CEN/TR 15874:2009
(Main)Railway applications - Noise emission - Road test of standard for rail roughness measurement EN 15610:2009
Railway applications - Noise emission - Road test of standard for rail roughness measurement EN 15610:2009
It is well established that rolling noise originates in the combined ‘roughnesses’ of the wheel and rail running surfaces. Through the rolling interaction of the wheel and rail this roughness imposes a time history of relative displacement across the wheel-rail contact that leads to vibration of the wheel and of the track. This vibration, in turn, gives rise to the noise components radiated by the wheel, the rail and the sleeper. The fact that at low (‘normal’) levels, the roughness gives rise to noise radiation linearly and accounts for the noise fully, has been shown by the comparison of theoretical models and carefully controlled measurements [1]. It has furthermore entered the practice of a number of railways to control the roughness, even of uncorrugated, track as a measure to reduce noise. In recent years, in line with the European Union’s strategy for harmonisation of internationally running train services in Europe, new Technical Specifications for Interoperability (TSI) have been written for the acceptance testing of new rolling stock. The acoustic TSI reflects the understanding of the noise generation mechanisms [2, 3]. In order to ensure that the acceptance test, that may be made at different locations on different rolling stock, is a fair test of the rolling stock and depends as little as possible on the local track design, the TSI specifies conditions for a ‘reference track’ on which pass-by noise measurements are to be made. The reference track is controlled in terms of the noise produced per unit level of combined roughness and the roughness of the rail head running surface. The first condition is characterised by a minimum decay rate spectrum that must be obtained on the reference track (for how this relates to the noise performance of the track see [4] and to [5] for the method of measurement). The second condition is a limit to the spectral level of rail roughness that may exist on the reference track [6]. To ensure comparable and...(...)...
Bahnanwendungen - Geräuschemission - Feldversuch zu EN 15610:2009 über Messung der Schienenrauheit im Hinblick auf die Entstehung von Rollgeräusch
1.1 Hintergrund
Bekannt ist, dass die kombinierte „Rauheit“ von Rad und Schienen¬fahrflächen die Rollgeräuschentstehung verursacht. Durch das Abrollen des Rades auf der Schiene erzeugt diese Rauheit zeitlich variierende Rad Schiene Kontaktkräfte, die zu Schwingungen von Rad und Schiene führen. Diese Struktur-schwingungen führen zur Abstrahlung von Geräuschen von Rad, Schiene und Schwelle. Der Vergleich von theoretischen Modellen und sorgfältigen Messungen zeigt, dass es bei niedriger Rauheit einen linearen Zusammenhang zwischen den Werten der Rauheit und der Geräuschemission gibt [1]. Bei einer Reihe von Schienen¬verkehrsunternehmen hat es sich als Maßnahme zur Geräusch¬minderung in der Praxis bewährt, die Rauheit von Schienen auch bei unverriffelten Schienen – zu überwachen.
In den letzten Jahren sind, in Übereinstimmung mit der Strategie der Europäischen Union für die Harmoni-sierung des internationalen Zugverkehrs in Europa, neue Technische Spezifikationen für die Interopera-bilität (TSI) für die Abnahmeprüfung von neuen Fahrzeugen erarbeitet worden. Die akustisch relevanten TSI spiegeln das Verständnis der Mechanismen der Geräuschentwicklung [2, 3] wider. Um sicherzustellen, dass Abnahmeprüfungen, die an verschiedenen Orten an verschiedenen Fahrzeugen vorgenommen werden dürfen, eine angemessene Prüfung der Fahrzeuge sind und möglichst wenig von der lokalen Strecken¬beschaffenheit abhängen, legt die TSI Bedingungen für ein „Referenzgleis“ fest, auf dem Fahrgeräusch¬messungen vorzunehmen sind. Die erste Bedingung ist durch ein Spektrum der Mindestabklingrate charakterisiert, die auf dem Referenzgleis erzielt werden muss (zu Messverfahren und Geräuschverhalten des Gleises siehe [4] und [5]). Die zweite Bedingung ist die Einhaltung einer Obergrenze für den spektralen Schienenrauheitspegel, die auf dem Referenzgleis vorkommen darf [6].
Um vergleichbare und reproduzierbare Ergebnisse von Geräusch¬messungen sicher¬zustellen, verweisen die TSI auf ISO 3095. Diese Norm enthält auch einen Anhang zur Messung der RauheitN1).
Um die praktische Anwendbarkeit des Messverfahrens in den TSI zu prüfen, wurde ein Programm mit Geräuschmessungen sowohl im Hoch¬geschwindigkeitsverkehr als auch im konven¬tionellen Verkehr durch-geführt (NOEMIE Projekt [7]). In vielerlei Hinsicht waren die Messungen erfolgreich, aber es hat sich erwartungsgemäß gezeigt, dass der Anhang der ISO 3095 zur Rauheitsmessung in folgender Hinsicht zu begrenzt ist:
a) der festgelegte Wellenlängenbereich ist für den Einsatz bei Hochgeschwindigkeitszügen zu kurz;
b) es wird eine zu geringe Abtastrate verlangt, um die erforderliche Bestimmtheit des gemessenen Rauheits¬spektrums im benötigten Wellenlängenbereich zu erlangen;
c) die Norm wurde unter der Annahme eines bestimmten Messverfahrens geschrieben. Vorzuziehen ist, dass statt dessen Anforderungen an die Qualität der Messwerte definiert werden;
d) ISO 3095 legt ein festes Muster der Stichprobenpositionen fest; das bewirkt manchmal die Messung von Schienenkopfmängeln, die nicht im Signal gewünscht werden, jedoch eine signifikante Auswirkung auf das geschätzte Rauheitsspektrum haben;
e) die Norm legt die Mittelung der Rauheit über eine Reihe von abgetasteten Linien in unterschiedlichen Abständen über den Schienenkopf fest. Da die Rauheit über den Schienenkopf signifikant variiert, ist eine genauere Vorgabe der Messpositionen nötig, und die Daten für separate Linien sollten getrennt aufgeführt werden.
Aus diesen Gründen ersuchte das TSI-Gremium das CEN/TC 256, Arbeitsgruppe 3, eine neue Norm ausschließlich für die Messung der akustischen Rauheit zu erarbeiten. Es ist beabsichtigt, dass die TSI für diesen Aspekt zukünftig auf den neuen Standard verweisen sollte.
Applications ferroviares - Emission de bruit - Essai de route relatif de norme pour la mesure de rugosité de rail EN 15610:2009
Il est bien établi que le bruit de roulement tient son origine de la « rugosité » combinée des surfaces de roulement de la roue et du rail. A travers l’interaction du roulement de la roue et du rail, cette rugosité impose une variation temporelle du déplacement relatif transversal au contact roue-rail qui crée la vibration de la roue et de la voie. Cette vibration, en retour, engendre les composantes du bruit rayonnées par la roue, le rail et la traverse. Le fait qu’à des niveaux faibles (‘normaux’), la rugosité génère le rayonnement de bruit linéairement et est la seule cause du bruit, a été démontré par la comparaison de modèles théoriques et de mesures soigneusement contrôlées [1]. Le contrôle de la rugosité même pour des voies sans usure ondulatoire, fait d’ailleurs partie des mesures de réduction du bruit adoptées par de nombreuses compagnies ferroviaires.
Ces dernières années, en accord avec la stratégie de l’Union Européenne pour l’harmonisation des services de circulation des trains en Europe, des nouvelles Spécifications Techniques pour l’Interopérabilité (STI) ont été rédigées pour l’essai d’homologation de nouveaux matériels roulants. Les STI acoustiques reflètent la compréhension des mécanismes de génération du bruit[2, 3]. Afin d’assurer que l’essai d’homologation, qui peut être réalisé sur différents sites avec différents matériels roulants, est un essai juste du matériel roulant et dépend aussi peu que possible de la conception locale de la voie, les STI spécifient les conditions pour une ‘voie de référence’ sur laquelle des mesures du bruit de passage doivent être faites. La voie de référence est contrôlée en termes de bruit produit par niveau d’unité de rugosité combinée et de rugosité de la surface de roulement du champignon de rail. (...)
Železniške naprave - Hrup - Izvedba preskusa z zahtevami, določenimi v standardu EN 15610:2009
General Information
Standards Content (Sample)
SLOVENSKI STANDARD
01-september-2009
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Railway applications - Noise emission - Road test of standard for rail roughness
measurement EN 15610:2009
Bahnanwendungen - Geräuschemission - Feldversuch zu EN 15610:2006 über Messung
der Schienenrauheit im Hinblick auf die Entstehung von Rollgeräusch
Applications ferroviares - Emission de bruit - Essai de route relatif de norme pour la
mesure de rugosité de rail EN 15610:2009
Ta slovenski standard je istoveten z: CEN/TR 15874:2009
ICS:
17.140.30 Emisija hrupa transportnih Noise emitted by means of
sredstev transport
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
TECHNICAL REPORT
CEN/TR 15874
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
May 2009
ICS 17.140.30; 93.100
English Version
Railway applications - Noise emission - Road test of standard for
rail roughness measurement EN 15610:2009
Applications ferroviares - Emission de bruit - Essai de route Bahnanwendungen - Geräuschemission - Feldversuch zu
relatif de norme pour la mesure de rugosité de rail EN EN 15610:2006 über Messung der Schienenrauheit im
15610:2009 Hinblick auf die Entstehung von Rollgeräusch
This Technical Report was approved by CEN on 28 March 2009. It has been drawn up by the Technical Committee CEN/TC 256.
CEN members are the national standards 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 Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2009 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 15874:2009: E
worldwide for CEN national Members.
Contents Page
Foreword .3
1 Introduction .4
1.1 Background .4
1.2 Objectives of the road test .5
2 Brief review of the nature and requirements of the new standard .5
2.1 Longitudinal position of measurement records and sample length .5
2.2 Lateral position of the measurements on the rail head .5
2.3 Processing .6
3 The measurement programme .6
3.1 The test procedure.6
3.2 Test sites .7
3.2.1 Loriol .7
3.2.2 Wildenrath .8
3.3 Teams and instruments .9
4 Comparison of the practices of the teams .9
4.1 Choice of lateral position .9
4.1.1 Loriol .9
4.1.2 Wildenrath . 11
4.1.3 Conclusion on success of the provisions for identifying the reference surface . 12
4.2 Longitudinal sampling and cleaning the rail head . 12
5 The common analysis applied to the raw data . 13
5.1 Spike processing . 13
5.2 DFT and filtering analysis techniques . 13
5.3 Treatment of long records in which rail-head defects are present . 13
5.4 Chatter/screech . 13
5.5 Observations made on results presented in Appendices A and B . 15
5.5.1 Loriol . 15
5.5.2 Wildenrath . 15
5.6 Overall observations . 17
6 Comparisons of roughness spectra . 17
6.1 The datum line spectra . 17
6.2 The 100 m test section results . 19
7 Conclusions . 23
Annex A (informative) Results from Loriol for all instruments processed using the common
processing method . 24
Annex B (informative) Results from Wildenrath for all instruments processed using the common
processing method . 39
Annex C (informative) Review of rail-head defects encountered at Loriol . 50
Bibliography . 52
Foreword
This document (CEN/TR 15874:2009) has been prepared by Technical Committee CEN/TC 256 “Railway
Applications”, the secretariat of which is held by DIN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
1 Introduction
1.1 Background
It is well established that rolling noise originates in the combined ‘roughnesses’ of the wheel and rail running
surfaces. Through the rolling interaction of the wheel and rail this roughness imposes a time history of relative
displacement across the wheel-rail contact that leads to vibration of the wheel and of the track. This vibration,
in turn, gives rise to the noise components radiated by the wheel, the rail and the sleeper. The fact that at low
(‘normal’) levels, the roughness gives rise to noise radiation linearly and accounts for the noise fully, has been
shown by the comparison of theoretical models and carefully controlled measurements [1]. It has furthermore
entered the practice of a number of railways to control the roughness, even of uncorrugated, track as a
measure to reduce noise.
In recent years, in line with the European Union’s strategy for harmonisation of internationally running train
services in Europe, new Technical Specifications for Interoperability (TSI) have been written for the
acceptance testing of new rolling stock. The acoustic TSI reflects the understanding of the noise generation
mechanisms [2, 3]. In order to ensure that the acceptance test, that may be made at different locations on
different rolling stock, is a fair test of the rolling stock and depends as little as possible on the local track
design, the TSI specifies conditions for a ‘reference track’ on which pass-by noise measurements are to be
made. The reference track is controlled in terms of the noise produced per unit level of combined roughness
and the roughness of the rail head running surface. The first condition is characterised by a minimum decay
rate spectrum that must be obtained on the reference track (for how this relates to the noise performance of
the track see [4] and to [5] for the method of measurement). The second condition is a limit to the spectral
level of rail roughness that may exist on the reference track [6].
To ensure comparable and repeatable pass by noise measurements are made, the TSI calls upon ISO 3095.
This standard also contains an Annex concerning the measurement of roughness.
A programme of measurements of noise from both high-speed and some conventional speed rolling stock was
undertaken to test the practical applicability of the TSI method of measurements (NOEMIE project [7]). In
most respects the tests were successful but it was shown, as previously realised, that the part of ISO 3095
concerning roughness measurements is too limited in the following respects:
a) the wavelength range specified is too short for use for high speed trains;
b) too little data sampling is demanded to give the required certainty in the measured spectrum of roughness
over the wavelength required;
c) the standard is written on the assumption of a particular measurement technology; it is preferred that only
a performance criterion be implied for the quality of measurements obtained;
d) ISO 3095 imposes a fixed pattern of sample records; this sometimes causes the measurement of rail-
head defects that are not wanted in the signal and have a significant effect on the estimated spectrum;
e) the standard specified the averaging of the roughness across a number of lines at different distances
across the rail head. Since the variation across the rail-head is significant, closer specification of where to
measure is required and the data for separate lines should be presented separately.
For these reasons the TSI Committee requested CEN/TC 256, Working Group 3, to draft a new standard
solely for the measurement of acoustic roughness. It is the intention that the TSI should, in future, refer to the
new standard for this aspect.
1.2 Objectives of the road test
The purpose of the road test is to check that the standard can be interpreted consistently and leads to a
consistent estimate of roughness spectrum when used by different measurers with different instruments. Many
of the instructions of the new standard have not been practiced by measurers before and so these are also
being tested for practicability and effectiveness. The exercise is not concerned with testing instruments or
measurement technology. The standard specifies minimum performance criteria but otherwise is designed to
be as inclusive as possible with regard to technology.
In order to gain a proper understanding of the practical difficulties and the outcome in terms of consistency of
practice as well and results, it was seen as essential that the ‘road test’ should take place in an industrial
context, i.e. making measurements with instruments used by the industry on running railway lines having
normal constraints of access time and safety procedures, etc.
2 Brief review of the nature and requirements of the new standard
For the method of pass-by noise measurement, the current High Speed Rolling Stock TSI (2008) refers to
EN ISO 3095: 2005 [8]. The current Conventional Rail TSI refers to ISO 3095:2001. Having said this, there is
not a significant difference between the two versions.
The EN ISO 3095 standard itself already sets a limit spectrum for the track on which acceptance tests are
made and prescribes a method for its measurement. The limit spectrum set in EN ISO 3095 is not used in the
TSI’s, rather a tighter limit is set from within the TSI’s according to what was found possible by the associated
NOEMIE project [7]. The project also found, for high speed trains (above 200 km/h), that a minimum
wavelength range up to 0,25 m is required.
2.1 Longitudinal position of measurement records and sample length
EN ISO 3095 specifies a set of six positions for 1 or 1,2 m records of the rail-head profile. These are fixed with
respect to ‘the microphone position’. This leads occasionally to the measurement of rail-head defects, welds
etc. Such large localised irregularities are not appropriate to include in the roughness spectrum since they
create forces and noise that are not linear with their depth (the contact geometry, and therefore the contact
stiffness, changes radically). They also strongly distort
...
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