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GB/T 21563-2018: Railway applications -- Rolling stock equipment -- Shock and vibration tests
Status: Valid GB/T 21563: Evolution and historical versions
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Railway applications -- Rolling stock equipment -- Shock and vibration tests
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Basic data | Standard ID | GB/T 21563-2018 (GB/T21563-2018) | | Description (Translated English) | Railway applications -- Rolling stock equipment -- Shock and vibration tests | | Sector / Industry | National Standard (Recommended) | | Classification of Chinese Standard | S35 | | Classification of International Standard | 29.280 | | Word Count Estimation | 38,343 | | Date of Issue | 2018-06-07 | | Date of Implementation | 2019-01-01 | | Issuing agency(ies) | State Administration for Market Regulation, China National Standardization Administration | GB/T 21563-2018: Railway applications -- Rolling stock equipment -- Shock and vibration tests---This is a DRAFT version for illustration, not a final translation. Full copy of true-PDF in English version (including equations, symbols, images, flow-chart, tables, and figures etc.) will be manually/carefully translated upon your order.
Railway applications--Rolling stock equipment--Shock and vibration tests
ICS 29.280
S35
National Standards of People's Republic of China
Replace GB/T 21563-2008
Rail transit locomotive equipment
Shock and vibration test
(IEC 61373.2010, MOD)
Published on.2018-06-07
2019-01-01 implementation
State market supervision and administration
China National Standardization Administration issued
Content
Foreword III
Introduction V
1 Scope 1
2 Normative references 2
3 Terms and Definitions 2
4 General 3
5 test sequence 4
6 Other information required by the testing organization 4
7 Initial detection and pretreatment 7
8 Functional vibration test conditions 7
9 Simulated long-life vibration test conditions 8
10 Impact test conditions 9
11 Transportation and handling 10
12 Final inspection 10
13 Acceptance criteria 10
14 Test report 11
15 test certificate 11
16 Sample Disposal 11
Appendix A (informative) About running measurements, measuring locations, recording operational data methods, running data summaries, and
Interpretation of row data derivation random trial magnitude method 18
Appendix B (informative) Schematic diagram of the installation position of the equipment on the track rolling stock and its test category 26
Appendix C (informative) Guidelines for calculating rms values by ASD value or magnitude 27
Appendix D (informative) Test certificate example 29
Reference 30
Foreword
This standard was drafted in accordance with the rules given in GB/T 1.1-2009.
This standard replaces GB/T 21563-2008 "Rail and vibration test of rail transit rolling stock", and GB/T 21563-
Compared with.2008, the main technical changes are as follows.
--- Revised the interpretation of the commonly used three kinds of simulated long-life vibration test methods, deleted the on-site information content, and increased the scope of application.
Axis tests, interpretation of the main structure, etc. (see Chapter 1, Chapter 1 of the.2008 edition);
--- Added reference standard GB/T 2423.57-2008 (see Chapter 2);
--- Added terminology such as random vibration, normal distribution, acceleration spectral density, components and cabinets (see Chapter 3);
--- Revised the agreement between the manufacturer and the user before the functional vibration test (see Chapter 4, Chapter 4 of the.2008 edition);
--- Revised the relevant content of the test sequence to make it more clear (see Chapter 5, Chapter 5 of the.2008 edition);
--- Increased the content of the fixture test requirements, making the test method more reasonable (see 6.2);
---Modified the relevant content of the fixed point of the equipment under test (see 6.3.1, 6.2.1 of the.2008 edition);
--- Revised the definition of "fixed point" (see 6.3.2, 6.2.1 of the.2008 edition);
--- Modified the definition of the control point, changing the "control point" to "detection point" in order to comply with the general term (see 6.3.3, 6.3.4,.2008)
Version 6.2.2, 6.2.3);
--- Revised the "rms value of the vibration test of Class 1 B-class car body installation function" (see Table 1, Table A.3, Table 1 of the.2008 edition)
Table A.3);
---Modified the test processing method when the installation axis of the equipment under test is unknown, so that the test is more reasonable (see 8.1, 9.1, 10.1,
8.1, 9.1, 10.1 of the.2008 edition;
--- Modified the "simulated long-life vibration test conditions", manufacturers and users can cut this standard according to the actual situation (see
Chapter 9, Chapter 9 of the.2008 edition);
--- Increased the impact test using the impact response spectrum method, so that manufacturers and users can use this standard according to the actual situation.
For the use of cutting (see 10.1);
--- Increased the content of the heavy equipment impact test treatment method in the case of insufficient test bench capacity (see Table 3, Note 2 in 10.5);
--- Modified the spectrum of the long-live vibration test of Class 1, 2, and 3, because two different acceleration ratio coefficients are introduced in the standard.
Method to obtain two different vibration test spectra (see Figures 2 to 5, Figure 1 to Figure 4 of the.2008 edition);
--- Fixed the rms value of Class 1 B-class analog long-life vibration test, because the frequency range of ASD spectrum changed from 5Hz to 150Hz
The rms value of the 2 Hz to 150 Hz and Class 1 B-level functional vibration test has changed (see Table 2, Figure 3, and A.6 in 9.1).
Table A.3 in Table A, Table A.3 in Table 2, Figure 2, and A.5 of the.2008 edition of 9.1;
--- Increased the calculation method of the acceleration proportional coefficient, so that manufacturers and users can cut and use this standard according to the actual situation (see
A.5.1);
--- Increased the typical fatigue strength curve in order to clarify the derivation process of the calculation method of the acceleration proportional coefficient (see Figure A.3).
This standard uses the redrafting method to modify the use of IEC 61373.2010 "Railway Locomotive Vehicle Equipment Shock and Vibration Test".
There are technical differences between this standard and IEC 61373.2010, and the terms involved in these differences have been passed on the outer margins of the margins.
The vertical single line (|) is marked, and the specific technical differences and their causes are as follows.
---About the normative reference documents, this standard has made technical adjustments to adapt to China's technical conditions, adjustments
The situation is reflected in Chapter 2, “Regulatory References”, and the specific adjustments are as follows.
● Replace IEC 60068-2-47.2005 with GB/T 2423.43-2008 equivalent to the international standard;
● Replace ISO 3534-1.2006 with GB/T 3358.1-2009 equivalent to the international standard;
● Added reference to GB/T 2423.57-2008 (IEC 60068-2-81.2003, IDT).
--- Increased the scope of application of mechanical equipment or components;
--- Revised the strip structure of Chapter 6 to avoid the suspension section, and the subsequent chapter number is modified in turn;
---Modified the text in the text as a text;
--- Increased the content of the fixture test requirements, making the test method more reasonable;
--- Modified the "simulated long-life vibration test conditions", so that manufacturers and users can cut and use this standard according to the actual situation;
--- Modified the contents of Figure 2 ~ Figure 5, increased the test magnitude calculated according to the acceleration ratio coefficient in A.5.2 taken 7.83,
Enable manufacturers and users to cut and use this standard according to actual conditions;
--- Increased the impact test using the impact response spectrum method, so that manufacturers and users can use this standard according to the actual situation.
It is used for cutting.
This standard has made the following editorial changes.
--- Modified the text description of "vibration and shock", "shock and vibration", collectively referred to as "impact and vibration";
--- Increased the number of all formulas;
--- Modified the symbol of the normal distribution probability density function expression in 3.2, replaced by the symbols commonly used in China;
---Modified the text description in the formula, the "reference point total root mean square value" in the formula "damage" "acceleration scale factor" "time factor"
The text description of "child" is replaced by a symbol;
---Modified the format of the table in Figure 2~5;
---Modified the representation of RMS in Appendix C, unifying RMS and rms into "rms";
--- Modified the symbols in formula (C.6), replaced with symbols commonly used in China;
--- Added references.
Please note that some of the contents of this document may involve patents. The issuing organization of this document is not responsible for identifying these patents.
This standard was proposed by the National Railway Administration.
This standard is under the jurisdiction of the National Traction Electrical Equipment and Systems Standardization Technical Committee (SAC/TC278).
This standard was drafted. CZ Zhuzhou Electric Locomotive Research Institute Co., Ltd., China Institute of Railway Science and Technology Institute of Standard Metrology, China Railway
Qingdao Sifang Vehicle Research Institute Co., Ltd., CRRC Qingdao Sifang Locomotive & Rolling Stock Co., Ltd.
Drafters of this standard. Wang Peng, Liu Guotao, Gao Fulai, Deng Aijian, He Dan furnace, Song Rui, Wang Qiuhua.
The previous versions of the standards replaced by this standard are.
---GB/T 21563-2008.
Introduction
This standard covers mechanical, pneumatic, electrical and electronic equipment (hereinafter referred to as equipment) or components mounted on railroad rolling stock.
Impact and random vibration test requirements. Random vibration is the only way to verify a device (or component).
The test in this standard is mainly used to verify the ability of the equipment under test to withstand vibration under the normal operating environment of the orbital locomotive.
In order to be representative, this standard uses field-measurement data provided by various agencies around the world.
This standard does not apply to vibrations caused by self-induction in special applications.
In the implementation and interpretation of this standard, engineering skills and experience are required.
This standard is used for design and verification, but does not rule out other methods (such as sinusoidal vibration) to ensure that the mechanical and operational confidence is met.
Expected requirements. The test magnitude of the equipment under test depends only on its installation position on the vehicle (ie axle, bogie or body installation).
In order to obtain the design information related to the performance of the equipment under random vibration excitation, the prototype can be used for testing; but for the verification equipment, it should be positive
Samples are taken from the equipment for testing.
Rail transit locomotive equipment
Shock and vibration test
1 Scope
This standard specifies the requirements for impact and random vibration testing of equipment installed on railroad locomotives. Orbital ring
The impact of the environment, the equipment on the car will withstand shock and vibration. In order to ensure the quality of the equipment, the environmental conditions of the equipment should be simulated before loading.
Test it for a certain period of time.
A variety of methods can be used to simulate long-life vibration tests. These methods have their own advantages and disadvantages, the most common of which are.
a) Amplitude enhancement method. increase the amplitude and reduce the test time;
b) Time compression method. retain the original amplitude and reduce the test time (increasing the test frequency);
c) Amplitude decimation method. When the amplitude is lower than a specific value, the time period occupied by the original data is excluded.
This standard uses the "amplitude enhancement method" described in a) above, together with the referenced documents in Chapter 2, for rail vehicles.
The default test procedure for the vibration test on the equipment above. However, manufacturers and users can also use other standards in accordance with prior agreements.
The test is to be carried out, in which case it may not be verified in accordance with this standard. If you can obtain valid on-site information, you can follow the method of Appendix A.
Test. If the standard of other standards used is lower than the requirements of this standard, the equipment is partially proved to be suitable for this standard (only if
The functional vibration test magnitude obtained under field conditions is less than or equal to the value specified in the test report).
This standard is mainly used for rolling stock on rail systems, and can also be used in other occasions. For pneumatic tires or trolleybuses, etc.
For other transportation systems, the level of shock vibration is significantly different from that of the rail system. Manufacturers and users should agree on the scale of the test at the time of bidding.
Negotiation. The impact time/magnitude and vibration spectrum should be determined in accordance with the guidelines in Appendix A. When the test level is lower than this standard, it is not sufficient
Prove that the equipment under test meets the requirements of this standard.
For trolley buses, the equipment installed on the body can be tested in accordance with Class 1 requirements of this standard.
This standard applies to single axis tests. Multi-axis testing can also be carried out with prior approval from the manufacturer and the user.
This standard classifies the test grade into the following three categories only according to the installation position of the equipment on the vehicle (see Appendix B).
---1 class car body installation.
● cabinets, components, equipment and components directly installed on (or below) the Class A body;
● Components, equipment, and components inside the cabinet directly installed on the B-stage body (or lower).
Note 1. When the installation location of the equipment is unknown, Class B is used.
-- Class-2 bogie installation.
● Cabinets, components, equipment and components mounted on the bogies of railcars.
---3 axle mounting.
● Components, equipment and components or assemblies mounted on the wheel-to-rail vehicle wheel set.
Note 2. For equipment installed on locomotives with only one suspension (such as boxcars and gondola), except for the agreement at the time of bidding, the axle mounting equipment is classified as 3 categories.
The cool grade is tested and all other equipment is tested according to the severity of Category 2.
The cost of the test depends on the weight, shape and complexity of the equipment under test. Therefore, the manufacturer can propose to meet the requirements of this standard and
A cost-effective test method. After adopting the agreed alternative method, the manufacturer is responsible for proving to the user or his representative that the alternative is consistent
The requirements of this standard. Once an alternative method is used, the certificate should not be issued in accordance with the requirements of this standard.
This standard applies to the evaluation of equipment (and/or components mounted on it) installed on the main structure of a rolling stock, not applicable to the main structure.
The components of the equipment were tested. The main structure described in this standard refers to the car body, bogie and axle. In some cases, users may request
Complete some additional or special tests, such as.
a) Install or connect equipment on known sources of vibration that may produce a fixed vibration frequency.
b) for traction motors, pantographs, powered boots and suspension components and mechanical parts designed to transmit forces and/or moments,
It may be tested according to its special requirements to determine its application to railcars. In this case, all need to enter
The tests of the line shall be agreed upon at the time of the tender.
c) Equipment used in a special environment specified by the user.
2 Normative references
The following documents are indispensable for the application of this document. For dated references, only dated versions apply to this article.
Pieces. For undated references, the latest edition (including all amendments) applies to this document.
GB/T 2423.43-2008 Environmental testing of electric and electronic products - Part 2. Test methods, vibrations, shocks and similar kinetics
Installation of test samples (IEC 60068-2-47.2005, IDT)
GB/T 2423.57-2008 Environmental testing of electric and electronic products - Part 2-81. Test methods Test Ei. Impact shock response
Spectral synthesis (IEC 60068-2-81.2003, IDT)
GB/T 3358.1-2009 Statistical vocabulary and symbols Part 1. General statistical terms and terms for probabilities (ISO 3534-
1.2006, IDT)
IEC 60068-2-27.2008 Environmental testing - Part 2-27. Test methods Test Ea and guide. Impact (Environmental
testing-Part 2-27. Tests-TestEaandguidance. Shock)
IEC 60068-2-64.2008 Environmental testing - Part 2-64. Test methods Test Fh. Vibration, broadband random vibrations and guidance
(Environmentaltesting-Part 2-64. Tests-TestFh.Vibration,bandbandrandomandguidance)
3 Terms and definitions
The following terms and definitions as defined in GB/T 3358.1-2009 and IEC 60068-2-64.2008 apply to this document.
3.1
Random vibration randomvibration
At any given moment in the future, the instantaneous value cannot accurately predict the vibration.
3.2
Normal distribution gaussiandistribution;normaldistribution
f(x)=
σ 2π
(x-μ)2
2σ2 (1)
In the formula.
σ---standard deviation;
x---random variable;
μ---mean.
Note. According to Figure 1, the probability that the instantaneous acceleration value is between ±σ is equal to the area surrounded by the probability density curve f(x). The absolute value of the instantaneous acceleration is at.
1) 68.26% of the time between 0σ~1σ;
2) 27.18% of the time between 1σ~2σ;
3) 4.30% of the time between 2σ~3σ.
Figure 1 Example of normal distribution
3.3
Acceleration spectral density accelerationspectraldensity; ASD
When the bandwidth tends to zero and the averaging time tends to infinity, the addition of the center frequency narrowband filter on each unit bandwidth
The average value of the speed signal.
3.4
Component components
Pneumatic, electrical, electronic and other components located inside the cabinet.
3.5
Cabinet cubicle
A complete assembly of components, consisting of mechanical parts and special structures (such as converters, inverters, etc.).
4 General
The purpose of this standard is to reveal potential defects (or errors) in the product. Working in known shock and vibration environments on railcars
These defects (or errors) can cause malfunctions. This standard test is not a substitute for a full life test, but at a reasonable level of confidence,
This test condition can prove that the equipment has a specified life when used in the field.
If the equipment meets the requirements of Chapter 13 after the test, it can be considered to comply with this standard.
The test magnitudes in this standard are derived from environmental test data by reference to the method in Appendix A. The data is collected and shipped
Provided by the organization of the magnitude of the environmental vibration.
According to this standard, the following tests should be carried out.
---Functional vibration test. Apply the minimum test level to verify that the equipment under test is used under the possible environmental conditions on the track rolling stock
Can it work properly? Manufacturers and end users should agree on functional testing requirements before the test is conducted (see
6.4.2). See Chapter 8 for the requirements of the functional vibration test. Functional vibration test is not intended for full performance under simulated operating conditions
to evaluate.
--- Simulated long-life vibration test. Confirm the integrity of the mechanical structure of the equipment under the condition of accelerated vibration. Not at the time of the test
The function of the device must be checked. See Chapter 9 for the requirements of the simulated long-life vibration test.
--- Impact test. Simulate accidents during operation. It is not necessary to check the function of the equipment during the test, but it is necessary to prove its work.
The state and mechanical structure integrity did not change, and no appearance distortion occurred. These conditions should be clearly stated in the final test report.
Bright. See Chapter 10 for impact test requirements.
5 test sequence
The test can be performed in the following order.
First, vertical, lateral and longitudinal simulation of long-life vibration tests; secondly, vertical, lateral and longitudinal impact tests; then (only if
Transport and handling tests are carried out at specified or agreed time; final, vertical, lateral and longitudinal functional vibration tests are carried out.
Note. This standard does not require or include transportation and handling tests.
In order to improve the efficiency of the test, the test sequence can be adjusted to avoid repeated installation of the equipment under test. The adjusted test sequence should be recorded in the test report
Reported. Performance tests shall be performed in accordance with 6.4.3 before and after the simulation of long-life vibration tests. To confirm that the equipment under test is undergoing simulated length
Whether there is a change after the life vibration test, the transfer function during the test should be compared.
The orientation of the equipment to be tested shall be specified in the test program (ie, the vertical, horizontal and vertical directions of the equipment to be tested shall be defined with reference to the requirements of Figure A.1) and
Reinforce the direction and record it in the test report.
6 Additional information required by the testing organization
6.1 Overview
Other general information required by the testing organization can be found in IEC 60068-2-64.2008.
For the general requirements for the installation of the equipment under test, see GB/T 2423.43-2008.
6.2 Installation and orientation of the equipment under test
The equipment to be tested shall be installed on the test bench directly or through a clamp according to the actual installation state (including elastic installation).
It is advisable to test the fixture before the test. The main contents of the fixture test are.
a) Parameter setting. The sine sweep method should be used for fixture test, but random excitation or other methods can also be used. Sine sweep
When the frequency method and the random excitation method are used for fixture testing, the parameter settings should meet the following requirements.
1) Sine sweep method parameter setting. sweep rate ≤1oct/min, fixed acceleration 2m/s2~5m/s2, sweep range.
The test equipment simulates the lower limit frequency of the ASD spectrum of the long-life vibration test ~ the upper limit frequency;
2) Random excitation method parameter setting. flat spectrum type, ASD=0.4809(m/s2)2/Hz, line number ≥4~6 times simulated length
The number of spectral lines in the life vibration test, the statistical degree of freedom ≥ 120.
b) Qualification judgment. The tolerance range measured at the detection point shall meet the following requirements throughout the frequency range.
1) For the sine sweep method, keep within ±10% of the specified amplitude;
2) For the random incentive method, apply the following criteria.
--- The ASD deviation of the detection point signal should not exceed the specified requirements.
● Below 500Hz. -1.5dB, 3dB;
● Between 500Hz and 1000Hz. ±3dB.
--- Allowable deviation of ±6dB over the cumulative bandwidth of up to 100Hz between 500Hz and 1000Hz.
The fixture should avoid resonance as much as possible within the test frequency range. If it cannot be avoided, the fixture resonance should be analyzed for the performance of the equipment under test.
Impact and description in the test report.
Since the installation method has a great influence on the test results, the test installation method should be accurately recorded in the test report.
Unless otherwise agreed, the test shall be carried out according to the actual working orientation of the equipment under test. Special protective measures shall not be taken during the test to offset the electromagnetic
The effects of interference, heat or other factors on the use and performance of the equipment under test.
6.3 Reference points and detection points
6.3.1 Overview
Measurements should be taken at the reference point and/or the test point (relative to the fixed point of the equipment) to determine if the test requirements are met.
When many small parts of the equipment are installed on the same fixture, if the minimum resonance frequency of the installed fixture is higher than the upper limit frequency of the test,
The reference point and/or test point selected for the test may be related to the fixture, regardless of the fixed point of the device under test.
6.3.2 Fixed points
The fixed point is the part of the device under test that is in contact with the clamp or the vibrating table when it is installed in the normal working state.
6.3.3 Detection point
The point on the fixture, shaker or equipment under test for signal testing should be as close as possible to a fixed point and rigidly connected. Such as
If there are no more tha...
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