ASME RT-1-2009 Safety Standard for Structural Requirements for Light Rail Vehicles (RT-1 - 2009)《轻轨车辆车身结构要求的安全性标准》.pdf

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1、AN AMERICAN NATIONAL STANDARDASME RT-12009Safety Standard for Structural Requirements for Light Rail VehiclesASME RT-12009Safety Standardfor StructuralRequirements forLight Rail VehiclesAN AMERICAN NATIONAL STANDARDDate of Issuance: September 18, 2009The next edition of this Standard is scheduled fo

2、r publication in 2014. This Standard will becomeeffective 6 months after the Date of Issuance. There will be no addenda or written interpretations ofthe requirements of this Standard issued to this edition.ASME is the registered trademark of The American Society of Mechanical Engineers.This code or

3、standard was developed under procedures accredited as meeting the criteria for American NationalStandards. The Standards Committee that approved the code or standard was balanced to assure that individuals fromcompetent and concerned interests have had an opportunity to participate. The proposed cod

4、e or standard was madeavailable for public review and comment that provides an opportunity for additional public input from industry, academia,regulatory agencies, and the public-at-large.ASME does not “approve,” “rate,” or “endorse” any item, construction, proprietary device, or activity.ASME does

5、not take any position with respect to the validity of any patent rights asserted in connection with anyitems mentioned in this document, and does not undertake to insure anyone utilizing a standard against liability forinfringement of any applicable letters patent, nor assume any such liability. Use

6、rs of a code or standard are expresslyadvised that determination of the validity of any such patent rights, and the risk of infringement of such rights, isentirely their own responsibility.Participation by federal agency representative(s) or person(s) affiliated with industry is not to be interprete

7、d asgovernment or industry endorsement of this code or standard.ASME accepts responsibility for only those interpretations of this document issued in accordance with the establishedASME procedures and policies, which precludes the issuance of interpretations by individuals.No part of this document m

8、ay be reproduced in any form,in an electronic retrieval system or otherwise,without the prior written permission of the publisher.The American Society of Mechanical EngineersThree Park Avenue, New York, NY 10016-5990Copyright 2009 byTHE AMERICAN SOCIETY OF MECHANICAL ENGINEERSAll rights reservedPrin

9、ted in U.S.A.CONTENTSForeword ivCommittee Roster . vCorrespondence With the RT Committee . viIntroduction . vii1 Scope . 12 Definitions 13 Interoperability 34 Structural Requirements 35 Design Load Requirements . 66 Coupler System 97 Material . 98 Crash Energy Management (CEM) . 109 Analysis . 1010

10、Tests 1111 References 13Tables1 Load Requirements for LRVs . 42 Load Requirements for Streetcars . 7iiiFOREWORDOn March 18, 1998, The American Society of Mechanical Engineers (ASME) formed the Stan-dards Committee on Rail Transit Vehicles.The Standards Committee on Rail Transit Vehicles develops and

11、 maintains standards that coversafety, functionality, performance, and operability requirements, as well as mechanical systems,components, and structural requirements for rail transit vehicles. Rail transit includes heavy railand light rail, and excludes freight, commuter, high-speed, or any other r

12、ail operations underthe jurisdiction of the Federal Railroad Administration.The Standards Committee is responsible for developing a series of safety standards within itsCharter under the designation of RT. The purpose of the RT standards is to provide the railtransit industry with safety standards t

13、hat address vehicle mechanical systems, components,and structural requirements, so as to enhance public safety. Principles, recommendations, andrequirements included in these standards promote good engineering judgment as applied indesigning rail transit vehicles for safety. The standards are subjec

14、t to revisions that are the resultof Committee consideration of factors such as technological advances, new data, and changingenvironmental and industry needs.Both SI (metric) and U.S. Customary units are used in this Standard, with the latter placed inparentheses. These units are noninterchangeable

15、 and, depending on the country as well as industrypreferences, the user of this Standard shall determine which units are to be applied. Parametersare derived from IEEE/ASTM SI 10-1997 or the latest revision, with the U.S. Customary unitsnoted in parentheses.The Standards Committee will review and ad

16、dress all comments, suggestions, and recommen-dations intended to improve this Standard, especially when the comments are based on actualexperience in its application. Suggestions for changes to this Standard should be submitted toThe American Society of Mechanical Engineers, Secretary, RT Standards

17、 Committee, Three ParkAvenue, New York, NY 10016-5990, USA, and should be in accordance with the following format:(a) Cite the specific paragraph designation of the pertinent volume.(b) Indicate the suggested change (addition, deletion, or revision).(c) Briefly state the reason and/or evidence for t

18、he suggested change.(d) Submit suggested changes to more than one paragraph in the order in which the paragraphsappear in the volume.This edition was approved by the American National Standards Institute on August 13, 2009,and designated as ASME RT-12009.ivASME RT COMMITTEERail Transit Vehicles(The

19、following is the roster of the Committee at the time of approval of this Standard.)STANDARDS COMMITTEE OFFICERSM. P. Schroeder, ChairP. M. Strong, Vice ChairG. A. Burdeshaw, SecretaryK. M. Hyam, SecretarySTANDARDS COMMITTEE PERSONNELG. A. Burdeshaw, The American Society of Mechanical EngineersM. L.

20、Burshtin, AmtrakS. Canjea, ConsultantF. J. Cihak, FJC however, they shouldnot contain proprietary names or information.Requests that are not in this format may be rewritten in the appropriate format by the Committeeprior to being answered, which may inadvertently change the intent of the original re

21、quest.ASME procedures provide for reconsideration of any interpretation when or if additionalinformation that might affect an interpretation is available. Further, persons aggrieved by aninterpretation may appeal to the cognizant ASME Committee or Subcommittee. ASME does not“approve,” “certify,” “ra

22、te,” or “endorse” any item, construction, proprietary device, or activity.Attending Committee Meetings. The RT Standards Committee regularly holds meetings thatare open to the public. Persons wishing to attend any meeting should contact the Secretary ofthe RT Standards Committee.viINTRODUCTIONSafety

23、 of light rail transit operations is a system char-acteristic. As do all transportation options in a givencorridor, this operation has certain risks, including colli-sion with another vehicle. The risks are mitigated bythe design of the signal system and other system ele-ments, by operating and main

24、tenance procedures, andby the design of the vehicle. Risks are further mitigatedby the elimination of grade crossings and the provisionof safety barriers. Active safety systems on the vehicleinclude train control, communication, and propulsionand braking subsystems. The carbody, if properlydesigned,

25、 may be considered a passive safety device, andthis Standard is intended to address the performance ofthe carbody in collisions.This Standard draws from existing requirements forthe design of the carbody of light rail vehicles currentlyin service in North America. It also considers recentdevelopment

26、s in the design of rail carbody structuresintended to optimize the structure performance underviithe conditions of an overload, as might occur during acollision. This topic is commonly identified as crashenergy management (CEM). The intent of CEM is tobetter manage the dissipation of the portion of

27、theenergy of a collision that can reasonably be expected tobe absorbed by the deformation of the carbody. CEMdesign, when appropriately applied, may reduce risk ofinjuries to occupants of the light rail vehicle due to lossof survivable volume and due to secondary collisionsof occupants with the car

28、interior. Specific portions ofthe carbody are designed for controlled deformation andenergy absorption, and are located in the structure soas to limit the damage to, and acceleration of, occupiedvolumes of the cars of light rail consists. For multiple-unit operation, distributing structural energy a

29、bsorptionthrough the train has been shown to be beneficial. ThisStandard requires the incorporation of CEM principlesin the design of light rail vehicles for service in NorthAmerica.INTENTIONALLY LEFT BLANKviiiASME RT-12009SAFETY STANDARD FOR STRUCTURAL REQUIREMENTS FORLIGHT RAIL VEHICLES1 SCOPE1.1

30、Subjects Covered by This StandardThis Standard applies to carbodies for newly con-structed light rail vehicles for transit passenger servicein North America. The Standard defines requirementsfor the incorporation of passive safety design conceptsrelated to the performance of the carbody of light rai

31、lvehicles in collisions, so as to enhance passenger safetyand limit and control damage. This Standard does notcover heavy rail transit vehicles; automated people mov-ers; and freight, commuter, high-speed, or any other railvehicles under the jurisdiction of the Federal RailroadAdministration.1.2 Sub

32、jects Not Addressed by This StandardThere are several issues related to safety that are notaddressed, such as, but not limited to(a) structural repairs(b) fatigue(c) corrosion(d) fire protection (NFPA 130)(e) interior vehicle design(f) emergency egress from vehicle (NFPA 130)1.3 Effective DateThis S

33、tandard applies to carbodies of newly con-structed light rail vehicles and streetcars for transit pas-senger service in North America ordered 180 daysfollowing the date of issuance of this Standard by theStandards Committee and ASME.2 DEFINITIONSThis Standard relies, where practical, on terms alread

34、yin use by ASME, the American Public TransportationAssociation (APTA), and the Institute of Electrical andElectronics Engineers (IEEE). For the purposes of thisStandard, the following definitions apply:anticlimber: a structural member located at each end ofthe vehicle, used to engage the anticlimber

35、 of an oppos-ing or other coupled vehicle to resist relative verticaltravel between the two carbodies during a collision.articulation: the connection sometimes used at the centerof a vehicle or at the intermediate ends of carbody sec-tions to allow negotiation of tracks with various verticaland hori

36、zontal profiles.1average acceleration: the average computed longitudinalacceleration at the vehicle center of gravity predictedby finite element modeling of a collision. The averagecomputed acceleration is defined over a period of timefrom first contact between vehicles to a time when thecontact for

37、ce between vehicles first reaches a magnitudeof zero.belt rail: a longitudinal structural member in the sideframe arranged below the passenger side windows.carbody (light rail): the vehicle body comprising its mainload-carrying structure above all truck suspension units.It includes all components an

38、d structural articulationconnector parts, if any, that are connected to this struc-ture and contribute directly to its strength, stiffness, andstability. Mechanical or electrical equipment and othermounted parts are not considered part of the carbody,though their attachment brackets are. The “couple

39、r”ends of the carbody are the outside vehicle ends thatcontain the means for coupling to another vehicle. The“intermediate” ends, if any, contain the articulationsystem.closing speed: the speed of a vehicle relative to anotherobject or vehicle at the time of initial impact.collision posts: a set of

40、two structural posts located ateach end of the carbody, extending from the bottom ofthe end underframe structure up to the structural shelf.They are located at the approximate one-third pointsacross the width of the vehicle, and are forward of theseating position of any passenger or crew person. Ana

41、lternative to a collision post is the use of a collision wall.collision wall: a structure at the leading end of the vehiclespanning the area between the structural shelf, cornerposts, and top of the underframe.consist: the makeup or composition of the individualunits of a train, generally by number

42、and type of vehicle.corner posts: a set of two full-height structural postslocated at the outside corners of the passenger compart-ment or near the extreme corner of the carbody,extending from the bottom of the underframe structureup to the roof at the top of the side frame at its intersec-tion with

43、 the roof.crash energy management (CEM): a method of design andmanufacture of vehicle structures that enhances crash-worthiness by assigning certain sections of the carbodyASME RT-12009the task of absorbing a portion of the energy of collisionby crushing in a controlled manner (see structural energy

44、absorption zone) in order to preserve occupant volumeand minimize the consequences of occupant impactswith the vehicle interior. The controlled crushing andenergy absorption functions are typically assigned tospecial carbody structural members in the structuralenergy absorption zone that are designe

45、d to crush ina predictable and stable manner over a distance thatdepends on the design of the member and the desiredamount of energy absorption. The use of supplementaryenergy-absorbing element(s) may be specified.crashworthiness: the ability of a carbody to manage theenergy of a collision while mai

46、ntaining structural integ-rity, so as to minimize casualties to occupants, othervehicles, and pedestrians.end frame: at the coupler ends, the end frame consistsof structure inboard of and supporting the anticlimber,corner posts at the juncture of the front end and sideframes, collision posts located

47、 at the approximate one-third points of the end frame width, the end structuralshelf or transverse beam, and sheathing connected tothe structural framing members.end sill compression load (buff load): compressive (longitu-dinal) force applied at the ends of the vehicle, usuallyat the anticlimber.hea

48、vy rail transit vehicle: typically an electrically pro-pelled, bidirectional vehicle, capable of multiple-unitoperation, and designed for rapid, high-level boardingand discharging of passengers. The heavy rail vehicleis a mode of rail transit generally characterized by fullygrade-separated construct

49、ion on exclusive rights-of-way, with station platforms at the floor level of the vehi-cles. These systems are commonly referred to as subwaysor metros.light rail vehicle (LRV): LRVs operate on a light rail transitsystem, and are not part of main-line railroads. Lightrail vehicles are capable of boarding and dischargingpassengers at track/street level or elevated platforms.The light rail vehicle is a mode of rail transit character-ized by its ability to operate on exclusive rights-of-way,shared street running, and through roadway grade cross-ings. Vehicle designs are typically smaller, l