铁路/架空索道建筑和维护设备

摘要： 本文件规定了重型轨道车的使用条件，型号、功率系列与速度等级，一般要求，主要系统要求，特殊要求，运行性能要求，试验方法，检验规则，铭牌、标志、运输和存放。
本文件适用于1 435 mm 标准轨距，以柴油机为动力的新造重型轨道车。其他动力形式、非标准轨距的重型轨道车参照执行。

摘要： 이 표준은 광산 및 채석용, 지상과 지하의 터널 굴착 공사 등에 사용되는 유압 천공기에 장착하는 선택작업장치(어태치먼트)인 유압 드리프터의 용어, 구조 및 시험방법에 대하여 규정한다.

摘要： 主要技术内容:本标准规定了新能源氢燃料作业车技术要求的术语、基本型式和主要技术参数、要求、检验规则、标志、包装、运输、储存等方面的内容。本标准适用于新造标准轨距以氢燃料电池为动力的地铁接触网施工作业车（以下简称作业车）设计、制造和检验，其他类似地铁施工装备可参照适用

摘要： 范围:本文件提供了在地铁列车外观智能故障诊断与运维管理技术及应用的术语和定义、典型故障模式分析、性能指标、数据采集技术、图像预处理技术、零部件定位技术、外观故障智能检测技术等相关内容的指南。本文件适用于在地铁列车外观故障检测的全生命周期健康检测与诊断研究、设计、技术路线，可作为地铁智能运维设计与研究的技术依据;主要技术内容:地铁列车外观关键零部件及其故障模式4.3.1 地铁列车外观关键零部件及其故障模式概述根据地铁列车关键零部件智能故障诊断与运维管理所面对的部件故障模式，可以将故障种类划分为简单目视即可判断异常的常规故障模式和需要测量才能够判断是否异常的磨损消耗类故障模式。4.3.2常规故障模式分析常规典型故障类型主要包括缺失类（Missing Class）、鼓包类（Bulge Class）、异物类（Foreign Class）、松动类（Losses Class）以及裂纹类（Crack Class）。在智能检修中各个项点的编码格式通常采用“所属故障类型_项点名称_项点编号”进行编码。下文将分别进行分析论述。缺失类故障是大部分列车检修时需要考虑的项目，列车上的部件包含大量的小零部件如插销、螺栓以及协同装置等，这些小零部件保障着大部件的整体运行稳定性，使其能够正常发挥功能作用。然而地铁列车长期频繁制动并运行在阴暗潮湿的高污环境中，其高频振动和部件老化极易导致零部件损坏缺失。零部件的缺失容易进一步导致部件整体功能不稳定甚至失效而引发安全事故，因此如何保证准确检测此类零部件是否缺失成为列车检修中急需解决的问题。鼓包类故障主要出现在地铁列车柔性部件上，此类部件往往作为一个调节装置保证列车运行中的稳定性与舒适性。如空气弹簧，它是工作原理是在密闭的压力气囊充入惰性气体或者油气混合物，使腔体内的压力高于大气压的几倍或者几十倍，利用活塞杆的横截面积小于活塞的横截面积从而产生的压力差来实现活塞杆的运动。空气弹簧具有较理想的非线性弹性特性，加装高度调节装置后，车身高度不随载荷增减而变化，弹簧刚度可设计得较低，乘坐舒适性好。但空气弹簧悬架结构复杂，加上在列车行驶过程中需要根据运行状态频繁改变内部压强，频繁的气囊形变使得其像常见的汽车轮胎一样容易出现鼓包。一旦出现鼓包则空气弹簧随时有破裂风险，威胁着列车运行的平稳性。异物类故障主要出现在列车各类通风装置中，如牵引电阻与自动电阻通风的进出口。牵引设备是地铁列车运行时的动力设备，在刹车和加速运行中会产生大量的热量，这些热量不能及时排出极易引发动力设备起火。电阻及能源设备的起火轻则导致列车停运影响整个地铁线路运营，重则引起火灾导致人员财产损失。列车运行路线长、露天高架行驶线路增加，难免有各类异物落入轨道，列车行驶过程中容易带起异物，因此需要对散热通风进出口滤网设备进行常态化检修，保证没有异物阻塞风道。松动类故障主要指列车上的螺栓部件，一辆地铁列车上分布着超过20000个各类型号的螺栓，列车长时间高频振动极易使得螺栓出现松动甚至脱落。螺栓往往起着紧固件作用，螺栓的脱落极易导致其固定装置不稳甚至在运行过程中掉落，造成安全隐患。因此及时对松动螺栓进行修复，是列车日常检修中占时间最多的一项检查，也是实现地铁列车智能化检修的最大挑战。裂纹类故障是地铁列车上刚性部件和柔性部件都会出现的故障类型，如柔性部件空气弹簧，刚性部件夹钳弹簧、紧固件螺栓甚至箱体表面都有可能因为运行过程中受力不均匀以及老化出现裂纹。裂纹的出现预示着部件的工况转为危险状态，裂纹会随着时间不断扩大，导致空气弹簧发生破裂、弹簧断裂以及螺栓碎裂后脱落等，最终威胁列车安全行驶

摘要： 1.1This is a guide to developing fire hazard assessments for rail transportation vehicles. It has been written to assist professionals, including fire safety engineers, who wish to assess the fire safety of rail transportation vehicles, during or after their design (see also1.6). This guide is not in itself a fire hazard assessment nor does it provide acceptance criteria; thus, it cannot be used for regulation.1.2Hazard assessment is a process that results in an estimate of the potential severity of the fires that can develop under defined scenarios, once defined incidents have occurred. Hazard assessment does not address the likelihood of a fire occurring. Hazard assessment is based on the premise that an ignition has occurred, consistent with a specified scenario, and that potential outcomes of the scenario can be reliably estimated.1.3Consistent with1.2, this guide provides methods to evaluate whether particular rail passenger designs provide an equal or greater level of fire safety when compared to designs developed based on the traditional applicable fire-test-response characteristic approaches currently widely used in this industry. Such approaches have typically been based on prescriptive test methodologies. The following are examples of such lists of prescriptive tests: the requirements by the Federal Railroad Administration (FRA) (Table X1.1), the former guidelines of the FRA, the requirements of NFPA 130 (Table X3.1), and the recommended practices of the Federal Transit Administration (FTA). Selective use of parts of the methodology in this guide and of individual fire-test-response characteristics fromTable X1.1(or any other set of tests) does not satisfy the fire safety objectives of this guide or of the table. This guide shall be used in its entirety to develop a fire hazard assessment for rail transportation vehicles or to aid in the design of such vehicles.1.4This guide includes and applies accepted and clearly defined fire safety engineering techniques and methods consistent with both existing, traditional prescriptive codes and standards and performance based fire codes and standards under development throughout the world.1.5This guide provides recommended methods to mitigate potential damage from fires in rail transportation vehicles, by assessing the comparative fire hazard of particular products, assemblies, systems or overall designs intended for use in rail transportation vehicles. Such methods could include changes to the materials, components, products, assemblies, or systems involved in the construction of the rail transportation vehicle or changes in the design features of the vehicle, including the number and location of automatically activated fire safety devices present (see4.4.4for further details).1.6This guide is intended, among other things, to be of assistance to personnel addressing issues associated with the following areas.1.6.1Design and specification of rail transportation vehicles.1.6.2Fabrication of rail transportation vehicles.1.6.3Supply of assemblies, subassemblies, and component materials, for use in rail transportation vehicles.1.6.4Operation of rail transportation vehicles.1.6.5Provision of a safe environment for all occupants of a rail transportation vehicle.1.7The techniques provided in this guide are based on specific assumptions in terms of rail transportation vehicle designs, construction and fire scenarios. These techniques can be used to provide a quantitative measure of the fire hazards from a specified set of fire conditions, involving specific materials, products, or assemblies. Such an assessment cannot be relied upon to predict the hazard of actual fires, which involve conditions, or vehicle designs, other than those assumed in the analysis. In particular, the fire hazard may be affected by the anticipated use pattern of the vehicle.1.8This guide can be used to analyze the estimated fire performance of the vehicle specified under defined specific fire scenarios. Under such scenarios, incidents will begin either inside or outside a vehicle, and ignition sources can involve vehicle equipment as well as other sources. The fire scenarios to be used are described in detail in Section5.3.1.8.1Fires with more severe initiating conditions than those assumed in an analysis may pose more severe fire hazard than that calculated using the techniques provided in this guide. For this reason severe fire conditions must be considered as part of an array of fire scenarios.1.9This fire standard cannot be used to provide quantitative measures.1.10This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ======4.1This guide is intended for use by those undertaking the development of fire hazard assessments for rail transportation vehicles and products contained within rail transportation vehicles.4.2This guide provides information on an approach to develop a fire hazard assessment, but fixed procedures are not established. Any limitations in the availability of data, of appropriate test procedures, of adequate fire models, or in the advancement of scientific knowledge, will place significant constraints upon the procedure for the assessment of fire hazard.4.3A fire hazard assessment developed following this guide must specify all steps required to determine fire hazard measures for which safety thresholds or pass/fail criteria can be meaningfully set by responsible authorities. It is preferred that such exercises have input from various sources.4.4Outcomes: Use and Application.A fire hazard assessment developed as a result of using this guide should be able to assess a new product being considered for use in a certain rail transportation vehicle and reach one of the conclusions listed in4.4.1 –4.4.4.4.4.1New Product Safer than Product Currently in Use.The new product is safer, in terms of predicted fire performance, than the one in established use. In this case, the new product is desirable, from the point of view of fire safety.4.4.2New Product Equivalent in Safety to Product Currently in Use.There is no difference between the predicted fire safety of the new product and of the one in established use. In this case, use of the new product provides neither advantage nor disadvantage, from the point of view of fire safety.4.4.3New Product Less Safe than Product Currently in Use.The new product is less safe, in terms of predicted fire performance, than the one in established use. In this case, a direct substitution of products would provide a lower level of safety and the new product would be undesirable, and should not be used, from the point of view of fire safety, without other compensatory changes being made.4.4.3.1New Product Different in Safety to Product Currently in Use.A new product that is less safe, in terms of predicted fire performance, can nevertheless be made acceptable if, and only if, it is part of a complete, comprehensive, fire safety design for the rail transportation vehicle. Such redesign of the vehicle should include other features such as use of an alternative layout or increased use of automatic fire protection systems, that demonstrably produce the same or better safety for the complete design. In such cases, a more in-depth fire hazard assessment would have to be conducted to ensure that the entire design achieves the safety goals, and the new product would be acceptable only as part of the larger, approved design.4.4.4The new product could offer some safety advantages and some safety disadvantages over the item in established use. An example of such an outcome could be increased smoke obscuration with decreased heat release. In such cases, a more in-depth fire hazard assessment would have to be conducted to ensure that the advantages outweigh the disadvantages, and the resulting overall level of safety is no less than that provided by the traditional approach (seeTable X1.1andAppendix X1).4.5Following the analysis described in4.4, a fire hazard assessment developed following this guide would reach a conclusion regarding the desirability of the new product studied. It is essential for the results of the assessment to lead to a design that is at least as safe as the one being replaced.

摘要： 이 규격은 철도 선로용 스파이크 해머(이하 해머라고 한다.)에 대하여 규정한다.

摘要： 이 표준은 철도 선로용 스패너(이하, 스패너라 한다.)에 대하여 규정한다.

摘要： 이 표준은 궤도의 수평도, 캔트, 궤간 및 백게이지를 측정하는 궤도용 게이지(이하 게이지라 한다.)에 대하여 규정한다.

摘要： 이 표준은 철도 차량에 사용되는 고무 벨로즈형 공기 스프링(이하 공기 스프링이라 한다.)의 시험방법에 대하여 규정한다.

摘要： 主要技术内容:本文件规定了城市轨道交通车载轨道快速巡检系统总体和各子系统的技术要求，以及验收方法。本文件适用于江苏省城市轨道交通不超过120km/h线路电机驱动的列车车载轨道快速巡检系统的生产、测试

摘要： 范围:本标准规定了纯电动城市轨道机车的使用条件、技术要求、主要部件要求、检查与试验方法、标志、包装、运输和贮存;主要技术内容:本标准规定了纯电动城市轨道机车的使用条件、技术要求、主要部件要求、检查与试验方法、标志、包装、运输和贮存。适用于1435 mm标准轨距，以锂离子、镍氢电池等蓄电池为动力的纯电动轨道机车设计、制造和检验，机车用于城市轨道交通施工、运输、维修、调车等牵引作业

摘要： 本文件规定了钢轨探伤车的使用条件、技术要求、检查与试验方法、检验规则、整机的标志、包装和运输。本文件适用于在1 435 mm轨距铁路上使用的采用超声波技术钢轨探伤车（以下简称“探伤车”）的设计、制造和检验。非标准轨距铁路的探伤车可参照执行。

摘要： 范围:本文件适用于粤港澳大湾区轨道交通行业，包括普速/高速铁路、城际铁路、城市地铁以及轻轨的在役钢轨安全超声检测;主要技术内容:本文件规定了轨道交通的在役钢轨安全超声检测的人员资质、检测设备、作业内容及作业技术标准、轨道缺陷判定及伤损处理等规范

摘要： This document is limited to specifying the requirements when applying material to the active interface between the wheel tread and the crown of the rail and includes trainborne and track side equipment.This document only covers the equipment and application of material to the active interface.This document defines:-the characteristics that systems of top of rail equipment for wheel-rail interface shall achieve, together with applicable inspection and test methods to be carried out for verification;-all relevant terminology which is specific to the application of top of rail materials of the wheel-rail interface.This document only applies to the mainline railway.NOTEThis document can also be used for other railways, e.g. urban rail.

摘要： This document specifies the requirements of materials intended to be applied to the interface between the wheel tread and the rail crown (active interface). It can be applied either directly or indirectly to the wheel tread or rail.It outlines the information required for most approval procedures, the method of testing and routine control/monitoring of the material.This document does not deal with adhesion materials, for example:-sand;-adhesion enhancers.

摘要： This European Standard specifies requirements for the design, construction and operation of platform barrier systems positioned at the edge of a station platform immediately adjacent to rail or other guided vehicles in stations and boarding points for passenger services and includes:- requirements for the fixed structure and fixed parts along the platform;- physical requirements for the movable doors and gates normally used by passengers;- requirements for emergency doors;- requirements for driver access doors;- requirements for platform extremity doors;- requirements for management of safety risks that are particular to barrier systems.This European Standard also gives requirements for the integration of barriers with the overall rail system including:- synchronization of vehicle and platform barrier doors or gates;- audible and visible alerts;- integrity of control systems;- testing of the barrier installation;- operational performance;- requirements relating to other interfacing sub-systems, notably signalling and vehicles.For barrier systems set back from the platform edge, which are used to control access to trains or for crowd management, relevant sections of the document can be used as guidance.This European Standard applies to all actors involved in the implementation and system integration of a platform barrier system, including infrastructure owners, designers, installers and operators.This European Standard does not cover barrier systems using bars, ropes, etc. or which operate in a vertical direction.This European Standard applies to light rail services, e.g. metro and tramway systems and heavy rail services as requested by a project specification. It applies to small systems, working in conjunction with a single vehicle, or with larger systems working with a complete train.This European Standard applies to platform barrier systems used at sub-surface stations, enclosed surface stations (e.g. those enclosed for the purposes of providing an air-conditioned environment for waiting passengers), and those fully in the open-air.This European Standard does not cover normative requirements relating to fire performance or fire requirements arising from use of platform barrier systems as fire barriers.