CJJ/T 96-2018 Standard for metro gauges
1 General provisions
1.0.1 This standard is developed in order to realize the generalization, serialization and standardization of metro gauges, promote the standardization of vehicle specifications, effectively control the quantity of metro construction and ensure the safety of metro construction and vehicle operation.
1.0.2 This standard is applicable to the design and construction of gauges of Types A1, A2, B1 and B2 vehicle rail transit system of series metros with standard rail gauges in urban steel wheel & rail system with the speed grade not exceeding 120 km/h running inside and outside tunnels.
1.0.3 Metro gauges shall not only comply with this standard, but also comply with those specified in the current relevant national standards.
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2 Terms and symbols
2.1 Terms
2.1.1 metro gauges
graphic and coordinate parameters to ensure the safe operation of metro, limit the cross-section dimension of vehicles, limit the installation dimension of equipment along the line and determine the effective clearance dimension of construction. According to different functional requirements, it is classified into kinematic gauge, equipment gauge and construction gauge.
2.1.2 kinematic gauge
boundary line expressed by normal coordinate system and derived from the dynamic envelope line which is formed by the transverse and vertical dynamic throw of all parts of the vehicle, whether unloaded or loaded, when the vehicle is running on a flat straight line rail at the maximum speed grade of the interval, with the addition of instantaneous overspeed and the specified passing speed, taking into account various limiting factors such as the specified tolerance value, abrasion loss, elastic deformation, vehicle vibration, primary or secondary suspension faults, etc. of the vehicle and the rail
2.1.3 equipment gauge
boundary line formed to control the installation of equipment along the line within the kinematic gauge plus safety margin in the normal coordinate system
2.1.4 construction gauge
minimum effective boundary line after installation of equipment along the line is considered, which is located beyond the equipment gauge
2.1.5 normal coordinate system
two-dimensional plane rectangular coordinate perpendicular to the centerline of a straight rail line. The abscissa axis (X axis) is tangent into the designed top plane of the two rails and perpendicular to the rail centerline, while the ordinate axis (Y axis) is perpendicular to the designed rail top plane. The coordinate origin of the normal coordinate system is the center point of the rail gauge.
2.1.6 calculation vehicle and vehicle outline
certain vehicle for gauge setting, including various structural parameters, cross-sectional outlines and longitudinal outlines, is the basis for gauge design and calculation. The line connecting the outermost points on the cross section of the vehicle is the calculation vehicle outline.
2.1.7 throw and quantity of throw
phenomenon that the coordinate points on the calculation vehicle outline deviates from the reference positions defined by the coordinate points during operation due to the tolerance, abrasion loss, elastic deformation between the vehicle and the rail, various vibration or suspension faults of the vehicle in the normal coordinate system. The throws in the abscissa direction and ordinate direction are called transverse throw and vertical throw separately. The magnitude of the throw is the quantity of throw.
2.1.8 throw on curve
horizontal vector distance that the horizontal projection line of the longitudinal centerline of the vehicle deviates from the centerline of the curve, when a vehicle is running on a plane curve. When the vehicle runs on the vertical curve, the vertical chord vector distance between the vertical projection chord of the vehicle spacing line and the top plane of the vertical curve rail is called throw on vertical curve. Throw on horizontal curve and throw on vertical curve are generally called throw on curve.
2.1.9 release height of working collector
height of the position of collector shoe, when not constrained by the third rail (contact rail), formed after its release to the retaining position from the upward collecting position or the downward collecting position under the action of the spring, which can be classified into the upper release height and the lower release height.
2.1.10 height of third-rail elbow
effective height of the tail end of the third-rail elbow guiding the collector
2.2 Symbols
2.2.1 Vehicles
Foreword i
1 General provisions
2 Terms and symbols
2.1 Terms
2.2 Symbols
3 Basic requirements
3.1 Calculation of kinematic gauge
3.2 ,Calculation of equipment gauge
3.3 Calculation of construction gauge
4 Type A1 gauge standard
4.1 Calculation parameters for Type A1 gauge
4.2 Type A1 kinematic gauge and equipment gauge
5 Type A2 gauge standard
5.1 Calculation parameters for Type A2 gauge
5.2 Type A2 kinematic gauge and equipment gauge
6 Type B1 gauge standard
6.1 Calculation parameters for Type B1 gauge
6.2 Type B1 vehicle gauge and equipment gauge
7 Type B2 gauge standard
7.1 Calculation parameters for Type B2 gauge
7.2 Type B2 kinematic gauge and equipment gauge
8 Gauge checking
8.1 Vehicle outline checking
8.2 Equipment gauge checking
8.3 Construction gauge checking
Annex A Calculation equation of kinematic gauge
Annex B Widening equation of construction gauge in transition curve section
Explanation of wording in this standard
