What Is Shock?
The shock test is a test in which the specimen is subjected to shocks of a defined peak acceleration, duration and waveform (half-sine, sawtooth, classical, or SRS-based), evaluating function and structural integrity.
Purpose of Shock
The purpose is to verify that sudden accelerations arising from transport, use, impact or combat damage do not render the equipment non-functional.
Which Products Is Shock Applied To?
- Military and aerospace electronics
- Vehicle-mounted equipment
- Portable equipment
- Naval-platform equipment
In Which Sectors Is Shock Used?
Standards Related to Shock
- MIL-STD-810 Method 516
- IEC 60068-2-27mechanical shock test test
- RTCA DO-160 Section 7
- MIL-S-901 (naval heavy shock)
- EN 50155electronic equipment in railway vehicles test
- EN 50121electromagnetic compatibility in railway applications test
- EN 45545fire safety in railway vehicles test
- IEC 61373vibration and shock in railway vehicle equipment test
Shock Conditions
- Pulse shape
- Half-sine, terminal-peak sawtooth, or shock-response-spectrum (SRS) based
- Peak acceleration and duration
- Defined in the standard and the programme; for example, functional shock and transport shock are at separate levels
- Axis and direction
- In three perpendicular axes, in both directions
- Number of shocks
- A defined number per axis and direction
Equipment for Shock
- Shock test machine (free fall or hydraulic)
- Calibrated accelerometers and data logging
- Mounting fixture
- Function-monitoring equipment
Sample Requirements for Shock
- The fixture must hold the specimen in a way that represents the real installation
- Accelerometer locations must be defined
- The shock waveform must be verified within tolerance
- Function monitoring must be sustainable during the shock
Duration of Shock
Typically 1–2 weeks, depending on the number of axes and shocks.
Shock Procedure
- 1The specimen is mounted on the fixture and instrumented.
- 2The shock waveform is verified on the empty fixture.
- 3Shocks are applied in three axes and both directions.
- 4Function is checked after each series.
- 5A visual inspection is performed.
- 6Measured shock waveforms are reported.
Shock Acceptance Criteria
The acceptance criterion is defined in the programme: continuity of function and absence of structural damage after the shocks.
Evaluation of Results
Fixture design can distort the shock waveform; shocks applied without empty-fixture verification can fall outside tolerance. For naval platforms, the MIL-S-901 heavy-shock test is a separate and much more severe requirement.
Shock Report
- Standard and method applied
- Shock waveform, peak acceleration and duration
- Axis, direction and number of shocks
- Measured shock records
- Function and visual-inspection results
Accreditation
EUROLAB holds internationally recognised accreditation obtained from accreditation bodies party to the IAF and ILAC multilateral recognition arrangements, under ISO/IEC 17025 for laboratory testing, ISO/IEC 17020 for inspection and surveillance, and ISO/IEC 17021-1 and ISO/IEC 17065 for system and product certification. This chain ensures the reports and certificates issued are accepted worldwide.
Whether this test can be offered within accredited scope depends on your product and the standard applied; since accreditation is method-based, the scope is confirmed in writing at the quotation stage.
Scope and authorisationsRelated Regulations
- Defence and aerospace qualification specifications
Demiryolu Testleri — What Does This Testing Field Cover?
The section below describes the field that the Shock test belongs to; the conditions and acceptance criteria of this particular test are given in the sections above. The scope specific to your product is confirmed in writing at the quotation stage.
Railway testing shows that vehicles and components operate safely and reliably in the rail environment. The character of this family comes from the ASSUMPTION OF LONG LIFE: a rail vehicle is designed for a service life exceeding thirty years and its components remain under vibration, temperature cycling and intensive use throughout that period.
Long life also shapes the component supply chain. Spare parts must remain available for thirty years, electronic components going out of production must be replaced, and every substitution must be re-verified. This takes railways out of a "certify once and carry on" logic.
Fire safety is the most tightly regulated part of the field and runs through the EN 45545 series. The logic of the series rests on the LOCATION OF USE and the OPERATION CATEGORY: a metro running in tunnels and an intercity train do not carry the same risk, and seat fabric and cable are not assessed in the same category. Evacuation time is the main factor setting these categories; because evacuation takes longer in an enclosed tunnel, the material requirements become stricter.
For electronic equipment, EN 50155 is the framework standard and carries environmental, electrical and functional requirements together: supply voltage variations, temperature classes, humidity, vibration and shock. On the vibration and shock side the EN 61373 categories are used and these differ by mounting location — a box mounted on the body and a sensor mounted on the bogie do not go through the same profile.
On electromagnetic compatibility the EN 50121 series applies and addresses a problem peculiar to railways: the traction system switches at very high power and can affect both the systems on board and the signalling along the line. The series therefore carries separate parts for the vehicle, lineside installations and signalling.
For safety-related systems a separate body of work applies, and here the evidence is not testing but PROCESS: EN 50126 (RAMS), EN 50128 (software) and EN 50129 (safety-related electronic systems) define the safety life cycle and the safety integrity levels (SIL). Signalling and brake control systems are assessed within this framework.
On the quality side, the sector's own scheme IRIS (ISO/TS 22163) comes into play; major vehicle manufacturers require this certificate from their suppliers.
On the mechanical structure side, the car body and bogie frame have standards of their own: structural verification under static and fatigue loads, weld quality and crashworthiness. These tests are carried out on full-scale rigs and can take months.
Method groups in this field
Fire safety
Classification of materials and components under EN 45545; the requirement set according to operation and design category.
Electronic equipment
EN 50155 environmental and electrical requirements; supply interruptions, temperature classes, humidity and degree of protection.
Vibration and shock
EN 61373 categories; body, bogie and axle-mounted profiles according to mounting location.
Electromagnetic compatibility
The EN 50121 series: separate parts for the vehicle, lineside installations and signalling.
Safety life cycle
EN 50126 RAMS, EN 50128 software and EN 50129 safety-related systems; SIL determination and the safety case.
Structural verification
Static and fatigue loads on the car body and bogie frame, weld quality, crashworthiness.
Commonly confused in this field
- EN 45545 requirements vary with the location of use and the operation category; there is no single "railway fire class".
- Conformity to EN 50155 does not cover the vibration requirements; EN 61373 is applied in addition.
- A civil EMC report is not sufficient for railways; the EN 50121 series defines a different environment and different limits.
- For safety-related systems, testing alone is not evidence; safety life cycle records are required.
- A component change (even one driven by obsolescence) requires re-verification; in long-life projects this is routine work.
- An IRIS certificate is not a product approval; it is a quality system certificate.
Which decisions these results support
- Vehicle and component approval, operator acceptance processes
- Material selection according to the fire safety category
- The safety case and SIL evidence for safety-related systems
- Supply chain quality certification
- Continuity of component supply and change management
Related Tests
Frequently Asked Questions About Shock
According to which standard is Shock made?
Shock is executed in scope MIL-STD-810 Method 516, IEC 60068-2-27, RTCA DO-160 Section 7 and MIL-S-901 (naval heavy shock). The limit values and acceptance criteria to be applied are defined in the product standard; The version valid for your product is confirmed in writing at the offer stage.
Which products does Shock apply to?
Mainly applied to Military and aerospace electronics, Vehicle-mounted equipment, Portable equipment and Naval-platform equipment. Whether your product is included in the scope is determined by examining its technical specifications and intended use.
Under what conditions is Shock done?
The determining parameters are: Pulse shape — Half-sine, terminal-peak sawtooth, or shock-response-spectrum (SRS) based, Peak acceleration and duration — Defined in the standard and the programme; for example, functional shock and transport shock are at separate levels and Axis and direction — In three perpendicular axes, in both directions. The full terms are in the "Test Conditions" section on the page and vary depending on the product standard.
What kind of sample is needed for Shock?
The fixture must hold the specimen in a way that represents the real installation, Accelerometer locations must be defined and The shock waveform must be verified within tolerance. The number of samples is determined according to the product standard and the scope to be reported.
How long does Shock take?
Typically 1–2 weeks, depending on the number of axes and shocks. This duration belongs to the experiment itself; sample preparation, queuing and reporting are also evaluated. A realistic schedule for your product is given in the offer.
What is the Shock result called "appropriate"?
The acceptance criterion is defined in the programme: continuity of function and absence of structural damage after the shocks.