natgillin/translations-raw huggingface dataset:
Wagons with three or four 2-axle bogies provided they have reduced mass per axle, Pr, not exceeding those defined in Annex D Table D.6 in relation to their geometrical characteristics and provided that they also comply with the special regulations governing these types of wagon.
Vagone s tremi ali štirimi dvoosnimi podstavnimi vozički, pod pogojem, da imajo zmanjšano maso na os, Pr, ki ne presega tiste, opredeljene v Prilogi D, preglednica D.6, glede na njihove geometrijske značilnosti in pod pogojem, da so skladni s posebnimi predpisi, ki urejajo te vrste vagonov.
NOTE: As an exception for 20 t axle-loads it is permissible to exceed this limit by up to 0,5 t per axle on Category C lines for:
OPOMBA: Izjemoma je za 20 t osne obremenitve dovoljeno preseči to mejno vrednost za do 0,5 t na os na progah kategorije C za:
2-axle long wagons with 14,10 m < LOB (length over buffers) < 15,50 m to bring their payload up to 25 t ;
dvoosne dolge vagone s 14,10 m < LOB (dolžina čez odbojnike) < 15,50 m, da se tovor poveča na do 25 t,
wagons designed for 22,5 t axle-loads to offset the extra tare incurred in making them suitable for such axle-loads.
vagone, projektirane za 22,5 t osne obremenitve, da se izravna dodatna tara, ki je bila potrebna za to, da so postali primerni za take osne obremenitve.
Wagons having irregular axle spacings not conforming with Annex D Sections D .3, D.4, D.5) shall be subject to additional checks by calculation, to ensure that the maximum bending moments and shear forces on a single beam of any span length do not exceed the values calculated for the wagons defined in Annex D Section D.1).
Za vagone z nepravilnimi osnimi razdaljami, ki niso v skladu s Prilogo D, oddelki D .3, D.4, D.5), veljajo dodatna preverjanja z izračuni, da se zagotovi, da največji upogibni moment in strižne sile na posameznem prečniku na katerem koli delu dolžine ne presegajo vrednosti, izračunanih za vagone, opredeljene v Prilogi D, oddelek D.1).
This shall be applied to an unlimited number of wagons.
To se uporablja na neomejenem številu vagonov.
The maximum payload that can be carried by a wagon, from the point of view of track and structures, is the lowest value resulting from the following formulae:
Največji tovor, ki ga lahko prevaža vagon z vidika tira in ustrojev, je najnižja vrednost, ki izhaja iz naslednjih formul:
X = n × P - T
X = n x P – T
Y = L × p - T
Y = L x p – T
Z = n × Pr - T
Z = n x Pr – T
number of axles of the wagon
n: število osi vagona
mass per unit length in t/m
p: masa na enoto dolžine v t/m
length over buffers in m
L: dolžina čez odbojnike v m
wagon tare in t, rounded up to the first decimal place
T: tara vagona v t, zaokrožena na prvo decimalko
The tare to be taken into account is the average tare, which shall be determined for the following groups of wagons within each major manufacturing series:
Tara, ki se upošteva, je povprečna tara, ki se določi za naslednje skupine vagonov znotraj vsake večje proizvodne serije:
wagons with air brakes,
vagone z zračnimi zavorami,
wagons with air brakes and a gangway fitted with a screw brake.
vagone z zračnimi zavorami in ročno zavoro, ki se upravlja s podesta.
The limits for modifications of freight wagons not requiring new approval are listed in Annex II.
Omejitve za spremembe tovornih vagonov, za katere ni potrebna nova odobritev, so naštete v Prilogi II.
Annex D Sections D.6 and D.7 give the load limits for 2-axle wagons and the commonest types of two 2-axle bogie wagons (a = 1,80 m, b = 1,50 m (see definition in Annex D)) resulting from comparisons.
Priloga D, oddelka D.6 in D.7, navaja mejne obremenitve za dvoosne vagone in najpogostejše vrste vagonov z dvema dvoosnima podstavnima vozičkoma (a = 1,80 m, b = 1,50 m (glej opredelitev v Prilogi D)), ki izhajajo iz primerjav.
The value X, Y or Z selected on the basis of the comparison is rounded down either to the nearest half-tonne or to the nearest tenth of a tonne, each contracting entity being free to select either of these alternatives depending on the type of wagon.
Vrednost X, Y ali Z, izbrana na podlagi primerjave, je zaokrožena navzdol na polovico tone ali na desetino tone, pri čemer lahko vsak naročnik izbere katero koli od teh možnosti glede na vrsto vagona.
However, for insulated, refrigerator or mechanically-refrigerated wagons, tank wagons and closed wagons used for carrying goods in powder form, the X, Y or Z value shall be rounded down to the nearest tenth of a tonne.
Za izolirane, hlajene ali mehanično hlajene vagone, cisterne in zaprte vagone za prevoz snovi v prahu se vrednost X, Y ali Z zaokroži navzdol na najbližjo desetino tone.
The value to be marked on the wagon is not necessarily that established above.
Vrednost, ki se označi na vagonu, ni nujno tista, ki je navedena zgoraj.
In cases where lower load limits exist as a result of the structural characteristics of the wagon or RID regulations (COTIF agreement Annex D Section D.3), it is these lower values that shall be indicated.
Kadar so nižje mejne obremenitve posledica konstrukcijskih značilnosti vagona ali predpisov RID (Sporazum COTIF, Priloga D, oddelek D.3), se navedejo te nižje vrednosti.
Minimum wheelset load for wagons with:
Minimalna obremenitev na kolesno dvojico za vagone, ki imajo:
Generally with two axles or more
na splošno dve ali več osi
4-axle and equipped with brake blocks
štiri osi in so opremljeni z zavornjaki
Greater than 4-axle and equipped with brake blocks
več kakor štiri osi in so opremljeni z zavornjaki
If permitted by the infrastructure register (e.g. specific case of “rollende Landstrasse”)
Če to dovoljuje register železniške infrastrukture (npr. posebni primer „rollende Landstrasse“)
8-axles
osem osi
12- axles
dvanajst osi
The electrical resistance of each wheelset measured across the treads of the two wheels shall not exceed 0,01 ohm for new or reassembled wheelsets incorporating new components.
Električna upornost vsake kolesne dvojice, merjena čez tekalno površino obeh koles, ne presega 0,01 ohma za nove ali ponovno sestavljene kolesne dvojice, ki vključujejo nove komponente.
These resistance measurements are to be made using an applied voltage of 1,8 to 2,0 volts DC.
Te meritve upornosti je treba opraviti z uporabo enosmerne napetosti 1,8 do 2,0 V.
Open point to be specified at the next revision of this TSI.
Odprte točke bodo obdelane v naslednji reviziji te TSI.
The dynamic behaviour of a vehicle has strong effects on safety against derailment and running stability.
Dinamično vedenje vozila močno vpliva na zaščito pred iztirjenjem in vozno stabilnost.
The vehicle dynamic behaviour is determined by
Dinamično vedenje vozila določajo:
the maximum speed
največja hitrost,
static track features (alignment, track gauge, cant, rail inclination, discrete and periodic track irregularities)
statične značilnosti tirov (tirna trasa, tirna širina, nadvišanje, naklon tirov, posamezne in periodične nepravilnosti proge),
dynamic track features (horizontal and vertical track stiffness and track damping)
dinamične značilnosti tirov (vodoravna in navpična togost tira in blaženje tira),
wheel/rail contact parameters (Wheel and rail profile, track gauge)
parametri za sistem kolo/tir (profil kolesa in tira, tirna širina),
wheel defects (wheel flats, out of roundness)
napake koles (sploščitev koles, izguba okroglosti),
mass and inertia of car body, bogies and wheelsets
masa in vztrajnost nadgradnje, podstavnega vozička in kolesnih dvojic voza,
suspension characteristic of the vehicles
značilnosti vzmetenja vozil,
distribution of the payload.
razporeditev tovora.
In order to ensure safety and running stability, measurements in different operating conditions or comparison studies with a proven design (e. g. simulation/calculation) have to be carried out to assess the dynamic behaviour.
Za zagotavljanje varnosti in vozne stabilnosti je za oceno dinamičnega vedenja treba opraviti meritve v različnih pogojih obratovanja ali primerjalne študije s preverjenimi konstrukcijami (npr. simulacije/izračune).
Rolling stock shall have characteristics that enable stable running within the applicable speed limit.
Značilnosti železniškega voznega parka omogočajo stabilno vožnjo znotraj predpisanih omejitev hitrosti.
In order to ensure safety against derailment and running stability the forces between wheel and rail have to be limited.
Za zagotavljanje zaščite pred iztirjenjem in vozne stabilnosti je treba omejiti sile med kolesom in tirom.
In particular, the forces in question are transverse track forces Y and vertical forces Q.
Te sile so zlasti prečne sile Y, ki delujejo na tirnico, in navpične sile Q.
Lateral track force Y
Stranska sila Y, ki deluje na tirnico
In order to prevent track shifts, interoperable Rolling stock shall comply with the Prud'homme criteria for the maximum transverse force
Za preprečevanje premikov tira interoperabilni železniški vozni park izpolnjuje merila Prud'homme za največjo prečno silo
(ΣY)lim = α (10 + P/3), where α = 0,85 and P = maximum static axle load
(ΣY)lim = α (10 + P/3), kjer je α = 0,85 in P = največja statična osna obremenitev
(H2m)lim ((H2m) is the floating mean value of the lateral force in an axle measured over 2m)
(H2m)lim ((H2m) je spremenljiva srednja vrednost stranske sile na osi, merjena čez 2 m)
This value will be determined by the TSI Infrastructure
To vrednost določa infrastrukturna TSI.
In curves, the limit of the quasi-static lateral force on the outer wheel is
V lokih je omejitev kvazistatične stranske sile na zunanjem kolesu
Y/Q forces
Sile Y/Q
To limit the risk of wheel climb on the rail the quotient of lateral force Y and vertical load Q of a wheel shall not exceed
Za omejitev tveganja za iztirjenje kolesa količnik stranske sile Y in navpične obremenitve Q kolesa ne presega
(Y/Q)lim = 0,8 for large curves R ≥ 250 m
(Y/Q)lim = 0,8 za velike loke R ≥ 250 m
(Y/Q)lim = 1,2 for small curves R < 250 m
(Y/Q)lim = 1,2 za male loke R < 250 m
Vertical force
Navpične sile
The maximum dynamic vertical force exerted on the rail is
Največja dinamična navpična sila, ki deluje na tir, je
In curves the limit of the quasi-static vertical force on the outer wheel is
V lokih je omejitev kvazistatične navpične sile na zunanjem kolesu
Wagons are able to run on twisted tracks when (Y/Q) does not exceed the limit given in section 4.2.3.4.2.1 in a curve of radius R = 150m and for a given twisted track:
Vagoni lahko vozijo po zasukanih tirih, če (Y/Q) ne presega omejitev, navedenih v oddelku 4.2.3.4.2.1, v loku s polmerom R = 150 m in za določen zasukani tir:
for a wheel base of 1,3 m ≤ 2a*
za razmik kolesnih dvojic 1,3 m ≤ 2a*
g lim= 7 ‰ for 2a+ <4m
g lim = 7 ‰ za 2a+ <4 m g lim = 20/2a+ + 2 za 2a+>4 m
The wheelbase 2a+ represents the axle spacing for a bogie.
Razmik kolesnih dvojic 2a+ predstavlja razmik med osema za podstavni voziček.
The following key parameters essential for safety and running stability shall be maintained according to the maintenance plan:
Naslednji ključni parametri za varnost in vozno stabilnost se vzdržujejo v skladu z načrtom vzdrževanja:
suspension characteristics
značilnosti vzmetenja,
body-bogie connections
povezava nadgradnja/podstavni voziček,
tread profile
profil kolesnega obroča.
The maximum and minimum dimensions for wheelsets and wheels for Standard Gauge are given in Annex E.
Največje in najmanjše dimenzije kolesnih dvojic in koles za standardni profil so navedene v Prilogi E.
Cases for other track gauges are found in Section 7.
Primeri za druge tirne širine so podani v oddelku 7.
Suspension of freight wagons shall be designed such that the values specified in 4.2.2.1.2.2 and 4.2.2.1.2.3 are adhered to in the conditions “empty” and “laden to the load limit”.
Vzmetenje tovornih vagonov je projektirano tako, da se upoštevajo vrednosti, določene v 4.2.2.1.2.2 in 4.2.2.1.2.3, v pogojih „prazno“ in „naloženo do mejne obremenitve“.
The suspension calculation shall demonstrate that the suspension deflection is not exhausted when the wagons are fully loaded and considering dynamic influences.
Izračun vzmetenja pokaže, da upogibanje vzmetenja ni izčrpano, ko so vagoni polno naloženi in ob upoštevanju dinamičnih vplivov.
This parameter describes the maximum longitudinal compressive forces that can be applied on an interoperable freight wagon or an individual vehicle, or group of special coupled vehicles, of an interoperable train-set during a braking or a banking operation, without any risk of derailment.
Ta parameter opisuje največje vzdolžne tlačne sile, ki lahko delujejo na interoperabilni tovorni vagon ali posamezno vozilo ali skupino posebnih spetih vozil interoperabilnega vlaka med zaviranjem ali nagibanjem brez nevarnosti iztirjenja.
When subjected to Longitudinal Compressive Forces, the wagon shall continue to run safely.
Ko je vagon izpostavljen vzdolžnim tlačnim silam, še vedno vozi varno.
In order to ensure safety against derailment, the wagon or system of coupled wagons shall be assessed by tests, calculations or through comparison with the characteristics of already approved (certified) wagons.
Za zagotavljanje zaščite pred iztirjenjem se vagon ali sistem spetih vagonov oceni s preskusi, izračuni ali primerjavo z značilnostmi že odobrenih (certificiranih) vagonov.
The longitudinal force that can be applied on a vehicle without derailing shall be higher than a threshold value depending on the vehicle design (two axle, bogie wagon, fixed group of vehicles, Combirail, Road- Railer™, etc.) fitted with UIC coupler or accepted central coupler or coupling rod/short couplers.
Vzdolžne sile, ki lahko delujejo na vozilo, ne da bi se to iztirilo, so višje od pragovne vrednosti glede na konstrukcijo vozila (dvoosni, vagon ploščnik, fiksna skupina vozil, Combirail, Road-Railer™ itd.), ki je opremljeno s spenjalno napravo UIC ali sprejeto sredinsko vlečno napravo ali vlečnim drogom/kratko spenjačo.
The conditions to certify the wagons, fixed groups of wagons and coupled groups of wagons are given in section 4.2.3.5.2.
Pogoji za certifikacijo vagonov, fiksnih skupin in spetih skupin vagonov so navedeni v oddelku 4.2.3.5.2.
The conditions that affect the maximum longitudinal compressive force that a wagon is capable of withstanding without derailment include:
Pogoji, ki vplivajo na največjo vzdolžno tlačno silo, ki jo vagon lahko prenese brez iztirjenja, vključujejo:
cant deficiency
primanjkljaj nadvišanja,
train and wagon braking system
zavorni sistem vlaka in vagona,
system of draw gear and buffers on the wagons or specially coupled wagon-groups
sistem vlečnih naprav in odbojnikov na vagonih ali posebej spetih skupinah vagonov,
design characteristics of the wagon
konstrukcijske značilnosti vagona,
characteristics of the line
značilnosti proge,
train driver's handling of the train, especially braking
ravnanje strojevodje z vlakom, predvsem zaviranje,
wheel/rail contact parameters (wheel and rail profile, track gauge)
parametre za sistem kolo/tir (profil kolesa in tira, tirna širina),
load distribution of the individual freight wagons
razporeditev tovora v posameznih tovornih vagonih.
Longitudinal compressive forces have a strong effect on safety against derailment of a vehicle.
Vzdolžne tlačne sile močno vplivajo na zaščito pred iztirjenjem vozila.
Therefore measurements in different operating conditions have been carried out to find the acceptable limits of longitudinal compressive force that can be applied on a vehicle without risk of derailment.
Zato so bile opravljene meritve v različnih pogojih obratovanja, da bi se odkrile sprejemljive mejne vrednosti vzdolžnih tlačnih sil, ki lahko delujejo na vozilo brez nevarnosti iztirjenja.
To avoid testing wagons shall correspond with the characteristics of wagons that have been previously approved by national safety authorities or on their behalf, or to be built according to approved design characteristics of wagons and be fitted with approved components such as certified bogies
Da bi se izognili preskušanju, vagoni ustrezajo značilnostim vagonov, ki so jih predhodno odobrili nacionalni organi za varnost ali so bili odobreni v njihovem imenu, ali so narejeni v skladu z odobrenimi konstrukcijskimi značilnostmi vagonov in opremljeni z odobrenimi komponentami, kakršni so certificirani podstavni vozički.
Experience with different wagon-types has resulted in different methods of acceptance depending on factors such as tare weight, length, wheelbase, overhang, distance between pivots etc.
Izkušnje z različnimi vrstami vagonov so pripeljale do različnih metod sprejemanja, odvisno od dejavnikov, kakršni so masa tara, dolžina, razmik kolesnih dvojic, previs, razdalja med vrtljivimi čepi itd.
The subsystem shall withstand the longitudinal compressive forces in the train without derailing or damaging the vehicle.
Podsistem prenese vzdolžne tlačne sile v vlaku brez iztirjenja ali poškodbe vozila.
In particular the determining factors are
Odločilni dejavniki so zlasti:
transverse wheel/rail forces -Y-
vzdolžne sile kolo/tir -Y-,
vertical forces -Q-
navpične sile -Q-,
lateral forces on axle-boxes -Hij-
stranske sile na pestnicah -Hij-,
braking forces (due to wheel/rail contact, dynamic braking and different braking groups of the wagons and trains)
zavorne sile (zaradi stika kolo/tir, dinamičnega zaviranja in različnih zavornih skupin vagonov in vlakov),
diagonal and vertical buffer forces
diagonalne in navpične odbojne sile,
coupling forces ±Z
spenjalne sile ±Z,
damping of buffer- and coupling forces
blaženje odbojnih in spenjalnih sil,
the result of coupler tightness
rezultat napetosti spenjalne naprave,
the result of coupler slack
rezultat ohlapnosti spenjalne naprave,
jerks as a result of longitudinal movements in the trains and coupler slack
sunki zaradi vzdolžnih premikov v vlakih in ohlapnosti spenjalne naprave,
Wheel lift
krožna dvigalna sila,
Axle guide deflection
upogibanje osnega vodila.
Longitudinal Compressive Forces (LCF) are influenced by many factors.
Na vzdolžne tlačne sile (LCF) vpliva več dejavnikov.
The different factors are given in the documents for construction and operating conditions of wagons to which it is necessary to certify wagons for normal traffic on different lines and under different conditions.
Različni dejavniki so navedeni v dokumentih za konstruiranje in pogoje obratovanja vagonov, v skladu s katerimi je treba certificirati vagone za normalen promet po različnih progah in v različnih pogojih.
With the objective to certify wagons for mixed traffic on the European Network, tests on a special testing track, and in running trains on different lines were performed in order to ensure that wagons can withstand a minimum longitudinal force, without derailing.
Za certificiranje vagonov za mešani promet po evropskem omrežju so bili opravljeni preskusi na posebnem preskusnem tiru in na vlakih, ki so vozili po različnih progah, da bi zagotovili, da vagoni lahko prenesejo minimalno vzdolžno silo brez iztirjenja.
The following definition was made:
Pripravljena je bila naslednja opredelitev:
Wagons and rakes of wagons (with coupling rod/short coupler between the wagons) fitted with screw couplings and side-buffers at their outer ends, shall withstand a minimum longitudinal force measured in the conditions of the reference test of:
Vagoni in kompozicije vagonov (z vlečnim drogom/kratko spenjačo med vagoni), opremljeni z vijačnimi spenjačami in stranskimi odbojniki na zunanjih koncih, prenesejo naslednjo minimalno vzdolžno silo, izmerjeno v pogojih referenčnega preskusa:
200 kN for two-axle freight wagons with UIC coupling
200 kN za dvoosne tovorne vagone s spenjalno napravo UIC,
240 kN for freight wagons fitted with two-axle bogies with UIC coupling
240 kN za tovorne vagone, opremljene z dvoosnimi podstavnimi vozički s spenjalno napravo UIC,
500 kN for freight wagons with all types of central bar couplers and without buffers
500 kN za tovorne vagone z vsemi vrstami sredinske vlečne naprave in brez odbojnikov.
For other coupling systems, limit values are not yet defined.
Za druge spenjalne sisteme mejne vrednosti še niso opredeljene.
The coefficient of friction of the buffer heads shall be such as to meet the requirements of this TSI in terms of maximum lateral forces.
Koeficient trenja glav odbojnikov je tak, da izpolnjuje zahteve te TSI glede največjih stranskih sil.
Maintenance rules:
Pravila glede vzdrževanja:
If the buffer heads have to be lubricated in order to ensure the required coefficient of friction, then the maintenance plan shall include provision for maintaining the coefficient of friction at this level.
Če je glave odbojnikov treba mazati, da se zagotovi zahtevani koeficient trenja, načrt vzdrževanja vključuje določbo za ohranjanje koeficienta trenja na tej ravni.
BRAKING
ZAVIRANJE
The purpose of the train braking system is to ensure that the train's speed can be reduced or it can be stopped within the maximum allowable braking distance.
Namen zavornega sistema vlaka je zagotoviti, da je hitrost vlaka mogoče zmanjšati ali vlak zaustaviti znotraj največje dovoljene zavorne razdalje.
The primary factors that influence the brake process are the braking power, the train mass, the speed, the allowable braking distance, the adhesion and the track gradient.
Glavni dejavniki, ki vplivajo na proces zaviranja, so zavorna moč, masa vlaka, hitrost, dovoljena zavorna razdalja, lepenje in naklonski kot strmine.
Braking performance of a train or a vehicle is the result of the braking power available to retard the train within defined limits and all factors involved in the conversion and dissipation of energy including train resistance.
Zavorna zmogljivost vlaka ali vozila je rezultat zavorne moči, ki je na razpolago za zaviranje vlaka znotraj opredeljenih mejnih vrednosti, in vseh dejavnikov, ki sodelujejo pri pretvarjanju in oddajanju energije, vključno z uporom vlaka.
Individual vehicle performance is defined so that the overall braking performance of the train can be derived.
Zmogljivost posameznega vozila se opredeli tako, da je iz nje mogoče razbrati celotno zavorno zmogljivost vlaka.
Vehicles shall be equipped with continuous automatic brake.
Vozila so opremljena z zvezno napravo za samodejno zaviranje.
A brake is continuous if it allows the transmission of signals and energy from central command unit to the whole train.
Zavora je zvezna, če omogoča prenos signalov in energije iz osrednje nadzorne enote po celotnem vlaku.
A continuous brake is automatic, if it becomes effective immediately on the whole train with every inadvertent break of the control train line, e. g. brake-pipe.
Zvezna zavora je samodejna, če se nemudoma aktivira po celotnem vlaku pri vsaki nehotni prekinitvi glavnega nadzornega voda vlaka, npr. zavorne pipe.
Where it is not possible to detect the state of the brake, an indicator showing the state shall be provided on both sides of the vehicle.
Če ni mogoče ugotoviti stanja zavore, se na obeh straneh vozila zagotovi indikator, ki kaže stanje zavore.
The brake energy storage (e.g. supply reservoirs of indirect pneumatic air brake system, brake pipe air) and the brake energy used to build up the brake effort (e.g. air from brake cylinders of indirect pneumatic air brake system) shall be used only for braking use.
Shranjena zavorna energija (npr. posode indirektnega pnevmatičnega zračnega zavornega sistema, zrak iz zavornega voda) in zavorna energija, ki se uporablja za zavorno silo (npr. zrak iz zavornih valjev indirektnega pnevmatičnega zračnega zavornega sistema) se uporablja samo za zaviranje.
The minimum propagation braking signal speed shall be 250 m/s.
Najmanjša hitrost razširjanja zavornega signala je 250 m/s.
Braking performance shall take into account mean application time, instantaneous deceleration, mass and initial speed.
Zavorna zmogljivost upošteva srednji čas uporabe, trenutni pojemek, maso in začetno hitrost.
Braking performance shall be determined by both deceleration profiles and by braked mass percentage.
Zavorna zmogljivost se določa s profili pojemka in z odstotkom zavorne mase.
Deceleration profile:
Profil pojemka:
The deceleration profile describes the predicted instantaneous deceleration of the vehicle (at the level of a vehicle) or the train (at the level of a train) in normal conditions.
Profil pojemka opisuje napovedani trenutni pojemek vozila (na ravni vozila) ali vlaka (na ravni vlaka) v normalnih pogojih.