EN 13104:2001

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Bahnanwendungen - Radsätze und Drehgestelle - Treibradsatzwellen - Konstruktions- und BerechnungsrichtlinieApplications ferroviaires - Essieux montés et bogies - Essieux-axes moteurs - Méthode de conceptionRailway applications - Wheelsets and bogies - Powered axles - Design method45.040Materiali in deli za železniško tehnikoMaterials and components for railway engineeringICS:Ta slovenski standard je istoveten z:EN 13104:2001SIST EN 13104:2004en01-junij-2004SIST EN 13104:2004SLOVENSKI
STANDARD



SIST EN 13104:2004



EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 13104April 2001ICS 01.075; 45.060.01English versionRailway applications - Wheelsets and bogies - Powered axles -Design methodApplications ferroviaires - Essieux montés et bogies -Essieux-axes moteurs - Méthode de conceptionBahnanwendungen - Radsätze und Drehgestelle -Treibradsatzwellen - KonstruktionsverfahrenThis European Standard was approved by CEN on 7 December 2000.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this EuropeanStandard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such nationalstandards may be obtained on application to the 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 translationunder the responsibility of a CEN member into its own language and notified to the Management Centre has the same status as the officialversions.CEN members are the national standards bodies of Austria, Belgium, Czech Republic, Denmark, Finland, France, Germany, Greece,Iceland, Ireland, Italy, Luxembourg, Netherlands, Norway, Portugal, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2001 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 13104:2001 ESIST EN 13104:2004



Page 2EN 13104:2001Contents1 Scope.42 Normative references.53 Symbols and abbreviated terms.54 General.65
Forces and moments to be taken into consideration.75.1 Type of forces.75.2 Effects due to masses in motion.75.3 Effects due to braking.115.4 Effects due to curving and wheel geometry.115.5 Effects due to traction.115.6 Calculation of the resultant moment.126
Determination of geometric characteristics for the various parts of the axle.166.1 Stesses in the various sections of the axle.166.2 Determination of the diameter for journals and axle body.196.3 Determination of the diameter for the various seats from the diameter of the axle body orfrom the journals.197 Maximum permissible stresses.227.1 General.227.2 Steel grade EA1N.227.3 Steel grades other than EA1N.23Annex A
(informative)
Model of the calculation sheet for an axle.26Annex B
(informative)
Process for calculation of the load coefficient for tilting vehicles27Bibliography.28SIST EN 13104:2004



Page 3EN 13104:2001ForewordThis European Standard has been prepared by Technical Committee CEN/TC 256 "Railway applications", thesecretariat of which is held by DIN.This European Standard shall be given the status of a national standard, either by publication of an identicaltext or by endorsement, at the latest by October 2001, and conflicting national standards shall be withdrawnat the latest by October 2001.This European Standard has been prepared under a mandate given to CEN by the European Commissionand the European Free Trade Association, and supports essential requirements of EU Directives.According to the CEN/CENELEC Internal Regulations, the national standards organizations of the followingcountries 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.SIST EN 13104:2004



Page 4EN 13104:2001IntroductionRailway axles were among the first train components to give rise to fatigue problems.Many years ago, specific methods were developed in order to design these axles. They were based on a feedbackprocess from the service behaviour of axles combined with the examination of failures and on fatigue-testsconducted in the laboratory, so as to characterise and optimise the design and materials used for axles.A European working party under the aegis of UIC1) started to harmonise these methods at the beginning of the1970’s. This led to an ORE2) document applicable to the design of trailer stock axles, subsequently incorporatedinto national standards (French, German, Italian).This method was successfully extrapolated in France for the design of powered axles and the French standardalso applies to such axles. Consequently this method was converted into a UIC leaflet.The bibliography lists the relevant documents used for references purposes. The method described therein islargely based on conventional loadings and applies the beam theory for the stress calculation. The shape andstress recommendations are derived from laboratory tests and the outcome is validated by many years ofoperations on the various railway systems.This standard is largely based on this method which has been improved and its scope enlarged.1 ScopeThis standard: defines the forces and moments to be taken into account with reference to masses, traction and brakingconditions; gives the stress calculation method for axles with outside axle-journals; specifies the maximum permissible stresses to be assumed in calculations, for steel grade EA1N defined inprEN 13261:1998; describes how to obtain the maximum permissible stresses for other steel grades; determines the diameters for the various sections of the axle. The preferred shapes and transitions areidentified to ensure adequate service performance.This standard is applicable to: solid and hollow powered axles for railway rolling stock; solid and hollow non-powered axles of motor bogies; solid and hollow non-powered axles of locomotives3); axles defined in prEN 13261:1998; all gauges4).This standard is applicable to axles fitted to rolling stock intended to run under normal European conditions.Before the use of this standard, if there is any doubt as to whether the railway operating conditions are normal, it isnecessary to determine whether an additional design factor has to be applied to the maximum permissiblestresses. The calculation of wheelsets for special applications (e.g. tamping/lining/levelling machines) may bemade according to the submitted standard, for the load case of free running and running in train formation. Thisstandard is not applicable for workload cases. They are calculated separately.For light rail and tramway applications other standards or documents, agreed between the customer and supplier,may be applied.
1) UIC: Union Internationale des Chemins de fer2) ORE: Office de Recherches et d’Essais de l’UIC3) In France the interpretation of the term “locomotive” is locomotive, locomoteur or locotracteur.4) If the gauge is not standard, some formulae need to be adapted.SIST EN 13104:2004



Page 5EN 13104:20012 Normative referencesThis European Standard incorporates, by dated or undated reference, provisions from other publications. Thesenormative references are cited at the appropriate places in the text and the publications are listed hereafter. Fordated references, subsequent amendments to or revisions of any of these publications apply to this EuropeanStandard only when incorporated in it by amendment or revision. For undated references the latest edition of thepublication referred to applies (including amendments).prEN 13260:1998Railway applications - Wheelsets and bogies - Wheelsets - Product requirementsprEN 13261:1998Railway applications - Wheelsets and bogies - Axles - Product requirements3 Symbols and abbreviated termsFor the purposes of this European Standard, the symbols and abbreviated terms of table 1 apply:Table 1SymbolUnitDescription1mkgMass on journals per wheelset (bearings and axle boxes masses are included)2mkgWheelset mass and masses on the wheelset between rolling planes (brake disc, gearwheel, etc.)21mmkgFor the wheelset considered, mass applied on the railsgm/s2Acceleration due to gravityPNHalf the vertical force per wheelset applied on the rail 2)(21gmm0PNVertical static force per journal when the wheelset is loaded symmetrically 21gm1PNVertical force on the more heavily loaded journal2PNVertical force on the less loaded journal'PNPart of P braked by any mechanical braking system1YNWheel/rail horizontal force perpendicular to the rail on the side of the more heavilyloaded journal2YNWheel/rail horizontal force perpendicular to the rail on the side of the less loaded journalHNForce balancing the forces 1Y and 2Y1QNVertical reaction on the wheel situated on the side of the more heavily loaded journal2QNVertical reaction on the wheel situated on the side of the less loaded journaliFNForces exerted by the masses of the unsprung elements situated between the twowheels (brake disc(s), gear wheel, etc.)fFNMaximum force input of the brake-shoes of the same shoeholder on one wheel or inter-face force of the pads on one discxMNmmBending moment due to the masses in motion'xM , 'zMNmmBending moments due to braking'yMNmmTorsional moment due to braking(continued)SIST EN 13104:2004



Page 6EN 13104:2001Table 1 (concluded)SymbolUnitDescription''xM, ''zMNmmBending moments due to tractive force''yMNmmTorsional moment due to tractive forceMX, MZNmmSum of bending momentsMYNmmSum of torsional momentsMRNmmResultant momentb2mmDistance between vertical force input points on axle journalss2mmDistance between wheel rolling circles1hmmHeight above the axle centreline of centre of gravity of masses carried by the wheelsetiymmDistance between the rolling circle of one wheel and force iFymmAbscissa for any section of the axle calculated from the section subject to force 1PAverage friction coefficient between the wheel and the brake-shoe or between the brakepads and the discN/mm2Stress calculated on one sectionKFatigue stress concentration factorRmmNominal radius of the rolling circle of a wheelbRmmBrake disc radiusdmmDiameter for one section of the axle'dmmBore diameter of a hollow axleDmmDiameter used for determining KrmmRadius of transition fillet or groove used to determine KSSecurity coefficientGCentre of gravityfLRN/mm2Fatigue limit under rotating bending up to 107 cycles for smooth specimensfERN/mm2Fatigue limit under rotating bending up to 107 cycles for notched specimensqam/s2Unbalanced transverse accelerationqfThrust factor4 GeneralThe major phases for the design of an axle are the following:a) identification of the forces to be taken into account and calculations of the moments on the various sections ofthe axle;b) selection of the diameters for axle-body and journals - on the basis of such diameters, calculation of thediameters for the other sections;c) the options taken are verified in the following manner: stress calculation for each section; comparison of such stresses with the maximum permissible stresses.SIST EN 13104:2004



Page 7EN 13104:2001The maximum permissible stresses are mainly defined by: the steel grade; whether the axle is solid or hollow; the type of transmission of motor power.An example data sheet is given in annex A (informative).5
Forces and moments to be taken into consideration5.1 Type of forcesThree types of forces have to be addressed: masses in motion; braking force and moments; tractive force and moments.5.2 Effects due to masses in motionThe forces generated by masses in motion are concentrated along the vertical symmetry plane (y,z) (see figure 1)intersecting the axle centreline.yzxMxFigure 1Unless otherwise defined by the customer, the masses 21mm to be taken into account for the main railwayapplications are defined in table 2. For particular applications, e.g. suburban vehicles, other definitions for massesare necessary, in accordance with the specific operating requirements.SIST EN 13104:2004



Page 8EN 13104:2001Table 2Type of rolling stock unitsMass )(21mmTractive units with no passenger accommodation,luggage areas and postal vansFor the axle considered, the proportion of the wagonmass under maximum permissible loading in serviceTractive stock including passenger accommodation,luggage areas and vans1 – Main line vehicles1)Mass in service + 1,2
payload,"mass in service" is defined as: the vehicle mass withoutpassengers, tanks full with water, sand, fuel, etc.;"payload" is defined as:the mass of a passenger, which is estimated at 80 kgincluding hand luggage; 1 passenger per seating place; 2 passengers per m² in corridors and vestibules; 2 passengers per attendant's compartment; 300 kg per m² in luggage compartments.2 – Suburban vehicles1) 2)Mass in service + 1,2
payload,"mass in service" is defined as:the vehicle mass without passengers, tanks full with wa-ter, sand, fuel, etc.;"payload" is defined as:the mass of a passenger, which is estimated at 70 kg(little or no luggage); 1 passenger per seating place; 3 passengers per m² in corridor areas; 4 or 5passengers per m² in vestibule areas2); 300 kg per m² in luggage compartments.1) The payloads to be taken into account to determine the mainline and suburban vehicles broadly reflect the normaloperating conditions of the member railways of the International Union of Railways (UIC). If and when operatingconditions significantly differ from the above framework, masses may be modified, for example, by increasing ordecreasing the number of passengers per m² in corridors and vestibules.2) These vehicles are sometimes associated with classes of passenger travel, i.e. 1st or 2nd class.The bending moment xM in any section is calculated from forces 1P, 2P, 1Q, 2Q, 1Y, 2Y and iF as shown inFigure 2. It represents the most adverse condition for the axle, i. e.: asymmetric distribution of forces the direction of the forces iF due to the masses of unsprung components selected in such a manner that theireffect on bending is added to that due to the vertical forces.SIST EN 13104:2004



Page 9EN 13104:2001yzP1P2Y2Y1Q1Q2HF1bbRyissh1G : centre of gravity of vehicleFigure 2Table 3 shows the values for the forces calculated from 1m.The formulae coefficient values are applicable to standard gauge axles and classical suspension. For verydifferent gauges, metre gauge for example, or new system of suspension, pendular system for example, othervalues shall be considered (see informative annex B).Table 3For all axles defined in the scope of thisstandardgmbhP111)/0875,0625,0(gmbhP112)/0875,0625,0(gmY1135,0gmY12175,0gmYYH121175,0For all axles)]2()()()([21ii21211ysFRYYsbPsbPsQ])()()([21ii21122yFRYYsbPsbPsQSIST EN 13104:2004



Page 10EN 13104:2001Table 4 shows the formulae to calculate xM for each zone of the axle and the general outline of xM variationsalong the axle.Table 4Zone of the axlexM 1)Between loading plane androlling planeyPMx1Between rolling planes)()(111iixysbyFRYsbyQyPMiF: Force(s) situated on the left of the section consideredGeneral outline of xM varia-tions1) For a non-symmetric axle the calculations shall be carried out after alternately applying the loadto the two journals to determine the worst case.P1y2b2sP1FiY1yQ1yi2b2sRP1P2SIST EN 13104:2004



Page 11EN 13104:20015.3 Effects due to brakingBraking generates cross sectional moments which can be represented by three components : 'xM, 'yM, 'zM (seefigure 3).yzxM'xM'zM'yFigure 3 The bending component 'xM is due to the vertical forces parallel to the z axis; the bending component 'zM is due to the horizontal forces parallel to the x axis; the torsional component 'yM is directed along the axle centreline (y axis); it is due to the forces appliedtangentially to the wheels.The components 'xM, 'yM and 'zM are shown in table 6 for each braking mode.If several braking modes are superimposed, the values corresponding to each mode shall be added.For example, moments and forces caused by rheostatic or regenerative braking shall be considered.NOTE 1: If other braking modes are used, the forces and moments to be taken into account can beobtained on the basis of the same principles as those shown in table 6. Special attention should be paid tothe calculation of the 'xM component, which is to be added directly to the xM component representingmasses in motion.NOTE 2: In UIC 515-3, the calculation of 'zM, as shown in table 6 of this standard, is done with 0.5.4 Effects due to curving and wheel geometryFor an unbraked wheelset the torsional moment 'yM is equal to 0,2 PR, to account for possible differences inwheel diameters and the effect of passing through curves.For a braked wheelset these effects are included in the effects due to braking.5.5 Effects due to tractionThe forces generated in the axle from the transmission of the driving torque under constant adhesion conditionscan normally be neglected. Calculation and experience have shown that the bending moments ''xM and ''zM andthe torsional moment ''yM generated by these tractive forces are smaller than those generated by braking.Traction and braking moments do not occur simultaneously.The axle design should also take into account the instantaneous loss of traction, e.g. short circuit overload.Whe
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