EN 13979-1:2003+A2:2011

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Bahnanwendungen - Radsätze und Drehgestelle - Vollräder - Technische Zulassungsverfahren - Teil 1: Geschmiedete und gewalzte RäderApplications ferroviaires - Essieux montés et bogies - Roues monobloc - Procédure d'homologation technique - Partie 1: Roues forgées et laminéesRailway applications - Wheelsets and bogies - Monobloc wheels - Technical approval procedure - Part 1: Forged and rolled wheels45.040Materiali in deli za železniško tehnikoMaterials and components for railway engineeringICS:Ta slovenski standard je istoveten z:EN 13979-1:2003+A2:2011SIST EN 13979-1:2004+A2:2011en,fr,de01-maj-2011SIST EN 13979-1:2004+A2:2011SLOVENSKI
STANDARD
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 13979-1:2003+A2
March 2011 ICS 45.040; 45.060.01 Supersedes EN 13979-1:2003+A1:2009 English Version
Railway applications - Wheelsets and bogies - Monobloc wheels - Technical approval procedure - Part 1: Forged and rolled wheels
Applications ferroviaires - Essieux montés et bogies - Roues monobloc - Procédure d'homologation technique - Partie 1: Roues forgées et laminées
Bahnanwendungen - Radsätze und Drehgestelle - Vollräder - Technische Zulassungsverfahren - Teil 1: Geschmiedete und gewalzte Räder This European Standard was approved by CEN on 3 November 2003 and includes Amendment 1 approved by CEN on 24 February 2009 and Amendment 2 approved by CEN on 24 January 2011.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre:
Avenue Marnix 17,
B-1000 Brussels © 2011 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 13979-1:2003+A2:2011: ESIST EN 13979-1:2004+A2:2011

Assessment of the thermomechanical behaviour . 17 A.1 Assessment organigram . 17 A.2 Braking bench test procedure . 18 A.2.1 Principle of the test. 18 A.2.2 Definition of braking . 18 A.2.3 Method of measuring the decision criteria . 18 SIST EN 13979-1:2004+A2:2011

Organigram of the mechanical behaviour assessment . 27 Annex C (informative)
Mechanical behaviour – Finite element code assessment . 28 Annex D (informative)
Mechanical behaviour – Bench loading and test procedure . 29 D.1 Principle of bench loading and test procedure . 29 D.2 Definition of loading . 29 D.2.1 General . 29 D.2.2 Measurement of the stresses during field tests . 30 D.3 Fatigue bench test . 30 D.3.1 Method 1 – Random fatigue test . 30 D.3.2 Method 2 – Single-stage fatigue test . 31 Annex E (informative)
Assessment of the acoustical behaviour . 34 E.1 Assessment organigram. 34 E.2 Calculation procedure . 35 E.2.1 Preliminary comment . 35 E.2.2 Calculation of the wheel modal basis . 35 E.2.3 Selection of the reference track model . 35 E.2.4 Definition of the calculation parameters . 35 E.2.5 Power calculation . 35 E.2.6 Insertion. 36 E.2.7 Calculations of the decision criteria for acoustical technical approval of the wheel . 37 E.2.8 Optional calculations . 37 E.3 Field measurement procedure . 37 E.3.1 Objective and preliminary remark . 37 E.3.2 Recommendations for the operating conditions . 38 E.3.3 Measurement procedure . 41 E.3.4 Analysis of results . 43 Annex F (informative)
!Drag braking values for interoperability" . 46 #Annex ZA (informative)
Relationship between this European Standard and the essential requirements of Directive 2008/57/EC$ . 47 Bibliography . 50
This document contains a bibliography. This European Standard is part of a series of two EN 13979 standards, Part 2 of which is: !Part 2: Cast wheels." #This document has been created under a mandate granted to CEN/CENELEC/ETSI by the European Commission and the European Free Trade Association and supports the essential requirements of Directive 2008/57/EC.$ #For the relationship with Directive 2008/57/EC, see informative Annex ZA, which is an integral part of this document.$ SIST EN 13979-1:2004+A2:2011

its design had to be standardized;
it had to conform to the quality requirements of UIC leaflet 812-3. In order to be able to adapt to new railway working conditions, on the one hand, and to facilitate the introduction of new technical solutions, on the other, it has been necessary to replace the concept of standardization with the definition of specifications that a wheel design shall meet to be accepted on a European network. The standard covers these specifications and describes precisely how to assess the wheel design. To be able to apply these specifications, it is essential to define the use of the wheel; this standard also states how to define this use. At least four aspects are described with different purposes:
a geometrical aspect: to allow interchangeability of different solutions for the same application;
a thermomechanical aspect: to manage wheel deformations and to ensure that braking will not cause wheels to break;
a mechanical aspect: to ensure that no fatigue cracks occur in the web;
an acoustical aspect: to ensure that the solution chosen is as good as the reference wheel, for the use in question. For each of these three latter aspects, the rules proposed tend to limit the procedure, the easier the objectives are to attain by the wheel under study. This standard does not cover assessment of the hub nor of the static mechanical dimensioning of the wheel. SIST EN 13979-1:2004+A2:2011

1 Scope The aim of this European Standard is to define the requirements that a monobloc wheel of a freight of passenger railway vehicle non-powered axle shall meet in order to be able to be used on a European network. For wheels of powered axles or wheels with noise dampers, the requirements may be amended or supplemented. For light vehicles and tramways, other standards or documents accepted by the customer and supplier may be used. This European Standard only applies to wheels of new design. These requirements are intended to assess the validity of the design choice for the proposed use. The assessment of these requirements is the technical approval procedure. This European Standard is applicable to forged and rolled wheels for which the quality requirements are defined in !EN 13262". 2 Normative references !The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies." EN 12668-3, Non-destructive testing – Characterization and verification of ultrasonic examination equipment – Part 3: Combined equipment EN 13103, Railway applications – Wheelsets and bogies – Non-powered axles – Design !guide" !EN 13262", Railway applications – Wheelsets and bogies – Wheels –
Product requirements 3 Parameters for the definition of the application covered The application for which the wheel is to be approved shall be defined by the following parameters. If the application parameters are changed for an approved wheel, the customer and supplier shall review the assessments. 3.1 Parameters for geometrical interchangeability The application shall be defined by geometrical interchangeabliity parameters divided into three categories according to whether they are linked to functional, assembly or maintenance requirements. 3.1.1 Functional requirements
the nominal tread diameter that influences the buffer height and the loading gauge;
the maximum rim width
linked to the points and crossing and the track brakes;
the tread profile outside the conical part of the tread; SIST EN 13979-1:2004+A2:2011

the position of the rim internal surface relative to the corresponding surface of the hub;
the conicity of the hub bore;
the space required for disc brakes mounted on the wheel;
the space needed on the bogie frame, braking equipment and suspension equipment. 3.1.2 Assembly requirements
the bore diameter;
the hub length to ensure overhanging of the hub on the wheelseat. 3.1.3 Maintenance requirements
the wear limit diameter or the last reprofiling diameter;
the wear groove shape;
the geometry of the area for wheel clamping on reprofiling machines;
the position and shape of the hole and groove for displacement under oil pressure;
the general rim shape to allow ultrasonic measurement of residual stresses in wheels braked by shoes. 3.2 Parameters for thermomechanical assessment The application shall be defined by:
the maximum braking energy created by the friction of the brake shoes on the rail surface. This energy may be defined by a power Pa, a time ta and a train speed Va during drag braking. If it is defined by other parameters (for braking to a stop, for example), these parameters are defined by agreement between the customer and the supplier;
the type of brake shoes applied to the wheel (nature, dimensions and number). !NOTE For interoperable freight rolling stock, the thermomechanical behavior does not need to be verified when braking to a stop, but only drag braking, because of the lower energy in stop braking." 3.3 Parameters for mechanical assessment The application shall be defined by:
the maximum vertical static force
per wheelset;
the type of service to be provided by the vehicles that will be fitted with the wheels to be approved:
description of the lines: geometric quality of the tracks, curve parameters, maximum speeds . ;
running times on these lines;
the calculated service life of the wheel, in kilometres. SIST EN 13979-1:2004+A2:2011

the reference track on which the wheel is to run;
the reference wheel to which the design will be compared;
the reference rolling stock and one or more reference speeds;
one or two surface roughness spectra representative of the range of operational values of the wheel under test. 4 Description of the wheel to be approved The designer of the wheel to be approved shall supply documentation comprising:
the description of the fabrication process (forging, rolling, heat treatment,…);
the definition of the wheel geometry (drawing);
the following fabrication parameters, if they differ from those defined in !EN 13262":
geometrical tolerances;
surface finishes;
steel grade;
the parameters for defining the application for which the approval is requested. At the end of this technical approval procedure and before being put into service, a wheel shall be subjected to the product qualification procedure defined in !EN 13262".
5 Assessment of the geometrical interchangeability The wheel design shall conform to the requirements of 3.1. 6 Assessment of the thermomechanical behaviour 6.1 General procedure This assessment may comprise three stages. The transition from one stage to the next depends on the results obtained. The flowchart for this assessment is shown in normative Annex A. For each of the three stages, the test shall be carried out on a new rim (nominal tread diameter) and a worn rim (wear limit tread diameter). SIST EN 13979-1:2004+A2:2011

maximum lateral displacement of the rim during braking :+ 3 / -1 mm;
level of residual stress in the rim after cooling:
rn
+ r N/mm2 as the average of three measurements;
in
+ (r + 50) N/mm2 for each measurement;
maximum lateral displacement of the rim after cooling:+ 1,5 / - 0,5mm. Wheel with worn rim:
maximum lateral displacement of the rim during braking :+ 3 / -1 mm;
level of residual stress in the rim after cooling:
rw
+(r + 75) N/mm2 as the average of three measurements;
iw
+(r + 100) N/mm2 for each measurement;
maximum lateral displacement of the rim after cooling:+ 1,5 / - 0,5mm. The value of r shall be defined according to the criteria of the wheel rim steel grade. For grades ER6 and ER7 of !EN 13262", r = 200 N/mm2. SIST EN 13979-1:2004+A2:2011

maximum lateral displacement of the rim during braking :+ 3 / -1 mm;
level of residual stress in the rim after the tests and after cooling:
rn
+ (r - 50) N/mm2 as the average of the three measurements
in
+ r N/mm2 for each of the measurements
maximum lateral displacement of the rim after cooling: + 1,5 /- 0,5 mm. Wheel with worn rim:
maximum lateral displacement of the rim during braking :+ 3 /-1 mm; SIST EN 13979-1:2004+A2:2011

level of residual stress in the rim after the tests and after cooling:
rw
+ r
N/mm2 as the average of the three measurements;
iw
+ (r + 50) N/mm2 for each of the measurements;
maximum lateral displacement of the rim after cooling: + 1,5 /- 0,5 mm The value of r shall be defined according to the criteria of the wheel rim steel grade. For grades ER6 and ER7 of !EN 13262", r = 200 N/mm2. The lateral displacement is positive if the distance between the two inner faces of the wheel of the wheelset increases. For domestic traffic, if the track tolerances differ from the general tolerances used in Europe, other values of lateral displacement may be agreed between the parties concerned 7 Assessment of the mechanical behaviour 7.1 General procedure This assessment may comprise two stages. The second stage is carried out depending on the results of the first stage. The purpose of this assessment is to ensure that there will be no risk of fatigue cracking either in the wheel web or in its connections with the hub or the rim during the service life of the wheel. Both for the calculation and the test, the wheel geometry shall the least favourable with regard to the mechanical behaviour. If that is not the case for the test, the test parameters shall be corrected by the calculation. The flowchart for this assessment is shown in normative annex B. 7.2 First stage - Calculation 7.2.1 Applied forces Conventional forces shall be used. They are calculated on the basis of the value of load P. Load P is defined in EN 13103. It is half the vertical force per wheelset on the rail. On the basis of the parameters necessary for the mechanical assessment defined in 3.3, additional forces shall be used if these parameters generate greater forces (for example,. tilting trains, curve parameters, frozen track, etc…). Three load cases shall be considered (see Figure 1):
Case 1:
straight track (centred wheelset)
Fz = 1,25 P
Fy1 = 0
Case 2: curve (flange pressed against the rail)
Fz = 1,25 P SIST EN 13979-1:2004+A2:2011

Fy2 = 0,6 P for non-guiding wheelsets
Fy2 = 0,7 P for guiding wheelsets
Case 3:
negotiation of points and crossings (inside surface of flange applied to the rail)
Fz = 1,25 P
Fy3 = 0,6 Fy2 = 0,36 P for non-guiding wheelsets
Fy3 = 0,6 Fy2 = 0,42 P for guiding wheelsets Figure 1 shows, for the general case, the application points of the different forces. Dimensions in millimetres
Key 1 Straight track 2 Curve 3 Negotiation of points and crossings Figure 1 — Application points of the different forces 7.2.2 Calculation procedure A finite element calculation code shall be used to determine the stresses. The validity of the code shall be proven and the choice of parameters having a critical influence on the results shall be justified.
Informative annexe C gives one method of demonstrating this. The stresses shall be analysed as follows:
determination of the principal stresses at all points in the mesh (nodes) for each of the three load cases;
assessment, for each node, of the maximum principal stress for the three load cases (max) and of the direction of this principal stress; SIST EN 13979-1:2004+A2:2011

assessment, for each node, of the minimum stress equal to the lowest normal stress in the direction of max, for the three load cases (min);
calculation for each node of:
= max - min 7.2.3 Decision criteria The range of dynamic stress
shall be less than the permissible stresses at all points of the web. The permissible ranges of dynamic stresses, A, are as follows:
for wheels with a machined web: A = 360 N/mm2 ;
for wheels with a non-machined web: A = 290 N/mm2. 7.3 Second stage – Bench test 7.3.1 General This second stage shall be carried out if the results of the first stage go beyond the decision criteria. 7.3.2 Definition of bench loading and of the test procedure They shall be agreed between the designer of the wheel and the body leading the technical approval. The loading and the test procedure shall reproduce in the web the stresses representative (direction, level and number of cycles) of those the wheel is subjected to throughout its entire life. Informative annex D gives one method of doing this. 7.3.3 Decision criteria Four wheels shall be tested. No fatigue cracks shall be observed after the test. A fault is considered to be a crack if its length is greater than or equal to 1 mm. 8 Assessment of the acoustical behaviour 8.1 General procedure The assessment of the acoustical behaviour of a wheel is widely dependent on several parameters that are not directly related to the design of the particular wheel to be approved. This is why the result of a new wheel design shall be compared with that of a rail system/reference wheel for a given state of maintenance of the rail surface. A schematic diagram representing the acoustical approval procedure for the wheel is given in informative annex E. The acoustical technical approval of the wheel may be obtained by a calculation if the type of wheel to be approved allows reliable results to be obtained and/or from field measurements if requested: SIST EN 13979-1:2004+A2:2011

case 1 : a procedure based on calculations is considered adequate. This concerns monobloc axisymmetric wheels of "standard" diameter (greater than or equal to 800 mm) for which the numerical calculations have already been validated1);
case 2 : a procedure based on calculations and supplemented by an experimental modal analysis of the wheel may be selected. This procedure concerns non-axisymmetric monobloc wheels (except for those with holes) and small diameter (less than 800 mm) monobloc wheels for which retuning of the calculated modal base is required (e. g. when absorbing devices are mounted on the wheel). This retuning is due to results of an experimental modal analysis of the wheel;
case 3: a range of measurements is required for the acoustical technical approval of the wheel. This procedure concerns non-monobloc wheels with holes, non-axisymmetric wheels, wheels with shielding devices, for which the calculation approach is not yet a sufficiently reliable approval criterion 8.2 Calculation procedure This shall be applied in case 1 or 2 defined in 8.1. A calculation procedure is given in informative annex E. 8.3 Field measurements The field measurements shall be carried out in the following cases:
the calculation procedure has not been carried out or is unable to be carried out in a reliable enough manner (case 3 of 8.1) ;
the calculation procedure has been carried out but has not led to acoustical technical approval of the wheel. A field measurement procedure is detailed in informative annex E2). 8.4 Decision criteria If
represents the average acoustic pressure level emitted at a distance of 3 m from the track:
by a reference wheel Wref;
on a reference track Tref ;
at a reference speed Sref ;
for a reference roughness spectrum Rref ;
1) Numerical calculations using the TWINS model developed at ERRI have been validated. 2) This procedure has been validated by ERRI [2], [3] and the model has been simplified for the specific requirements of the test for the technical approval. SIST EN 13979-1:2004+A2:2011

its noise emission level in the same conditions as the reference wheel, the performance indicator
is given for:
=
-
In the following text, and to simplify the notations, it is assumed that the values of G and L in the above equation are expressed for the fixed parameters of speed, track and roughness. The above equation may then be written as: G = LWopt - LWref This expression may be evaluated both globally and on a 1/3 octave band. With the new notations, this expression is written as:
where i is the 1/3 octave considered in the frequency range [100, 5000 Hz]. Considering that the new wheel shall be quieter than the reference wheel, the acceptance criteria may be written as:
Thus, the acceptance criterion shall be the total noise radiation gain between the reference wheel and the optimized wheel, assessed on a reference track, with a reference roughness spectrum. It is expressed in dB(A) for the global value GS,Tref supplemented by a 1/3 octave band analysis . In both cases (calculations and field test), the acoustical acceptance criteria are applied to the wheel under test: calculation of the global noise gain thresholds, GS,Tref, and by 1/3 octave band, , according to the standards and regulations. These thresholds are based on the reference system noise radiation and their minimum value is zero. 9 Technical approval documents A file shall be built up as the technical approval procedure is progressed. It shall comprise the following parts: a) identification of the wheel: drawing, material,. ; b) definition of the application covered by the approval; c) geometrical assessment documents; d) thermomechanical assessment documents; SIST EN 13979-1:2004+A2:2011

Assessment of the thermomechanical behaviour A.1 Assessment organigram
nominal braking power Pb = 1,2 Pa ;
duration of braking tb = ta ;
linear speed of the wheel Vb = Va ;
type of brake shoes;
speed of simulated wind: Va/2 measured 700 mm from the axle with the unit at a halt. During the cycles, variations in these parameters shall remain within the following ranges:
instantaneous power: ± 10% Pb ;
average power: ± 5% Pb ;
duration of braking: ± 2% tb ;
linear speed: ± 2% Vb. The test shall be driven by the instantaneous braking power that shall be maintained within the range given above for the duration of the test. Control is effected:
either on the basis of measuring the braking torque;
or on the basis of measuring the tangential forces between the wheel and brake shoes and measuring the speed. Following agreement between the parties involved, the effect of the wind may be taken into account by a calculation that modifies the parameters used or measured during the test. A.2.3 Method of measuring the decision criteria A.2.3.1 Measurement of lateral displacements The lateral displacements of the rim are measured on the internal lateral face of the rim at the wear limit diameter level with one face of the hub being used ass a reference. SIST EN 13979-1:2004+A2:2011

stress in a sector:
stress in the rim:
A.2.3.2.2 Apparatus It shall permit the display and processing of the ultrasonic signal for the thickness of the rims to be measured. It shall meet the verification criteria specified in EN 12668-3, for the polarized transverse wave probes
physical state and external aspect;
overall operating stability;
vertical linearity;
horizontal timebase linearity. The last two points shall be verified with the probes used for the measurements. The measuring accuracy shall be within the following ranges:
repeatability:
5 N/mm2 ;
reproducibility :
50 N/mm2 ; SIST EN 13979-1:2004+A2:2011

type A calibration block: the block shall be totally stress-relieved by means of a suitable heat treatment;
type B calibration block: the block shall be made so that its level of residual stresses is 100 N/mm2. The measured value shall be adjusted to 100 N/mm2
20 N/mm2. The measurement parameters shall be verified before and after each series of measurements and each time the equipment is de-energized. A.2.4 Tests and measurements A.2.4.1 Measurements before tests The parameters of the geometrical definition of the wheel shall be recorded. Measure the residual stresses in the rim. The brake shoes shall be worn in with a braking power not exceeding 1,2 Pa /2 until the contact surface between the wheel and the shoe is equal to at least 80% of the total shoe surface. A.2.4.2 Braking tests The ten drag braking cycles are carried out successively. At the beginning of each cycle, the wheel rim temperature (measured at mid-thickness of the rim on the external face) shall be less than 50 °C. Cooling of the wheel may be accelerated by water spraying as soon as the rim temperature is lower than 200 °C. Before each braking cycle, the position of the brake shoes shall be checked to ensure that there is at least
10 mm between the external face of the brake shoe and the external face of the rim. During each cycle, the following shall be measured:
the instantaneous power;
the linear speed;
the lateral displacement of the rim;
the temperature of the web-rim fillet (optional);
the duration of the braking cycle;
the parameters of the simulated wind. The average power is calculated at the end of each cycle. SIST EN 13979-1:2004+A2:2011

the residual stresses at the same points as before the braking cycles;
the residual lateral displacement of the rim. A.2.5 Anomalies If a power monitoring anoma
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