prEN 15686
(Main)Railway applications - Testing for the acceptance of running characteristics of railway vehicles with cant deficiency compensation system and/or vehicles intended to operate with higher cant deficiency than stated in EN 14363:2005, Annex G
Railway applications - Testing for the acceptance of running characteristics of railway vehicles with cant deficiency compensation system and/or vehicles intended to operate with higher cant deficiency than stated in EN 14363:2005, Annex G
This EN regulates the on-track testing for acceptance of the running characteristics of railway vehicles equiped with a cant deficiency compensation system and/or vehicles intended to operate with a higher cant deficiency than stated in EN 14363:2005, Annex G. In most cases the procedure is the same as defined in EN 14363:2005, only the differences that are applicable to these vehicles are listed.
Bahnanwendungen - Fahrtechnische Prüfung für die fahrtechnische Zulassung mit Kompensation für Überhöhungsfehlbetrag und/oder um mit höherem Fehlbetrag als in EN 14363:2005, Anhang G zu fahren
Dieses Dokument regelt die Streckenversuche für die fahrtechnische Zulassung von Schienenfahrzeugen mit einem Ausgleichssystem für den Überhöhungsfehlbetrag bzw. Fahrzeugen, die mit einem höheren Fehlbetrag als in EN 14363:2005, Anhang G fahren sollen.
In den meisten Fällen ist das Verfahren mit dem in der Norm EN 14363 definierten Verfahren identisch. Es werden lediglich die Unterschiede für den Sonderfall aufgelistet.
Die fahrtechnische Prüfung ist grundsätzlich auf alle Fahrzeuge im öffentlichen Verkehr anzuwenden, die ohne Einschränkungen auf Normalspurstrecken (1 435 mm) betrieben werden.
ANMERKUNG 1 Die fahrtechnische Prüfung von:
Schienenfahrzeugen mit abweichender Gleisanlage,
Schienenfahrzeugen mit abweichender Spurweite
kann analog zu diesem Dokument durchgeführt werden.
Die fahrtechnische Prüfung ist Teil der Typprüfungen von Fahrzeugen, die
neu entwickelt werden,
relevante Änderungen in der Konstruktion aufweisen oder
unter geänderten Betriebsbedingungen fahren sollen.
Die fahrtechnische Prüfung und die Zulassung beziehen sich auf das komplette Fahrzeug, einschließlich Fahrwerk. Soll ein bereits geprüftes und zugelassenes Fahrwerk unter einem Wagenkasten mit einer anderen Konstruktion genutzt werden, ist dies als konstruktive Änderung anzusehen. Das in 5.2 beschriebene Verfahren ist einzuhalten.
ANMERKUNG 2 Zusätzlich zur fahrtechnischen Prüfung für die Zulassung von Fahrzeugen können die Bestimmungen generell für andere technische Aufgabenstellungen angewendet werden, z.B.:
Prüfung zur Einhaltung von Entwicklungsverträgen;
Optimierung von Bauteilen, Fahrzeugen oder Fahrwerken;
Prüfung von Einflüssen, Einflussgrößen und Abhängigkeitsbeziehungen;
Überwachung von Fahrwegen oder Fahrzeugen im Betriebseinsatz.
Die Anwendung der vollständigen Methode und der angegebenen Grenzwerte gilt für den (uneingeschränkten) internationalen Betrieb.
Applications ferroviaires - Essais en vue de l'homologation du comportement dynamique des véhicules ferroviaires avec système de compensation pour les insuffisances de dévers et/ou les véhicules conçus pour fonctionner avec des insuffisances de dévers supérieures à celles énoncées dans l'EN 14363:2005, Annexe G
Železniške naprave - Preskušanje voznih karakteristik pri prevzemu železniških vozil s sistemom za kompenzacijo primanjkljaja nadvišanja in/ali vozil namenjenih za vožnjo pri večjem primanjkljaju nadvišanja, kot je naveden v EN 14363:2005, dodatek G
General Information
Standards Content (Sample)
SLOVENSKI STANDARD
oSIST prEN 15686:2007
01-september-2007
äHOH]QLãNHQDSUDYH3UHVNXãDQMHYR]QLKNDUDNWHULVWLNSULSUHY]HPXåHOH]QLãNLK
YR]LOVVLVWHPRP]DNRPSHQ]DFLMRSULPDQMNOMDMDQDGYLãDQMDLQDOLYR]LOQDPHQMHQLK
]DYRåQMRSULYHþMHPSULPDQMNOMDMXQDGYLãDQMDNRWMHQDYHGHQY6,67(1
GRGDWHN*
Railway applications - Testing for the acceptance of running characteristics of railway
vehicles with cant deficiency compensation system and/or vehicles intended to operate
with higher cant deficiency than stated in EN 14363:2005, Annex G
Bahnanwendungen - Fahrtechnische Prüfung für die fahrtechnische Zulassung mit
Kompensation für Überhöhungsfehlbetrag und/oder um mit höherem Fehlbetrag als in
EN 14363:2005, Anhang G zu fahren
Applications ferroviaires - Essais en vue de l'homologation du comportement dynamique
des véhicules ferroviaires avec systeme de compensation pour les insuffisances de
dévers et/ou les véhicules conçus pour fonctionner avec des insuffisances de dévers
supérieures a celles énoncées dans l'EN 14363:2005, Annexe G
Ta slovenski standard je istoveten z: prEN 15686
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
oSIST prEN 15686:2007 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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EUROPEAN STANDARD
DRAFT
prEN 15686
NORME EUROPÉENNE
EUROPÄISCHE NORM
May 2007
ICS 45.060.01
English Version
Railway applications - Testing for the acceptance of running
characteristics of railway vehicles with cant deficiency
compensation system and/or vehicles intended to operate with
higher cant deficiency than stated in EN 14363:2005, Annex G
Applications ferroviaires - Essais en vue de l'homologation
du comportement dynamique des véhicules ferroviaires
avec système de compensation pour les insuffisances de
dévers et/ou les véhicules conçus pour fonctionner avec
des insuffisances de dévers supérieures à celles énoncées
dans l'EN 14363:2005, Annexe G
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee CEN/TC 256.
If this draft becomes a European Standard, CEN members are bound to comply with the CEN/CENELEC Internal Regulations which
stipulate the conditions for giving this European Standard the status of a national standard without any alteration.
This draft European Standard was established by CEN 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 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.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a European Standard.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36 B-1050 Brussels
© 2007 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 15686:2007: E
worldwide for CEN national Members.
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prEN 15686:2007 (E)
Contents Page
Foreword.4
Introduction .5
1 Scope .6
2 Normative references .7
3 Terms and definitions .7
4 Stationary tests.7
5 On-track tests.7
5.1 General.7
5.2 Type of on-track test and measuring method.7
5.2.1 Choice of on-track test type .7
5.2.2 Choice of measuring method .9
5.3 Assessment, limit and measuring values .11
5.3.1 Assessment values .11
5.3.2 Limit values .11
5.3.3 Measured values and measuring points .11
5.4 Performing on-track tests .11
5.4.1 Test conditions .11
5.4.2 Test zones .11
5.4.3 Test vehicle .11
5.4.4 Test tracks .12
5.4.5 Track sections.12
5.4.6 Test operation .13
5.4.7 Extent of test .13
5.5 Test evaluation.15
5.5.1 Recording the measuring signals.15
5.5.2 Processing the measuring signals .15
5.5.3 Calculation of frequency values, rms-values and max-values for each track section.16
5.5.4 Calculation of estimated maximum values and rms-values for each test zone.16
5.5.5 Calculation of safety factors.17
5.5.6 Verfication of stability .17
5.5.7 Evaluation of test results in transition curves.17
5.6 Documentation of results .17
Annex A (normative) Operational parameters .18
Annex B (normative) Statistical evaluation for the overturning criterion .19
Annex C (informative) Symbols .21
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 96/48/EC of 23 July 1996 on the Interoperability of the
trans-European high-speed rail system, as amended by Directive 2004/50/EC .22
Annex ZB (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2001/16/EC of the European Parliament and of the Council
of 19 March 2001 on the interoperability of the trans-European conventional rail system,
as amended by Directive 2004/50/EC.23
Bibliography .24
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prEN 15686:2007 (E)
Figures
Figure B.1 — Plot and trend lines for evaluation of the vector intercept overturning criterion .20
Tables
Table 1 — Conditions for dispensation of tests and application of partial ’on-track’ tests (see EN
14363:2005, Fig. 13) in case of λλλλ ≥≥≥≥ 1,1.8
Table 2 — Extended conditions for use of simplified measuring method and measurement of axle
box forces during partial on-track test (see EN 14363:2005, Figure 15).10
Table 3 — Test conditions for track sections in curves.12
Table 4 — Test conditions for speed and cant deficiency .13
Table 5 — Extent of tests for partial on-track tests .14
Table 6 — Conditions for the processing of the measuring signals – Normal method.15
Table A.1.18
Table C.1 — Symbols .21
3
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prEN 15686:2007 (E)
Foreword
This document (prEN 15686:2007) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directives.
For relationship with EU Directive(s), see informative Annex ZA and ZB, which are an integral part of this
document.
Council Directive 96/48/EC of 23 July 1996 on the Interoperability of the trans-European high-speed rail
1)
system, as amended by Directive 2004/50/EC
Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the
2)
interoperability of the trans-European conventional rail system, as amended by Directive 2004/50/EC
1)
Official Journal of the European Communities No L 235/6 of 17.09.96
2) Official Journal of the European Communities No L 110 of 20.04.2001
4
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prEN 15686:2007 (E)
Introduction
This document covers the on-track testing for acceptance of the running characteristics of railway vehicles
equipped with a cant deficiency compensation system and/or vehicles intended to operate with a higher cant
deficiency than stated in EN 14363:2005, Annex G. It was established by Working Group 10 Vehicle/Track
Interaction of CEN Technical Committee 256 Railway Applications as a supplement to EN 14363, which is
related to the acceptance of railway vehicles with conventional curve speeds. It is foreseen to implement the
regulations of this standard in a revision of EN 14363.
The establishment of this document was based on existing rules, practices and procedures. The following
principles were applied:
1) The railway system requires comprehensive technical rules in order to ensure an acceptable
interaction of vehicle and track.
2) Due to the numerous national and international regulations new railway vehicles had to be tested and
homologated before putting them into service. In addition, existing acceptance had to be checked
when operating conditions were extended.
3) In view of the increasing significance of international traffic, in particular of high speed traffic, the
standardization of existing regulations is required. In some cases, additional rules are required as
well. An update of existing regulations is also needed due to the considerable progress achieved in
the field of railway-specific methods for measuring, evaluation and data processing.
4) It is of particular importance that the existing level of safety and reliability is not compromised even
when changes in design and operating practices are demanded, e.g. by the introduction of higher
speeds, higher wheel forces, etc.
This document takes account of the present state of the art which is generally applicable for test procedures
and the evaluation of 'on-track' tests.
This document is derived in essential parts from UIC 518-1 which has not yet been fully validated by
experience.
The Working Group is aware that the combination of the test conditions is not always achievable. In some
cases, the existing regulations may require exceptions for which justification will be provided to the
acceptance body. In this event, the conditions which are not fulfilled will be identified.
The Working Group expects that existing shortcomings will be recognized in further investigations and during
frequent application of the rules.
5
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prEN 15686:2007 (E)
1 Scope
This document regulates the on-track testing for acceptance of the running characteristics of railway vehicles
equipped with a cant deficiency compensation system and/or vehicles intended to operate with a higher cant
deficiency than stated in EN 14363:2005, Annex G.
In most cases the procedure is the same as defined in EN 14363, only the differences for the special case are
listed.
The testing of the running characteristics applies principally to all vehicles used in public transport which
operate without restriction on standard gauge tracks (1 435 mm).
NOTE 1 The testing of the running characteristics of:
— railways with different track layout,
— railways with non-standard gauge tracks
can be conducted by analogy with this document.
The testing of running characteristics is part of the type testing of vehicles which
are newly developed,
have had relevant design modifications, or
have changes in their operating regimes.
The testing and acceptance of running characteristics refers to the complete vehicle including the running
gear. If a running gear, which has already been tested and accepted, is to be used under a vehicle body of
another design, this is considered to be a design modification. The procedure as described in 5.2 is used.
NOTE 2 In addition to the testing of running characteristics for the acceptance of vehicles, the regulations can be
generally applied in other technical tasks, e.g.:
— the checking for compliance against development contracts;
— the optimization of components, vehicles or running gear;
— the testing of influences, influencing parameters and relationships of dependence;
— the monitoring of track or vehicles in operational use.
The application of the full method and the stated limit values reflects (unrestricted) international operation.
Testing for acceptance of vehicles is based on some reference conditions of track. If these are not respected
on certain lines, appropriate measures will be taken (speed modifications, additional tests, etc.).
For national or multinational operations the infrastructure managers concerned may authorize variations to the
defined conditions. Permissible deviations are indicated in this document.
It is allowed to deviate from the rules laid down if evidence can be furnished that safety is at least the
equivalent to that ensured by complying with these rules.
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prEN 15686:2007 (E)
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
document (including any amendments) applies.
EN 13674-1, Railway applications — Track — Rail — Part 1: Vignole railway rails 46 kg/m and above
EN 13715, Railway applications — Wheelsets and bogies — Wheels — Wheels tread
EN 13848-1, Railway applications/Track — Track geometry quality — Part 1: Characterisation of track
geometry
EN 14363:2005, Railway applications - Testing for the acceptance of running characteristics of railway
vehicles - Testing of running behaviour and stationary tests
3 Terms and definitions
For the purposes of this document, the terms and definitions in EN 14363 apply.
4 Stationary tests
For stationary tests the requirements of EN 14363 shall apply.
5 On-track tests
5.1 General
For vehicles equipped with a cant deficiency compensation system and/or vehicles intended to operate with a
higher cant deficiency than stated in EN 14363:2005, Annex G, the table in Annex A of this standard gives the
value of cant deficiency to be taken into account.
For the acceptance of such a vehicle the following modification of the procedure defined in EN 14363 shall be
respected:
For speeds above 200 km/h and non-conventional cant deficiencies an additional test section with curve
radii between 600 m and 900 m shall be respected.
For the assessment of the running safety the overturning value η is used as additional parameter. A
special assessment method for the estimated maximum value of this parameter is defined.
The simplified measuring methods are only applicable for extensions of acceptance without extension of
cant deficiency.
For the transition curves the results shall be presented depending on three types of transition curves.
5.2 Type of on-track test and measuring method
5.2.1 Choice of on-track test type
In principle the same procedure as defined in EN 14363:2005, 5.2.1 shall be applied.
For the extension of an acceptance, Table 1 gives the conditions for dispensation or application of partial on-
track tests which are required for the use of Figure 13 in EN 14363:2005.
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prEN 15686:2007 (E)
Table 1 — Conditions for dispensation of tests and application of partial ’on-track’ tests (see
EN 14363:2005, Fig. 13) in case of λλ ≥≥ 1,1
λλ ≥≥
Modified parameter Dispensation from on- Application of partial 'on-
track test track' test
Operational parameters
b
Increase of permissible maximum vehicle speed
--- 0 km/h to
+20 km/h
b b
--- ---
Increase of permissible cant deficiency
Vehicle parameters
a
Distance between bogie centres -5 % to +20 % -10 % to +A
g
Virtual lateral position of centre of gravity Γ -20 % to +10 %
Unsprung mass -5 % to +5 % -10 % to +10 %
Primary suspended mass (total mass if vehicle has no -5 % to +5 % -10 % to +10 %
secondary suspension level)
Secondary suspended mass -10 % to +10 %
Moment of inertia of vehicle body (around z-axis) -10 % to +10 %
Bogie parameters
Bogie wheel base 0 % to 5 % -5 % to +20 %
Nominal wheel diameter -10 % to +15 %
Stiffness of primary vertical suspension (vehicles with two -20 % to +20 %
suspension levels)
Stiffness of secondary vertical suspension (total stiffness -10 % to +10 % -10 % to +40 %
at vehicles with one suspension level)
Axle guiding: Stiffness 0 % to 10 % -10 to 10 %
Axle guiding: Damping, clearances, etc. -10 % to +10 %
Rotational torque of bogie -10 % to +10 % -20 to +20 %
Moment of inertia of whole bogie (around z-axis) -100 % to +5 % -100 to +10 %
Secondary lateral suspension (stiffness, damping, -10 % to +10 %
clearances, etc.)
a
No limitation from this document, there may be restrictions from other regulations
b
No dispensation from or reduction of on-track tests
c
Complete on-track tests necessary
d
Only non-bogied vehicles
e
Initial value
f
Final value
cd
adm
g
Γ = ( h + b)
g
2b
A
h height or centre of gravity relative to top of rail in mm
g
2b lateral distance between contact points of the wheels in mm (1500 mm for standard gauge)
A
b = b + b where
nom qst
b is nominal lateral distance of the centre of gravity from the vehicle centre line in mm;
nom
b is quasi-static displacement of the centre of gravity due to curving, including effects from suspension displacement,
qst
a possible cant deficiency compensating system and any other similar system in mm.
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prEN 15686:2007 (E)
5.2.2 Choice of measuring method
In principle the same procedure as defined in EN 14363:2005, 5.2.2 shall be applied.
For the extension of an acceptance, Table 2 shows the extended conditions for the use of the simplified
measuring method and measurement of axle box forces which are required for the use of Figure 15 in 5.2.2.3
of EN 14363:2005. Nevertheless, if there is a modification of the cant deficiency compensating system, the
normal measuring method shall be applied.
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prEN 15686:2007 (E)
Table 2 — Extended conditions for use of simplified measuring method and measurement of axle box
forces during partial on-track test (see EN 14363:2005, Figure 15)
Modified parameter Application of
Measurement of axle
simplified measuring
box forces
method
Operational parameters
Increase of permissible maximum vehicle speed 0 km/h to +10 km/h +10 km/h to +20 km/h
b
Increase of permissible cant deficiency ---
Vehicle parameters
a
Distance between bogie centres -10 % to +A
Vehicle wheel base (2-axle vehicle) not applicable
f
Virtual lateral position of centre of gravity Γ -20 % to +10 %
Unsprung mass -10 % to +10 %
Primary suspended mass (total mass if vehicle has no -10 % to +10 %
secondary suspension level)
Secondary suspended mass -10 % to +10 %
c
Moment of inertia of vehicle body (around z-axis) -10 % to +10 %
Bogie parameters
Bogie wheel base -5 % to +5 % +5 % to +20 %
Nominal wheel diameter -10 % to +15 %
Stiffness of primary vertical suspension (vehicles with -20 % to +20 %
two suspension levels)
Stiffness of secondary vertical suspension (total stiffness -10 % to +40 %
at vehicles with one suspension level)
Lower transitional loads not applicable
Axle guiding: Stiffness -10 % to +10 %
Axle guiding: Damping, clearances, etc. -10 % to +10 %
Rotational torque of bogie -20 % to +10 % +10 % to +20 %
Moment of inertia of whole bogie (around z-axis) -100 % to +10 %
Secondary lateral suspension (stiffness, damping, -10 % to +10 %
clearances, etc.)
a
No limitation from this document, there may be restrictions from other regulations
b
Use of simplified measuring method is not allowed
c
Only non-bogied vehicles
d
Initial value
e
Final value
cd
adm
f
Γ = ( h + b)
g
2b
A
h height or centre of gravity relative to top of rail in mm
g
2b lateral distance between contact points of the wheels in mm (1500 mm for standard gauge)
A
b = b + b where
nom qst
b is nominal lateral distance of the centre of gravity from the vehicle centre line in mm;
nom
b is quasi-static displacement of the centre of gravity due to curving, including effects from suspension
qst
displacement, a possible cant deficiency compensating system and any other similar system in mm.
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prEN 15686:2007 (E)
5.3 Assessment, limit and measuring values
5.3.1 Assessment values
The assessment values for vehicles with special equipment for the negotiation of curves according Annex A
are the same as defined in EN 14363:2005. Additionally in the normal measuring method the overturning
criterion
Q − Q
∑∑bogie jA bogie jB
K =
Q + Q
∑ ∑
bogie jA bogie
jB
for each bogie where wheel-rail forces are measured shall be evaluated as parameter of running safety.
Signal processing of that quantity is presented in 5.5.7
5.3.2 Limit values
All limit values of EN 14363 are also applied to vehicles with special equipment for the negotiation of curves
according to Annex A of this standard.
In addition for the normal measuring method the limit for the overturning criterion
|K | = 1,0
lim
shall be respected.
5.3.3 Measured values and measuring points
The same regulations as defined in EN 14363 shall be applied.
5.4 Performing on-track tests
5.4.1 Test conditions
The requirements of EN 14363 shall be fulfilled.
NOTE As well as for all other parameters of EN 14363 the evaluation of overturning risk does not consider the effect
of side wind. Weather conditions during test runs will be such that the wind does not influence significantly the test results.
5.4.2 Test zones
The test zones for vehicles with special equipment for the negotiation of curves according to Annex A are
fundamentally the same as in EN 14363, but an additional test zone 2a for curve radii between 600 m and
900 m is defined, when the maximum speed of the vehicle V is at least 200 km/h.
adm
5.4.3 Test vehicle
The requirements of EN 14363 shall be fulfilled. In addition to the tests defined in 5.4.3.4 of EN 14363 failure
tests on an active tilt system and its active sub-systems (for instance an integrated hold-off device) shall be
carried out on track as follows:
The main failures of the tilting system, as identified by the risk analysis, shall be tested;
The test shall be done in a full curve section and with a permissible cant deficiency cd . The vehicle
adm
shall be in a normal load condition. When each defined failure mode is tested, safety quantities ΣΣY ,
ΣΣ
2m
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prEN 15686:2007 (E)
Y/Q and κκκκ shall be measured and calculated, then the maximum value shall be compared to the
2m
corresponding limit values. No statistical processing of the measured quantities is to be carried out;
The test curve is chosen in the radius group with the smallest margin from the standpoint of the safety
criteria.
The test shall be carried out in left and right hand curves.
If the failure may result in a sustained downgraded condition, additional verification may be needed. The
extent of the test procedure shall be defined by reference to the risk analysis.
5.4.4 Test tracks
The requirements of EN 14363 shall be fulfilled
5.4.5 Track sections
5.4.5.1 Full curve sections
The requirements for vehicles with special equipment for the negotiation of curves according to Annex A are
fundamentally the same as in EN 14363. For the additional test zone 2a with medium radius curves
(600 m ≤ R ≤ 900 m) the following requirements shall be fulfilled for a maximum speed which is at least
200 km/h:
Table 1 shows the additional requirements for this radii class.
Table 3 — Test conditions for track sections in curves
Test characteristic Test zone
c
2 2a 3 4
600 m < R ≤≤≤≤ 900 m 400 m ≤≤≤≤ R ≤≤≤≤ 600 m 250 m ≤≤≤≤ R <<<< 400 m
a
Length of track section L 250 m
ts
a) V ≤≤≤≤ 140 km/h
b) 140 km/h << V ≤≤ 220 km/h
<< ≤≤
c) V >>>> 220 km/h see see see
EN 14363 EN 14363 EN 14363
Minimal number of track sections n 25
ts,min
Minimal total length of track sections ΣΣΣΣ L
ts,min
Mean value of curve radius of all track not defined
sections R
mwa
a
Tolerance for the length of the individual track section: ± 20 %.
b used only in EN 14363
c
The requirements of this subsection shall apply only when the maximum speed V is at least 200 km/h.
adm
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prEN 15686:2007 (E)
5.4.5.2 Transition curve sections
The track configuration produces three different types of transition curves:
1. transition curve between straight line and full curve
2. transition curve between reverse curves,
3. transition curve between two full curves in the same direction.
The rules to be observed for data collection are the same as in EN 14363 except the classification in the three
above zones.
If it is not possible to test every type of transition curve in the network for that traffic, this shal
...
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