal of the maximum loads; - - to determine the strength of the structure under loading representing service load cases; - - to determine the dynamic behaviour of the structure. - The tests shall comprise as appropriate: - static simulation of selected design load cases; - - measurement of strains/stresses with the aid of electric resistance strain gauges or other suitable techniques; - / - measurement of the structural deformation under load; - - measurement of the modal parameters. -

6.2 Proof load tests 6.2.1 Applied loads

These tests serve to check that there is no permanent deformation to the vehicle body or individual elements when subjected to the following proof load cases: a) compression loads according to tables 1 and 3; a) 1 3
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b) tension loads according to table 4; b) 4 c) compression loads according tables 5, 6 and 7; c) 567 d) vertical loads according to table 8; d) 8 e) lifting loads according to 4.3.2; e) 4.3.2 f) the worst combination of load cases as determined in table 11. f) 11 It is permissible to verify case f) by combining the results of individual cases as appropriate. f)

6.2.2 Test procedure

Requirements for the static tests: - The tests are to be carried out in a test rig which allows the application of the test forces at the points where they would occur during operation; - - The vehicle body is to be equipped with strain measuring devices at all highly stressed points, particularly in areas of stress concentrations; - The following shall be measured in preliminary tests and during the actual tests: - the strains at critical points, including sole bars, cant rail, corners of the cutouts for access doors and windows; - - the deflection between support points; - - any possible residual deflection; - - any possible residual strain; - It is recommended that the vehicle body is preloaded so as to stabilise the overall structure and that the maximum force is applied incrementally at least twice. The results of the last test shall be taken into account in the verification.

6.3 Service or fatigue load tests

Fatigue tests should be applied to the vehicle body or structural parts which are subjected to dynamic loads, if the calculation contains critical uncertainties or there exist no performance data for this detail. The following types of tests may be used:
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a) Laboratory fatigue tests in which appropriate load histories representing the full operational life are applied to the vehicle body, critical components or details. No cracks shall appear which would adversely affect structural safety; a) b) Strain measurements with subsequent fatigue life assessment using data from the proof or other static tests; b) c) Fatigue life assessment from on-track strain records, made under representative service conditions. c) Assessments under b) and c) shall meet the requirements of 3.6. b) c) 3.6

6.4 Vibration tests

These tests may be carried out, if considered necessary, to verify that the requirements of 4.9 have been achieved. The vibration behaviour should be tested on fully-equipped railway vehicles ready for service. However, the response in the operating condition may be predicted by appropriate calculation from the results of tests on the vehicle structure. 4.9

6.5 Impact tests

These tests serve to demonstrate that vehicles can remain fully serviceable under normal shunting impacts. The tests are optional and should be carried out in accordance with the requirements of the operator.

Annex A (informative): Clauses of this European Standard addressing essential requirements or other provisions of EU Directives A
This European Standard has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association and supports essential requirements of EU Directive: CEN - Council Directive 96/48/EC of 23 July 1996 on the Interoperability of the trans-European high-speed rail system - 1996 7 23 96/48/EC Compliance with this Standard provides one means of conforming with the specific essential requirements of the Directives concerned and associated EFTA Regulations. WARNING: Other requirements and other EU Directives may be applicable to the products falling within he scope of this Standard.
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