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1、BRITISH STANDARD BS EN 15433-5:2007 Transportation loads Measurement and evaluation of dynamic mechanical loads Part 5: Derivation of Test Specifications ICS 55.180.01 ? Licensed Copy: London South Bank University, London South Bank University, Fri Feb 15 06:58:45 GMT+00:00 2008, Uncontrolled Copy,
2、(c) BSI BS EN 15433-5:2007 This British Standard was published under the authority of the Standards Policy and Strategy Committee on 31 January 2008 BSI 2008 ISBN 978 0 580 56269 3 National foreword This British Standard is the UK implementation of EN 15433-5:2007. The UK participation in its prepar
3、ation was entrusted to Technical Committee PKW/0, Packaging. A list of organizations represented on this committee can be obtained on request to its secretary. This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application.
4、Compliance with a British Standard cannot confer immunity from legal obligations. Amendments/corrigenda issued since publication DateComments Licensed Copy: London South Bank University, London South Bank University, Fri Feb 15 06:58:45 GMT+00:00 2008, Uncontrolled Copy, (c) BSI EUROPEAN STANDARD NO
5、RME EUROPENNE EUROPISCHE NORM EN 15433-5 December 2007 ICS 55.180.01 English Version Transportation loads - Measurement and evaluation of dynamic mechanical loads - Part 5: Derivation of Test Specifications Charges de transport - Mesurage et analyse des charges mcaniques dynamiques - Partie 5: Driva
6、tion des spcifications dessai Transportbelastungen - Messen und Auswerten von mechanisch-dynamischen Belastungen - Teil 5: Ableitung von Prfvorschriften This European Standard was approved by CEN on 28 October 2007. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stip
7、ulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member. This European Standard
8、 exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions. CEN members are the national standa
9、rds bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United King
10、dom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: rue de Stassart, 36 B-1050 Brussels 2007 CENAll rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 15433-5:2007: E Li
11、censed Copy: London South Bank University, London South Bank University, Fri Feb 15 06:58:45 GMT+00:00 2008, Uncontrolled Copy, (c) BSI EN 15433-5:2007 (E) 2 Contents Page Foreword. 3 Introduction 4 1 Scope 5 2 Normative references . 5 3 Derivation of test conditions . 5 4 Parameters for the derivat
12、ion of test conditions.5 5 Derivation procedure 6 6 Derivation of test spectra for failure mechanisms 6 Annex A (informative) Numerical example for the determination of a test spectrum for one road category and one load factor only 24 Bibliography . 26 Licensed Copy: London South Bank University, Lo
13、ndon South Bank University, Fri Feb 15 06:58:45 GMT+00:00 2008, Uncontrolled Copy, (c) BSI EN 15433-5:2007 (E) 3 Foreword This document (EN 15433-5:2007) has been prepared by Technical Committee CEN/TC 261 “Packaging”, the secretariat of which is held by AFNOR. This European Standard shall be given
14、the status of a national standard, either by publication of an identical text or by endorsement, at the latest by June 2008, and conflicting national standards shall be withdrawn at the latest by June 2008. According to the CEN/CENELEC Internal Regulations, the national standards organizations of th
15、e 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, Romania, Slovak
16、ia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. Licensed Copy: London South Bank University, London South Bank University, Fri Feb 15 06:58:45 GMT+00:00 2008, Uncontrolled Copy, (c) BSI EN 15433-5:2007 (E) 4 Introduction This standard was originally prepared by working group NAVp-1.4, R
17、equirements and Testing, of the German Standardization Institute (DIN). It is part of a complete normative concept to acquire and describe the loads acting on goods and influencing them during transport, handling and storage. This standard becomes significant when related to the realisation of the E
18、uropean Directive on Packaging and Packaging Waste (Directive 94/62 EC, 20 December 1994). This directive specifies requirements on the avoidance or reduction of packaging waste, and requires that the amount of packaging material is adjusted to the expected transportation load, in order to protect t
19、he transportation item adequately. However, this presumes some knowledge of the transportation loads occurring during shipment. At present, basic standards, based on scientifically confirmed values, which can adequately describe and characterize the magnitudes of transportation loads, especially in
20、the domain of dynamic mechanical loads do not exist nationally or internationally. Reasons for this are mainly the absence of published data, insufficient description of the measurements or restrictions on the dissemination of this information. This standard will enable the measurement and evaluatio
21、n of dynamic mechanical transportation loads, thus enabling the achievement of standardized and adequately documented load values. This series of standards consists of the following parts: Part 1: General requirements; Part 2: Data acquisition and general requirements for measuring equipment; Part 3
22、: Data validity check and data editing for evaluation; Part 4: Data evaluation; Part 5: Derivation of Test Specifications; Part 6: Automatic recording systems for measuring randomly occurring shock during monitoring of transports. Licensed Copy: London South Bank University, London South Bank Univer
23、sity, Fri Feb 15 06:58:45 GMT+00:00 2008, Uncontrolled Copy, (c) BSI EN 15433-5:2007 (E) 5 1 Scope This standard gives guidelines for the derivation of test specifications from data acquired according to EN 15433-2, EN 15433-3 and EN 15433-4. NOTE To simulate transportation loads, it is helpful to w
24、ork with standardized load assumptions that are based on the actual loads acquired according to EN 15433-2 up to EN 15433-4. The derivation of test specifications is based fundamentally on considerations concerning the reproduction of damage, whereby time compressed fatigue simulation in particular
25、has to be considered for the determination of the test intensity. 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 docum
26、ent (including any amendments) applies. Not applicable 3 Derivation of test conditions The ideal way to simulate transportation loads is to use actual measured transportation loads. These are usually represented as acceleration-time functions and contain the overall dynamic mechanical load profile o
27、f the transport process. The duration of the simulation corresponds with the duration of the actual transportation. NOTE In practice, however, tests have to be performed by test laboratories, which do not have measured values for that particular case available. In such cases, a standard load should
28、be used. If transport processes are to be time-compressed because the actual transport duration is too long, then the assumption concerning the time compression should comply with the state of the art. The time compression factor should be mentioned in the test report. 4 Parameters for the derivatio
29、n of test conditions For each derivation of a test condition, the following parameters can have an influence on the derived result: transportation means; transportation route; duration of transportation; transportation conditions; viewed aspect of damage; dynamic mechanical particularities; other bo
30、undary conditions. NOTE For more details reference should be made to EN 24178:1992 Complete, filled transport packages - Distribution trials - Information to be recorded For each derivation, the parameters that have been taken into consideration should be recorded, along with the cases for which the
31、y are valid. The derivation procedure chosen should also be recorded. Licensed Copy: London South Bank University, London South Bank University, Fri Feb 15 06:58:45 GMT+00:00 2008, Uncontrolled Copy, (c) BSI EN 15433-5:2007 (E) 6 5 Derivation procedure From the measured transportation loads, the req
32、uired simulation and test conditions are then derived by various procedures. These procedures should be based on the state of the art. NOTE 1 It is assumed that these procedures will continue to develop following publication of this standard. Clause 6 shows an example procedure that aims to break do
33、wn the material through forced or fatigue rupture. NOTE 2 Any expert can perform the derivation of a test spectrum. Derivations of test spectra should comply with the corresponding state of the art. In order to derive relevant test spectra, the measured acceleration-time signals should be analysed a
34、nd evaluated according to EN 15433-2, EN 15433-3 and EN 15433-4. 6 Derivation of test spectra for failure mechanisms 6.1 General Transportation damage due to material failure is usually based on forced or fatigue rupture. Standardised load profiles should be made available for such situations. In mo
35、st cases, the acquired data are not suitable for testing purposes, since they represent only the momentary value of the load as it appears at any time during transport. Furthermore, due to cost reasons, the test duration has to be much shorter than the actual transportation duration. The guidelines
36、given in this standard should therefore be used to derive a test specification. Before deriving a test specification from analysed data, it should be ascertained that all power spectral density (PSD) plots are analysed according to EN 15433-4 and originate from that particular location of the load p
37、latform on the transportation means, producing at any time the severest load on the transported item. The longitudinal and lateral loads acting on the transported item should also be considered. In general, the spectra for the foreseen test specifications should be of no other transportation means,
38、but those used to transport that particular item. This is because larger or smaller vehicles can show marked differences compared to the one used for the actual transport. If a transportation route is unknown, and if the transported item is to be transported as a single item on different transportat
39、ion means, then the spectra of the transportation means creating the most severe load should be used to simulate the transportation load. If large quantities of a specific product have to be transported over long distances, it is essential to know the transportation route, the transportation means,
40、the transportation speed, and the load factor (as a percentage of the maximum permissible payload). From these parameters the load spectrum can be derived, which will result in a suitable transportation test and therefore also result in suitable transportation packing. An optimal simulation of the t
41、ransportation load can be achieved if, besides the transportation means, the road sections are also considered. This means that for a specific road transportation, the load spectra of a particular vehicle on different road categories, the driving duration on these same road categories, and the load
42、factor of that particular vehicle are known. If sea transportation is performed, then the ship size and category, as well as load factor, and the state of the sea and the time spent under those conditions, should be known. Hence it can be shown that a complete simulation is to be split proportionall
43、y into part simulations. Licensed Copy: London South Bank University, London South Bank University, Fri Feb 15 06:58:45 GMT+00:00 2008, Uncontrolled Copy, (c) BSI EN 15433-5:2007 (E) 7 A possible procedure is described in this clause for the derivation of test spectra for road transportation purpose
44、s. The procedure is representative for all transportation types. Figure 1 shows the most important steps required to derive a test specification from analysed spectra. Licensed Copy: London South Bank University, London South Bank University, Fri Feb 15 06:58:45 GMT+00:00 2008, Uncontrolled Copy, (c
45、) BSI EN 15433-5:2007 (E) 8 6.2 Road category 6.3 Vehicle category 6.4 Measuring points on the cargo platform 6.5 Vehicle velocity (km/h) 6.6 Original spectra 6.7 Envelope around the original spectra 6.8 Smoothed spectra 6.9 Reduced spectrum 6.10 Test spectrum for motorway Example Allocation of diff
46、erent road categories to the total driving distance GOAL Test spectrum for motorway only corresponding to 6.10 Key 1 Motorway 2 Primary road 3 Other road 4 Test spectrum and test duration ABCDE 123 808080 1 R T 23 1/4 L1/4 L1/2 L L Y X 4 X-axis Hz Y-axis PSD Figure 1 Road transportation; derivation
47、of a test spectrum (example) Licensed Copy: London South Bank University, London South Bank University, Fri Feb 15 06:58:45 GMT+00:00 2008, Uncontrolled Copy, (c) BSI EN 15433-5:2007 (E) 9 6.2 Road categories Road categories and conditions exercise an essential influence on the transport load. Unsui
48、table test results can be caused by averaging the various transport loads over a complete transportation route on which the transport has passed. To prevent this, the transportation route should be split into different road categories, as shown in Figure 1. For testing purposes, the intensity as wel
49、l as the duration at which such intensity occurs on that particular road category, are relevant. NOTE Current road maps give sufficient information concerning the road categories that have to be travelled on, from the producer to the end-user of the transported item. From this information, the driving speed and duration of the transport, as well as the expected load on the transported item, can be estimated. Sites of roadworks and the additional loads resulting fr