英国铁路机车车辆碰撞标准GMRT2100 Iss 1

Submitted by ................................................................................................................ D. Boocock Nominated Responsible Manager Approved by ................................................................................................................ j. R Mitchell Chairman, Traction and Rolling Stock Subject Committee Authorised 6.y .................. ............................................................................................. K. W. Burrage Controller, Safety Standards Railway Group Standard GMIRTZ l00 Issue One Date lulv 1994 Structural Requirements For Railway Vehicles Synopsis This standard prescribes the proof and fatigue strength requirements for railway vehicles, including traction and rolling stock and on- track machines. Requirements for modes of structural collapse and energy absorption under collision conditions are defined. Areas covered include vehicle bodies and body-mounted components, obstacle deflectors and minimum axleloads, bogies and bogie-mounted equipments, lifeguards. and axlebox- mounted equipments. This document is the property of Railtrack. It shall not be reproduced in whole or in pan without the written permission of the Controller. Safety Standards. Published by Safety & Standards Directorate Railtrack Railway Technical Centre LondonRoad Derby @Copyright 1994 Railtrack Signatures removed from electronic version Withdrawn Document Uncontrolled When Printed . . FMway Group Standard GM/RT2 I00 Structural Requirements For Railway Issue One Vehicles Date July 1994 Page I of 20 Contents Section Description Page . Paw A Issue record 2 Responsibilities and distribution 2 Implementation 2 Disclaimer 2 supply 2 Part B I 2 3 4 5 6 7 8 9 10 II 12 13 14 Is 16 17 18 19 Purpose Scope Definitions Genetal Requirements Load Factors Vehicle Bodies - Proof Loads Vehicle Bodies - Fatigue Loads Vehicle Bodies - Structural Collapse: General Requirements Vehicle Bodies - Strucwtal Collapse: Specific Requirements Vehicle Bodies - Derailments Missile Protection Obstacle Deflectors Other Vehicle Body Components Bogie Structures Equipment Attached To Bogie Frames Lifeguards Equipment Attached To Axleboxes Wheelsets Verification 3 3 3 4 5 6 II 12 12 13 13 13 Is Is 16 17 18 19 19 Appendices None References 20 RAIL TRACK I Withdrawn Document Uncontrolled When Printed Railway Group Standard . _. —.- - . ._ GPVRT2 I00 Issue One Date July 1994 Structural Requirements For Railway Vehicles Page 2 of 20 Part A Issue record . Responsibilities and distribution Implementation Disclaimer This standard will be updated when necessary by distribution of a complete replacemen~ Amended or additional parts of revised pages will be marked by a vertical black line in the adjacent margin. Issue Date Comments I July 94 Supersedes GM/lT0265 This standard applies to Train Opemtors that operate or propose to operate tailway vehicles on Whack lines. Train Opem.ors shall ensure that the provisions of the standard are communicated to all associated organisations and persons with responsibilities for vehicles and vehicle structures in the fields of technical specification, design, development procurement testing, maintenance and Engineering Change. The provisions of thk standard are mandatory. The standard shall be applicable from 1st November 1994 to all new procurement contfacts for new vehicles and to all new progmmmes involving Engineering Change to existing vehicles. The Safety & Standards Directomte (S&SD) shall use its best endeavors to ensure that the conten~ layout and text of its standards are accurate, complete and in line with current best pmctice insofar as is reasonably practicable. It makes no warranties, express or implied, that compliance with all or any of its standards shall be suficient to ensure safe systems of work or opefation. The S&SD will not be Iiible to pay compensation if? respect to the content or subsequent use of its standards, except where it can be shown to have acted in bad faith or there has been wilful default supply Controlled and uncontrolled copies of this standard must be obtained from the TDCC Manager, Document Services, Railway Technical Centre, London Road, Derby, DE248UP. 2 RAIL TRACK Withdrawn Document Uncontrolled When Printed . Radlway Group Standard GM/RT2 I 00 Structural Requirements For Railway ‘ss”=‘“’ Vehicles Date July 1994 Page 3 of 20 Part B I. Purpose This standard prescribes strength requirements for milway vehicle bodies and bogies to ensure safe performance under normal operation and to minimise risks to passengers, personnel, train crew and members of the general public in the event of collisions or demiiments. 2. Scope T+e requirements of this standard apply to traction and rolling stock and to On-track Machines that opemte on Railttack lines. The requirements apply to all new vehicles. They apply also to existing vehicles undergoing Engineering Change insofar as it is reasonably practicable to incorporate the requirements. The requirements of this standard do not apply to vehicles which are registered under international standards bodies, such as RIC and RIV, and which opetate in international tmfftc. The requirements do not apply w on-ttack vehicles worldng within possessions. The requirements of Section 9 do not apply to On-track Machines. 3. Definitions Engineering Change Any altemcion or modification to the design of a vehicle that affects its technical performance, particularly where it influences structural behaviour and strength chamcteristics. Fixed Consist Train Any set of vehicles which opemtes permanently as a fwed formation. Freight Vehicles Vehicles designed and used for carrying payloads which do not include people. Also, On-track Machines which do not carry people. Non-Passenger Vehicles Vehicles such as locomotives, power cars, driving van trailers and On-track Machines that do not carry people, other than opemtional staff in the ‘ course of their duties. On-track Machine A nil-mounted machine permitted by the Rule Book(BR87109) to be moved, either self-propelled or in train formation, outside a possession. Passenger Vehicles Vehicles designed and used for carrying passengers who are fare-paying customers. RAIL TRACK 3 Withdrawn Document Uncontrolled When Printed —. Railway Group Standard Grl/RT2 100 Issue One Structural Date July 1994 Vehicles Page 4 of 20 Requirements For Railway Permanently Fixed Rake A set of vehicles which opetates permanently as a fixed formation and in which adjacent vehicles are effectively rigidly coupled together in the longitudinal sense. Personnel Vehicles Vehicles used for the carriage of non-operational staff, including contractors. . Power Car A non-passenger vehicle which provides, as its principal function, tnction power for a trainset of which it is an integml pam 4. General 4.I Requirements The structures of the bodies and running gear of vehicles shall be designed and maintained so that the safety of occupants is ensured as far as is pmcticable under both normal opemting conditions and abnormal conditions such as heavy shunts and minor to medium collisions. Should structural failure occur as a result of a collision or derailment the possibility of injury to people, both inside and outside the vehicle, shall be minimised. 4.2 Vehicles shall meet the requiremen~ of this standard over the full mnge of variations in vehicle condition chat are likely to be experienced. Account shall be taken of tolemnces in vehicle dimensions and masses, variations and asymmetries in payload, normal variations in vehicle maintenance condition and other relevant variables. 4.3 Vehicles shall be maintained so that the structural design integrity of the body and running gear structures, as well as that of the connections between the body and running gear, is sustained over the lives of the. vehicles. 4.4 Any scructuml damage shall be repaired in such a way that the structuml design integrity is fully restored. 4.5 The fatigue strength of bolted, riveted or welded structures shall be assessed on the basis of reference [l] for steel structures and reference [2] for aluminium alloy structures, or to equivalent international or national standards. 4 RAIL TRACK Withdrawn Document Uncontrolled When Printed Railway Grou~ Standard GM/RT2 I 00 Structural Requirements For Railway “sue‘n’ Vehicles Date July 1994 Page 5 of 20 4.6 All items mounted on the vehicles shall remain attached under normal opefating conditions and shall also remain attached, as f%- as is practicable, during collisions or derailments. Equipment and mountings shall be designed to take into account the risks and consequences of failure. Where appropriate, risks shall be reduced by measures such as the overdesign of mountings and attachments, the use of fasteners incorporating high strain energy, and the provision of emergency restraints. 4.7 Deviations from the specific requirements of this standard are permissible providing that an equivalent level of safety is achieved. In such cases any deviations shall be supported by appropriate technical justification. In cases where it is proposed to introduce existing vehicles which would be new to operations on the Railtrack network, and which do not conform with the technical provisions of this standard, a quantitative risk assessment shall be carried ouc For acceptance of such vehicles, it shall be demonstmted that the imported risk is reconcilable with the strategic safety performance objectives as set down in the current Railway Group Safety Plan, reference [3]. 4.8 Passengers and catering staff shall not be carried in the leading vehicle of a train which has a maximum opemting speed greater than 160 krdh without the sanction of HM Railway Inspectomte. A quantified risk assessment shall be submitted in suppon of any proposal to deviate from this requirement, 5. Load Factors 5.I General For calculation purposes, in order to allow for uncenainties associated with methods of calculation and also for the consequences of failure, the proof loads defined in this document shall be multiplied by load factors as indicated below. 5.2 Proof Load Factor L, (a) If there is to be no experimental verification, LI shall not be less than 1.15. (b) If there is to be experimental verification, L, may be reduced to 1.0. The use of this factor is intended to ensure tha~ as far as is practicable, there is no permanent deformation. RAIL TRACK 5 Withdrawn Document Uncontrolled When Printed ---- -.. Kailway Group Stanaara Grl/RT2 I 00 Issue One Date July 1994 Page 6 of 20 6. Vehicle Bodies - Proof Loads Structural Requirements For Railway Vehicles 5.3 Ultimate Load Factor L2 L2 shall not be less than 1.5. The use of this factor is intended to ensure thaL as far as is pmcticable, the structure does not fail catastrophkally, for example by rupture or gross instability. 6. I Longitudinal Loads 6.1.1 As far as is practicable, a body structure shall not collapse in an uncontrolled manner as a result of high longitudinal loads encountered during rough shunts, and minor to medium collisions. 6.1.2 For vehicles carrying passengers, personnel or tmin crew, the ends shall resist, as far as is practicable, penetration by any object struck in a collision, for example, another rail vehicle, a road vehicle or a fwed Iineside structure. vehtcle body shall be strengthened to give the protection to the occupants during a collision. may be provided, for example, by two collision 6.1.3 The end wall of the maximum pmcticable Suitable strengthening pillars extending from floor level to cantmil height and situated at intermediate positions across the width of the body. For cab ends it is acceptable to terminate such pillars at the window sill and to provide, above the window sill, a single cenual pillar extending from the window sill to cantfail heighL 6.1.4 The body structure shall withstand without permanent deformation the load cases defined below. The magnitudes of the forces are given in Table 1. In applying the following load cases, note that cases (a) to (i) shall be considered in combination with the body shell structure’s own weight Also note that in cases (e) to (i) it is permissible to react the load at the opposite end of the vehicle either at the same height and in the same manner as it is applied, or at the coupler position. 6 RAILTRACK Withdrawn Document Uncontrolled When Printed Railway Group Standard GM/RT2 I 00 Structural Requirements For Railway Issue One Vehicles Date July 1994 Page 7 of 20 (a) A longitudinal compressive force applied to each end of the body at the buffer positions, if buffers are fitted. For vehicles fitted with buffers at one end only, the force shall be reacted at the coupler position at the other end. (b) A longitudinal compressive force applied to each end of the body at the coupler positions, if the vehicle is intended to be fitted with couplers which are capable of being loaded in compression. (c) A Iongiwdinal compressive force applied equally at the faces of the anti-climbers (where fitted) and reacted at the coupler position at the other end. (d) A longitudinal tensile force applied to each end of the body at the coupler positions. (e) A longitudinal compressive force applied to the body at a level of 350 mm above the coupler centreline (or 150 mm above the level of the structuml floor if ths is higher). (9 A longitudinal compressive force applied to the body at any height from 350 mm above the coupler centreline to waist rail height (For cab structure, read “window sill” for “waist roil”). For a cab end, a structural window sill (or sills) shall be provided which can withstand the above load distributed uniformly over the window sill length. (g) A longitudinal compressive force applied to the body at cantrail heigim (h) A longitudinal compressive force applied to the body end at any point on each of the side-wall edges between the solebar and cantmil heights. This force may be applied simultaneously to both edges. Where the body is tapered the force shall be applied, if at all pmcticable, to the side-wall edge where the body is of full width. This case applies also to the end walls of mid-positioned cabs. (i) A longitudinal compressive force applied at any point between the solebar and canttail heights to the two vertical collision pillars, where present, (half the force per pillar). In the case of an end cab where there is just one central pillar above the window sill, the force shall be applied at any point on that pillar between the window sill and canttail height (see 6.1.3). (z) A compresswe force applied to each end of the body at diagonally opposite buffer positions. RAIL TRACK 7 Withdrawn Document Uncontrolled When Printed . Railway Group Standard Grl/RT2 100 Issue One Date July 1994 Page 8 of 20 Structural Vehicles Requirements For Railway Type I Type 2 Load Cases (a) Compressive force at buffer positions Passenger and Personnel Vehicles kN 2000 [1] (b) Compressive force at coupler 2000 positions [1] (c) Compressive force at anti-climber I 500 positions (where fitted) (d) Tensile force at coupler positions I 500 [6] PI (e) Compressive force at 350 mm above coupler level (or 150 mm I 400 above structural floor, if higher) (f) Compressive force at any height from 350 mm above coupler level to I 300 waist rail (or window sill) level I Non- Passenger Vehicles kN 2000 [1) 2000 I 500 I 500 PI 400 [3] 300 [3] (g) Compressive force at cant mil 300 300 level [3] (h) Compressive force at any point on I I50 I I 50 vemical edge of end wall m I I [4] (i) Compressive force at any point on I50 I50 pillar of end wall m (z) Compressive force at diagonally opposite I 500 I 500buffer oositions Table 1. Longitudinal Proof Loads Type 3 Freight Vehicles kN 2000 [5] 2000 [5] n.a. I500 n.a. n.a. n.a. na. n.a. 500 Notes [1] P] [3] [4] [5] For multiple unit vehicles and other vehicles normally part of a fixed consist tmin, the compressive force is 1500 kN. For multiple unit vehicles, and other vehicles normally part of a fixed consist train, the tensile force is 1000 kN. Not applicable to ends of vehicles which are not accessible to people during normal operation. For locomotives with mid-positioned cabs this force shall be applied to the vertical edges of the cab faces at both ends of the cab. For wagons which are operated in block tmins and never individually shunted this force is reduced to 1200 kN. 8 RAIL TRACK Withdrawn Document Uncontrolled When Printed Rdlway Group Standard GMIRT2 I00 Structural Requirements For Railway Issue One Vehicles Date July 1994 Page 9 of 20 [6] Does not apply to On-track Machines which normally opemte singly outside possessions. ~ Does noc apply to On-tmck Machines having cabs that are never occupied when opemting outside possessions. n.a. Not apphcable. 6.2 Vertical Loads The body structure shall withstand without permanent deformation the load cases defined below. The magnitudes of the forces are given in Table 2. (j) A uniformly distributed vertical load. F = c,(M, + MJg with the body supponed at the secondary suspension reaction points, where c, = a dynamic factor, as prescribed in Table 2 g = acceleration due to gravity, 9.8 I m/s2 Ml = mass of body in workhg order, kg M2 = 80 kg x [(number of seats) + (4x the floor area in m2 of passageways and vestibules)) for long distance passenger vehicles, or 71.5 kg x [(number of seats) + (8.6x the floor area in m2 of passageways and vestibules)] for commuter vehicles, or payload as applicable for non-passenger vehicles and freight vehicles. (k) A vemical load together with the compressive force as defined in 6.1.4(a) or 6.1.4(b). This applies only if the body sags between the bogies under the action of the purely compressive force. (1) A vertical load together with the tensile force as defined in 6.1.4(d). This applies only if the body sags between the bogies under the action of the purely tensile force. (m) A vemical force (both upwards and downwards) applied at the faces of the anti-climbers, where fitted, (or the face of the coupler if this provides the anti-climb feature) at the same time as a longitudinal compressive force applied at the anti-chrnber faces (or coupler face) whilst the vehicle is in the fully laden condition. RAIL TRAZK 9 Withdrawn Document Uncontrolled When Printed Railway Group Standard GMIRT2 100 Issue One Date July 1994 Structural Requirements For Railway Vehicles Page IO of 20 (n) A vertical load equal to the mass of the vehicle, complete with all equipment and supplies, supported at the lifting points, x 1. Ig (down). (o) A vertical load equal to the mass of the vehicle, complete with all equipment and supplies, suppotted at the lifting points at one end and on the bogie at the other end, x 1.Ig (down). Type I Type 2 Type 3. Lkd Cases Passenger and Non-Passenger Freight Personnel Vehicles Vehicles Vehicles (j) Maximum operating load 1.5(M ,+M2)g 1.5(Ml+M2)g 2.O(M , +M2)g M, = mass of body in working order M?= ~y load (k) Vertical load and 1.5(M, +M2Jg ven 1.5(M, +M2)g vert- 1.O(M, +M2)g ven longitudinal compression +2000 kN long. +2000 kN long. +2000” kN long. on buffers/couplers [1] [1] (1) Vetzical load and 1.5(M, +M2)g vert. 1.5(M, +M2)g vem 1.O(M, +M2)g vem longitudinal tension + 1500 kN long. + 1500 kN long. + 1500 kN long. on couplers [5] [2] [2] (m) Vertical force and 100 kN vem 100 kN vetz longitudinal compression + 1000 kN long. + 1000 kN long. n.a. at anti-climber faces (n) Lifting at all lifting 1.I (M1+2MJg 1.I (Ml+ M2+2MJg 1. I (Ml+ M2+2Mb)g points with bogies attached (Mb = mass of bogie) Pl[l 4 (o) Lifting at one end at l.l(Ml+Mb)g 1.I (Ml+ M2+Mb)g 1. I (Ml+ M2+MJg l