TramTrains can connect the standard gauge railways with urban and suburban transit without the necessity for the passengers to change the systems. They are designed to be operated cheaply on secondary lines. Stringent demands regarding longitudinal strength of the car body stand in the way of the use of light-weight designs for TramTrains. TramTrains with a reduced static strength compared to the requirements of UIC 651 are supposed to be less safe in collisions, especially when colliding with ether vehicles of the standard gauge railway network. But it is possible to decrease the longitudinal forces without a loss in safety by dimensioning the TramTrains with collision scenarios. This discourse explains how to derive scenarios with an equivalent safety in comparison to the recently valid longitudinal forces. These scenarios, each consisting of collision speed, adversary and tolerated consequences, also take into account an enhanced emergency braking. The evidence to be carried out after DIN 5560 is divided into three parts. At first, it has to be shown the compatibility. Therefore the structure, that is foreseen to sustain the longitudinal forces imprinted by the adversary, must be at the same position as the buffing gear of the EBO resp. the buffing gear of the other vehicles of the network intended to operate on. The traditional static test must be made, but with a force the designer has to choose. The location of the longitudinal force is prescribed by the location of the buffing gear of the ether vehicles of the network. This test is mainly for the verification of the calculation and not to be seen as a test of safety. The main part of the procedure is to prove, that the tolerated consequences are not exceeded in the scenarios. The validation procedure for the vehicle's behaviour in the scenarios is: 1.) Calculation of the absorption structure and the carbody with an explicit FE-software; 2.)Test of the absorption structure in a quasi-static or dynamic test. If a comparable test has already been done, the test can be left out; 3.) Simulation of the test structure with the same software used for the numerical evidence of the entire structure (1.); 4.) Prove of equivalence between test 2.) and simulation of test structure 3.). Two scenarios have to be simulated and tested if necessary. In both scenarios the adversary is the standard adversary. The rigid structure of the adversary is guided and can only move in longitudinal direction In the Scenario 1 with 8 km/h only some minimal deformations at the front of the vehicle may occur. The speed of Scenario 2 depends on the braking capability. Normally the speed has to be 36 km/h, but this speed can be reduced to 25 km/h in conjunction with enhanced brakes according to BOStrab. For this scenario the deformation of the driver's cabin must be non-essential.


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    Titel :

    Homologation of TramTrains using DIN 5560


    Weitere Titelangaben:

    Verkehrszulassung von Nahverkehrszügen nach DIN 5560


    Beteiligte:
    Füser, S. (Autor:in) / Voß, G. (Autor:in)


    Erscheinungsdatum :

    2002


    Format / Umfang :

    13 Seiten, 11 Bilder, 13 Quellen


    Medientyp :

    Aufsatz (Konferenz)


    Format :

    Print


    Sprache :

    Englisch




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