ASTM D4003-1998(2009) Standard Test Methods for Programmable Horizontal Impact Test for Shipping Containers and Systems《船运集装箱及系统可程控的水平冲击试验的试验方法》.pdf

《ASTM D4003-1998(2009) Standard Test Methods for Programmable Horizontal Impact Test for Shipping Containers and Systems《船运集装箱及系统可程控的水平冲击试验的试验方法》.pdf》由会员分享，可在线阅读，更多相关《ASTM D4003-1998(2009) Standard Test Methods for Programmable Horizontal Impact Test for Shipping Containers and Systems《船运集装箱及系统可程控的水平冲击试验的试验方法》.pdf（5页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: D 4003 98 (Reapproved 2009)Standard Test Methods forProgrammable Horizontal Impact Test for ShippingContainers and Systems1This standard is issued under the fixed designation D 4003; the number immediately following the designation indicates the year oforiginal adoption or, in the case

2、of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 These test methods are intended to determine the abilityof a package or product to withstand

3、laboratory simulatedhorizontal impact forces.1.2 The horizontal impacts used in these test methods areprogrammed shock inputs that represent the hazards as theyoccur in the shipping and handling environments. The envi-ronmental hazards may include rail switching impacts, lifttruck marshalling impact

4、s, and so forth. The following testmethods apply:1.2.1 Method A, Rail Car Switching ImpactThis testmethod simulates the types of shock pulses experienced bylading in rail car switching, with the use of a rigid bulkhead onthe leading edge of the test carriage, to simulate the end wall ofa railcar and

5、 shock programming devices to produce represen-tative shock pulses. With the use of backloading, this testmethod may also be used to simulate compressive forcesexperienced by lading loads during rail car switching. It issuitable for tests of individual containers or systems as they areshipped in rai

6、l cars. It may also be used to evaluate theeffectiveness of pallet patterns to determine the effect ofinteraction between containers during rail switching operationimpacts.1.2.2 Method B, Marshalling Impact Tests of Unit LoadsThis test method assesses the ability of unit loads to withstandthe forces

7、 encountered during marshalling or loading opera-tions.1.3 The test levels may be varied to represent the mode onshipping and handling used for the item under test.1.4 The values stated in inch-pound units are to be regardedas standard. The values given in parentheses are mathematicalconversions to

8、SI units that are provided for information onlyand are not considered standard.1.5 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety and health practices and dete

9、rmine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2D 996 Terminology of Packaging and Distribution Environ-mentsD 4332 Practice for Conditioning Containers, Packages, orPackaging Components for TestingD 5277 Test Method for Performing Programme

10、d Horizon-tal Impacts Using an Inclined Impact TesterE 122 Practice for Calculating Sample Size to Estimate,With Specified Precision, the Average for a Characteristicof a Lot or Process3. Terminology3.1 DefinitionsFor definitions of terms used in this testmethod, see Terminology D 996.3.2 Definition

11、s of Terms Specific to This Standard:3.2.1 accelerationthe rate of change of velocity of a bodywith respect to time measured in in./s2(m/s2).3.2.2 backloada duplicate specimen similar to the testpackage or weights to simulate the other lading in the transportvehicle.3.2.3 shock pulsea substantial di

12、sturbance characterizedby a rise of acceleration from a constant value and decay ofacceleration to the constant value in a short period of time.3.2.4 shock pulse programmera device to control theparameters of the acceleration versus time-shock pulse gener-ated by a shock test impact machine.3.2.5 ve

13、locity changethe sum of the impact velocity andrebound velocity (the area under the accelerationtime curve).4. Significance and Use4.1 These test methods provide a measure of a shippingcontainers ability to protect a product from failure due tohorizontal impacts. These measures are based on controll

14、edlevels of shock input and may be used for arriving at the1These test methods are under the jurisdiction of ASTM Committee D10 onPackaging and are the direct responsibility of Subcommittee D10.22 on PhysicalTest Methods.Current edition approved March 1, 2009. Published March 2009. Originallyapprove

15、d in 1981. Last previous edition approved in 2003 as D 4003 98(2003).2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM

16、website.1Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.optimum design of a container or system to protect a productagainst a specified level of shipping environment hazard.4.2 These test methods provide a measure of a packagedproduc

17、ts ability to withstand the various levels of shippingenvironment hazards. These measures may be used to prescribea mode of shipping and handling that will not induce damageto the packaged product or to define the required levels ofprotection that must be provided by its packaging.4.3 Test Method A

18、is intended to simulate the rail carcoupling environment. Refer to Methods D 5277 for simulatingthe standard draft gear portion of that environment.5. Apparatus5.1 Horizontal Impact Test Machine:5.1.1 The impact test machine shall consist of a guided testcarriage with a flat test specimen mounting a

19、nd an uprightbulkhead that is at a 90 angle 630 min (12 ) to the specimenmounting surface. The carriage should be of sufficient strengthand rigidity so that the test specimen mounting surface andbulkhead remain rigid under the stresses developed during thetest.5.1.2 The impact test machine shall pro

20、vide some means ofmoving the test carriage in a single guided horizontal directionof motion. The motion of the carriage shall be controlled insuch a manner that its velocity change is known after themoment of impact.5.1.3 The machine shall be equipped with programmabledevices to produce shock pulses

21、 at the carriage bulkhead whenthe carriage strikes the impact reaction mass.5.1.4 The machine shall have an impact reaction mass,sufficient in size to react against the force of impact from thecarriage. The prescribed shock pulse limits will provide thecontrolling factor as to the design or concept

22、of the reactionmass required.5.1.5 Means shall be provided to arrest the motion of thecarriage after impact to prevent secondary shock. The designshall prevent excessive lateral or over turning motion thatcould result in an unsafe condition or invalidate the test.5.1.6 Machine SettingSince the desir

23、ed shock pulses areinfluenced by the response of the test specimen, pretest runsshould be conducted with duplicate test specimens withequivalent dynamic loading characteristics and backload, ifrequired, prior to actual test to establish the approximatemachine equipment settings.5.1.6.1 The control p

24、arameters that must be specified in-clude:5.1.6.2 The desired velocity change (impact plus reboundvelocity of the test carriage),5.1.6.3 The desired pulse, shape, duration, and accelerationlevels, and5.1.6.4 The desired backload weight/friction relationship.5.2 Specimen Backload Equipment:5.2.1 Duri

25、ng some horizontal impacts, the forces that testunits encounter include both the shock forces of the accelera-tion as well as compressive forces resulting from otherproducts impacting against them. This will necessitate suffi-cient carriage strength and platform space to provide a locationfor the de

26、sired backload weights.5.2.2 Specially adapted backloading fixtures may be used toprovide an even loading of the backload weight over the entireback surface area of the test specimen, or additional productsamples may be used to create the desired backload.5.2.3 The backload weight and frictional cha

27、racteristicsmust be specified for each test procedure and reported.5.3 Instrumentation:5.3.1 An accelerometer, a signal conditioner, and a datadisplay or storage apparatus are required to measure theacceleration-time histories. The velocity change is obtained byintegrating the impact shock record me

28、asured on the carriagebulkhead.5.3.2 The instrumentation system shall be accurate to within65 % of the actual value. The long pulse durations involved inthis test method require an instrumentation system with goodlow-frequency response. As an alternative, instrumentationcapable of recording direct c

29、urrent (dC) shall be acceptable.For short pulse durations the high-end frequency responseshould be twenty times the frequency of the pulse beingrecorded. For example, the 10-ms pulse has a full pulseduration of 20 ms and a frequency of 50 Hz. Therefore, theinstrumentation system should be capable of

30、 measuring 1000Hz. (20 3 50 Hz).NOTE 1As a guide, the following equation may be used to determinethe adequacy of instrumentation low-frequency response:low2frequency response point LFRP!57.95/pulse width PW!ms!(1)where LFRP is the low frequency 3-db attenuation roll-offpoint, expressed in hertz (cyc

31、les per second), of an instrumen-tation system that will ensure no more than 5 % amplitudeerror, and PW is the pulse width of the acceleration pulse to berecorded, measured in milliseconds at the baseline. For ex-ample, an intended shock acceleration signal with a duration of300 ms, the LFRP of the

32、instrumentation would have to be atleast equal to or lower than 0.027 Hz.5.3.3 Optional instrumentation may include optical or me-chanical timing devices for measuring the carriage image andrebound velocities for determining the total velocity change ofthe impact. This instrumentation system, if use

33、d, shall have aresponse accurate to within 62.5 % of the actual value. Totalvelocity change must be measured to within 65.0 % of its totalvalue.6. Precautions6.1 These test methods may produce severe mechanicalresponses in the test specimen. Therefore, operating personnelmust remain alert to the pot

34、ential hazards and take necessarysafety precautions. The test area should be cleared prior to eachimpact. The testing of hazardous material or products mayrequire special precautions that must be observed. Safetyequipment may be required and its use must be understoodbefore starting the test.7. Samp

35、ling7.1 The number of test specimens depends on the desireddegree of precision and the availability of specimens. PracticeD 4003 98 (2009)2E 122 provides guidance on the choice of sample size. It isrecommended that at least three representative test specimensbe used.8. Test Specimen8.1 The package a

36、nd product as shipped or intended forshipment constitutes the test specimen. Apply sensing devicesto the package, product, or some component of the product tomeasure the response levels during impact. Test loads of equalconfiguration, size, and weight distribution and packaging areacceptable if test

37、ing the actual product might be hazardous orimpractical. Care must be taken to duplicate the load charac-teristics of the product.9. Conditioning9.1 It is recommended that atmospheres for conditioning beselected from those shown in Practice D 4332. Unless other-wise specified, precondition and condi

38、tion fiberboard and otherpaperboard containers in accordance with the standard atmo-sphere specified in Practice D 4332.10. Procedure10.1 Test Method ARail Car Switching Impact Test:10.1.1 Prior to initiating the test, write the test plan includ-ing the following information:10.1.1.1 The number of i

39、mpacts the unit will receive,10.1.1.2 The velocity change for each of the desired im-pacts,10.1.1.3 The pulse duration of the impact shock, and10.1.1.4 The weight and configuration of the backload used.NOTE 2The number of impacts to which a product will be subjectedin transit may range from 2 to 15.

40、 The velocity changes range between 1and 10 mph (1.6 and 16 kmph) with an average velocity change ofapproximately 5 mph (8 kmph). The duration of the impact shocks isdependent on the draft gear of the rail cars used to transport the products.The duration normally ranges from 30 ms for standard draft

41、 gear to inexcess of 300 ms for long travel draft gear of cushioned underframes. Theacceleration levels observed are normally a function of the velocitychange and pulse duration rather than a controlling input parameter. Theaccelerations corresponding to the above durations are about 15 g and lessth

42、an 1 g, respectively. It must be realized that rail car switching impactsnormally occur many times during shipment. It is recommended that a testconsist of a number of lower level impacts or an incremental series ofincreasing impact magnitude rather than a single large magnitude impact.This type of

43、testing also provides better information by bracketing thefailure between two impacts levels.NOTE 3The backload weight/friction requirement is not well-defineddue to lack of environmental measurements of lading force levels.Through preliminary testing, backload pressures ranging from 0.3 to 1.0psi (

44、2 to 7 kPa) on the container impacting surface have created damagelevels normally observed in distribution. These pressures are based on acoefficient of friction of 0.5 on a horizontal surface. See Appendix X1 forfurther discussions.10.1.2 After the test parameters have been established, placea dupl

45、icate test specimen on the test carriage, positioned at thecenter of the specimen mounting surface with the face or edgethat is to receive the impact firmly positioned against theupright bulkhead. If duplicate test specimens are not available,use as similar a specimen as possible. Weights equivalent

46、 to theweight of the product to be tested are not recommended unlessthey can simulate the reactive or compliant nature of the testspecimen.10.1.3 Then backload the duplicate test specimen withadditional product samples or the specially adapted backload-ing fixture that provides an even loading of th

47、e backloadweight over the entire back surface area of the test specimen asspecified in the test plan. Impact the test carriage with varioustest machine setups into the programmers to produce thedesired pulse durations.NOTE 4Continue the pretesting until the desired range of velocitychanges is obtain

48、ed. This pretesting is not necessary if the levels of themajor test parameters are known from previous experience.NOTE 5The type of programmers used shall be selected on the basisof the shock pulse, waveform, and duration desired.10.1.4 Replace the duplicate specimen with the actual testspecimen and

49、 place it at the center position of the specimenmounting surface with the face or edge that is to receive theimpact firmly positioned against the bulkhead. Backload thetest specimen with additional product or specially adaptedbackloading fixture used in 10.1.2 and set the test machine toachieve the desired velocity change.10.1.5 Release the carriage to impact against the program-mer for a single impact. Record the acceleration time profile ofthe carriage bulkhead and determine the velocity change(impact plus rebound velocity) of the test carriage.10.1.6 Inspe