Codeofchina.com is in charge of this English translation. In case of any doubt about the English translation, the Chinese original shall be considered authoritative.
This standard is drafted in accordance with the rules given in GB/T 1.1-2009.
This standard replaces GB/T 21563-2008 Railway applications — Rolling stock equipment — Shock and vibration tests and the following main technical changes have been made with respect to GB/T 21563-2008:
——The definitions of three commonly used methods of simulated long-life random test have been revised, the service information has been deleted, and the definitions of multi-axis testing and main structure has been added to the scope of application (see Clause 1; Clause 1 of 2008 edition);
——GB/T 2423.57-2008has been added as a normative reference (see Clause 2)
——Terms such as random vibration, gaussian distribution (or normal distribution), acceleration spectral density, components and cubicle have been added (see Clause 3);
——Manufacturer and user agreement prior to functional random vibration tests have been modified (see Clause 4; Clause 4 of 2008 edition);
——The relevant content of the order of testing has been modified to make it clearer (see Clause 5; Clause 5 of 2008 edition);
——The content of requirements for fixture test has been added to make the test method more reasonable (see 6.2);
——The content of the fixing point of the tested equipment has been modified (see 6.3.1; 6.2.1 of 2008 edition);
——The definition of “fixing point” has been modified (see 6.3.2; 6.2.1 of 2008 edition);
——The definition of control point has been changed from "control point" to "check point" in order to conform to common terminology (see 6.3.3 and 6.3.4; 6.2.2 and 6.2.3 of 2008 edition);
——"r.m.s. values for Category 1-Class B body mounting functional random vibration tests" have been modified (see Table 1 and Table A.3; Table 1 and Table A.3 of 2008 edition);
——The test treatment method has been modified in case of the installation axis of the tested equipment is unknown, so as to make the test more reasonable (see 8.1, 9.1 and 10.1; 8.1, 9.1 and 10.1 in 2008 edition);
——The "conditions of simulated long-life random vibration test" has been modified, and manufacturers and users may use this standard according to the actual situation (see Clause 9; Clause 9 of 2008 edition);
——The content of using shock response spectrum method to complete shock test has been added, so that manufacturers and users may use this standard according to actual conditions (see 10.1);
——The content of treatment method for impact test of heavy equipment under the condition of insufficient test bench capacity has been added (see Table 3 and Note 2 in 10.5);
——Spectrums of Categories 1, 2 and 3 simulated long-life random vibration tests have been modified, and two different vibration test spectrums are obtained because two different calculation methods of acceleration ratio have been introduced into the standard (see Figures 2 ~ 5; Figures 1 ~ 4 of 2008 edition);
——r.m.s values for Category 1-Class B simulated long-life random tests have been modified because the frequency range of ASD spectrum has been changed from 5 Hz ~ 150 Hz to 2 Hz ~ 150 Hz and r.m.s values for Category 1-Class B functional random tests have been modified (see Table 2 in 9.1, Figure 3, Table A.3 in A.6; Table 2 in 9.1, Figure 2, Table A.3 in A.5 of 2008 edition);
——The calculation method of acceleration ratio has been added, so that manufacturers and users may use this standard according to actual conditions (see A.5.1);
——A typical fatigue strength curve has been added to clarify the derivation process of method II for calculating acceleration ratio (see Figure A.3).
This standard has been redrafted and modified in relation to IEC 61373: 2010 Railway applications — Rolling stock equipment - Shock and vibration tests.
Technical differences between this standard and ISO 61373: 2010 are marked with perpendicular single line (|) in the outside page margin of the provisions concerned. Technical differences and their reasons are as follows:
——The adjustments of technical deviations are made for the normative references in this standard so as to adapt to the technical conditions of China. The adjustments are mainly reflected in Clause 2 "Normative references", with the specific adjustments as follows:
IEC 60068-2-47: 2005 is replaced by GB/T 2423.43-2008, which is identical to the international standard;
ISO 3534-1：2006 is replaced by GB/T 3358.1-2009, which is identical to the international standard;
GB/T 2423.57-2008 (IEC 60068-2-81: 2003, IDT) is added for reference;
——The application scope of mechanical equipment or components has been increased;
——The subclause structure of Clause 6 has been revised to avoid overhanging sections, and the subsequent clause or subclause numbers revised in turn;
——Notes in the text have been modified as the text;
——The content of fixture test requirements has been added to make the test method more reasonable;
——The "conditions for simulated long-life random vibration test" has been modified, so that manufacturers and users may use this standard according to the actual situation;
——The content of Figure 2 to Figure 5 has been modified, and the test level calculated by taking 7.83 as the acceleration ratio in A.5.2 has been added, so that manufacturers and users may use this standard according to the actual situation;
——The content of using shock response spectrum method to complete shock test has been added, so that manufacturers and users may use this standard according to the actual situation.
The following editorial changes are made in this standard:
——The text descriptions of "vibration and shock" and "shock and vibration" have been revised and collectively referred to as "shock and vibration";
——The numbers of the equations have been added;
——The symbols of the normal distribution probability density function expression in 3.2 have been modified, replacing them with symbols commonly used in China;
——The text descriptions in the equations have been modified, and the text descriptions of "total root mean square value of reference point", "damage", "acceleration ratio" and "time factor" in the formula have been replaced by symbols respectively;
——The format of the Tables in Figures 2-5 has been modified;
——The expression of RMS in Annex C has been modified: RMS and r.m.s are unified as "r.m.s";
——The symbols in Equation (C.6) have been modified, replacing them with symbols commonly used in China;
——The “Bibliography” has been added.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. The issuing body of this standard shall not be held responsible for identifying any or all such patent rights.
This standard was proposed by the National Railway Administration of the People's Republic of China.
This standard is under the jurisdiction of the National Technical Committee on Traction Electrical Apparatus and System of Standardization Administration of China (SAC/TC 278).
The previous editions of the standard replaced by this standard are as follows:
——GB/T 21563-2008.
Introduction
This standard includes shock and random vibration test requirements for mechanical, pneumatic, electrical and electronic equipment (hereinafter referred to as “the equipment”) or components installed on the rolling stock. Random vibration is the only method to be used for equipment/component approval.
The tests in this standard are mainly used to verify the ability of the tested equipment to bear vibration under the normal service conditions of railway rolling stock. In order to achieve the best representation possible, the values quoted in this standard have been derived from actual service measurements submitted by various bodies from around the world.
This standard is not intended to cover self-induced vibrations as these will be specific to particular applications.
Engineering judgement and experience is required in the execution and interpretation of this standard.
This standard is suitable for design and validation purposes; however, it does not exclude the use of other development tools (such as sine sweep), which may be used to ensure a predetermined degree of mechanical and operational confidence. The test levels to be applied to the equipment under test are dictated only by its location on the train (i.e. axle, bogie or body-mounted).
It shall be noted that these tests may be performed on prototypes in order to gain design information about the product performance under random vibration. However, for test certification purposes the tests have to be carried out on equipment taken from normal production.
Railway applications — Rolling stock equipment — Shock and vibration tests
1 Scope
This standard specifies the requirements for shock and random vibration tests of equipment intended for use on rolling stocks, which are subsequently subjected to vibrations and shock owing to the nature of railway operational environment. To gain assurance that the quality of the equipment is acceptable, it has to withstand tests of reasonable duration that simulate the service conditions seen throughout its expected life.
Simulated long-life random vibration tests may be achieved in a number of ways, and each has their associated advantages and disadvantages, the following being the most common:
a) amplification: where the amplitudes are increased and the time base decreased;
b) time compression: where the amplitude history is retained and the time base is decreased (increase of the frequency);
c) decimation: where time slices of the historical data are removed when the amplitudes are below a specified threshold value.
The amplitude increasing method as stated in a) above, is used in this standard and together with the publications referred to in Clause 2; it defines the default test procedure for vibration tests on the equipment for use on the rolling stocks. However, other standards exist and may be used with prior agreement between the manufacturer and the customer. In such cases test certification against this standard will not apply. Where service information is available tests may be performed using the method outlined in Annex A. If the levels are lower than those quoted in this standard, equipment is partially certified against this standard (only for service conditions giving functional test values lower than or equal to those specified in the test report).
Whilst this standard is primarily concerned with rolling stocks on fixed rail systems, its wider use is not precluded. For systems operating on pneumatic tyres, or other transportation systems such as trolleybuses, where the level of shock and vibration clearly differ from those obtained on fixed rail systems, the supplier and customer shall agree on the test levels at the tender stage. It is recommended that the frequency spectra and the shock duration/amplitude be determined using the guidelines in Annex A. Equipment tested at levels lower than those quoted in this standard cannot be fully certified against the requirements of this standard.
An example of this is trolleybuses, whereby body-mounted trolleybus equipment may be tested in accordance with Category 1 equipment referred to in the standard.
This standard applies to single axis testing. However multi-axis testing may be used with prior agreement between the manufacturer and the customer.
The test levels in this standard are classified into the following three categories only according to the mounting position of the equipment on the rolling stocks (see Annex B):
——Category 1 body mounted:
Cubicles, subassemblies, equipment and components mounted directly on or
under the Class A car body;
Subassemblies, equipment and components inside the cubicles directly installed on (or under) the Class B car body.
Note 1: Class B shall be used when it is not clear where the equipment is to be located.
——Category 2 bogie mounted;
Cubicles, assemblies, equipment and components installed on bogies of the rolling stock.
——Category 3 axle mounted:
Subassemblies, equipment and components or assemblies installed on the wheelset of the rolling stock.
Note 2: In the case of equipment mounted on rolling stocks with one level of suspension such as wagons and trucks, unless otherwise agreed at the tender stage, axle mounted equipment will be tested as Category 3, and all other equipment will be tested as Category 2.
The cost of testing is influenced by the weight, shape and complexity of the equipment under test. Consequently, at the tender stage the supplier may propose a more cost-effective method of demonstrating compliance with the requirements of this standard. Where alternative methods are agreed it will be the responsibility of the supplier to demonstrate to his customer or his representative that the objective of this standard has been met. If an alternative method of evaluation is agreed, then the equipment tested cannot be certified against the requirement of this standard.
This standard is intended to evaluate equipment which is attached to the main structure of the vehicle (and/or components mounted thereon). It is not intended to test equipment which forms part of the main structure. Main structure in the sense of this standard means car body, bogie and axle. There are a number of cases where additional or special vibration tests may be requested by the customer, for example:
a) equipment mounted on, or linked to, items which are known to produce fixed frequency excitation;
b) equipment such as traction motors, pantographs, shoegear, or suspension components which may be subjected to tests in accordance with their special requirements, applicable to their use on rolling stocks. In all such cases the tests carried out shall be dealt with by separate agreement at the tender stage;
c) equipment intended for use in special operational environments as specified by the customer.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated reference, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies.
GB/T 2423.43-2008 Environmental testing for electric and electronic products — Part 2: Test methods — Mounting of specimens for vibration impact and similar dynamic tests (IEC 60068-2-47: 2005, IDT)
GB/T 2423.57-2008 Environmental testing for electric and electronic products — Part 2: Tests — Test Ei: Shock — Shock response spectrum synthesis (IEC 60068-2-81: 2003, IDT)
GB/T 3358.1-2009 Statistics - Vocabulary and symbols - Part 1: General statistical terms and terms used in probability (ISO 3534-1:2006, IDT)
IEC 60068-2-27:2008 Environmental testing — Part 2-27：Tests — Test Ea and guidance：Shock
IEC 60068-2-64:2008 Environmental testing — Part 2-64：Tests — Test Fh：Vibration, broadband random and guidance
3 Terms and definitions
For the purposes of this document, the terms and definitions given in GB/T 3358.1-2009 and IEC 60068-2-64: 2008 as well as the following apply.
3.1
random vibration
vibration the instantaneous value of which cannot be precisely predicted for any given instant
of time
3.2
gaussian distribution; normal distribution
continuous distribution of the probability density function of Formula (1), where —∞＜x＜∞, the parameters meets —∞＜μ＜∞, σ＞0 (see Figure 1).
(1)
where,
σ——the standard deviation;
x——the instantaneous value;
μ——the mean value.
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 instantaneous acceleration is at:
1) 0σ and 1σ represents 68.26% of the time;
2) 1σ and 2σ represents 27.18% of the time;
3) 2σ and 3σ represents 4.30% of the time.
Figure 1 Gaussian distribution
3.3
acceleration spectral density (ASD)
mean-square value of that part of an acceleration signal passed by a narrow-band filter of a center frequency, per unit bandwidth, in the limit as the bandwidth approaches zero and the averaging time approaches infinity
3.4
components
pneumatic, electrical, or electronic parts located inside a cubicle
3.5
cubicle
whole equipment, including mechanical parts and especially the structure (e.g. converter, inverter) composed of mounted components
4 General
This standard is intended to highlight any weakness (error) which may result in problems as a consequence of operation under environments where vibration and shock are known to occur in service on a railway vehicle. This standard is not intended to represent a full life test. However, the test conditions are sufficient to provide some reasonable degree of confidence that the equipment will survive the specified life under service conditions.
Compliance with this standard is achieved if the criteria in Clause 13 are met after the test.
The test levels quoted in this standard have been derived from environmental test data, as referred to in Annex A. This information was submitted by organizations responsible for collecting environmental vibration levels under service conditions.
The following tests are mandatory for compliance with this standard:
——Functional random vibration test: the functional random vibration test levels are the minimum test levels to be applied in order to demonstrate that the equipment under test is capable of functioning when subjected to conditions which are likely to occur in service, on railway vehicles. The degree of functioning shall be agreed between the manufacturer and the end user prior to tests commencing (see 6.4.2). Functional random vibration test requirements are detailed in Clause 8. The functional random vibration tests are not intended to be a full performance evaluation under simulated service conditions.
——Simulated long-life random vibration test: this test is aimed at establishing the mechanical integrity of the equipment at increased service vibration levels. It is not necessary to inspect functions of the equipment under these conditions. Simulated long-life random vibration testing requirements are detailed in Clause 9.
——Shock testing: shock testing is aimed at simulating rare service events. It is not necessary to demonstrate functionality during this test. It will however be necessary to demonstrate that no change in operational state occurs, that there is no visual deformation and that mechanical integrity has not changed. These points shall be clearly demonstrated in the final test report. Shock testing requirements are detailed in Clause 10.
Foreword i Introduction v 1 Scope 2 Normative references 3 Terms and definitions 4 General 5 Order of testing 6 Reference information required by the test house 7 Initial measurements and preconditioning 8 Functional random vibration test conditions 9 Simulated long-life random vibration testing conditions 10 Shock testing conditions 11 Transportation and handling 12 Final measurements 13 Acceptance criteria 14 Test report 15 Test certificate 16 Disposal Annex A (Informative) Explanation of service measurements, measuring positions, methods of recording service data, summary of service data, and method used to obtain random test levels from acquired service data Annex B (Informative) Figure identifying general location of equipment on rolling stocks and their resulting test category Annex C (Informative) Guidance for calculating r.m.s. values from ASD values or levels Annex D (Informative) Example of test certificate Bibliography
Codeofchina.com is in charge of this English translation. In case of any doubt about the English translation, the Chinese original shall be considered authoritative.
This standard is drafted in accordance with the rules given in GB/T 1.1-2009.
This standard replaces GB/T 21563-2008 Railway applications — Rolling stock equipment — Shock and vibration tests and the following main technical changes have been made with respect to GB/T 21563-2008:
——The definitions of three commonly used methods of simulated long-life random test have been revised, the service information has been deleted, and the definitions of multi-axis testing and main structure has been added to the scope of application (see Clause 1; Clause 1 of 2008 edition);
——GB/T 2423.57-2008has been added as a normative reference (see Clause 2)
——Terms such as random vibration, gaussian distribution (or normal distribution), acceleration spectral density, components and cubicle have been added (see Clause 3);
——Manufacturer and user agreement prior to functional random vibration tests have been modified (see Clause 4; Clause 4 of 2008 edition);
——The relevant content of the order of testing has been modified to make it clearer (see Clause 5; Clause 5 of 2008 edition);
——The content of requirements for fixture test has been added to make the test method more reasonable (see 6.2);
——The content of the fixing point of the tested equipment has been modified (see 6.3.1; 6.2.1 of 2008 edition);
——The definition of “fixing point” has been modified (see 6.3.2; 6.2.1 of 2008 edition);
——The definition of control point has been changed from "control point" to "check point" in order to conform to common terminology (see 6.3.3 and 6.3.4; 6.2.2 and 6.2.3 of 2008 edition);
——"r.m.s. values for Category 1-Class B body mounting functional random vibration tests" have been modified (see Table 1 and Table A.3; Table 1 and Table A.3 of 2008 edition);
——The test treatment method has been modified in case of the installation axis of the tested equipment is unknown, so as to make the test more reasonable (see 8.1, 9.1 and 10.1; 8.1, 9.1 and 10.1 in 2008 edition);
——The "conditions of simulated long-life random vibration test" has been modified, and manufacturers and users may use this standard according to the actual situation (see Clause 9; Clause 9 of 2008 edition);
——The content of using shock response spectrum method to complete shock test has been added, so that manufacturers and users may use this standard according to actual conditions (see 10.1);
——The content of treatment method for impact test of heavy equipment under the condition of insufficient test bench capacity has been added (see Table 3 and Note 2 in 10.5);
——Spectrums of Categories 1, 2 and 3 simulated long-life random vibration tests have been modified, and two different vibration test spectrums are obtained because two different calculation methods of acceleration ratio have been introduced into the standard (see Figures 2 ~ 5; Figures 1 ~ 4 of 2008 edition);
——r.m.s values for Category 1-Class B simulated long-life random tests have been modified because the frequency range of ASD spectrum has been changed from 5 Hz ~ 150 Hz to 2 Hz ~ 150 Hz and r.m.s values for Category 1-Class B functional random tests have been modified (see Table 2 in 9.1, Figure 3, Table A.3 in A.6; Table 2 in 9.1, Figure 2, Table A.3 in A.5 of 2008 edition);
——The calculation method of acceleration ratio has been added, so that manufacturers and users may use this standard according to actual conditions (see A.5.1);
——A typical fatigue strength curve has been added to clarify the derivation process of method II for calculating acceleration ratio (see Figure A.3).
This standard has been redrafted and modified in relation to IEC 61373: 2010 Railway applications — Rolling stock equipment - Shock and vibration tests.
Technical differences between this standard and ISO 61373: 2010 are marked with perpendicular single line (|) in the outside page margin of the provisions concerned. Technical differences and their reasons are as follows:
——The adjustments of technical deviations are made for the normative references in this standard so as to adapt to the technical conditions of China. The adjustments are mainly reflected in Clause 2 "Normative references", with the specific adjustments as follows:
IEC 60068-2-47: 2005 is replaced by GB/T 2423.43-2008, which is identical to the international standard;
ISO 3534-1：2006 is replaced by GB/T 3358.1-2009, which is identical to the international standard;
GB/T 2423.57-2008 (IEC 60068-2-81: 2003, IDT) is added for reference;
——The application scope of mechanical equipment or components has been increased;
——The subclause structure of Clause 6 has been revised to avoid overhanging sections, and the subsequent clause or subclause numbers revised in turn;
——Notes in the text have been modified as the text;
——The content of fixture test requirements has been added to make the test method more reasonable;
——The "conditions for simulated long-life random vibration test" has been modified, so that manufacturers and users may use this standard according to the actual situation;
——The content of Figure 2 to Figure 5 has been modified, and the test level calculated by taking 7.83 as the acceleration ratio in A.5.2 has been added, so that manufacturers and users may use this standard according to the actual situation;
——The content of using shock response spectrum method to complete shock test has been added, so that manufacturers and users may use this standard according to the actual situation.
The following editorial changes are made in this standard:
——The text descriptions of "vibration and shock" and "shock and vibration" have been revised and collectively referred to as "shock and vibration";
——The numbers of the equations have been added;
——The symbols of the normal distribution probability density function expression in 3.2 have been modified, replacing them with symbols commonly used in China;
——The text descriptions in the equations have been modified, and the text descriptions of "total root mean square value of reference point", "damage", "acceleration ratio" and "time factor" in the formula have been replaced by symbols respectively;
——The format of the Tables in Figures 2-5 has been modified;
——The expression of RMS in Annex C has been modified: RMS and r.m.s are unified as "r.m.s";
——The symbols in Equation (C.6) have been modified, replacing them with symbols commonly used in China;
——The “Bibliography” has been added.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. The issuing body of this standard shall not be held responsible for identifying any or all such patent rights.
This standard was proposed by the National Railway Administration of the People's Republic of China.
This standard is under the jurisdiction of the National Technical Committee on Traction Electrical Apparatus and System of Standardization Administration of China (SAC/TC 278).
The previous editions of the standard replaced by this standard are as follows:
——GB/T 21563-2008.
Introduction
This standard includes shock and random vibration test requirements for mechanical, pneumatic, electrical and electronic equipment (hereinafter referred to as “the equipment”) or components installed on the rolling stock. Random vibration is the only method to be used for equipment/component approval.
The tests in this standard are mainly used to verify the ability of the tested equipment to bear vibration under the normal service conditions of railway rolling stock. In order to achieve the best representation possible, the values quoted in this standard have been derived from actual service measurements submitted by various bodies from around the world.
This standard is not intended to cover self-induced vibrations as these will be specific to particular applications.
Engineering judgement and experience is required in the execution and interpretation of this standard.
This standard is suitable for design and validation purposes; however, it does not exclude the use of other development tools (such as sine sweep), which may be used to ensure a predetermined degree of mechanical and operational confidence. The test levels to be applied to the equipment under test are dictated only by its location on the train (i.e. axle, bogie or body-mounted).
It shall be noted that these tests may be performed on prototypes in order to gain design information about the product performance under random vibration. However, for test certification purposes the tests have to be carried out on equipment taken from normal production.
Railway applications — Rolling stock equipment — Shock and vibration tests
1 Scope
This standard specifies the requirements for shock and random vibration tests of equipment intended for use on rolling stocks, which are subsequently subjected to vibrations and shock owing to the nature of railway operational environment. To gain assurance that the quality of the equipment is acceptable, it has to withstand tests of reasonable duration that simulate the service conditions seen throughout its expected life.
Simulated long-life random vibration tests may be achieved in a number of ways, and each has their associated advantages and disadvantages, the following being the most common:
a) amplification: where the amplitudes are increased and the time base decreased;
b) time compression: where the amplitude history is retained and the time base is decreased (increase of the frequency);
c) decimation: where time slices of the historical data are removed when the amplitudes are below a specified threshold value.
The amplitude increasing method as stated in a) above, is used in this standard and together with the publications referred to in Clause 2; it defines the default test procedure for vibration tests on the equipment for use on the rolling stocks. However, other standards exist and may be used with prior agreement between the manufacturer and the customer. In such cases test certification against this standard will not apply. Where service information is available tests may be performed using the method outlined in Annex A. If the levels are lower than those quoted in this standard, equipment is partially certified against this standard (only for service conditions giving functional test values lower than or equal to those specified in the test report).
Whilst this standard is primarily concerned with rolling stocks on fixed rail systems, its wider use is not precluded. For systems operating on pneumatic tyres, or other transportation systems such as trolleybuses, where the level of shock and vibration clearly differ from those obtained on fixed rail systems, the supplier and customer shall agree on the test levels at the tender stage. It is recommended that the frequency spectra and the shock duration/amplitude be determined using the guidelines in Annex A. Equipment tested at levels lower than those quoted in this standard cannot be fully certified against the requirements of this standard.
An example of this is trolleybuses, whereby body-mounted trolleybus equipment may be tested in accordance with Category 1 equipment referred to in the standard.
This standard applies to single axis testing. However multi-axis testing may be used with prior agreement between the manufacturer and the customer.
The test levels in this standard are classified into the following three categories only according to the mounting position of the equipment on the rolling stocks (see Annex B):
——Category 1 body mounted:
Cubicles, subassemblies, equipment and components mounted directly on or
under the Class A car body;
Subassemblies, equipment and components inside the cubicles directly installed on (or under) the Class B car body.
Note 1: Class B shall be used when it is not clear where the equipment is to be located.
——Category 2 bogie mounted;
Cubicles, assemblies, equipment and components installed on bogies of the rolling stock.
——Category 3 axle mounted:
Subassemblies, equipment and components or assemblies installed on the wheelset of the rolling stock.
Note 2: In the case of equipment mounted on rolling stocks with one level of suspension such as wagons and trucks, unless otherwise agreed at the tender stage, axle mounted equipment will be tested as Category 3, and all other equipment will be tested as Category 2.
The cost of testing is influenced by the weight, shape and complexity of the equipment under test. Consequently, at the tender stage the supplier may propose a more cost-effective method of demonstrating compliance with the requirements of this standard. Where alternative methods are agreed it will be the responsibility of the supplier to demonstrate to his customer or his representative that the objective of this standard has been met. If an alternative method of evaluation is agreed, then the equipment tested cannot be certified against the requirement of this standard.
This standard is intended to evaluate equipment which is attached to the main structure of the vehicle (and/or components mounted thereon). It is not intended to test equipment which forms part of the main structure. Main structure in the sense of this standard means car body, bogie and axle. There are a number of cases where additional or special vibration tests may be requested by the customer, for example:
a) equipment mounted on, or linked to, items which are known to produce fixed frequency excitation;
b) equipment such as traction motors, pantographs, shoegear, or suspension components which may be subjected to tests in accordance with their special requirements, applicable to their use on rolling stocks. In all such cases the tests carried out shall be dealt with by separate agreement at the tender stage;
c) equipment intended for use in special operational environments as specified by the customer.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated reference, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies.
GB/T 2423.43-2008 Environmental testing for electric and electronic products — Part 2: Test methods — Mounting of specimens for vibration impact and similar dynamic tests (IEC 60068-2-47: 2005, IDT)
GB/T 2423.57-2008 Environmental testing for electric and electronic products — Part 2: Tests — Test Ei: Shock — Shock response spectrum synthesis (IEC 60068-2-81: 2003, IDT)
GB/T 3358.1-2009 Statistics - Vocabulary and symbols - Part 1: General statistical terms and terms used in probability (ISO 3534-1:2006, IDT)
IEC 60068-2-27:2008 Environmental testing — Part 2-27：Tests — Test Ea and guidance：Shock
IEC 60068-2-64:2008 Environmental testing — Part 2-64：Tests — Test Fh：Vibration, broadband random and guidance
3 Terms and definitions
For the purposes of this document, the terms and definitions given in GB/T 3358.1-2009 and IEC 60068-2-64: 2008 as well as the following apply.
3.1
random vibration
vibration the instantaneous value of which cannot be precisely predicted for any given instant
of time
3.2
gaussian distribution; normal distribution
continuous distribution of the probability density function of Formula (1), where —∞＜x＜∞, the parameters meets —∞＜μ＜∞, σ＞0 (see Figure 1).
(1)
where,
σ——the standard deviation;
x——the instantaneous value;
μ——the mean value.
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 instantaneous acceleration is at:
1) 0σ and 1σ represents 68.26% of the time;
2) 1σ and 2σ represents 27.18% of the time;
3) 2σ and 3σ represents 4.30% of the time.
Figure 1 Gaussian distribution
3.3
acceleration spectral density (ASD)
mean-square value of that part of an acceleration signal passed by a narrow-band filter of a center frequency, per unit bandwidth, in the limit as the bandwidth approaches zero and the averaging time approaches infinity
3.4
components
pneumatic, electrical, or electronic parts located inside a cubicle
3.5
cubicle
whole equipment, including mechanical parts and especially the structure (e.g. converter, inverter) composed of mounted components
4 General
This standard is intended to highlight any weakness (error) which may result in problems as a consequence of operation under environments where vibration and shock are known to occur in service on a railway vehicle. This standard is not intended to represent a full life test. However, the test conditions are sufficient to provide some reasonable degree of confidence that the equipment will survive the specified life under service conditions.
Compliance with this standard is achieved if the criteria in Clause 13 are met after the test.
The test levels quoted in this standard have been derived from environmental test data, as referred to in Annex A. This information was submitted by organizations responsible for collecting environmental vibration levels under service conditions.
The following tests are mandatory for compliance with this standard:
——Functional random vibration test: the functional random vibration test levels are the minimum test levels to be applied in order to demonstrate that the equipment under test is capable of functioning when subjected to conditions which are likely to occur in service, on railway vehicles. The degree of functioning shall be agreed between the manufacturer and the end user prior to tests commencing (see 6.4.2). Functional random vibration test requirements are detailed in Clause 8. The functional random vibration tests are not intended to be a full performance evaluation under simulated service conditions.
——Simulated long-life random vibration test: this test is aimed at establishing the mechanical integrity of the equipment at increased service vibration levels. It is not necessary to inspect functions of the equipment under these conditions. Simulated long-life random vibration testing requirements are detailed in Clause 9.
——Shock testing: shock testing is aimed at simulating rare service events. It is not necessary to demonstrate functionality during this test. It will however be necessary to demonstrate that no change in operational state occurs, that there is no visual deformation and that mechanical integrity has not changed. These points shall be clearly demonstrated in the final test report. Shock testing requirements are detailed in Clause 10.
Contents of GB/T 21563-2018
Foreword i
Introduction v
1 Scope
2 Normative references
3 Terms and definitions
4 General
5 Order of testing
6 Reference information required by the test house
7 Initial measurements and preconditioning
8 Functional random vibration test conditions
9 Simulated long-life random vibration testing conditions
10 Shock testing conditions
11 Transportation and handling
12 Final measurements
13 Acceptance criteria
14 Test report
15 Test certificate
16 Disposal
Annex A (Informative) Explanation of service measurements, measuring positions, methods of recording service data, summary of service data, and method used to obtain random test levels from acquired service data
Annex B (Informative) Figure identifying general location of equipment on rolling stocks and their resulting test category
Annex C (Informative) Guidance for calculating r.m.s. values from ASD values or levels
Annex D (Informative) Example of test certificate
Bibliography
