CEI EN 61373

BILINGUAL

This International Standard specifies the requirements for
testing items of equipment intended for use on railway vehicles
which are subsequently subjected to vibrations and shock owing to
the nature of railway operational environment. To gain assurance
that the quality of the equipment is acceptable, it has to
withstand tests of reasonable duration that simulate the service
conditions seen throughout its expected life.

Simulated long-life testing can be achieved in a number of ways
each having their associated advantages and disadvantages, the
following being the most common:

a) amplification: where the amplitudes are increased and the
time base decreased;

b) time compression: where the amplitude history is retained and
the time base is decreased (increase of the frequency);

c) decimation: where time slices of the historical data are
removed when the amplitudes are below a specified threshold
value.

The amplification method as stated in a) above, is used in this
standard and together with the publications referred to in Clause
2; it defines the default test procedure to be followed when
vibration testing items for use on railway vehicles. However, other
standards exist and may be used with prior agreement between the
manufacturer and the customer. In such cases test certification
against this standard will not apply. Where service information is
available tests can be performed using the method outlined in Annex
A. If the levels are lower than those quoted in this standard,
equipment is partially certified against this standard (only for
service conditions giving functional test values lower than or
equal to those specified in the test report).

Whilst this standard is primarily concerned with railway
vehicles on fixed rail systems, its wider use is not precluded. For
systems operating on pneumatic tyres, or other transportation
systems such as trolleybuses, where the level of shock and
vibration clearly differ from those obtained on fixed rail systems,
the supplier and customer can agree on the test levels at the
tender stage. It is recommended that the frequency spectra and the
shock duration/amplitude be determined using the guidelines in
Annex A. Equipment tested at levels lower than those quoted in this
standard cannot be fully certified against the requirements of this
standard.

An example of this is trolleybuses, whereby body-mounted
trolleybus equipment could be tested in accordance with category 1
equipment referred to in the standard.

This standard applies to single axis testing. However multi-axis
testing may be used with prior agreement between the manufacturer
and the customer.

The test values quoted in this standard have been divided into
three categories dependent only upon the equipment's location
within the vehicle.

Category 1 Body mounted

Class A Cubicles, subassemblies, equipment and components
mounted directly on or under the car body.

Class B Anything mounted inside an equipment case which
is in turn mounted directly on or under the car body.

NOTE 1 Class B should be used when it is not clear where the
equipment is to be located.

Category 2 Bogie mounted

Cubicles, subassemblies, equipment and components which are to
be mounted on the bogie of a railway vehicle.

Category 3 Axle mounted

Subassemblies, equipment and components or assemblies which are
to be mounted on the wheelset assembly of a railway vehicle.

NOTE 2 In the case of equipment mounted on vehicles with one
level of suspension such as wagons and trucks, unless otherwise
agreed at the tender stage, axle mounted equipment will be tested
as category 3, and all other equipment will be tested as category
2.

The cost of testing is influenced by the weight, shape and
complexity of the equipment under test. Consequently at the tender
stage the supplier may propose a more cost-effective method of
demonstrating compliance with the requirements of this standard.
Where alternative methods are agreed it will be the responsibility
of the supplier to demonstrate to his customer or his
representative that the objective of this standard has been met. If
an alternative method of evaluation is agreed, then the equipment
tested cannot be certified against the requirement of this
standard.

This standard is intended to evaluate equipment which is
attached to the main structure of the vehicle (and/or components
mounted thereon). It is not intended to test equipment which forms
part of the main structure. Main structure in the sense of this
standard means car body, bogie and axle. There are a number of
cases where additional or special vibration tests may be requested
by the customer, for example:

a) equipment mounted on, or linked to, items which are known to
produce fixed frequency excitation;

b) equipment such as traction motors, pantographs, shoegear, or
suspension components which may be subjected to tests in accordance
with their special requirements, applicable to their use on railway
vehicles. In all such cases the tests carried out should be dealt
with by separate agreement at the tender stage;

c) equipment intended for use in special operational
environments as specified by the customer.