GB/T 5599-1985 Specification for evaluation and test of dynamic performance of railway vehicles
Some standard content:
UDC625.2.001
National Standard of the People's Republic of China
GB5599—85
Specification for evaluation of the dynamic performanceand accreditation test
Promulgated on November 25, 1985
Approved by the State Bureau of Standards
Implementation on September 1, 1986
National Standard of the People's Republic of China
Specification for evaluation of the dynamic performanceand accreditation test
Railway vehicles--Specification for evaluation of the dynamic performanceand accreditation test
GB 5599—85
1.1. This specification applies to the test and appraisal of the dynamic performance of standard-gauge railway passenger and freight vehicles (excluding long and heavy-load special vehicles) running on the line. For vehicles of other gauges and test items for studying vehicle dynamic characteristics, the test can be organized in accordance with the provisions of this specification. 1.2: This specification includes four parts: test conditions, evaluation indicators, test methods, and test data processing methods. The responsible test and appraisal unit shall conduct the test in accordance with this, and make an assessment of the dynamic performance of the vehicle being appraised based on the test results. 1.3: The contents included in the vehicle dynamic performance test and appraisal include: vehicle running stability (passenger riding comfort or the integrity of transported goods), vehicle running stability (safety), and dynamic strength of the main components of the vehicle bogie. In addition, if the user or production department needs to add other test items (such as moving type measurement, etc.), it can be negotiated with the test and appraisal unit separately. 2 Test conditions
2.1 Test vehicle
2.1.1 New vehicles must be tested for 5000 to 8000 km before they can be submitted for test and appraisal. 2.1:2 The vehicle manufacturer shall submit the general assembly drawing, main dimensions and relevant characteristic parameters of the test vehicle and bogie to the test and appraisal unit.
2.1.3: Before the test, the test and appraisal unit shall inspect the test vehicle together with the manufacturer to confirm whether its technical status meets the design requirements and the provisions of relevant technical standards and regulations. 2.1.4 Test and appraisal vehicle passenger cars (passenger cars, sleeping cars, dining cars) are empty cars, and trucks are empty and loaded cars. 2.1.5 Test vehicle load
2.1.5.1· Truck load, generally take the marked load, and load according to the uniform load. For open trucks, the impact of rain and snow load increase should be considered, and take 1.15 times the marked load. For trucks that need to consider concentrated load, it shall be determined according to the design task book or proposal. 2.1.5.2 The load of luggage cars, postal cars and other special passenger cars shall be determined according to the design task book or proposal. 2.1.6 The test and appraisal vehicle shall not be connected to the rear of the locomotive or the tail of the test train. 2.1.7 During vehicle testing and appraisal, there should be a representative comparison vehicle, whose technical status should not be lower than the factory repair standard and comply with the provisions of the above 2.1.1 and 2.1.3 to 2.1.6.
2.2 Test line
2.2.1: The test vehicle should be tested on the Class I line or Class II line specified in the railway technical management regulations. 2.2.2 The test and appraisal report must state the main technical characteristics and maintenance status of the test line. These include rail type, rail length, sleeper type, number of sleepers per kilometer, roadbed type, maintenance status, etc. 2.2.3 If it is a non-fixed point test, in order to ensure that the data collected by the test vehicle is sufficient and representative, the length of the test line should be no less than 50km.
2.2.4 The test should be carried out in straight lines, curves, and turnout sections respectively. The curve radius of the test vehicle passing through the curve section should be between 300 and 800m. The minimum number of the test vehicle passing through the station siding turnout is single-opening turnout No. 12. 2.3 Test speed
2.3.1 The maximum speed of the test vehicle during the test should be 10km/h higher than the design construction speed of the vehicle. Below the maximum speed, there are several speed levels, and the speed difference is 10 to 20km/h. 2.3.2 When the test vehicle is tested on a curve, it passes at the maximum speed allowed by the curve (depending on the curve radius and the outer rail superheight). If there is no data on the maximum speed allowed to pass the curve during the test, it can be calculated according to the following formula: Vm
Where: Vmax
(h+ho)R
The maximum speed allowed to pass the curve, km/h; curve radius, m;
External rail superheight, mm;
-The maximum unbalanced superheight allowed (take 75mm). 2.3.3 The test vehicle should pass through the station siding turnout at the maximum speed allowed by the turnout. 3 Evaluation indicators
3.1 The various evaluation indicators listed in this specification are used for the test and identification of passenger and freight vehicles. The dynamic performance of test vehicles in various technical conditions should not be lower than the qualified level in the evaluation indicators listed in this specification. 3.2 Running stability
3.2.1 The running stability of passenger cars (passenger riding comfort) is evaluated according to the stability index and the average maximum vibration acceleration. 3.2.1.1 The running stability index of passenger cars is calculated according to the following formula. W=7.08v
Wherein: W
Stability index;
A Vibration acceleration, g
f Vibration frequency, Hz;
F(f) Frequency correction coefficient (listed in Table 1). A3
Table 1 Frequency correction coefficient
0.5~5.9Hz
Assessment level.
F(f)=0.325f2
F(f)=400if2wwW.bzxz.Net
F(f)=1
0.5~5.4Hz
F(f)=0.8f2
F(f)=650/f2
F(f)=1
（2）
The level of passenger car running stability determined according to the stability index W is listed in Table 2. The vertical and lateral stability in the table adopt the same 3.2.1.3
Stability level
GB5599-85
Passenger car running stability level
Stability index W
Generally, new passenger cars should not be lower than the 2nd level standard. The average maximum vibration acceleration of passenger cars is used for testing and identifying vehicles and for analyzing and comparing the vibration performance of comparative vehicles [see Appendix B (reference) B.1).
3.2.2 The running stability of trucks (to ensure the integrity of the transported goods) is evaluated according to the stability index, the maximum vibration acceleration and the average maximum vibration acceleration.
The running stability index of trucks adopts the same calculation formula (Formula 2) in 3.2.1.1. 3.2.2.11
3.2.2.2 The level of semi-stability of truck running is determined according to the stability index W and is listed in Table 3: The vertical and lateral stability in the table adopt the same evaluation level.
Table 3 Truck Running Stability Grade
Stability Grade
Stability Index W
3.2.2.3 New trucks should not be lower than Grade 2. 3.2.2.4 The maximum moving acceleration of the truck (including the maximum inferred value) is the limit value of the dynamic strength of the truck, which is 0.7g for vertical vibration and 0.5g for lateral vibration. The limit value is evaluated by the number of vibration accelerations that exceed the limit when the truck passes through the true road, curves, and station sidings in each 100km test section. It is stipulated that the number of exceeding the limit is not more than 3 to be qualified. If it fails, the lowest speed level where the exceeding limit value occurs shall be the speed limit of the test vehicle. ：The average maximum moving acceleration of trucks is used for the analysis and comparison of the vibration performance of test and identification vehicles and comparison vehicles (see Appendix 3.2.2.5
3.3 Operation stability (safety)
3.3.1 The operation stability of passenger and freight vehicles is evaluated according to the derailment coefficient, wheel load reduction rate, lateral force allowable limit, overturning coefficient and other indicators. The derailment coefficient is used to identify whether the wheel flange of the test vehicle will derail due to gradual climbing onto the rail head under the action of lateral force. 3.3.2
Test and appraisal vehicle If the measured lateral force is the frame force H, the first limit of the derailment coefficient
shall meet the following conditions:
(3)
Second limit
Wherein: H-
GB5599—85
-lateral force acting on the wheel axle, kN; P
-vertical force acting on the rail by the climbing side wheel, kN; P2-vertical force acting on the rail by the non-climbing side wheel, kN. 4
3.3:2.2 If the lateral force measured in the test vehicle is the wheel force Q, (wheel-rail force measured directly by the dynamometer wheelset), then the derailment coefficient Q
shall meet the following conditions:
First limit
Second limit
Where: Q,
lateral force acting on the rail by the wheel on the climbing side, kN. (5)
(6)
3.3.2.3 In the above 3.3.2.1 and 3.3:2.2, the action time of the lateral force shall be greater than 0.05s. The first limit listed is the qualified standard for assessing the safety of vehicle operation, and the second limit is the standard with increased safety margin. 3.3.3·Wheel weight reduction ratio is used to determine whether derailment will occur due to excessive wheel reduction on one side under the condition of wheel weight P2>>P1. During the test, the vehicle shall be measured under the conditions of passing through the No. 9 single-opening turnout and passing through a small radius curve at a low speed (the lateral force is zero or close to zero). 3.3.3.1
Test and identify the wheel weight reduction rate of the vehicle
First limit
Second limit:
In the formula: AP-
wheel weight reduction, kN;
shall meet the following conditions:
-average wheel weight of the wheel on the reduced and loaded side, kN. (7)
(8)
3.3.3.2The first limit in the above item is the qualified standard for assessing the safety of vehicle operation, and the second limit is the standard with an increased safety margin. 3.3.3.3 The wheel load reduction rate is another derailment safety indicator for freight cars that derail due to wheel load reduction under specific working conditions. Whether this indicator needs to be measured in passenger car test and appraisal shall be agreed upon by the production, use departments and test and appraisal units according to their types and application conditions. 3.3.4 It is recommended to apply the allowable limit of lateral force to identify whether the test vehicle will cause track gauge widening (spike lifting) or serious deformation of the line (lateral slippage of rails and sleepers on the ballast or overturning of rails) during operation. According to the impact of the vehicle on the line when passing, the allowable limit of lateral force adopts the following standards.
When the spike is pulled out and the stress is the elastic limit, the limit is: Q<1.9+0.3Ps
When the spike is pulled out and the stress is the yield limit, the limit is: Q<2.9+0.3Pst
The limit of severe deformation of the line is:
For wooden sleepers
（10）
For concrete sleepers
GB5599-85
H≤0.85(1+
Psti+Pst
H≤0.85(1.5+
Where: Q—wheel-rail lateral force (wheel force), kN; H—wheel axle lateral force (frame force), kN; Psti+Pst2
Pst, Pst1, Pst2 Wheel static load, kN. 3.3.4.1·When the vehicle passes through a straight line, a curve and a turnout, the permissible limit of its lateral force is based on formula (9) and should not exceed the specified values of formulas (11) and (12).
3.3.5, the rollover coefficient is used to identify whether the test vehicle will overturn under the simultaneous action of lateral wind force, centrifugal force and lateral vibration inertia force. The critical condition for its overturning is: D
where: D—→ rollover coefficient;
Pa——dynamic load of the wheel on the same side of the vehicle or bogie, kN; -static load of the corresponding wheel, kN.
3.3.5.1 The rollover coefficient of the test vehicle shall meet the following requirements: D<0.8
（13）
3.3.5. 2 The rollover coefficient should be tested under the operating state when the test vehicle passes through at the maximum speed allowed by the line. 3.3.5.3 The rollover coefficient D of each wheel on the same side of the vehicle or each wheel on the same side of a bogie reaches or exceeds 0.8 at the same time, which is considered to be a rollover hazard. 3.4 Dynamic strength of the main components of the vehicle bogie 3.4.1 The dynamic strength test of the main components of the vehicle bogie includes measuring the dynamic coefficients of the main load-bearing components of the bogie, such as the bolster, frame (passenger car or truck), and side frame (truck), and identifying whether these components will cause fatigue failure under alternating stress. 3.4.2 Before conducting the dynamic test, the bolster and frame (or side frame) of the bogie must undergo a static strength test to determine the static stress of its dangerous section. The dangerous section is measured during the dynamic test. The dynamic stress of the surface is calculated by the following formula: Ka
dynamic stress, MN/m2;
where: d—
（15）
static stress, MN/m2.
3.4.3 The load-bearing components (semi-uniform stress m=0) such as the bolster and frame (or side frame) of the bogie work under asymmetric cyclic unstable alternating stress (non-uniform stress). In the vehicle dynamic test, it is recommended to conduct fatigue strength assessment for stress cycles (cyclic characteristics r<0.33) with dynamic coefficient K. >0.5, and adopt the following approximate method. 3.4.3.1 Draw a coordinate system (αm-Qa) with semi-uniform stress m (i.e. static stress st) as the horizontal axis and stress amplitude a (i.e. dynamic stress a) as the vertical axis, as shown in Figure 1. And calculate the simplified line of the endurance limit (fatigue limit) curve of materials and components according to the following procedure. 5
GB5599—85
According to the endurance limit of the material used in the component, point A is determined on the vertical axis of the coordinate system, and according to the strength limit of the material, point B is determined on the horizontal axis of the coordinate system. The straight line AB connecting these two points is the simplified line of the endurance limit g-1 curve of the material. b. Let the cyclic characteristic r = 0.33, and calculate the m and oa coordinates of the point e corresponding to this r according to the following formulas. Omin
max =ga+om=g,=[o]
Wherein:
Cyclic characteristics;
Average stress, MN/m2;
Stress amplitude, MN/m2;
Maximum stress, MN/m2;
Minimum stress, MN/m2;
Omax+Omin
Omax-Omin
Endurance limit of components, MN/m2;
（16）
（18）
（19）
Allowable stress of components specified in TB1335-78 "Code for Strength Design and Test Evaluation of Railway Vehicles" [see Appendix A (Supplement)], MN/m2.
From point e, draw a straight line halfway along the AB line and intersect the vertical and horizontal axes at points E and D. The ED line is the simplified line of the component endurance limit α_\ curve.
3.4.3.2 Draw a coordinate system (r-［]) with the component's allowable stress [の] as the vertical axis and the cyclic characteristic r as the horizontal axis, as shown in Figure 2. Obtain the influence curve of the cyclic characteristic r on the component's allowable stress [の] according to the following procedure. In the cycle characteristic r between -1
GB5599-85
-0.85-0.45-0.100.10,0.45,0.850.250.65
0.65-0.25
+1, a number of intermediate values are specified, and the slope tgα and the inclination angle α under each r value are calculated according to the following formula: tga
(20)
b: In the coordinate system m=αa of Figure 1, each ray is drawn from the coordinate origin o according to each α angle. The intersection points of each ray and the ED line are the critical points determined by the endurance limit of the component under each cycle characteristic r. c, the r of each critical point in Figure 1 and its corresponding allowable stress (obtained according to formula 17) are plotted in the r-[o] coordinate of Figure 2, and the influence curve ED' of the cycle characteristic r on the allowable stress [ ] of the component is calculated. 3.4.3.3 In the r-【】coordinate system, the area enclosed by the curve ED' and the horizontal axis is a safe area, and the stress cycle in this area will not cause fatigue damage.
3.4.3.4 During the dynamic strength test of the main components of the bogie, the stress cycle with a dynamic coefficient K>0.5 (r<0.33) should be marked in the r【】coordinate system. If it is above the E\D' curve, the degree of fatigue damage that may occur must be judged based on the number of repetitions of the stress cycle and the cycle characteristic r.
3.4.4 For other vehicle parts other than axles, if it is necessary to perform fatigue strength verification under alternating stress, it can be carried out in accordance with the above recommended methods.
4 Test method
4.1 General provisions for random sampling of test vehicles 4.1.1 The test vehicle runs on a straight line. Generally, the number of random sampling sections for each speed level is 8 to 10. The sampling time for each section is 18 to 20 seconds.
4.1.2 When the test vehicle passes through a curve, there is no speed level and no sampling time is specified. The speed of the test vehicle passing through the curve is determined by the maximum speed allowed by the curve. The sampling section should start before the first transition curve of the test vehicle entering the curve and end after the second transition curve of the curve. For long curve sections, intermittent sampling can be performed at both ends of the curve (including transition curves and part of the circular curve). The number of sampling sections in the entire test line is 5 to 10.
4.1.3 When the test vehicle passes through the station siding switch, there is no speed level and no sampling time is specified. The maximum speed of the test vehicle passing through the switch is determined by the switch number. The sampling section should start from the track before the test vehicle enters the turnout and end at the track after it exits the turnout, that is, including the full length of the turnout (the distance between the center lines of the two rail joints before and after the turnout). Within the entire test line, the number of sampling sections (the number of turnouts for sampling) is 3 to 5. 4.1.4 If a comparative test is conducted, the test identification vehicle and the comparison vehicle (corresponding to the measuring points) should be sampled synchronously (see 5.2.7) to reduce the time difference between the excitation input of the two vehicles.
4.2 Arrangement of measuring points
GB5599-85
The various parameters measured during the vehicle test include: the vertical and lateral acceleration of the vehicle body, the forces between the wheels and rails (vertical force and lateral force), the dynamic stress of the main components of the bogie, and the dynamic deflection of the bolster spring and the axle box spring. 4.2.1 Car body acceleration
The acceleration sensor for measuring the vertical and lateral acceleration of the passenger car body is installed on the car body floor surface 1000mm away from the 1st and 2nd center plates, as shown in Figure 3.
Figure 3 Acceleration measurement point arrangement
1-Vertical acceleration sensor, 2-lateral acceleration sensor The acceleration sensor for measuring the vertical and lateral acceleration of the truck body is installed on the lower cover plate of the middle beam of the vehicle frame on the inner side of the 1st or 2nd center plate, less than 1000mm away from the center line of the center plate. As shown in Figure 4. Figure 4
1-Middle beam; 2, 3-Vertical and lateral acceleration sensors; 4-Installation iron The vertical and lateral accelerations measured at each measuring point are used to statistically calculate the vertical and lateral stability indicators, maximum acceleration and average maximum acceleration of passenger and freight cars.
4.2.2 Wheel-rail force (vertical force, lateral force) The wheel-rail force refers to the vertical force and lateral force exerted by the wheels of passenger and freight cars on the rails. It can be measured directly by a force measuring wheel set, or indirectly by measuring the frame force.
Using a force measuring wheel set to measure the vertical force and lateral force between the wheel and rail, a spoke wheel or a spoke plate wheel can be used. The strain gauge arrangement method can use intermittent measurement of some spoke (or spoke plate) patches, or continuous measurement of all spoke (or spoke plate) patches. See Figure 5 and Figure 6.
Position of vertical force measurement patch
Position of lateral force measurement patch
GB5599-
Vertical force bridge
Lateral force bridge
Intermittent measurement of two spoke patches
Position of vertical force measurement patch
Lateral force measurement patch
Vertical force bridge
Lateral force bridge
Figure 6 Continuous measurement of all spoke patches
GB5599-85
The force measuring wheel used for the test should be replaced with the previous wheel pair of the bogie in front of the test vehicle. When the vertical force and lateral force between the wheel and rail are determined by measuring the frame (side frame) force, different point distribution methods should be adopted according to the structural characteristics of passenger and freight vehicles.
For vehicles with H-frame bogies, the measurement points of the frame vertical force and lateral force should be located on the same section near the root of the cantilever part of the frame side beam. In order to reduce the mutual influence of vertical force and lateral force, the strain gauge should be pasted on the geometric neutral plane of the measurement section, as shown in Figure 7.
Position of vertical force measurement patch
Position of lateral force measurement patch
Figure 7 Vertical force bridge for passenger car or freight car bogie frame force measurement
Transverse force bridge
For freight cars with cast steel side frame bogies, the side frame vertical force measurement points can be arranged at the axle box centerline position on the upper part of the bogie on both sides, or 180~200mm away from the axle box centerline, as shown in Figure 8. The side frame lateral force measurement points are arranged on the side of the side frame end 390~400mm away from the axle box centerline. In Figure 8, the measurement points in brackets are the measurement points of the other side frame of the measured bogie, and t is the temperature compensation sheet.2 The force between wheel and rail (vertical force, lateral force) The force between wheel and rail refers to the vertical force and lateral force exerted by the wheels of passenger and freight vehicles on the rails. It can be measured directly by a force measuring wheel set, or indirectly by measuring the frame force.
The vertical force and lateral force between wheel and rail can be measured by a force measuring wheel set, and spoke wheels or spoke-plate wheels can be used. The strain gauge arrangement method can adopt intermittent measurement of some spoke (or spoke-plate) patches, or continuous measurement of all spoke (or spoke-plate) patches. As shown in Figures 5 and 6.
Position of vertical force measurement patch
Position of lateral force measurement patch
GB5599-
Vertical force bridge
Lateral force bridge
Intermittent measurement of two spoke patches
Position of vertical force measurement patch
Lateral force measurement patch
Vertical force bridge
Lateral force bridge
Figure 6 Continuous measurement of all spoke patches
GB5599-85
The force measuring wheel used for the test should be replaced with the previous wheel pair of the bogie in front of the test vehicle. When the vertical force and lateral force between the wheel and rail are determined by measuring the frame (side frame) force, different point distribution methods should be adopted according to the structural characteristics of passenger and freight vehicles.
For vehicles with H-frame bogies, the measurement points of the frame vertical force and lateral force should be located on the same section near the root of the cantilever part of the frame side beam. In order to reduce the mutual influence of vertical force and lateral force, the strain gauge should be pasted on the geometric neutral plane of the measurement section, as shown in Figure 7.
Position of vertical force measurement patch
Position of lateral force measurement patch
Figure 7 Vertical force bridge for passenger car or freight car bogie frame force measurement
Transverse force bridge
For freight cars with cast steel side frame bogies, the side frame vertical force measurement points can be arranged at the axle box centerline position on the upper part of the bogie on both sides, or 180~200mm away from the axle box centerline, as shown in Figure 8. The side frame lateral force measurement points are arranged on the side of the side frame end 390~400mm away from the axle box centerline. In Figure 8, the measurement points in brackets are the measurement points of the other side frame of the measured bogie, and t is the temperature compensation sheet.2 The force between wheel and rail (vertical force, lateral force) The force between wheel and rail refers to the vertical force and lateral force exerted by the wheels of passenger and freight vehicles on the rails. It can be measured directly by a force measuring wheel set, or indirectly by measuring the frame force.
The vertical force and lateral force between wheel and rail can be measured by a force measuring wheel set, and spoke wheels or spoke-plate wheels can be used. The strain gauge arrangement method can adopt intermittent measurement of some spoke (or spoke-plate) patches, or continuous measurement of all spoke (or spoke-plate) patches. As shown in Figures 5 and 6.
Position of vertical force measurement patch
Position of lateral force measurement patch
GB5599-
Vertical force bridge
Lateral force bridge
Intermittent measurement of two spoke patches
Position of vertical force measurement patch
Lateral force measurement patch
Vertical force bridge
Lateral force bridge
Figure 6 Continuous measurement of all spoke patches
GB5599-85
The force measuring wheel used for the test should be replaced with the previous wheel pair of the bogie in front of the test vehicle. When the vertical force and lateral force between the wheel and rail are determined by measuring the frame (side frame) force, different point distribution methods should be adopted according to the structural characteristics of passenger and freight vehicles.
For vehicles with H-frame bogies, the measurement points of the frame vertical force and lateral force should be located on the same section near the root of the cantilever part of the frame side beam. In order to reduce the mutual influence of vertical force and lateral force, the strain gauge should be pasted on the geometric neutral plane of the measurement section, as shown in Figure 7.
Position of vertical force measurement patch
Position of lateral force measurement patch
Figure 7 Vertical force bridge for passenger car or freight car bogie frame force measurement
Transverse force bridge
For freight cars with cast steel side frame bogies, the side frame vertical force measurement points can be arranged at the axle box centerline position on the upper part of the bogie on both sides, or 180~200mm away from the axle box centerline, as shown in Figure 8. The side frame lateral force measurement points are arranged on the side of the side frame end 390~400mm away from the axle box centerline. In Figure 8, the measurement points in brackets are the measurement points of the other side frame of the measured bogie, and t is the temperature compensation sheet.
Tip: This standard content only shows part of the intercepted content of the complete standard. If you need the complete standard, please go to the top to download the complete standard document for free.