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    Método de diseño de eje ferroviario motriz

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    BS EN 18104:2009 EUROPEAN STANDARD EN 13104 NORME EUROPEENNE EUROPAISCHE NORM March 2000 ICs 45.040 ‘Supersedes EN 13104:2001 English Version Railway applications - Wheelsets and bogies - Powered axles - Design method Applications terroviaios - Essioux montas et Bogs - ‘Bamanwendkngen - RadsBize und Drehgestalls- ‘Essiour-avos moteurs - Méthode de conception ‘Trobbredsstzwolen - Konstucionsveratren ‘The European Standard was approved by CEN on 26 December 2008. ‘CEN members are bound to comply withthe CENICENELEC interral Reguations wtich stipulate the concitions fo glving this Europoan ‘Standard the status of a national slandard wihout any alteration. Up-to-date Ists end biblographical references conceming such national ‘Standards may be obtained on application tothe CEN Management Contre orto any CEN member. “This European Standard exists in theo oficial versione (Engloh, French, Gorman). A version in any othor language made by transaion Under te responsibiiy of CEN member ios on language and nfiiad tothe CEN Manegernert Centre has the same status as the ola versione. CEN mombore are the national standards beds of Austria, Belglum, Bulgaria, Cyprus, Coch Republe, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, losend,lteand, aly, Lata, Lihuan, Lixarbourg, Mata, Neheitancds, Norway, Poland, Portgal, Romani, Slovakia, Slovenia, Spain, Sweden, Swizetand and Uritag Kingdom. aa! EUROPEAN COMMITTEE FOR STANDARDIZATION COMITE EUROPEEN DE NORMALISATION EUROPAISCHES KOMITEE FOR NORMUNG Manegement Centre: Avenue Mamix 17, 6-1000 Brussels (©2000 CEN Alright of exploitation in any form and by any means reserved Fel. No. EN 13104-2008: E \wordwie for GEN national Members. BS EN 18104:2009 EN 13104:2009 (E) 1 2 3 4 5 5A 52 53 Effects due to braking 5.4 Effects due to curving and wheel geometry 5.5 Effects due to traction. 56 6 64 62 Determination of the diameter of journals and axle bodies... 63 Determination of the diameter of the various seats from the diameter of the axle body or from the jOUFMALS mrs 63.1 Collar bearing surface... 632 Transition between collar bearing surface and wheel seat. 6.3.3 Wheel seat in the absence of an adjacent seat 63.4 Case of two adjacent wheel seats... 26 6.3.5 Case of two non-adjacent S€at8 mmr 26 7 Maximum permissible stresse5.-mnnenre 2 7.2 Steel grade EAIN, amenities 73 Stoel grades other than EATN wvvansnsnonsnn Annex A (informative) Mode! of axle calculation sheet. ‘Annex B (informative) Procedure for the calculation of the load coefficient for tilting vehicles. Annex C (informative) Values of forces to take into consideration for axles for reduced gauge track (metric or close to a metre) Annex D (normative) Method for determination of full-scale fatigue limits for new materials... Da Scope “ D2” General requirements for the test pieces... D3 General requirements for test apparatus, D4 Axle body fatigue limit ("F1") inn DA1 Geometry. 42 Verification of the applied stress... D.43 End of test criterion. D.4.4 Determination of the D5 Axle bore fatigue limit ( DS.1 Geometry... 5.2. Verification of the applied Str688 ramon D.5.3__ End of test otiterion. D.5.4 Determination of the fatigue limit.enienmou D6 Wheel seat fatigue limit ("F3 et Fa”)... BS EN 13104:2009 EN 13104:2009 (E) 1.6.1 Geometry... teen tei D.6.2_ Verification of the applied stress... Des Dea D.7 Content of the test report Annex ZA (informative) Relationship between this European Standard and the Essential Requirements of EU Directive 96/48/EC amended by Directive 2004/50/EC.... Annex ZB (informative) Relationship between this European Standard and the Essential Requirements of EU Directive 2001/16/EC amended by EU Directive 200450/EC. Bibliography.. svn BS EN 18104:2009 EN 13104:2009 (E) Foreword This document (EN 13104:2009) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN, This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by September 2009, and conflicting national standards shall be withdrawn at the latest by September 2008 Attention is drawn to the possibilty that some of the elements of this dacument may be the subject of patent rights. CEN and/or CENELEC shall not be held responsible for identifying any or all such patent rights. ‘This document supersedes EN 13104:2001. 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 2001/1 6/EC amended by Directive 2004/50/EC. For relationship with EU Directive(s), see informative Annexes ZA and ZB, which are integral parts of this document. According to the CENICENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Flomania, Slovakia, Slovenia, Spain, ‘Sweden, Switzerland and the United Kingdom. BS EN 13104:2009 EN 13104:2009 (E) Introduction Railway axles wore among the first train components to give risé to fatigue problems. Many years ago, specific methods were developed in order to design these axles. They were based on a feedback process from the service behaviour of axles combined with the examination of failures and on fatigue tests conducted in the laboratory, 50 as to characterize and optimize the design and materials used for axles. ‘A European working group under the aegis of UIC" started to harmonize these methods at the beginning of the 1970s. This led to an ORE? document applicable to the design of trailer stock axles, subsequently incorporated into national standards (French, German, italian). ‘This method was successfully extrapolated in France for the dasign of powered axles and the French standard also applies to such axles. Consequently this method was converted into a UIC leatet. 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 for the stress calculation. The shape and stress recommendations are derived from laboratory tests and the outcome is validated by many years of operations on the various railway systems. ‘This standard is based largely on this method which has been improved and its scope enlarged. 4 UIC : Union internationale des Chemins de fer. 2 ORE: Office de Recherches ot GEssais de UIC. 33 BN 18104:2009 §N 13104:2009 (E) 1 Scope This standard: ) defines the forces and moments to be taken into account with reference to masses, traction and braking ‘conditions; 2) gives the stress calculation method for axles with outside axle journals; 2) specifies the maximum permissible stresses to be assumed in calculations for steel grade EAN defined in EN 19261; 4) describes the method for determination of the maximum permissible stresses for other steel grades; 5) détormines 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: 9. solid and hollow powered axies for railway rolling stock; 7) solid and hollow non-powered axles of motor bosi 8) solid and hollow non-powered axles of locomotives’ 9) axles defined in EN 19261; 10) all gauges*. ‘This standard is applicable to axles fitted to rolling stock intended to run under normal European conditions. Before using this standard, if there is doubt as to whether the railway operating conditions are normal, itis necessary fo determine whether an additional design factor has to be applied to the maximum permissible sttesses. The calculation of wheelsets for special applications (e.g. tampingilining/levelling machines) may be ade according to this standard only for the load cases of free-running and running in train formation, This standard does not apply to workload cases. They are calculated separately, For light ral and tramway applications, other standards or documents agreed between the customer and supplier may be applied. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the. edition cited. applies. For undated references, the latest edition of the” referenced document finclucing any amendments) applies. EN 18260:2008, Railway applications - Wheelsets and bogies ~ Wheelsets — Product requirements EN 18261:2009, Railway applications - Wheelsets and bogies ~ Axies ~ Product requirements 5 In Franco, the interpretation ofthe term "locomotive" includes locomatives, locomoteurs or loootracteurs, 4 1rtme gauge is not standard, certain formulae need to be adapted, BS EN 13104:2009 EN 13104:2009 (E) 3 Symbols and abbreviations For the purposes of this European Standard, the symbols and abbreviations in Table 1 apply: Table 1 mbol [Unit [Description ™ 19 | Mass on journals (including bearings and axle boxes) ™ fa | Wedset ass and mates ono wheat etoonrllng els ate ds, e m tm, | KG _| Forthe wheetset considered, proportion of the mass ofthe vehicle onthe ris @ ris [Acceleration due to gravity ( r 'N | Hat the vertical force per wheelset onthe rail 7228 % | Verical static force per journal when the wheelset is loaded symmetrically “36 R | Verical force on the more heavily loaded journal > NY | Vertical force on the fess heavily loaded journal N_| Proportion of ? braked by any meshanical braking system % Wy | Wheetrai horizontal foe perpendioular tothe rail on the side of the more heavily loaded journal % TN | Wheetrail horizontal force perpendicular to the rail on the side of the less heavily- loaded journal # NV | Force balancing the forces ¥, and Y, a NN |Verical reaction on the wheel situaied on the side of the more heavilyioaded journal a NW | Vertical reaction on the whee! situatod on the side ofthe lees hoavily-loaded journal P WY | Forces exerted by the masses of the unsprung elements situated between the Wo wheels (brake se(s), gearwheol oc) 7 N_| Maximum force input of the brake shoes of the same shosholder on one whee! or | interface force ofthe pads on one dise | ‘Nemm_ | Bending moment due to the masses in motion | Nimm | Bending moments due to braking | Nemm_| Torsional moment due to braking | | 3, a | Nemm_ [Bending mements due to traction | Nrmm | Torsional moment due to traction | Tix, Mz _| Nem | Sum of bending moments MY __| Nam _|Sum of forsional moments MR__| Nem [Resultant moment 1 BS EN 13104:2009 EN 13104:2009 (E) Table 1 (continueg) Symbol Unit__ [Description _] - 2 mm _ | Distance between vertical foree input points on axle journals 2s mm _ [Distance between whee! roling circles a mm [Height above the axle centreline of vehicle centre of gravity of masses carfied by the wheelset » mm | Distance between the rong elle of one wheel and force y mim _] Abscissa for any section of the axle calculated from the Section subject to force 7, r ‘Average friction coefficient between the wheel and the brake shoo or between the brake pads and the dise @ Ninm® | Stress calculated in one section K Fatigue siress concentration factor R mm _ [Nominal radius of the rolling citcle of a whee! % mm | Brake radius @ ‘mm [Diameter for one section of the axle @ tm [Bore diamotor of a hollow axle D mm _ [Diameter used for determining K 7 mm _ [Radius of transition filet or groove used to determine K ‘Security coefficient Centre of gravity Ra | Nimm® [Fatigue limit under rotating bending up to 10” cycles for unnotched test pieces Re Nimm* | Fatigue limit under rotating bending up to 10” cycles for notched test pieces 4 mis* [Unbalanced transverse acceleration he Thrust factor 4 General ‘The major phases for the design of an axie are: ) definition of the forces to be taken into account and calcutation of the’ moments'on the various séctionié of the axle; b) selection of the diameters of the axle body and journals and - on the basis of these diameters - calculation of the diameters for the other parts of the axle; ©) the options taken are verified in the following manner: — stress calculation for each section; — comparison of these stresses with the maximum permissible stresses. ‘The maximum permissible stresses are mainly defined by: BS EN 13104:2009 EN 13104:2009 (E) — the steel grade; — whether the axle is solid or hol — the type of transmission of motor power. ‘An example of a data sheet with all these 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: — of the masses in motion; — of the braking systern; — of the traction. 8.2 Effects due to masses in motion “The forces generated by masses in motion are concentrated along the vertical symmetry plano (y, z) (8 Figure 1) intersecting the axle certratne. te Figure 1 Unless otherwise defined by the customer, the masses (m +m) to be taken into account for the main types of roling stock are defined in Tabie 2. For particular applications, e.g. suburban vehicles, ather definitions for. masses are necessary, in accordance with the specific operating requirements. Bs EN 18104:2009 EN 13104:2009 (E) Type of rolling stock units Table2 Mass (m +2) “Faclion unis with no passenger acsornmodalion, luggage areas and postal vans Traction units including passenger accommodation, luggage areas and postal vans ‘Main line vehicles* 2— Suburban vehioles*® For the axle considered, proportion of the wagon| mass under maximum permissible loading in service Mass in service + 1,2 x payload, mass in service" is defined as: the vehicie mass| without passengers, tanks full (of water, sand, fuel, etc.); -payloact 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 vestibulos; —. 2 passengers per attendant compartment; |— 900 kg per m* in luggage compartments. Mass in servioe + 1,2 x payload, "mass inservice" 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 (little or no luggage); |— 1 passenger per seat; |— 3 passengers per m? in corridor areas; I— 4 or 5 passengers per m?in vestibule areas °; |— 300 kg per m* in luggage compartments. Tho payloads to be taken into account to determine the mass of the mainline and suburban vehicles broadly reflect the| rormal operating condiior of the member railways of the International Union of Railways (UIC). If the operating [conditions differ significantly, these masses may be medtied, for example, by increasing or decreasing the aumber of passengers per min corridors and vestibules. Those vehicies are sometimes associated with classes of passenger travel, Le. 1st or 2nd class. The bending moment iv, in any section is caloulated from forces R, P,, Q,, Q2, Kis ¥; and F, as shown in Figure 2. It represents the most adverse condition for the axle, asymmetric distribution of forces; — the direction ofthe forces F, due to the masses of the unsprung components selected in such a manner that their effect on ber is added to that due to the vertical forces; — the value of the forces F, results from multiplying the mass of each unsprung component by 1 g. 10 BS BN 13104:2009 EN 13104:2009 (E) Key ‘G— centre of gravity of vehicle Figure 2 ‘Table 3 shows the values of the forces calculated fromm, The formulae coefficient values are applicable to standard gauge axles and classical suspension. For very different gauges, metric gauge for example, or a naw system of suspension, titing system for example, other values shall be considered (see Annexes B and C).. Table 3 For all wheelsets defined in the scope of] = (0625+ 0.0875), /0)me reer B= (0625~-0,0875h /6)m¢ 035m ¥, =0175mg Hey-%=0175m8 For all wheelsets 2, =—-1Rb+5)-P,b-)+%-¥,)R-D, FQs-y,)] 2s O, = FAR O+8)-RO-3)=(h -¥_)R-Y Fi) " BS EN 13104:2009 EN 13104:2009 (E) Tablo 4 shows the formulae to calculate M, for each zone ot the axe and the general outline of MM, variations along the axio. Table 4 Zone of the axle Between loading plane and running surface AY QO-H+S)+HR- FO -b+S—Y5) Between running surfaces "pate F,: force(s) on the let of the section considered For a non-eymmetic wneeset, the calculations shall be cartied out ater applying the oad alternately to the two iourals to determine the worst caso. General outline of M, variations 12 BS EN 18104:2009 EN 13104:2009 (E) 8.3 Effects due to braking Braking gonorates moments that can be represented by three components: fs (388 Figure 3 My ee _| s M, = x s y ~~ M, | ect 12 Figure 3 — the bending component is due to the vertical forces parallel to the 2 axis; — the bending component is due to the horizontal forces parallel to the x axis; — the torsional component 4, is directed along the axle centreline (y axis); It is dus to the forces applied tangentially to the wheels. ‘The components, , M;, and AY are shown in Table 6 for each method of braking. If several methods of braking are superimposed, the values corresponding to each method shall be added. For example, forces and moments due to electric braking or regenerative braking shall be added, NOTE If other methods of braking are used, the forces and moments to be taken into account can be abtained on the basis of the same principles as those shown in Table 6. Special attention should be paid to the caleulaion of the component, which isto be added directly to the IM, component representing masses in motion. 5.4 Effects due to curving and wheel geometry For an unbraked wheelset, the torsional moment 44; is equal to 0,2 PA to account for possible differences in wheel diameters and the effect of passing through curves. For a braked wheelset, these effects are included in the effects due to braking 5.5 Effects due to traction “The forces generated in the axle from the transmission of the driving torque under constant adhesion conditions can normally be neglected, Calculation and experience have shown that the bending moments a; | ‘and M7, and torsional moment M;, are smaller then those generated by braking, Traction and braking i ‘moments do not ocour simultaneously, 18 | BS EN 18104:2009 EN 13104:2009 (E) The axle design should also take into account the instantaneous loss of traction, e.g. short-circuit overload, Where traction control systems adopt a technique to maintain the tractive effort at the imit of adhesion, any resultant controlled oscillations about the mean driving torque shail be considered in determining the magnitude of the torsional moment Af; For some applications, when driving torque is very high in starting conditions, and when they occur very often, the calculation shall be done as follows: 2) taking into account the effects described in 5.2, 5.3 and 5.4; b) with the following stariing conditions: 41) effects due to masses in motion given by Table 5; 2) effects due to starting driving torque. The effect of the conditions defined in b 1) and b 2) shall be combined. ‘The most severe conditions between a) and b) have to be used to define the axle. Table 5 5.6 Calculation of the resultant moment In every section, the maximum stresses are calculated from the resultant moment AR (see the following note), ‘hich is equal to: MR= VX MY Me where MX, MY and MZ are the sums of the various components dus to masses in motion and braking: MX =M,+5EM,® 5 The values IM, M',, M's may be replaced respectively by M, Mand Af! the moments due to traction are greater than the moments due to braking 14 BS EN 18104:2009 EN 13104:2009 (E) NOTE Ata point on the outer surtace of a solid cylinder (also in the case of a hellow one) wih a as ciameter, the components MX, MY and MZ generate: — anormal stress for MX and MZ; — achoar stress for MY. ‘The normal stress has the following value (bending of beams with a circular section) 3adMx? +02? a ‘The value of the shear stress is the following (torsion of beams with a circular section): ‘As a result, the two principal stresses c, and o, are obtained as: ont\oiese? _0,-Yor+4o? 2 Pee Since the normal stress has a much higher absolute vaiue (10 to 20 times) than the shear stress, the diameter of the largest Mohr's circle is selected (cc, in this case) as a check of the value assumed ford [atria = 2 a raat cs As a result, the definition of a resultant moment is: MR = AMX? MY? 4 MZ ig -0 15 BS EN 18104:2009 EN 13104:2009 (E) Table 6 ‘Components Method of braking used ‘M'p M'y M’y | Friction brake blocks on both sides of each wheel | _ Friction brake block on one sido only of each wheel Between loading plane | Between running | Between loading plane | Between running ‘and running surface surfaces ‘and running surface surfaces Ws 08ETy ——-My= 038 FO-3) My Fy M,= FTO) a ae » » fh b M,= F084 T)O-9) F(t4 Thy Ma F(t + Pe) M’,=03P'R 16 BS EN 13104:2009 EN 13104:2009 (E) ‘Table 6 (continued) ‘Components ‘Method of braking used My MyM, “Two brake discs mounted on the axle ‘Two brake discs attached to the whee! hub! Boiwoon ‘Between | Botwoon discs | Between loading plane | Between running, loading plane | running ‘and running suriace ‘surfaces ‘andrunning | surfaces and surface disc M=ETy M', = FT e-2+y) My Ey . > > » OgP'R ae 7 BS EN 18104:2009 EN 13104:2009 (E) Table 6 (continued) ‘Method of braking used ‘One brake dise mounted on the axle (One brake disc attached to the wheel hui! Between fits ioading plane and disc ‘Between disc and ‘second loading plane Between fst loading | Betweendiss and plane and disc | second loading plane pr sev) Mya BPP. Maa La Pyeey) Man Fy Mbnseyey 5) ‘Between loading planes] Botwoen running ‘and running surface surfaces 1, Re 1 Ry co) pee See ems ‘Betwosn loading planes] Between running ‘and running surface surfaces W,=0 My 803PR ae BPR 8 BS EN 18104:2009 EN 13104:2009 (E) Table'6 (contig) ‘The coeticient 0,2 results from experiments which established the possible differences between the applied forces of| ‘wo blocks on each wheel Unless other values are justified: {for brake blacks: 04 for cast iron blocks; = 0,17 forall blocks with lowricion coetticient excluding cast iron; 25 for all blocks with high-tiction coefficient excluding cast iron. for brake pads: 1=035. ‘This valve was obtained from experimental tests and corresponds to a braking force cifferense between the two wheels producing a foree difference tangential to the wheels and equates to 0,3?" It includes the torsional moment as specified in 5.3, PIs the proportion of P braked withthe method of braking considered. By convention, the torsional moment between running surfaces Is selected at the value of 0,3P'R. It includes tne. torsional moment due to braking and the torsional moment as specified in 5.6 When the disc Is mounted on the wheel web, then y; = 0 6 Determination of geometric characteristics of the various parts of the axle 6.1 Stresses in the various sections of the axle ‘On any section of the axle with das diameter, the stross® to be taken into account is the following: = fora solid axle (s90 Figure 4a): = XX2XMR 7 — for a hollow axle (see Figure 4b): _ERS2KMEXE — onthe outer surface: 0 = ANETRATSE Kx20KMRxd — inthebore: ¢ 5 in the case of a conical wheel seat, the stross is calculated forthe section where the resuitant moment ie the highest and the iameter of this section is taken to be equal to the lower diameter of the wheel seat. 7 K isa tatique stress concentration factor 19 BS EN 13104:2009 EN 13104:2009 (E) Figure 4a) Figure 4b) In a cytingrioal part situated on the surface of a solid or hollow axle and in the bore of a hollow axle, the fatigue stress concentration factor K is equal to 1. However, each change in section produces a stress increment, the ‘maximum value of which can be found: — atthe bottom of a transition between two adjacent cylindrical parts with different diameters; —_ atthe groove bottom. NOTE Where a compound transition radius Is used, it recommended that the critical section is not located at the Intersecton between two radi. if this situation oocurs, consideration of the stress at the intersection of each radius in the ‘compound transition radius is required, ‘The fatigue stress concentration factor K to calculate this increment is shown in the nomograms in Figure 5 (transition between two cylindrical parts) and in Figure 6 (groove bottom). Itis obtained from two ratios: Lan ara where: + is the transition filet radius or groove radius; 4 is the diameter of the oylincrical part in which the stress concentration is calculated; Dis the diameter of the other cylindrical part BS EN 18104:2009 EN 13104:2009 (E) Figure 5 — Fatigue stress concentration factor Kas a function of Did and r/d BS EN 13104:2009 EN 13104:2009 (E) ee ax on a sa B2Eg 0 Figure 6 — Fatigue stress concentration factor Kas a function of Didland rd (groove bottom) When a wheel, a brake disc, a gearwheel or a bearing has an interference fit (Cold or hot) on a seat, Dis to be ‘assumed to be equal to the diameter of the hub or the bearing ring (see Figures 7a, 7b and 7c). For a collar or deflector or cross-bar, Dis assumed to be equal to the diameter of the bearing seat, since the interference fit of these parts is very small, BS EN 13104:2009 EN 13104:2009 (E) re << LZ. Figure 7a Figure 7) Figure 70) The design shall be verified for the minimum section diameters taking into account the minimum tolerances Including a maintenance re-profiing allowance. 6.2 Determination of the diameter of journals and axle bodies In selecting the diameters of the journals and axle body, reference should be made iniialy to existing sizes of ‘associated components (e.9. bearings). The maximum stresses in the axle should then be calculated using the following formulae: Kx32xMR - idee: = KX32xMR for a solid axle = Kx32xMRxd — forahotiow axle: om KACERMESE ‘The selection of diameters is then verified as shovin in clause 7, the calculated stresses being compared to the maximum permissible stresses. A very shallow groove (0,1 mm to 0,2 min) shall be provided so that the ‘end ofthe inner bearing ring does not cause any notch effect on the journal (see Figure 8) 6.3 Determination of the diameter of the various seats from the diameter of the axle body or from the journal 6.3.1 Collar bearing surface | order to standardize, whenever possible, the diameter of ihe collar beating surface (¢,) should be 30 mm {greater than thet of the journal (a, ). The transition between the journal and the collar bearing surface is then provided as specified in Figure 8 and Figure 11. 8} For vory thick hubs (certain cog wheels, for instance), diameter D is assumed to be that of the outer face ‘of the hub perpendicular to the seat. BS EN 13104:2009 EN 13104:2009 (E) Dimensions in milimetres B B Koy 1 Journal 2 colar bearing surface 3 wheel seat x=0,1 00.2 *) Variant when a is too large for maintaining the depth p with a single radius of 40 mm Figure 8 — Transition areas between: journal and collar bearing surtace — collar bearing surface and wheel seat 2 Key key 1 wheo! hub 41 cylindrical part ofthe bearing ring bore 2>0t0 <8 overlap 2 22t0$8: overiap Figure 9 — Detail A of Figure 8 Figure 10 — Detail B of Figure 8 BS EN 18104:2009 EN 13104:2009 (E) Key 1 bottom of cylindrical groove Figure 11 — Transition between journal and collar bearing surtace 6.3.2 Transition between collar bearing surface and wheel seat 'n order to standardize, whenever possible, this transition should have only a single radius of 25 mm. 4" this vaiue 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 seat rhe ato between the whee! seat andthe axle body diameter shall be at least equal to 1,12 atthe wear fim tt ‘is recommended that this ratio is at least 1,15 for an axle in new condition ‘he transition between these two areas should be provided in such a way that the stress ‘concentration remains at the lowest possibie level. 7am lonatns of the whee! seat and of he whes! hub are selectd so tha the later sighly overage the wheel Scat. especialy on the axle body side. The design shall ensure that, at the maintonance Int’ three won overlap for all worst case design and maintenance tolerances, NoTES + rare asurement point onthe axles at the point where the ransion radius intersects the surace ofthe seat or taper. 7 Tye oserae criterion appFes forthe overlap and chamfered hubs en gearwheels and brake cece on thet respective seats, radu a have low value of Kat he transiton between axle body and wheel, dso or gear seats, the value of the Fadius on the body side shall be at least 75 mm. NOTE 2 Recommendations availabe in 4.9.2 of the ORE RP 11 roport ‘An example of this transition is given in Figure 12. 25 BS EN 13104:2009 EN 13104:2009 (E) 35 Figure 12 — Transition between body and wheel seat 6.3.4 Case of two adjacent wheel seats ‘Two seats shall be regarded as adjacent ifthe transition of one seat to the other is made by a single radius or ‘a compound radius and the titted components are in contact, ‘All adjacent seats (wheel, gearwheel, labyrinth ring, axle drive bearing, shrink collar, distance ring, brake disco ‘etc.) shall be considered. The diameter of the two seats is calculated on the basis of that of the body taking into account the requirement of 6.3.3. ‘A small groove (minimum depth very slightly greater than the seat wear range and minimum radius of 16 mm) is provided to separate the tivo wheel seats. lis main role is to prevent notches that could be produced by the bore ends of the fitted components In adcition, the transition between the body and the seats shail be as specified in 6.3.3, 6.35 Case of two non-adjacent seats ‘Two seats shall be regarded as non-adjacent if the transition from one seat to the other is made by two transition radii and the fitted parts are not in contact. ‘The procedure is as follows: — calculate the diameter of each seat (see 6.3.3); — provide overlapping thubs (see 6.3.3); — use the recommended transitions where possible (see 6.3.3). For designs which have a diameter ratio of less than 1,12, the fatigue limit on the filed 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 rati and groove depth); — provide a cylindrical part between two transitions. BS EN 18104:2009 EN 13104:2009 (E) 7 Maximum permissible stresses 7A 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 coefficient " torque transmission. ., which varies with the steel grade and the design of the driving 7.2 Steel grade EAIN The fatigue limit values used for the design aie indicated below: — for asolid axle: 200 Nimmn# outside the fittings +120 Nimm# beneath the fitting — for a hollow axle: — 200 Nimm outside the fiting; 4410 Nimme beneath the fiting, except the journal; — 94 Nimm® beneath the fitting on the journal; — 80 Nimm? for the surface of the bore. Tables 7 and 8 indicate respectively for solid and hollow axles: — the security coefficient values S by which the fatigue limits have to be civided.to obtain the maximum permissible stresses; — the maximum permissible stresses. It measurements indicate that more precise loads than those defined in this standard are known, with the maintenance rules ensuring the track quality, a smaler security coefficient S may be used following ‘agreement between the designer and vehicle operator. The security costficient S shall not be less than 1,2. ‘These values are applicable only if the protection and maintenance policy applied to the axle ensures the efficiency of the protection againt impacts and corrosion throughout the Ife of the axle and eneures that the original surface condition of the axle material is maintained. Mf doubt exists that the protection against impacts and corrosion can be maintained, then the limit stresses ‘shall be divided by an additional coefficient (see following Note). NOTE The additional safety factor should be agreed by the designer and the vehicle operator, taking ito aocount the ‘Operators maintenance poicy. For example: an additional factor ofthe order of 1,8 should be used for grades EAIN, EAIT and EAAT. 27 Bs} EN 18104:2009 E113104:2009 (E) ‘Table 7 — Maximum permissible stresses for solid axles in steel grace EA1N Intended use of the axle ‘Seourity Zone 1? Zone 2° coefficient S| Nim? Nimm? Pawered axle with interference-ft diving gear or] 1.8 193 80 loexrwheel JOner cases 13 * Zane 1: axe-body, plain besring sets, transiton fel, bottoms of grooves |? Zrne 2: whos! seats, brake die semis, rling bearing soa, goarvheo! seats, collar bearing sutace 154 92 ‘Table 8— Maximum permissible stresses for hollow axles in steel grade EA1N®) Intended use of the axle Zone Nim? |Powered axle with interference-fit| 53 |driving gear or gearwheel ter casos 7 ie [es |e = “Zone 1: axe body, plan beating seats, anslion Mts, botoms of grooves Zone 2: al seats excep! journals and plain besrng seats * Zone & journal (beneath the roling bearing) Zone 4: bore 7.8 Steel grades other than EAIN ‘The fatigue limit shall be determined: — on the surface of the axle bod) — beneath the fitting with equivalent interference conditions to those of the wheel seats. Inthe case of a hollow axle, the fatigue limit shall also be determined: — on the surface of the bore; — on the journal with interference conditions equivalent to those of the wheelset bearings. ‘The test procedures to determine the fatigue characteristics are specified in EN 13260 and EN 12261. ‘The security coefficient value $ by which the fatigue limits have to be divided to obtain the maximum permissible stresses is equal to: q(other steel) ‘(steel EAIN) = 4,3 (or 1,5) x R with g= Re ©The values inthis table are applicable if the journal bore diameter rato is less than 3 or is the wheel seabore diameter rallo is less than 4, 28 BS EN 13104:2009 EN 13104:2009 (E) 1,3 (0r-1,8):is the value of security coefficient for EA1Naxles; Rais the fatigue limit under rotating bending up to 10” eycles for unnotched test pieces; Ryp_ the fatigue limit under rotating benciing up to 10” oycles for notched test pieces. 250N /mm? 170N Jmm* @ (for other steel graces) shall be determined with unnotched or notched test pieces of about 10 mm diameter. The geometric characteristics of the notch are given below (see Figure 13): q (BAIN steel) 147 Figure 13 EXAMPLE: Steel grade EAT (25CrMo4) ‘The fatigue limits for a solid axie are as follows: — 240 Nimm® outside the fiting; — 145 N/mm® beneath the fitting; and for hollow axles: — 240 Nimm® outside the fitting; — 132 Nimm* beneath fitting, except journal; — 113 Nimm? beneath fitting on the journal; — 96 Nimm* for the surface of the bore. ‘The value of security coefficient sis derived as follows: Ry = 350 Nimme Rye = 215 imme 9 = 350/215 = 1,69, — Powered axle with interference-fit driving gear or gearwineel: S= 1,5 1,68/1,47 = 1,66 29 EN 13104:2009 (E) = other cases: $= 1,8 1,691 47 = 1,44 “The maximurn permissiblo stresses are given in the Tables 9 and 10. ‘Table 9— Maximum permissible stresses for solid axles of steel grade EA4T Intended use of the axle ‘Security Zone 1° Zone 2° coofficient S| N/mm? Nim Powered axle with interference-tt driving gear or] 1.66 145 e7 jgearwhoe! [Other cases 1,44 167 101 * Zone 1: ale-body, plain bearing seas, ranaton flats, botoms of grooves > zone 2: whee! seats, brake disc seas,roling bearing seats Intended use of the axle Nimo? Powered axle with interferencesft ativing gear or goarwhes! [Other cases: 144 = Zone 1: axle body, plan basting seals, transition filets, Bottoms of grooves > Zone 2: all seats excep joumals and pain bearing seats + Zone 3: joumal (beneath te rong beaing) }¢ Zone 4: bore 40 The values in this table are applicable if the journal diameterfbore diameter ratio is Jess than 9 or the whee! soat iameterfbore diameter ral is less than 4 Type Drawing of axle N° Drawing of whee! N° Allocation Material Mass of whesiset (kg) Axle Wheels Motor axle Discs Miscellaneous Total (m) (informative) BS EN 13104:2009 EN 13104:2009 (E) Model of axle calculation sheet Mass on rail per axle: m, +m, (kg) Dimensions (mm) he Re i, Forces (N) Rs Re ye % = ZIRG+5)-F.0-1)404-Y)R-E.ROs-yp] y(t) | F,(N)| Part ‘Method of braking P(N) F,(N) r G centre of gravy ofthe vehicle Figure At ‘for hollow axies: en ho sufce: 22410" ad s2x108a in the bore: S2M10°d a aaa) seam > a Ta | > L{2 aja (Nr) | (Neen {ene um |, [me] oe To xem] amy x10* x10* | 108 31 BS EN 13104:2009 EN 13104:2009 (E) Annex B (informative) Procedure for the calculation of the load coeffi According to Table 3, H = fing =0,175mg . In general terms, the coofficient 6 =0,175 comprises a quasi-static centrifugal force percentage due to the unbalanced transverse acceleration a, and a thrust factor f, ‘The usual unbalanced transverse acceleration of a, =1,0 mi/s* results in a transverse force factor of 0,1 (rounded up to 10 mis to take into account the quast-static centrifugal force. For the analysis performed for ORE 8 196, an unbalanced transverse acceleration of ‘by DB and 1,3 m’s* by SNCF. ‘The result of these tests led to a value being derived of f, = 0.075; 1, = 1,0 m/s*was used ‘The following is an example for vehicles with cant deficiency compensation (titing system). ‘The traction unit will be designed for a transverse acceleration of a, = 2,0° mis resulting from a cant deficiency. Thus, the following coefficient results for every axle in the scope of this standard: Ba, 10+ f, =0,2+0,075 =0,275 NOTE The dynamic part of the factor in the formula does net for between titing anc nonetting vehiles However, the dynamic factor varies as a function of the track speed and qually. Sine ¥, =017Smmg remains tue ~ a8 Y% takes into account the traneverse fiction on the curved track innor whoel - i results from the relationship Yat, +H that ¥,=0,45m,g 5 (The guiding foree between the whee! and rll does not change, whether the titing method is used or not). ‘The following formulae (see Table B.1) result from this for caloulation of the forces. 32 For ail axles For all axles coming within Standard, for standard gauge and for vehicles with cant deficiency compensation (titing system) Table B.1.. the scope of this! R= (06254+0,275%,/2)m¢ B= (0625-0,275h,/2b)m,¢ Yah +H =045m¢ = Os75mg H=0275mg = FIR O+)-RO-5)+05-1)R-T, Hes-y,) Q, FlRG+9)-RO-)~C-YR-Y, Ky] BS EN 18104:2009 EN 13104:2009 (E) 33 ES EN 13104:2009 EN 13104:2009 (E) Annex-G (informative) Values of forces to take into consideration for axles for reduced gauge track (metric or close to a metre) ‘The following formulae (see Table C.1) are applicable for calculating forces, except fo ting vehicles. Table CA For al axles In the scope of this |P, = 0,65 +0,114 hy 7b) mg document Po = (0,65- 0,114 hy /b) mg Y,=0,40 mg Yo=0,175 mig H=Y;-Ye = 0,225 mg Forallaxies IP; (bts) ~ Pe (bes) + (Ysa) R—Zi Fi (25-¥ [Pe (b+s) — Px (0-8) - (Yrr¥a) RE Fi yi) | | | 34 | BS EN 13104:2009 EN 13104:2009 (E) Annex D. a : (normative) Method for determination of tull-scale fatigue limits for new materials Ae, fatigue limits obtained are then used to determine the permissible restos for the design of axies According to the procedure described in EN 13103 and this standard, D.2 General requirements for the test pieces ‘The test pieces shall meet the requirements of the relevant ENs (geometry, roughness, mechanical properties Sf°2, All hese parameters shall be verted in a summary table. ‘The toot ice Used shall be representative ol gxles of normal fabrication and use the same fabrication method (raved avality, surface finish quality, ‘eduction ratio, non-destructive testing, ete). However, they can bo Configured speciticaly for the test. D.3 General requirements for test apparatus ‘The test bench to be used shall allow a rotating 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 Spolcg rear of constant monitoring of the relevant measurements thatthe se eat est amplitudes applied remain constant within arrange of +5 MPa, The main method of ‘Controlling the test bench is based ‘on the applied load, the : ‘applied stress and the applied 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 not exceeded. Door ested tgemmetial est bonch and symmetica tet giece ae use, kis possible to Fegard two sections as having ‘een testod (they are correctly checked during the test) “iT 7 Pb —re, F2 F F/2 Figure D.1 — Examples of test configurations 35 BS EN 18104:2009 EN 13104:2009 (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 minimum dimensions are given in Figure D.2. 7% t 6, Ss 3235 Da Sa1t5 a 3150 D == 200, ‘Wheel seat roughness Ra 08-16 Body roughness Ra 08-32 Did 13-15 Key d: body diameter D: vihoe! seat diameter hub diameter and r- body-soattranstion radi : transition fillet length Figure D.2 — Test piece geometry NOTE Too small a diameter ratio (Did) would produce cracks in the wheel seat; the value at which a crack wll not Fesut in the seat butin tho body depends on the fatigue strength ofthe axle steel (the value of the Glametor ratios higher the greater isthe fatigue strenglh F1). ‘The thickness of the hub and the interference fit between the hub and seat will determine the additional stresses on the basis of the axle body fillet; therefore, 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 inital fatigue cracks appear. This 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); itis recommended that the distance between the strain gauges should not exceed 4 mm and the gauge length should not exceed 3 mm. 36 BS EN 13104:2009 EN 13104:2009 (E) key 1,2,...N: strain gauges 2: distance between two gauges b: gauge length Figure D.3 — Strain gauge instrumentation In order to be consistent with the axle design guide (EN 13103, EN 13104), the siress is determined under the assumption that the stress is mono-axial: GacuaE*e For the shape of the axle tested, the additional static stress factor shall be determined: ki=(Czeaal/Sron Cron is the nominal stress for the section where the actual stress measured is the maximum. itis determined 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 two sections of the axle where the longitudinal stresses vary lineaty. ‘The fatigue limit is determined both for the stress actually measured and for the nominal stress that depends strictly on the axle geometry (D, d, 1) D.4.3 End of test criterion For each limit, it shall be verified that no crack has appeared after 10” cycles of a load creating a surface stress equal to values under test. D.4.4 Determination of the fatigue limit ‘The statistical method to be applied to determine the fatigue mit is the STAIR CASE method, tis recommended that the number of axles to be tested should be 15 from at least three different molts. ‘The stress interval is 10 MPa. ‘The probability of non-cracking shall be calculated and indicated in the test report. In all cases, this value should be comparable to those used for the usual materials, 37 BB EN 13104:2009 1 13104:2009 (E) D5 Axle bore fatigue limit ("F2") D5.1 Geometry ‘Tie axle used for the test is notched to simulate the worst scratch thatthe bore-making procedure may leave. ‘Tle notch ig machined on the external body with a special cutting tool according to the geometric parameters giiten in Figure 0.4. =i W “30° CF To 1 OAT, Oo 2 Pe es a | ereseneet jo fe fo key 4 notch angle $ noch depth R rads at notch bottom «tet piece ameter Figure D.4 — Test piece geometry 5.2 Verification of the applied stress The stress to be considered is the nominal stress (Gyn) 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 it 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 lineatly. D.5.3 End of test criterion For each limit, it shall be veriied that no crack has appeared after 107 oycles of a load creating a surlace stress equal to values under test. D.5.4 Determination of the fatigue limit The statistical method to be applied to determine tho fatigue limit is the STAIR GASE method. tis recommended that the number of axles to be tested should be 15 from at least three different melts. ‘The stress interval is 10 MPa. BS EN 13104:2009 EN 13104:2009 (E) ‘The probabiity of the absence of a defect shall be caiculated and indicated in the test Feport.-In all cases, this value should be comparable to those used for the usual materials. D.6 Wheel seat fatigue limit ("F3 et Fa") D6.1 Geometry F9 refers to solid axles (without bore) and F4 to bored axles, The test piece dimensions shall be simiar to the dimensions of normally-produced axles; the range of dimensions is given in Figure D.5. ‘The actual fatigue limit ofthe fiting zones on the axle depends on the various geometric paremeters, in Partoular the diameter rato Dé fora given néminal stress applied tothe end ofthe seat, the increase mn the Glameler ratio reduces the actual longitudinal stress at the end ofthe seat. Therefore, the nominal fatigue tint Sine increases. Beyond a certain diameter ratio value, the eracks appear on the body and no longer on the seat (see Figure D.6). To obtain an overall view of the fatigue mis FS and Fa, i would be useful to carty out tests for diferent Semester ratios (at least three). By interpolating these values and by knowing the fatigue limit of the body F', it I Possible to determine the erlcal ratio Did beyond which the cracks appear on the body and below which ‘hey appear on the seat. This is important information forthe design of axles made of new ‘raterials ensuring Uhat the cracks appear on the body rather than on the seat where it is more difficult to detect them by Utrasonic inspection. a = a a S 7 r Oa Key: fring thickness {seat length ing length Figure D.5 — Geometric parameters for F3 and F4 39 BA EN 13104:2009 EA 13104:2009 (E) 1,00 1,05 1,10 1,15 “1,20 Did Key ‘A cracks in the whoo! seat B cracks in the body C (Dvd) optionat Figure D.6 — Effect of diameter ratio Did 6.2 Verification of the applied stress ‘Te be consistent with the axle design method, the stress to be considered is the nominal stress (Onan) 10 mm frem the end of the wheel seat. The stress shal be determined by experimental means on the tested axle either using the axle design method besed 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 stress level shall be determined using the dimension actually measured for the critical section. D.6.3 End of test criterion For each limit, it shall be verified that no crack has appeared after 10” cycles of a load creating a surface stfess equal to values under test. D.6.4 Determination of the fatigue limit ‘The first stage consists of determining the interpolation curve and finding the critical 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 cracking for any test piece. ‘When the critical D/d 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 Di. ‘The stress interval ist MPa. ‘BS EN 13104:2009 EN 13104:2009 (E) ‘The probabil of the absence of crack shal be calculated and indicted inthe 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 althe conditions and parameters used for carrying ou the tests, It shall contain the folowing information a b) °) gd) @) a hy D} 3 description of the maierial subjected to the test (general mechanical propertios, fabrication Procedure, heat treatment, materiel quality, surface finish quality, reduction ratio, etc); (elated full-scale diagrams ofthe test piece and other oloments filed for the test (the information on the diagrams shall meet the requirements of the relevant subolauses of the standards on the ‘component - roughness, tolerances, etc.); Gescription of the fiting procedure and results of the related tests; Sere number ofthe test piece (the serial number shall also permit identtation of the met) ‘evords of the test carted out on the tas pioces according 1o 3.4.2 and 3.5 10 3.8 of the main body of EN 13261:2009; methods used to verity the stress, to measure the stress and to extrapolate the values in the criical zones (in the cases required inthe above suboiauses);

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