BRITISH STANDARD BS EN 13103:2009 Railway applications — Wheelsets and bogies — Non-powered axles — Design method =e = No COPYING WITHOUT HSI PERMISSION EXCEIT AS PRRMITTED RY COINRIGHTLAN BT StandardsBS EN 13103:2009 “Thi ich Standard ‘ete published under the thority of she Seanad Poly ead Seats Commies 0 Apel 20m National foreword ‘This British Standard is the UK implementation of EN 1810820089. It superseries BS EN 13103:2001 which is withdrawn, ‘The UK participation in its prepuration was entrusted to Technical Committee RAB/3-1, Wheels and wheelsets A list of organizations represented on this committee ean be obtained on request to its secretary. ‘This publication does not purport to include all the necessary pres of a contract. Users are responsible far its correct application Compliance with a British Standard eannot confer immunity from legal obligations. Amendments/corrigenda issued since publication Date CommentsBS EN 13103:2009 EUROPEAN STANDARD EN 13103 NORME EUROPEENNE EUROPAISCHE NORM March 2000 10s 45.040 ‘Supersedes EN 13103:2001 English Version Railway applications - Wheelsets and bogies - Non-powered axles - Design method ‘Aplications trou - Essioux mots ot bogs ~ Bahnanwendungen - Radssize und Dohgosol ‘Ecsuacatos porous = Mathoda de conception intraeatzwolon Konstktons- one Berechrungenete “This European Standard was approved by CEN on 26 Decamber 2008, CEN members are bound to comp ih the CENICENELEC Intmal Ragulatone whch sult the onton or ging this European ‘Standard he siats of aratonal lanard without any aleaton. Up-to-date ts an bblopraphal erences concwning such naira ‘Sandare may be obanad on appleaon wo the CEN Managemart Cente orto ary CEN member ‘This Ewopsan Standard ax in hoe oficial version (English, French, Geman), A vorion nan other language made by ranslaion Undo fhe rsponebiy oa GEN mare ro Ys oun kinglage ana neti tot CEN Maagamant Care haw samo Status 46 oftca versone, (CEN morbors rhe naonal candace bodes of Ausra, Boglum, Bulgaria, Cypus, Czech Rapuble, Denmark. Estonia, Flan, France, Germany, Greoce, Hungary, land, lan, fy, Latvia, Lihuane, Luxembourg, Mata, Nehelands, Norway, Pols, Pups Fomania Slovaie, Sevan, Span, Swoden, Swizavand ane United Kinga a— | COMITE EUROPEEN DE NORMALISATION EUROPAISCHES KOMITEE FOR NORMUNG Management Centre: Avenue Marni 17, 8-1000 Brussels {©2009 CEN Al ighs of xpioaton nay form an by any means racorved Ff, No, EN 13109-2008: ‘roriarga for CEN raenal MentorBS EN 18103:2009 EN 13103:2009 (E) Contents Page Foreword. Introduction wes 1 Scope. 2 Normative references. 3 Symbols and abbreviations. 4 Genera so 5 Forces and moments to be taken into consideration 5A Types of forces 5.2 Effects due to masses in motion. 53 Effects due to braking 5.4 Effects due to curving and wheel geometry 5.5 Calculation of the resultant moment 6 Determination of geometric characteristics of the various parts of the axle. 19 6. Stresses in the various sections of the axl “18 6.2 Determination of the diameter of journals and axle bodies 23 63 Determination of the diameter of the various seats from the diameter of the axle body or {rom the journals, 23 Collar bearing surface. 23 Transition between collar bearing surface and wi 25 Annex A (informative) Model of axle calculation sheet. Wheel seat in the absence of an adjacent wheel sent 25 Case of two adjacent wheel seats..... Configuration of the wheel seats... Maximum permissible stresses. General. Steel grade EAIN... Steel grades other than EAIN ‘Annex B (informative) Procedure for the calculation of the load coefficient for tilting Vehicles earann32 Annex C (informative) Values of forces to take into consideration tor wheelsets for reduced ‘gauge track (metric or close to a metre). Annex D (normative) Method for determination of full-scale tague limits for new materials 38 Da D2 Ds Da Dat Daz Das. Daa Ds Ds. D2 DE Da Ds Dé. ‘Scope General requirements for the test pieces. General requirements forte Axle body fatigue limit ("F1” Geometry . Verification of the applied sires End of test criterion Détermination of the fal ‘Axle bore fatigue limit (* Geometry . Verification of the applied sires End of test criterion Determination of the fatigue limi Whee seat fatigue tii Geometry .BS EN 19103-2009 EN 13103: 1009 (E) D.6.2 Verification of the applied stress.. D.6.3 End of test criterion.. 40 40 1.6.4 Determination of the 40 D7 Content of the test report i. . - a at ‘Annex ZA (informative) Relationship between this European Standard and the Essential ‘Requirements of Council Directive 96/48/EC amended by Directive 2004/50/EC. A ‘Annex ZB (informative) Relationship between this European Standard and the Essential Requirements of Directive 2001/16/EC of the European Parliament and of the Council of 18 March 2001 onthe interoperability ofthe trans-European conventional rll system amended by Directive 2004/50/EC of 29 April 2004 Bibliography.Foreword This document (EN 13103:2009) has been prepared by Technical Committee CEN/TC 256 “Railway applications’, the secretariat of which is held by OIN, ‘Tris European Standard shall be given the status of a national standard, ether by publication of an identical text or by endorsement, at the lalest by September 2009, and conflicting national standards shall be withdrawn al the latest by September 2009. Attontion is drawn to the possibilty that some of the elements of this document may be the subject of patent Tights. CEN and/or CENELEC shall nol be held responsible for ideniying any or all such patent rights. ‘This document supersedes EN 13103:2001 This European Standard has been prepared under a mandate given to CEN/CENELECIETSI by the European ‘Commission and the European Free Trade Association, and supports essential requirements of Directives ‘96/48/EC and .2001/16/EC amended by Directive 2004/50/EC. For relationship with EU Directva(s), s document. informative Annexes ZA and 28, which are integral parts of this, ‘According to the CEN/CENELEC Internal Regulations, the national standards organizations of the folowing countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, taly, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Fomania, Slovakia, Slovenia, Spain, Sweden, Switzerland and the United Kingdom.BS EN 18103:2009 EN 13103:2009 (E) Introduce’ Railway axles were among the fist train components to give rise to fatigue problems, Many years ago, specitic methods were developed in order to design these avles. They were based on a feedback process from the service behaviour of axles combined with the examination of fallures and on fatigue tests conducted in the laboratory, 60 as to characterize and optimize the design and materials used for axles. ‘A European working group under the aegis of UIC slated to harmonize these methods atthe beginning of the 1970s. This ed to an ORE? document appicable tothe design of trailer stock ales, subsequently incorpo- ‘2led into national slanderds (French, German, ltaian) and consequently converted ini @ UIC lealet ‘The bibliography lists the relevant documents used for reference purposes. The method described therein is largely based on conventional loadings and applies the beam theory forthe stress calculation. The shape and sitess recommendations are derived from laboratory tests and the outcome is validated by many years of ‘perations on the various ralway systome. This standard is based largely on this method which has been improved and its scope enlarged. + UIC : Union Internationale des Chemins de fer. 2 ORE: Olice de Recherches et dEssals de (UIC.1 Scope Tris standard: 1) defines the forces and moments to be taken into account with reference to masses and braking ‘conditions; 2) gives the strass calculation mathod for axles with outside axle journals; 8) _speciias the maximum permissible stresses to be assumed in calculations for steel grade EAN defined in EN 19281; 4) describes the method for determination of the maximum permissible stresses for other steel grades; '5) determines the diameters for the various sections of the axle and recommends the preferred shapes and transitions to ensure adequate service performance, ‘This standard is applicable to: 6) solid and hollow axles of railway roling stack used for the transportation of passengers and freight; 7) axles defined in EN 13261; 8) allgauges*, “This standard is applicable to axles fitted to roling stock intended to run under normal European coneito Before using tis standard, it there is any doubt as to whether the railway operating condions are normal necessary to determine whether an addlional desig factor has to be applied tothe maximum permissible stresses. The calculation of whoalsets for special applications (2.9. tampingfiningleveling machines) may be made according to this standard only forthe toad cases of free-running and running in Wain formation. This standard does not apply to workload cases. They are calculated separalaly For light rail and tramway applications, other standards or documents agreed between the customer and supplier may be applied. Non-powered axles of molor bogies and locomotives are analysed according to the requirements of EN 13104, 2 Normative references The following referenced documents are indispensable for the application of this document. For dated Teferences, only the ediion cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 19260:2009, Railway applications — Wheeisets and bogies ~ Wheelsets ~ Product requirements EN 19261:2009, Railway applications ~ Wheelsets and bogies ~ Axles ~ Product requirements 3 ine gauge is not standard, certain formulae need to be adapted.3 Symbols and abbre ns For the purposes of this European Standard, the symbols and abbreviations in Table 1 apply: Table 1 Symbor Uni [Description m, kg_ [Mass on journals (including bearings and axle boxes) mm ‘kg_| Wheelset mass and masses on the wheelset between running surlaces (brake ase, etc) mm, | kg _ |For the wheelset considered, proportion of the mass ofthe vehicle onthe rails * mis | Acceleration due to gravity ’ "| Hall the vertical force per wheelset on the rail "IE % S| vertical static force per journal when the wheels is loaded symmeticaly 7 a N | Vertical force on the more heaviy-loaded journal 7 N_ | Verical force on the less heavily loaded journal P N_ | Proportion of ? braked by any mechanical braking system % N | Wheetait horizontal force perpendicular fo the rail on the side of the more heavily loaded journal N__ | Wheetrail horizontal force perpendicular to the rail on the side of the less heavily loaded joural 4 Force balancing the forces ¥, and ¥, 2 Vertical reaction on the wheel situated on the side of the more heavilyloaded| Journal 2, N__ | Vertical reaction on the wheel situated on the side ofthe less heavilyloadad journal F N- | Forces exerted by the masses of the unsprung elements situated between the two wheels (brake disc(s) etc.) F, N__ [Maximum force input of the brake shoes of the same shoeholder on one wheel or Interface force of the pads on one disc M, Nemm | Bending moment due to the masses in motion wm, | Nemm [Bending moments due to braking », Nemm_ | Torsional moment due to braking ux, wz | Nmm ‘Sum of bending moments My Nerwm_ [Sum of torsional moments Me Nem [Resultant moment » Mm | Distance between vertical force input points on axle journals 2 ‘Mm [Distance between wheel rling cieclasEN 13103:2009 (E) Table 4 (contin [Symbol ‘Unit [Description h ‘Mm [Height above the axle centreline of vehicle centre of gravity of masses carried by the wheelset » mm [Distance between the rolling circle of one wheel and force F, y mm [Abscissa for any section of the axle calculated from the section subject to force 7 7 [Average riction coefficient between the wheel and the brake shoe or between the| brake pads and the disc 2 Nimm? | Stress calculated in one section Faligue stress concentration factor ® mam [Nominal radius of the rolling circle of a wheal % mm [Brake radius a mm_|Diameter for one section of the axle ¢ mm [Bore diameter of a hollow axle D mm _| Diameter used for determining K r mm [Radius of ransition filet or groove used to determine K 5 ‘Securly coefficient @ (Contre of gravity Ra Nimm® | Fatigue limit under rotating banding up to 10” cycles for smooth test pieces Ru Fatigue limit under rotating bending up to 10” cycles for notched test pieces % Unbalanced transverse acceleration i Thrust factor 4 General “The major phases for the design of an axle are 2) definition of the forces to be taken into account and calculation of the moments on the vatious sections of the ale: b) selection of the diameters of the axle body and journals and - on the basis of these diameters - cealeulation of the diameters for the othar parts of the axle; ()_ the options taken are verified inthe follawing manner: — stress caleulation for each section; — comparison of these stresses with tha maximum permissible stresses. ‘The maximum permissible stresses are mainly defined by: — the steel grade: — whether the axle is solid or hollow.‘An example of a data sheet wit all hese phases is given in Annex A. 5 Forces and moments to be taken into consideration 5.1. Types of forces. ‘Two types of forces are to be taken into consideration as a function: 1) of the masses in motion; 2). ofthe braking system. 5.2. Effects due to masses in motion ‘The forces generated by masses in motion are concentrated along the vertical symmetry plane (y, 2) (see Figure 1) intersecting he axle centrlin. fe Figure 1 Unless otherwise defined by the customer, the masses (m, + m:,) tobe taken into account forthe main types cof roling stock are defined in Table 2. For particular applications, e.g. suburban vehicles, other definitions for ‘masses are necessary, in accordance with the specific operating requirements.BS EN 18103:2009 EN 13103:2009 (E) Table2 Type of rolling stock units Mass (+3) Freight wagons For the axle considered, proportion of the wagon! mass under maximum permissible loading in service (Coaches including accommodation for passengers, Mass in service + 1,2 x payload, luggage or post —Main line vehicles" "mass in service’ is defined as: the vehicle mass| without passengers, tanks full (of water, sand, fuel, etc.) payload” is defined as the mass of a passenger| estimated at 80 kg, including hand luggage: — 1 passenger per seat; | 2 passengers per m in corridors and vestibules; | 2 passengers per attendant compartment; |— 300 ka per m’ in luggage compartments. 12— Suburban vehicles*® Mass in service + 1,2 x payload, "mass in service” is defined as the vehicle mass| without passengers, tanks full (of water, sand, fuel, ete): "payload" is defined as the mass of a passenger, which is estimated at 70 kg (itle or no luggage): |— 1 passenger per seat; — 3 passengers per m? in cortidor areas; — 4 0rS passengers per m in vestibule areas"; — 300 kg per m* in luggage compartments. The payloads to be taken inte account fo determine the mass of the mainline and subufan vehicles broadly rellect the normal operating condiions of the member railways of the International Union of Railways (UIC). the operating conditions dtl signiicanty, those masses may be modified, for example, by increasing or decreasing the number cf passengors per min contdors and vestiouos. ° These vehicles are sometimes associatod with classes of passenger travel. 1st or 2nd lass. The bending moment , in any section is calculated from forces R, Ps, Q,, Q,, %,. ¥, and F, as shown in Figure 2. It represents the most adverse condition for the axle, i.e 1) asymmetric eistribution of forces; 2) the direction of the forces Fue to the masses of the unsprung components selected in such a manner that their effect on bending is added to that due to the vertical forces; 3) the value of the forces F, results from multiplying the mass of each unsprung component by 1 g 10BS EN 18103:2009 EN 13103:2009 (E) Key G—contre of gravity of vehicle Figure 2 Table 9 shows the values of the forces calculated fromm, The formulae coetticient values are applicable to slandard gauge axles and classical suspension. For very different gauges, metric gauge for example, or anew system of suspension, tiling system for example, other values shall be considered (see Annexes B and C) "BS EN 15103:2009 EN 13103:2009 (E) Table3 All axies except guiding anie® P, = (0625+ 0075h, Jom », (0625-00154, 59,8 ¥,=030m¢ % 1046 H=K-¥, =DSon6 Guiding axie™ 7, = (0625+ 00875h, 759m. P= (0025 0,08 Jim ¥, =035m¢ Y= 0175m,¢ Hav, —¥, = 017m Fora aes 0, = LR +5)-Plb—s)+; -KIR-E,F 25-9] 0:= PIA +5)-R(b—s)-(% -K)R-¥,F 1] * The guiding axe isthe axe of the frst (.. leading) bogie ol a coach used atthe head ofa reversible axle can ba used in both postions (qucing or non-quidng) tis tobe considered as a quicing axl, 2BS EN 18103:2009 EN 13103:2009 (E) Table 4 shows the formulae to calculate M, for each zone of the ale and the general ouline of M , vatiaions along the axle. Table 4 Zone ofthe axle M, Between loading plane and running surace AN “Tt 1 i Mya PQ OPED R=BE Wa bem) Between running surfaces “Let 7] :force(s) on the let ofthe section considered General outline of At, ., vasiations fu For a non-eymmatric aie the calculations shall be caried eu aller applying the load allemalaly to the wo journals ta determine the worst case. 5.3 Effects due to braking Braking generates moments that can be represented by three components: M.A (S00 Figure 3 1BBS EN 13103:2009 EN 13103:2009 (E) Figure 3 1) the bending component a, is due tothe vertical forces parallel to the z axis; 2). the bending component M. is due fo the horizontal forces parallel to the x axis; 3) the torsional component f, is directed along the axle centveline (y axis); it is due to the forces applied ‘tangentially to the wheels. ‘The components |, M, and MV are shown in Table § for each method of braking If several methods of braking are superimposed, the values corresponding to each method shall be added, NOTE _Ifother methods of braking are used, the forces and moments tobe taken into account can be obtained on the basis ofthe same princiles as those shown in Table 8. Special tention should be paid to the calculation of the MY, component, which sto be added directly to the M, component representing masses in motion. 5.4 Effects due to curving and wheel geometry For an unbraked wheelset, the torsional moment .W, is equal to 0,2 PR to account for possible aitferences in wheel diameters and the effect of passing through curves: For a braked wheelset, these effects are included inthe effects de to braking 5.5 Calculation of the resultant moment In every section, he maximum stresses are calculated from the resultant moment MR (see the folowing note), ‘hich is equal to: ag = x ro where AMX, MY and MZ are the sums of the various components due to masses in motion and braking: Mya, 6a ure, we-SM. NOTE —Atapaint on the outer sutace ofa solid cylinder (also in the case of a hollow on) with d as diameter, the components MX, MY and Mz generat: 1“BS EN 18103:2009 EN 13103:2009 (E) — a normal stess for MN and MZ : — ashear stress for MY ‘The normal stess has the folowing valve (bending of beams with a circular section) ann Mz af ‘The value ofthe shear stress isthe following (torsion of beams with a ckeular section): wy Oe ‘sa eeu the two principal stresses , and of, are oblaine as: at{ae | _o,-foro rr ‘Since the normal sttess has a much higher absolute value (10 to 20 times) than the shear stress, the dlameter of tho largest Motn’s circle is selected (o,~@, in his ease) asa chock o the value assumed ord “Ho = 22 IM? Mz eM 1-8 em [Asa result, the detniton ofa resuitant moments: a = Mx MY MZ 15BS EN 18103:2009 EN 13103:2009 (E) Table 5 ‘Components Method of braking used MoMA Friction brake locks on both sides of each whee! ‘Between loading plane | Between running Friction brake block on one side ony of each ‘eho Betwoen leading plane | Between running ‘and running surface surfaces ‘and running surface surfaces w= 036,Ty BFF O= 9 rs Boma Y ° Mee MAAS TYO=9) Ah » wr, -0aP8 16Table 5 (continued) BS EN 18103:2009 EN 13103:2009 (E) ‘Components MMM, Method of braking used “Two brake discs maunted on the axle “Two brake discs attached fo the whee! hub! Between | Between | Between discs | Setweon loading plane | Between running loading plane | running ‘and running surface ‘sutlaces and running | surfaces and surface Mn Fly My0103 5 overlap Figure 10 — Detail B of Figure 8BS EN 19103-2009 EN 13103:2009 (E) Key 1 bottom of eylindtical groove Figure 11 — Transition between journal and collar bearing surface 6.3.2. Transition between collar bearing surface and wheel seat In order to standardize, whenever possible, this transition should have only a single radius of 25 mm. If this value cannot be met, the highest possible value should be selected so as to minimize the stress concentration on this area. 6.3.3 Wheel seat in the absence of an adjacent wheel seat The ratio between the wheel seat and the axle body diameters shall be at least equal to 1,12 at the wear limit Itis recommended that this ratio is a least 1,16 for an axle in new condition The transition between these two areas should be provided in such a way that the stress concentration remains at the lowest possible level ‘The lengths of the wheel seat and of the wheel hub are selected so that the latter slightly overlaps the wheel seat, especially on the axle body side. The design shall ensure that, al the maintenance limit, there is an overlap including all worst case design and maintenance tolerances. NOTE 1 The measurement point on the wheelset is athe where the transition radius intrsects the surface ofthe seat ortaper NOTE 2 The overlap otitrion apples to the overhang and cn the gearwheets and brake discs an their respective seats In order to have a low value of Kat the transition between axle body and wheel, disc or gearwheel seats, the value ofthe radius on the body side shall be at least 75 mm. NOTE Recommendation avaiable in 4.3.20! the ORE RP 11 report ‘An example of this transition is given in Figure 12. 25BS EN 18103:2009 EN 13103:2009 (E) Figure 12— Transition between body and wheel seat 63.4 Case of two adjacent wheel seats ‘Two seats shall be regarded as being adjacent i the transtion of one seat tothe cther is by means of a single radius or a compound radius and the fitted components are in contact ‘The wheel, gearwheel, disc or bearing seats shal be taken into account, not the collar, deflector or cross-bar seats. The diameter of the two seats is calculated on the basis of that of the body taking into account the requicoment of 6.3.3. A sinall groove (minimum depth very slighty greater than the seat wear range and minimum radius of 16 mm) is provided to separate the two wheel seats. Its main role is to prevent notches that could be produced by the bore ends of the fitted components. In addition, the transition between the body and the wheel seals shall be as specified in 6.9.3. 63.5 Configuration of the wheel seats ‘Two seats shall be regarded as nonvadjacent if the transition from one seat to the other is made by two transition radi and the fited parts are not in contact. ‘The procedure is as follows: — calculate the diameter of each seat (see 6.3.3); — provide overlapping hubs (see 6.2.3); — use the recommended transitions where possible (see 6.9.3). For designs which have a clameter ratio of less than 1,12, the fatigue limit on the fitted seat may be lower than the required value in 7.2 and 7.3, ‘These values shall be verified on 3 axles of representative geometry (assuming the lowest diameter ratio and groove depth) and according tothe test requirements in 3.2.1 of Annex G to EN 13260:2009; — provide a cylindrical part between two transitions. 26BS EN 18103:2009 EN 13103:2009 (E) 7 Maximum permissible stresses 74 General ‘The maximum permissible stresses are derived from — the fatigue limit in rotating bending for the various areas of the axle; — the value of a security costficient“S*, which varies wih the steel grade. 7.2. Steel grade EAIN The fatigue limit values used for the design are indicated below: — fora solid axle: — 200 Nim? ouside the iting: — 120 Nimm® beneath the fing: — for ahollow axe — 200 Nimin? ouside the fiting: — 110Nimn? beneath te iting, except the journal, — 94 Nim beneath the fitng onthe journal; —_ 80 Nim forthe surtace of the bore. Tables 6 and 7 indicale respectively fr solid and holow axles: — the security coefficient values $ by which the fatigue limits have to be divided to obtain the maximum pormissibie stresses; — the maximum permissible stresses. ‘These values are applicable only i the protection and maintenance policy applied to the axle ensures the efficiency of the protection against impacts and corrosion throughout the life of the axle and ensures that the original surface condition of the axle material is maintained, IV doubt exists that the protection against impacts and corrosion can be maintained, then the permissible stresses shall be divided by an additional factor (see following NOTE), NOTE The addional securty coofcient should be agreed by the designer and the vehicle operator, taking inlo ‘aocount the operator's maintenance pay. For example: an adaitonal factor of he order a 3 should be used for grades EAIN,EAYT and EAT. 7BS EN 18103:2009 EN 13103:2009 (E) Table 6 — Maximum permissible stresses for solid axles of steel grade EA1N ‘Security coefficient Zone 1 Zone > 8 Nima Ninn? 12 166 100 * Zone 1 axle body, pain bearing coats, ets * Zone 2 wheel seats, rake dise seats, roling bearing seats, collar suriace ‘Table 7 — Maximum permissible stresses for hollow axles of steel grade EAIN? Security cootficiont Zonet Zone? Zone ¥ Zone # s Nimm? Nim Nim? Niu 12 186 a 78 7 “Zone 1: axle body. pain bearing seas, ets Zone 2: al seats except ournals and plan bearing seats Zone 3: journal (beneath the roling bearing) [2 Zone 4: bore 73. Steel grades other than EAIN ‘The fatigue limit shall be determined — onthe surface of the axle body: — beneath the fiting with equivalent interference conditions to those of the wheel seats. In the case of a hollow axle, the fatigue limit shall also be determined: — onthe surface of the bore; — onthe surface of the bearing seat with an equivalent beating/axle interference condition The security coefficient value $ by which the fatigue limits have to be divided to obtain the maximum permissible stresses is equal to: alother steel) Sat2x “steel BAIN) nq= Xe wih q= 2 Re 1,2 isthe value of security coefficient for EAIN axles; isthe fatigue limit under rotating bending up to 107 cycles for unnotched test pieces; Rp isthe fatigue limit under rotating bending up to 10” eycles for notched test pieces. 7 The values in this table are applicable it the joumal diameterbore diameter ratio Is less than 3 or the wheel seat siameterbore diameter rata i ess than 4 281 1 Ss LUSz0UY EN 13103:2009 (E) 250N J mm TION J (BAIN steel) = 4 (for other steel grades) shall be determined with unnoiched or notched test pieces of about 10 mm diameter. The geometric characteristics of the notch are given below (see Figure 13): 30° Figure 13 EXAMPLE: Stoel grade EAAT (25CrMo4) ‘The fatigue limits for a solid axe are as follows: — 240 Nimin? outside the fitine: 145 Nim? beneath the fiting; and for hollow axles — 240 Nim? outside te fting; — 132 Nimm? beneath fing, except journal; — 118 Nimm? beneath fing on the journal — 96 Nim for the surface of the bore. The value of security costicient 5 is dvived as follows 2, = 350 Nine Rg = 215 Nim = 950/215 = 1.63 Therelore, S = 1.2% 1.69/47 = 1.29. ‘The maximum permissible stresses are given in the Tables 8 and 9. 29BS EN 13103:2009 EN 13103:2009 (E) Table 8 — Maximum permissible stresses for solid axles of steel gra [Security coetticient| Zone 1* Zone 2 5 imme Nia? 123 140 10 bearing suiaces Zon ¥ ae ody, lan boaing sat, lite > one 2: wheal seas, ake cies bearing seats, roling bearing seas, cole EAST Table 9 — Maximum permissible stresses for hollow axles of steel grade EAST® [Security coefficient] Zone 1® Zone 2 Zone 3 Zone 4% s Nimm? Nim Nimm2 Nim? 133 160 8 s 72 “Zone 1: ae body, plan bearing sets. Ales one 2:4 at exept journal and pin bearing eats Zone 3:ual foeneath the rling bearing) Zone 4: bore For steels other than EAIN and EAAT as defined above, refer to Annex D for the determination of the fatigue limit values for design ® The values in this table are applicable if the jour diameteribore diameter rato is less than 3 or the wheel seat dametertbore siameter rat is less than 4 30BS EN 13103:2009 EN 13103:2009 (E) Annex A (informative) Model of axle calculation sheet Type Drawing of axle N° Drawing of wheel N° Allocation Material Mase af wheelaet (kg) Ale Wheels Motor axle Disos Miscellaneous, Total (nn) Mass on rll per axle: m, +m, (kg) Dimensions (nm) he key G centre of gravy ofthe vehicle : Figure A te 4 Foxes FIR O45) PIS) 4, -Y RE F25~ ym) F,(N) | Part ‘Method '} for hollow axles: ct . selng on the srtace: 2KMEA mid) rw S2KWed FN) intobore: 2K r sm ale) ]2]7]2|)*)) |lwlulwl|™)e fam | mm | mm | om aya 22K (Nimmnt (ra | Nr | (my) i P| 10% | 108 | «10% | 108 | * 10" atBS EN 18103:2009 EN 13103:2009 (E) Annex B (informative) Procedure for the calculation of the load coefficient for tilting vehicles According to Table 8, H =017Sme OF H =O,LSme In general terms, #1 = fing where factor f= 017S0r, respectively, 015, comprises a quasi-static centrifugal force percentage due to the unbalanced transverse acceleration a, and a thrust factor J, ‘The usual unbalanced transverse acceleration of a, =1,0 mvs* results in a transverse force factor of 0.1 (¢ rounded up to 10 m/s") to take into account the quasi-static centrifugal force. For the analysis performed for ORE B 136, an unbalanced transverse acceleration of «, = 1,0 mis" was used by DB and 1,9 m/s? by SNCF. ‘The result of these tests led to a value being derived ot: ors — guiding axles 4, — non-guiding axles f, = 005 “The following is an example for vehicles with cant deficiency compensation (iting system), ‘The main line vehicle will be designed for an unbalanced transverse acceleration of 1, = 2,0 rvs" in inclined ‘operation. This will result in the following factors: = guiding axles =u, s10+ /, 02+ 0075-0275; = non-guiding axles =u, 10+ f,=02+005=0.25 Since ¥,=0175n. oF, respectively, ¥;=015me remains true - as ¥, takes into account the transverse friction fon the curved track inner whee! -itrasuts from the relationship ¥, =¥, + that: — guiding axles ¥ =0.45m.¢: = non-guiding axles ¥ 0,402 NOTE The dynamic part of the factor fin the formula does not diler botwean iting and nom-tiing vehicles, However, the dynamic lactor varies 2g a function ofthe track sped and qualty ‘The following formulae (see Table B.1) result from this for calculation of the forces: 32BS EN 13103:2009 EN 13103:2009 (E) Table B.1 For all axles, except guiding axles® tor standard] Fj ~(0625+025h /2hme gauge and Yor vehicles with cant deficiency ‘compensation (titing system) P,=(6625~0.25h (2m yeh ¥=01Sme Ame H=025m¢ For guiding axles* P= (0625+ 0275 hong P,=04625-027SH 2) Wave H aUh5m9 ¥=0175me H=0275me For all ales ib +3) Plb=s)+(,—y2)R-¥,F,28-y)] EIR O49) F090} ~y)R-E,Ey] The gucing aes the ave ofthe tt (Le. leasng) bole @ coach used at the heed of averse inst Han ale canbe used In oth polons(uing of non-guving), oe conceres a 3 ing a6 33EN 13103:2009 (E) Annex C (informative) Values of forces to take into consideration for wheelsets for reduced gauge track (metric or close to a metre) ‘The following formulae (see Table C.1) are applicable for calculating forces, except for tting vehicles, Table CA For all axles, except guiding axles" — [P, = (0,65+ 0.087570) mg Pe = (0,65 -0,0975 h, /b) mig Ys =0,35 mg Yo=0,15mg He ¥)- Ye = 020mg Forall uiding axles? P.= (065+ 0.1107) mG Pr= (0,65-0,114 b/d) mg Y,=040 mg Ye=0,175m9 HeY-Ye = 0225 m9 Forall axles i a Qs IP; (+8) - Pe (b-8) + (¥i-¥2) R=E) Fi (25-y))) Hea ose)— yo) (¥e¥9) AEF) pug aia each ane ca wacton unto each 1" axa ta eversbe passenger ranepot vi nthe recton ot rave an ane canbe used both postions (guding o non-guiing). isto be considered a aguing ase 34EN 13103:2009 (E) Annex D (normative) Method for determination of full-scale fatigue limits for new materials D.1 Scope This Annox describes the requirements to be met and the procedure to be followed to characterize the fatigue limits of full-size axes for the stool grades not specified in EN 13260 and EN 18261. This procedure makes it possible to compare results trom different laboratories ‘The fatigue limits obiained are then used to determine the permissible stresses for the design of axles ‘according tothe procedure descrived inthis standard and EN 13104 D2 Gener I requirements for the test pieces ‘The test pieces chall meet the requirements of the relevant ENs (geometry, roughness, mechanical properties elc.). All hese paramelets shall be verified in a summary table. The test pieces used shall be representative of axles of normal fabrication and use the same fabrication method (material quality, surface finish quality, reduction ratio, non-destructive testing, etc). However, they can be configured specifically fr the test D.3 General requirements for test apparatus The test bench to be used shall alow a folating bending moment with a constant stress amplitude to be applied to the section tested. A typical configuration is shown in Figure D.1. During the test, it shall be fensured by means of constant monitoring of the relevant measurements that the nominal stress amplitudes ‘apolied remain constant within @ range of 5 MPa. ‘The main method of controling the test bench is based on the applied load, the applied stress and the apolied movement; for this parameter, it is recommended verifying the uncertainty in order to ensure that the ‘maximum error agreed above on the nominal stress applied is nol exceeded. NOTE Ifa symmetrical test bench and symmetrical test piece is used it is possible to regard two sections as having ‘been tested (they are correctly checked during the tee. o( | ——___—_ ‘| Lf F2 F F2 Figure D.1 — Examples of test configurations 35EN 13103:2009 (E) D.4 Axle body fatigue limit ("F1") D.4.1 Geometry ‘The dimensions of the test pieces shall be similar to the dimensions of the axles produced under normal conditions; the mirimum dimensions are given in Figure D.2. R B r 15 s 335 Dis 15 d = 150 o <= 200 ‘Wheel seat roughness | 08-16 Body roughness Ra_| 08-32 Di 3-15 Key 4: body damater D: wheel seat diameter Dshub diameter and body-seat tration radi Ss transition filet length Figure D.2— Test piece geometry NOTE Too smal a diameter ratio (014) would produce cracks in the wheel seat; the value at which a crack wil not result inthe seat but in the body depends on the faigue svength of the ale steel the valve ofthe diameter ral is higher ‘he greater is the fatigue strength Ft). ‘The thickness of the hub and the interterence fit between the hub and seat will determine the additional stresses on the basis of the axle body filet; therfore, the transition diameters should be similar to the typical configurations. D.4.2 Verification of the applied stress Regardless of the type of test bench, the maximum stress applied shall be verified by experimental means with regard to the maximum value and the longitudinal position of the maximum value. The stress values applied shall be measured by strain gauges in the zone where the initial fatique cracks appear Ths is done by a range of strain gauges placed along the transition filet with the axle seat supporting the maximum stress value (see Figure D.3); it is recommended that the distance between the strain gauges should not exceed 4 mm and the gauge length should not exceed 8 mm. 36EN 13103:2009 (E) N N 240, <45mm Key 41,2.3,..N: strain gauges a! distance batween we gauges bb: gauge length Figure D.3 — Strain gauge instrumentation In order to be consistent with the axle design method (EN 13103, EN 13104), the stress is determined under the assumption thatthe stress is mono-avial: Gaau=E"e For the shape of the axle tested, he additional static stress factor shall be determined: Kr(Gacs/Grm mis the nominal stress for the section where the actual stress measured is the maximum. Its determined either using the axle design method based on the beam theory if the applied force is measured or by extrapolation ofthe strain aauae measurements over two sections of the axle where the lonaitudinal stresses vary linearly ‘The fatigue limit is determined both for the stress actually measured and for the nominal stress that depends strictly on the axle gaometry (D, d, 1) D.4.3 End of test criterion For each limit, it shall be veritied that no crack has appeared atter 10” cycles of a load creating a surface stress equal to values under tes. D.4.4 Détermination of the fatigue limit ‘The statistical method to be applied to determine the fatigue limit is the STAIR CASE method. Itis recommended that the number of axles to be tested should be 15 from at least three diferent melts The stress interval is 10 MPa, ‘The probability of non-cracking shall be calculated and indicated in the test repor. In all cases, this value should be comparable to those used forthe usual materials. a7BS EN 13103:2009 EN 13103:2009 (E) D.5 Axle bore fatigue limit ("F2") D.5.1 Geometry “The axle used for the test is notched to simulate the worst scratch that the bore-making procedure may leave, ‘The notch is machined on the external body with a special culling tool according to the geometric parametors siven in Figure D4 key notch angle ‘oleh dept rags at notch bottom test piece diameter Figure D.4 — Test piece geometry D.5.2 Verification of the applied stress. ‘The stress to be considered isthe nominal str@85 (Gj29) in the section where the notch is located. ‘The stress shall be determined by experimental means on the tested axle either using the axle design method based on the beam theory if the applied force is measured or by extrapolation of the strain gauge measurements over the two sides of the natch where the longitudinal strasses vary linearly D.5.3 End of test criterion For each limit, it shall be verified thal no crack has appeared alter 10” cycles of a load creating a surface stress equal to values under test D.5.4 Determination of the fatigue limit, ‘The statistical method to be applied to determine the fatigue limit is the STAIR CASE method. Itis recommended that the number of axles tobe tested should be 15 from at least three different melts. ‘The stress interval is 10 MPa, ‘The probability of the absence of a defect shall be calculated and indicated in the test report. In all cases, this vvalue should be comparable to those used for the usual material, 38BS EN 13103:2009 EN 13103:2009 (E) D6 Wheel seat fatigue limit ("F3 et F4") D.6.1 Geometry 3 relers lo solid axles (without bore) and F4 to bored axles, The test piece dimensions shall be similar to the dimensions of normally produced axles; the range of dimensions is given in Figure DS. ‘The actual fatigue limit of the fting zones on the axle depends on the various geometric parameters, in particular the diameter ratio D/d: for a given nominal stress applied to the end of the seat, the increase in the diameter ratio reduces the actual longitudinal stress atthe end of the seat. Therefore, the nominal fatigue lit also increases. Beyond a certain diameter ratio value, the cracks appear on the body and no longer on the seat (see Figure D6) To obtain an overall view ofthe fatigue limits F3 and F4, it would be useful to carry out tests for cifferent diameter ratios (atleast three). By interpolating these values and by knowing the fatigue limit of the body F1, it is possible to determine the critical ratio D/d beyond which the cracks appear on the body and below which they appear on the seat. Its a matter of important information for the design of axles made of new materials ‘ensuring that the cracks would appear on the body rather than on the seal where i is more difficult to detect them by ultrasonic inspection. a 5 Dia [ratio 1,05 57,10 d 140 D 200 ‘Seal roughness Ra 08-16 Body roughness | 08-32 ‘Assembly H7 v6 Press-fi or shrink-ft 320 165 a 170 Figure D.5 — Geometric parameters for F3 and F4 39BS EN 18103:2009 EN 13103:2009 (E) pa 100 1,05 110 LAS ‘1.20 Did Key A cracks in the whee! seat B cracks inthe body © (DId) optional Figure D.6 — Etfect of diameter ratio Did D.6.2 Verification of the applied stress To be consistent with the axte design method, the stress to be considered is the nominal stre56 (aon) 10 mm ‘rom the end of the wheel seat. ‘The stress shall be determined by experimental means on the tested axle ether using the axle design method based on the beam theory if the applied force is measured or by extrapolation of the strain gauge measurements over the two sides of the notch where the longitudinal stresses vary linearly ‘The sess level shall be determined using the dimension actually measured forthe citical section. D.6.3 End of test criterion For each limit, it shall be verified thal no crack has appeared alter 10” cycles of a load creating a surface stress equal to values under test D. .4 Determination of the fatigue limit ‘The fist stage consists of determining the interpolation curve and finding the ertical ratio Did. A minimum of three test pieces may be used for each Did value. The stress limit to be considered is the highest stress level without eracking for any test piece. When the critical Did value is reached, a second stage consists of applying the STAIR CASE method with 15 test pieces to determine the fatigue limit for this ratio Did. ‘The stress interval is10 MPa. 40BS EN 13103-2009 EN 13103:2009 (E) The probability of the absence of a crack shall be calculated and indicated in the test report. In all cases, this value should be comparable to those used for the usual materials. D.7 Content of the test report ‘A test report shall be presented containing results and analysis for each fatigue limit. This report shall record all the conditions and parameters used for carrying out the tests. It shall contain the following information a) » ° % 2 » » hy 4 1 dascrintion of the material subjected to the test (general machanical properties, fabrication procedure, heat treatment, material quay, surface finish qualily, reduction ratio, etc): detailed full-scale drawings of the test piece and other elements fitted for the test (the information fon the drawings shall meet the requitements of the relevant subclauses of the standards on the ‘component roughness, tolerances, etc) description of the fiting procedure and results ofthe related tests; ‘serial number of the test pieve (the serial number shall also permit idenication ofthe melt); records ofthe test carried out on the test piaces according to 3.4.2 and 3.6 to 88 of the main body of EN 19261:2008;, methods used to verily the stress, to measure the stress and to extrapolate the values in the crical zones (in the cases required in the above subclauses); ‘description ofthe ful measurement chain and characteristics of the added components; indication ‘of keeping within the measurement tolerances and accuracy level; inspection report for each test piace at the end of each stress step: description and analysis of the crack where a test piece has cracked, ‘The test report shall be part of a fle including: — 9cords indenting each mechanical property defined in 8.2.1, 3.2.2, 8.3 and 8.4.1 of the main body of EN 18261-2008 (from batches} — cartfcate of conformity to EN ISOVIEC 17025 for the laboratoryes) that cariad out the tests, atBS EN 18103-2009 EN 13103:2009 (E) Annex ZA (informative) Relationship between this European Standard and the Essential Requirements of Council Directive 96/48/EC amended by Directive 2004/50/EC ‘This European Standard has been prepared under a mandate given to GEN by the European Commission and the European Free Trade Association to provide one means of conforming to Essential Requirements of the New Approach Directive 96/48/EC, amended by Directive 2004/50/EC, on the interoperabily ofthe trans- European high-speed ral system. ‘Once this standard is cited in the Official Journal of the European Communities under that Directive and has been implemanted as a national standard in at least one Mamber State, campliance with the normative clauses of this standard indicated in Table ZA.1 confers, within the limits ofthe scope of this standard, a presumption of conformiy with the relevant Essential Requirements of thal Directive and associated EFTA regulations, Table ZA.1 — Correspondence between this European Standard and Directive 96/48/EC Eiquseyeub-davsets) of Wis The whole standard is apolicable Clauses/subclausesipsints and annexes of the June 2008 TSI adopted by the Council on 21 February 2008 423.4.1 Dynamic rolling stock behaviour. General [Corresponding tex, lauses/subclauses/annexes of Directive 98/48/EC ‘Annex ill, Essential requirements, General requiremenis 1.1.1, 1.1.3 Safety Annex ill, Essential requirements, General requirements ~ 1.5 Technical [compatibility Annex Il, Essential requirements, Requirements specific lo each subsystem “Control and Command and Signalling’ ~2:9.2 Technical [compatibility Anne Ill, Essential requirements, Requirements specilic lo each subsystem "Rolling stock" ~ 2.4.2 Reliability and availabilty WARNING — Other requirements and other EU Directives may be applicable to the products) falling within the scope of this standard, 42EN 191u9:2009 (E) Annex ZB (informative) Relationship between this European Standard and the Essential Requirements of Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the trans- European conventional rail system amended by Directive 2004/50/EC of 29 April 2004 This European Standard has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association to provide one means of conforming to Essential Requirements of the New Approach Directive 2001/16/EC. amended by Directive 2004/S0/EC., (Once this standard is cited in the Official Journal of the European Communities under that Directive and has been implemented as a national siandard in atleast one Member Stata, compliance with the normative Clauses of this standard indicated in Table ZB.1 confers, within the limits ofthe scope of this standard, a presumption of conformity with the relevant Essential Requirements ofthat Directive and associated EFTA regulations, ‘Table ZB.1 — Correspondence between this European Standard and Directive 2001/16/EC ‘Clausels)sub-clausels) of | Clauses/subclausesipomris and Corresponding text, this EN ‘annexes of the January 2008 rolling | clauses/subclauses/annexes of ‘stock ~ freight wagon TSI and Directive 2001/1 6/EC. approved by the committee on the interoperabilty and safety of the European rail system The whole standard is|/4.2.3.4.1 Vehicle dynamic behaviour. | Annex Ill, Essential applicable General requirements, General requirements ~ 1.1.1, 141.3 5.3.24 Venice wack rercton and ‘gauging. Axle Salety 54.24 Vehicle ack tract anal AMROAM. Esso ‘gauging. Axle rom 7 ‘requirements 1.8 Techrical 61.324 Vehicle track interaction | compalibity and gauging. Axle Annex Ill, Essential ‘Annex E: Vehicle track interaction | requiremenis, Requirements and gauging, Wheelset dimensions | specic 1o each subsystem and tolerances for standard gauge | "Conte and Comma and 232 Technical . . Signaling ‘Annex M: Vehicle track interaction | compatisity ‘and gauging, Axle Annex il, Essential ‘Annex Q: Assessment procedures, ‘equirements, Requirements interoperabilty constituents, specific to each subsystem "Roling stock” - 2.4.2 Reliability ‘Annex Y: Constituents, bogies and | 2nd availabilty running gear 43BS EN 13103:2009 EN 13103:2009 (E) Clauses/subclauses/points and annexes of the Conventional Ral Rolling Stock TS! for Locomotives and Traction Units (draft submited to the committee on the interoperability and safely of the European rail system in September 2008) 423.52 Wheelsets WARNING — Other requirements and other EU Directives may be applicable to the product(s) falling within the scope of this standard, 44BS EN 18103:2009 EN 13103:2009 (E) Bibliography [HEN 19104, Railway applications - Whoelsets and bogies - Powered axles - Design method [2] ORE report No.11, Calculation of wagon and coach axles (trom committee 8136) [3] UIC 518-3, Railway roling stock - Bogies - Running gear “Method of calculation for designing axles” [ANF F 01-118, Raliway roling stock - Axles with outside axle journals ~ Design rules and caloulation method (5) DIN 5577, Railway vehicles ~ Calculation of axle shait [6] UNI 8350, Metropolitan railways - Calculation for vericaton of carriage wheelsels TIEN ISONEC 17025, General raquirements for the competence of testing and calibration laboratories ASOHEC 17025:2005) 45BS EN 13103:2009 BSI Group Headquarters 389 Chiswick High Road, London, Wa 4A1., UR Tel +44 (0)20 8996 9001 Fax +44 (0)20 8996 7001 www bsigroup.com! standards BSI - British Standards Institution BSI is the independent national body responsible for preparing British Standards. 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