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1、BS EN 15227:2008 ICS 45.060.01 NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW BRITISH STANDARD Railway applications Crashworthiness requirements for railway vehicle bodies This British Standard was published under the authority of the Standards Policy and Strategy Committee o
2、n 28 February 2009 BSI 2009 ISBN 978 0 580 55398 1 Amendments/corrigenda issued since publication DateComments BS EN 15227:2008 National foreword This British Standard is the UK implementation of EN 15227:2008. The UK participation in its preparation was entrusted to Technical Committee RAE/1/-/2, S
3、tructural requirements and welding. A list of organizations represented on this committee can be obtained on request to its secretary. This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application. Compliance with a British
4、 Standard cannot confer immunity from legal obligations. BS EN 15227:2008 EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 15227 January 2008 ICS 45.060.01 English Version Railway applications - Crashworthiness requirements for railway vehicle bodies Applications ferroviaires - Exigences de scur
5、it contre collision pour caisses des vhicules ferroviaires Bahnanwendungen - Anforderungen fr die Kollisionssicherheit von Schienenfahrzeugksten This European Standard was approved by CEN on 12 December 2007. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate t
6、he 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 Management Centre or to any CEN member. This European Standard exists
7、 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 Management Centre has the same status as the official versions. CEN members are the national standards bod
8、ies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. EU
9、ROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: rue de Stassart, 36 B-1050 Brussels 2008 CENAll rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 15227:2008: E BS EN 15227
10、:2008 EN 15227:2008 (E) 2 Contents Page Foreword .4 Introduction.5 1 Scope5 2 Normative references6 3 Terms and definitions .6 4 Crashworthiness design categories of railway vehicles.8 5 Design collision scenarios .9 6 Structural passive safety11 6.1 General principles .11 6.2 Overriding.12 6.2.1 Re
11、quirements.12 6.2.2 Explanatory notes (informative).12 6.3 Survival space, intrusion and egress13 6.3.1 Requirements.13 6.3.2 Explanatory notes (informative).14 6.4 Deceleration limit/collision pulse.14 6.4.1 Requirement.14 6.4.2 Explanatory notes (informative).15 6.5 Obstacle deflector .15 6.5.1 Re
12、quirement.15 6.5.2 Explanatory notes (informative).16 7 Validation of crashworthiness .17 Annex A (informative) Parameters of design collision scenarios19 A.1 Introduction19 A.2 Determining the design collision scenarios for collision risks which differ from the normal European operations20 A.2.1 De
13、sign collision scenarios .20 A.2.2 Risk analysis20 A.2.3 Factors to be considered in the risk assessment21 A.2.4 Collisions following derailment .21 A.2.5 Bibliography of relevant accident information.22 Annex B (normative) Requirements of a validation programme23 B.1 Test specifications 23 B.1.1 Te
14、st programme.23 B.1.2 Acceptance criteria for calibration/validation tests.23 B.2 Numerical simulations 24 B.2.1 Numerical model validation24 B.2.2 Simulation modelling 24 Annex C (normative) Reference obstacle definitions .26 C.1 80 t wagon26 C.2 C-III Reference obstacle27 C.3 Large deformable obst
15、acle.29 C.4 C-IV Corner collision obstacle .31 Annex D (normative) Reference train definitions Defined formations .32 D.1 Reference trains for locomotive, power head, driving trailer and coach design32 D.2 Locomotive design32 D.3 Power head and driving trailer design 32 D.4 Individual coach design33
16、 BS EN 15227:2008 EN 15227:2008 (E) 3 Annex E (informative) Migration rule for this European Standard.35 Annex ZA (informative) Relationship between this European Standard and the Essential Requirements of EU Directive 96/48 as amended by Directive 2004/50/EC 36 Bibliography37 Figures Figure 1 Examp
17、le for clearance requirement of crumple zones in areas of temporary occupation (e.g. vestibule) .13 Figure 2 Drivers seat clearance zone14 Figure 3 Obstacle deflector load application16 Figure C.1 Buffered wagon interface.26 Figure C.2 Wagon buffer characteristic.27 Figure C.3 Peri-urban tram obstac
18、le28 Figure C.4 Coupler characteristic 28 Figure C.5 Deformable obstacle geometry30 Figure C.6 Deformable obstacle stiffness.30 Figure C.7 Tram corner collision obstacle31 Figure D.1 Locomotive reference train32 Figure D.2 Power head/driving trailer reference train33 Figure D.3 Coach simplified asse
19、ssment34 Tables Table 1 Crashworthiness design categories of railway vehicles8 Table 2 Collision scenarios and collision obstacles10 Table 3 Obstacle deflector performance requirements .11 Table ZA.1 Correspondence between this European Standard and Directive 96/48/EC as amended by Directive2004/50/
20、EC 36 BS EN 15227:2008 EN 15227:2008 (E) 4 Foreword This document (EN 15227:2008) 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
21、identical text or by endorsement, at the latest by July 2008 and conflicting national standards shall be withdrawn at the latest by July 2008. This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requi
22、rements of EU Directives: 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system1) as amended by 2004/50/EC of 29th April 20042); 2004/17/EC of the European Parliament and of the Council of 31 March 2004 coordinating the procurement procedures of entities opera
23、ting in the water, energy, transport and postal services sectors3). For relationship with EU Directive 96/48/EC, see informative Annex ZA, which is an integral part of this document. According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries ar
24、e bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Swed
25、en, Switzerland and United Kingdom. 1) Official Journal of the European Communities No L 235 of 17.09.96 2) Official Journal of the European Communities No L 164 of 30.04.04 3) Official Journal of the European Communities No L 134 of 30.04.04 BS EN 15227:2008 EN 15227:2008 (E) 5 Introduction The obj
26、ective of the passive safety requirements described in this European Standard is to reduce the consequences of collision accidents. The measures considered in this European Standard provide the last means of protection when all possibilities of preventing an accident have failed. It provides a frame
27、work for determining the crash conditions that railway vehicle bodies should be designed to withstand based on the most common accidents and associated risks. The requirements are compatible with those of EN 12663. The static compression load requirements on the vehicle ends, required by EN 12663, a
28、re intended to provide a basic structural integrity to the occupied areas in a collision-type accident. This European Standard adds to the basic strength requirement by setting additional requirements for structural passive safety in order to increase occupant safety. 1 Scope This European Standard
29、applies to new designs of locomotives and passenger carrying rolling stock as defined in categories C-I to C-IV of Clause 4 taking into consideration the recommendations given in Annex E on the application of the standard (migration rule). It is intended to protect vehicle occupants, through the pre
30、servation of structural integrity, and does not extend to other railway employees and customers who are not in vehicles, or to third parties. The specified requirements relate to the technical and operational conditions of use that prevail in the CEN member countries. The design of new vehicles for
31、use in passenger trains is based on operations with compatible rolling stock that also meet this standard. It is recognised that operational requirements will require new crashworthy and existing non-crashworthy vehicles to exist in the same train unit but such combinations of vehicles are not requi
32、red to comply with this European Standard. The requirements apply to the vehicle body, and to those mechanical elements directly associated with it that may be used to absorb energy in a collision, such as couplers, buffing systems etc. They do not cover the safety features of doors, windows, system
33、 components or interior features except for specific issues relating to the preservation of survival space. The requirements do not cover all possible accident scenarios but provide a level of crashworthiness that will reduce the consequences of an accident, when the active safety measures have been
34、 inadequate. The requirement is to provide a level of protection by addressing the most common types of collision that cause injuries and fatalities. The applicable design collision scenarios, and suitable parameters for normal European operations, are given in Clause 5. Annex A gives additional inf
35、ormation regarding the derivation of the scenarios and describes situations when they may need to be modified and the processes that should then be followed. This European Standard identifies common methods of providing passive safety that may be adopted to suit individual vehicle requirements. This
36、 European Standard also specifies the characteristics of reference obstacle models for use in the design collision scenarios. Not all vehicles in a train unit have to incorporate energy absorption provided that passenger train configurations formed entirely of new vehicle designs comply as a whole w
37、ith this European Standard. This European Standard also specifies the requirements for demonstrating that the passive safety objectives have been achieved by comparison with existing proven designs, numerical simulation, component or full-size tests, or a combination of all these methods. BS EN 1522
38、7:2008 EN 15227:2008 (E) 6 2 Normative references The following referenced documents are necessary for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced documents (including any amendments) applies. EN
39、 12663, Railway applications Structural requirements of railway vehicle bodies 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1 active safety systems and measures which take actions that aim to prevent a collision occurring 3.2 broadly accepta
40、ble risk level of risk that is regarded as not significant in the context in which it is experienced 3.3 collision mass is taken as the design mass in working order plus the mass of 50 % of seated passengers 3.4 crashworthiness ability to mitigate the consequences of a collision in a controlled mann
41、er and reduce the risk of injury to the occupants 3.5 crumple zone part of the vehicle body (usually at the vehicle ends) which is designed to deform in a controlled manner and absorb energy 3.6 crushing excessive plastic deformation that significantly reduces the volume created by the vehicle struc
42、ture 3.7 design collision scenario (= limiting collision scenario/case) most severe collision/case for each given scenario that it is appropriate to protect against and so is applicable for design purposes on the basis of the collision accident analysis; see 1, 5 3.8 driving trailer non-powered vehi
43、cle fitted with a driving cab and which is designed to operate in general traffic and not as part of a fixed configuration train unit 3.9 energy absorbing device device which is attached to, but not part of the vehicle structure and is designed to deform in a controlled manner and absorb energy (e.g
44、. energy absorbing coupler) 3.10 fixed seat permanent seat in the cab that is occupied during normal operation (e.g. cannot be folded away when not in use) BS EN 15227:2008 EN 15227:2008 (E) 7 3.11 full size test test on the structure of interest with the test specimen formed from all relevant full
45、size components 3.12 locomotive self-propelled vehicle with an operational driving cab at both ends (or single cab for operation in both directions), the function of which is only to provide motive power for a rake of vehicles, and which is designed to operate in general traffic and not as a permane
46、nt part of a fixed configuration train unit 3.13 net contact force difference between the longitudinal forces acting on opposite ends of the vehicle (i.e. the algebraic sum of the longitudinal force) at any instant of time 3.14 normal European operating conditions operating conditions comparable to
47、those described by the documents listed in the bibliography 3.15 operator organisation which has responsibility for defining the technical requirements for the railway vehicle in order that it will perform the intended operation and meet the acceptance criteria 3.16 passive safety systems which redu
48、ce the consequences of an accident should it occur 3.17 plastic deformation/permanent deformation deformation associated with stresses above the material yield or proof stress and which is not recoverable when the load is removed 3.18 power head self-propelled vehicle with an operational driving cab
49、 at one end only, the function of which is only to provide motive power for a rake of vehicles, and which is designed to operate in general traffic and not as a permanent part of a fixed configuration train unit 3.19 reference train train configuration that is used for the assessment and validation of vehicles (including locomotives, power heads and driving trailers) that do not form part of a fixed rake NOTE See Annex D. 3.20 regulations requirements stipulated in legislation, standards and other documents mandated by legislati
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