Rolling stock/Supplementary information and regulations: Forskjell mellom sideversjoner
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=== Load capability === | === Load capability === | ||
==== Load conditions and weighted mass ==== | ==== Load conditions and weighted mass ==== | ||
====Permitted train weight per meter for bridges==== | |||
[https://trv.jbv.no/PDF/Infrastrukturens%20egenskaper/590/Vedlegg/T9003d02.pdf Appendix 3.d] specifies the maximum train weight per meter for each railway line. | |||
==== Axle load and wheel load ==== | ==== Axle load and wheel load ==== | ||
Maximum acceptable axle load is dependent on speed and class of superstructure. Permitted speed and axle load versus classes of superstructure is given in [[Overbygning/Prosjektering/Generelle tekniske krav#Overbygningsklasser|Overbygning/Prosjektering/Generelle tekniske krav]]. | Maximum acceptable axle load is dependent on speed and class of superstructure. Permitted speed and axle load versus classes of superstructure is given in [[Overbygning/Prosjektering/Generelle tekniske krav#Overbygningsklasser|Overbygning/Prosjektering/Generelle tekniske krav]]. | ||
Sideversjonen fra 26. jun. 2012 kl. 14:20
__NUMBEREDHEADINGS__
General documentation
General documentation
Maintenance instructions and requirements
Maintenance instructions
The maintenance design justification file
Instructions and documentation for operation
Instructions for operation in normal and degraded modes of the vehicle
Track-side tests of the complete vehicle
Structure and mechanical parts
Vehicle structure
Strength and integrity
Load capability
Load conditions and weighted mass
Permitted train weight per meter for bridges
Appendix 3.d specifies the maximum train weight per meter for each railway line.
Axle load and wheel load
Maximum acceptable axle load is dependent on speed and class of superstructure. Permitted speed and axle load versus classes of superstructure is given in Overbygning/Prosjektering/Generelle tekniske krav.
Lines of superstructure class b, with low traffic load, are under some circumstances permitted an axle load of 22,5 tons for freight trains with maximum speed of 60 km/h. The total traffic load is not to exceed 2 million gross tons (MGT). Out of this total, the maximum traffic load for freight train axle loads larger than 20,5 tons is 1 MGT.
Joining technology
Lifting and jacking
Fixing of devices to car body structure
Connections used between different parts of the vehicle
Mechanical interfaces for end coupling or inner coupling
Automatic coupling
Characteristic of rescue coupling
Screw couplings
Buffing, inner coupling and draw gear components
Buffer marking
Draw hook
Gangways
Passive safety
Track interaction and gauging
Vehicle gauge
Specific case
Vehicle dynamics
Running safety and dynamics
Equivalent conicity, wheel profile and limits
Track loading compatibility parameters
Maximum acceptable dynamic wheel load
The maximum vertical dynamic wheel load shall not exceed:
- Qlim= 90+Q0 [kN]
In addition, the following restrictions apply:
<figtable id = "tab:Vertical dynamic wheel load depending on the permissible maximum speed of the vehicle ">
| Axle load - 2Q0 (kN) | Speed (km/h) | maximum dynamic wheel load (kN) |
|---|---|---|
| 2Q0 ≤ 225 | ≤ 160 | 200 |
| 161 - 200 | 190 | |
| 201 - 250 | 180 | |
| 251 - 300 | 170 | |
| > 300 | 160 | |
| 2Q0 > 225 | ≤ 100 | 210 |
| Locomotives on "Ofotbanen" 2Q0 = 300 |
≤ 50 | 220 |
</figtable>
Qlim = maximum allowed dynamic vertical wheel load.
Q0 = Static vertical wheel load.
Definitions and test conditions are given in [UIC 518]
Maximum quasistatic wheel forces
The maximum quasistatic wheel forces in curves shall not exceed the following values:
- (Qqst)lim = 145 kN for axle load ≤ 225 kN
- (Qqst)lim = 155 kN for axle load > 225 kN
- (Qqst)lim = 160 kN for locomotives on the "Ofotbanen" with axle load = 300 kN
Qqst = quasi-static vertical force
Definitions and test conditions are given in [UIC 518]
Maximimum quasistatic guiding force
The maximum quasistatic guiding forces in curves shall not exceed the following values:
- (Yqst)lim = 30 + (10500/Rm) kN for axle load ≤ 225 kN
- (Yqst)lim = 70 kN for axle load > 225 kN
- (Yqst)lim = 80 kN for for locomotives on the "Ofotbanen" with axle load = 300 kN
Yqst = quasi-static lateral force
Rm = mean radius of the track sections retained for the evaluation.
Definitions and test conditions are given in [UIC 518]
Maximum quasistatic track loading forces
The maximum quasistatic track loading forces in small curves shall not exceed the following values:
(Bqst)lim = 180 kN
(Bqst)lim = Yqst + 0,83 • Qqst + [a – (30 + 10500/Rm)]
a = 53,3 for curves with radius 400 m < r ≤ 600 m
a = 67,5 for curves with radius r ≤ 400 m
Bqst = quasistatic track loading force
Qqst = quasistatic wheel force
Yqst = quasistatic guiding force
Rm = mean radius of the track sections retained for the evaluation
Definitions and test conditions are given in [UIC 518]
Vertical acceleration
Bogies/running gear
Bogies
Wheel set (axle + wheels)
Wheel
Maximum cavity of wheel tread
Double flange (“falsk flens” in <xr id="fig:Maximum permitted value of wheel thread cavity" />) resulting from wheel tread cavity (“hulløp”) may cause:
- excessive stress on a reduced contact surface between wheel and rail at the inner edge of the rail head
- the switches to absorb forces from the wheels where they are not supposed to do so and thus create risk of cracks or other kind of damage to the rails or switches.
Because of this the size of wheel cavity must be limited to maximum 2 mm. (Confer <xr id="fig:Maximum permitted value of wheel thread cavity" />).
<figure id="fig:Maximum permitted value of wheel thread cavity">
</figure>
Maximum axle load dependent of wheel size.
In order to reduce damages by rolling contact fatigue on the rails, the wheels shall have a minimum diameter in accordance with appendix 3.e.
Wheel/rail interface (including wheel flange lubrication and sanding)
NNRA does not have lubrication equipment mounted on the track (there are some exceptions). It is assumed that the rolling stock lubricates the points of contact between the rail edge and the wheel flange in curves. The equipment shall produce a controlled and smooth lubrication film. Recommended guidelines for the lubrication equipment of rolling stock are given in appendix 3c.
Unless otherwise agreed with NNRA, each train shall lubricate sufficiently to compensate for its own wear of the lubrication film. Necessary amount of lubrication as specified in the <xr id="tab:Necessary amount of lubrication" /> shall be applied as indicated in <xr id="fig:Illustration of where lubrication of flange shall be applied" />.
<figtable id = "tab:Necessary amount of lubrication">
| Axles total in train / lubricated axles | Type of train | cm3 per km |
|---|---|---|
| 12/1 | Multiple units –suburban traffic | 0,150 |
| 16/1 | Multiple units - long distance traffic | 0,300 |
| 31/1 | Passenger trains with locomotive | 0,400 |
| 70/1 | Freight trains with locomotive | 0,600 |
</figtable>
<figure id="fig:Illustration of where lubrication of flange shall be applied">
</figure>
<xr id="tab:Necessary amount of lubrication" /> and <xr id="fig:Illustration of where lubrication of flange shall be applied" /> are extracts from the report ”Skinnesmøring og flenssmøring på det statlige jernbanenett” (Lubrication of rail and wheel flange). The report was prepared in cooperation with the Norwegian railway undertakings in 2004.
Specified amount of lubrication is derived from previous experience, but with correction in order to assure that every train lubricates sufficiently to compensate for iits own wear of the film of lubrication on the rail.
Bearings on the wheel set
Minimum curve radius to be negotiated
Rail guard
Limit of maximum longitudinal positive and negative acceleration
Braking
Functional requirements for braking at train level
Safety requirements for braking at train level
Traction/braking interlocking
Brake system
Brake command
Emergency braking command
Service braking command
Direct braking command
Dynamic braking command
Parking braking command
Brake performance
Emergency braking
Service braking
Parking brake
Braking adhesion management
Limit of wheel rail adhesion profile
Wheel slide protection system
Braking force production
Friction brake
Brake blocks
Brake discs
Brake pads
Dynamic brake linked to traction
Magnetic track brake
Eddy current track brake
Parking brake
Brake state and fault indication
Brake requirements for rescue purposes
Access
Exterior doors
Interior doors
Clearways
Steps and lighting
Floor height changes
Handrails
Boarding aids
Windows
Toilets
Passenger information
Public address system
Signs and information
Seats and specific PRM arrangements
Lift systems
Heating, ventilation and air condition systems
Other
Environmental conditions and aerodynamic effects
Impact of the environment on the vehicle
Environmental conditions impacting on the vehicle
Altitude
Temperature
Humidity
Rain
Snow, ice and hail
Solar radiation
Chemical and particulate matter
Aerodynamic effects on the vehicle
Crosswind effects
Maximum pressure variation in tunnels
Impact of the vehicle on the environment
Chemical and particulate emissions
Toilet emissions
Exhaust gas emissions
Limits for noise emissions
Exterior noise impact
Stationary noise impact
Starting noise impact
Pass-by noise impact
Limits for aerodynamic loads impact
Head pressure pulses
Aerodynamic impact on passengers/materials on the platform
Aerodynamic impact on track workers
Ballast pick-up and projection onto neighbouring property
External warning, marking functions and software integrity requirements
Visual and audible vehicle identification and warning functions
Vehicle marking
External lights
Headlights
Marker lights
Tail lights
Lamp controls
Warning horn
Warning horn tones
Warning horn sound pressure levels
Warning horns, protection
Warning horns, control
Warning horns verification of sound pressure levels
Brackets
Onboard power supply and control systems
Traction performance requirements
Residual acceleration at max speed
Residual traction capability in degraded mode
Traction wheel/rail adhesion requirements
As a temporarily solution supplementary information and regulation for power supply is found in Technical specification 02: Requirements on rolling stock in Norway and Sweden regarding EMC with the electrical infrastructure and coordination with the power supply and other vehicles. The specification includes information about the different chapters below in this section together with guidelines for testing of the different requirements. For #Harmonic characteristics and related over-voltages on the overhead contact line the specification contains the requirements as a part of the compatibility prosess. For the other chapters, the valid requirements are found in the Annex to the Railway Vehicle Regulations.
Power supply
Impedance between pantograph and wheels
Voltage and frequency of overhead contact line power supply
Energy recuperation
Maximum power and maximum current that is permissible to draw from the overhead contact line
Power factor
System energy disturbances
The following requirements are still valid as a part of the compatibility study to be performed:
- P3: Line voltage distortion (chapter 4.3.3.2)
- P8: Low frequency power oscillations (chapter 4.3.8.2)
- P9: Electrical resonance stability (chapter 4.3.9.2)
- P10: Current harmonics (chapter 4.3.10.2)
Effects of DC content in AC supply
Electrical protection
Pantograph functional and design parameters
Pantograph overall design
Pantograph head geometry
Pantograph static contact force
Pantograph contact force (including dynamic behaviour and aerodynamic effects)
Working range of pantographs
Current capacity
Arrangement of pantographs
Insulation of pantograph from the vehicle
Pantograph lowering
Running through phase separation sections
Running through system separation sections
Contact strip functional and design parameters
Contact strip geometry
Contact strip material
Contact strip assessment
Detection of contact strip breakage
Current capacity
Electrical power supply and traction system
Energy consumption measurement
For vehicles that will operate in several geographical price and/or network areas on the national rail network, the energy measurement system shall be equipped with a location function according to TSI LOC&PAS 4.2.8.2.8. Alternatively will the Jernbaneverket charge the energy based on key figures of consumption and regeneration per gross tonn kilometer according to Jernbaneverkets standardvilkår for avregning av 16 2/3 Hz energi.
