SIST EN 15686:2011
(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 European Standard specifies 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 European Standard.
The testing of running characteristics is part of the test for the acceptance of running characteristics 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 lin
Bahnanwendungen - Fahrtechnische Prüfung für die fahrtechnische Zulassung mit Kompensation für Überhöhungsfehlbetrag, um mit höherem Fehlbetrag als in EN 14363:2005, Anhang G zu fahren
Diese Europäische Norm legt die Streckenversuche für die fahrtechnische Zulassung von Eisenbahnfahrzeugen
mit Kompensation des Überhöhungsfehlbetrags und/oder für Fahrzeuge, die mit höheren
Überhöhungsfehlbeträgen betrieben werden als in EN 14363:2005, Anhang G angegeben, fest.
In den meisten Fällen ist das Verfahren mit dem in EN 14363 definierten Verfahren identisch. Es werden
lediglich die Unterschiede für den Sonderfall aufgeführt.
Die fahrtechnische Prüfung wird grundsätzlich auf alle Fahrzeuge im öffentlichen Verkehr angewendet, 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 dieser Europäischen Norm durchgeführt werden.
Die Prüfung der Fahreigenschaften ist Teil der fahrtechnischen Prüfung für die Zulassung von Fahrzeugen,
die:
⎯ neu entwickelt werden,
⎯ wesentliche Änderungen in der Konstruktion aufweisen oder
⎯ unter geänderten Betriebsbedingungen fahren werden.
Die fahrtechnische Prüfung und die Zulassung beziehen sich auf das komplette Fahrzeug, einschließlich
Fahrwerk. Im Falle, dass ein bereits geprüftes und zugelassenes Fahrwerk unter einem Wagenkasten mit
einer anderen Konstruktion genutzt werden soll, wird dies als konstruktive Änderung angesehen. Das in 5.2
beschriebene Verfahren wird dann angewendet.
ANMERKUNG 2 Zusätzlich zur fahrtechnischen Prüfung für die Zulassung von Fahrzeugen können die Bestimmungen
grundsätzlich 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.
Applications ferroviaires - Essais en vue de l'homologation du comportement dynamique des véhicules ferroviaires avec système de compensation et/ou véhicules désignés pour circuler avec une insuffisance de dévers plus élevée que définie en EN 14363:2005, Annexe G
La présente Norme européenne couvre les essais en ligne en vue de l’homologation du comportement dynamique des véhicules ferroviaires munis d’un système de compensation d’insuffisance de dévers et/ou de véhicules prévus pour circuler avec une insuffisance de dévers supérieure aux valeurs admissibles définies à l’Annexe G de la norme EN 14363:2005
Dans la plupart des cas, la méthode est identique à celle décrite dans la norme EN 14363, seules les différences observées pour les cas particuliers sont répertoriées.
Ces essais s’appliquent essentiellement à tous les véhicules de transport public circulant sans restriction sur les voies à écartement normal (1 435 mm).
NOTE 1 Les essais de comportement dynamique pour les :
- chemins de fer avec un tracé de voie différent,
- chemins de fer avec un écartement des voies non standard,
peuvent être réalisés par analogie avec la présente Norme européenne.
Les essais de caractérisation du comportement dynamique font partie des essais visant l’homologation du comportement dynamique des véhicules :
- de conception nouvelle,
- dont la conception a été modifiée de façon sensible ou
- dont les conditions d’exploitation ont été modifiées.
Les essais en vue de l’homologation du comportement dynamique s’appliquent aux véhicules complets avec leurs organes de roulement. Si des organes de roulement déjà soumis à essai et homologués doivent être utilisés sous une caisse de type différent, ceci doit être considéré comme une modification de conception. La méthode décrite dans le point 5.2 est appliquée.
NOTE 2 Les règles peuvent être appliquées de façon générale dans un autre contexte technique que l’essai de caractérisation du comportement dynamique en vue de l’homologation des véhicules, par exemple :
- la vérification de conformité par rapport à des contrats de développement,
- l’optimisation d’éléments constructifs, de véhicules ou d’organes de roulement,
(....)
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
Ta evropski standard določa preskušanje na tirih sprejemljivosti voznih karakteristik železniških vozil, opremljenih s sistemom za kompenzacijo primanjkljaja nadvišanja, in/ali vozil za vožnjo pri večjem primanjkljaju nadvišanja, kot je naveden v EN 14363:2005, dodatek G. Večinoma je postopek enak postopku, opredeljenemu v EN 14363, navedene so le razlike za posebne primere. Preskušanje voznih karakteristik velja v glavnem za vsa vozila, ki se uporabljajo v javnem prevozu in delujejo brez omejitev na tirih s standardnim profilom (1 435 mm).
General Information
Relations
Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Bahnanwendungen - Fahrtechnische Prüfung für die fahrtechnische Zulassung mit Kompensation für Überhöhungsfehlbetrag, um mit höherem Fehlbetrag als in EN 14363:2005, Anhang G zu fahrenApplications ferroviaires - Essais en vue de l'homologation du comportement dynamique des véhicules ferroviaires avec système de compensation et/ou véhicules désignés pour circuler avec une insuffisance de dévers plus élevée que définie en EN 14363:2005, Annexe GRailway 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 G45.060.01Železniška vozila na splošnoRailway rolling stock in generalICS:Ta slovenski standard je istoveten z:EN 15686:2010SIST EN 15686:2011en,fr,de01-oktober-2011SIST EN 15686:2011SLOVENSKI
STANDARD
SIST EN 15686:2011
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 15686
May 2010 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 et/ou véhicules désignés pour circuler avec une insuffisance de dévers plus élevée que définie dans l'EN 14363:2005, Annexe G
Bahnanwendungen - Fahrtechnische Prüfung für die fahrtechnische Zulassung mit Kompensation für Überhöhungsfehlbetrag, um mit höherem Fehlbetragals in EN 14363:2005, Anhang G zu fahren This European Standard was approved by CEN on 25 March 2010.
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. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member.
This European Standard exists 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, Croatia, 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 © 2010 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 15686:2010: ESIST EN 15686:2011
EN 15686:2010 (E) 2 Contents Page Foreword .3Introduction .41 Scope .52 Normative references .63 Terms and definitions .64 Stationary tests .65 On-track tests .65.1 General .65.2 Type of on-track test and measuring method .75.2.1 Choice of on-track test type .75.2.2 Choice of measuring method .75.3 Assessment, limit and measuring values .85.3.1 Assessment values .85.3.2 Limit values .85.3.3 Measured values and measuring points .85.4 Performing on-track tests .85.4.1 Test conditions .85.4.2 Test zones .85.4.3 Test vehicle .85.4.4 Test tracks .95.4.5 Track sections .95.4.6 Test operation . 105.4.7 Extent of test . 105.5 Test evaluation . 105.5.1 Recording the measuring signals . 105.5.2 Processing the measuring signals . 115.5.3 Calculation of frequency values, rms-values and max-values for each track section . 125.5.4 Calculation of estimated mean, maximum and rms values for each test zone . 125.5.5 Calculation of safety factors . 135.5.6 Verification of stability . 135.5.7 Evaluation of test results in transition curves . 135.6 Documentation of results . 13Annex A (normative)
Conditions for extension of an acceptance . 14Annex B (normative)
Statistical evaluation for the overturning criterion . 21Annex C (informative)
Symbols . 23Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EC Directive 2008/57/EC . 24Bibliography . 26 SIST EN 15686:2011
EN 15686:2010 (E) 3 Foreword This document (EN 15686:2010) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by November 2010, and conflicting national standards shall be withdrawn at the latest by November 2010. 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. This document has been prepared under a mandate given to CEN/CENELEC/ETSI by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC. For relationship with EU Directives, see informative Annex ZA, which is an integral part of this document. It is intended the requirements of this European Standard will be incorporated into EN 14363 when it is revised.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, 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 the United Kingdom.
SIST EN 15686:2011
EN 15686:2010 (E) 4 Introduction This European Standard 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 requirements of this European Standard in a revision of EN 14363. The establishment of this European Standard 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. This European Standard takes account of the present state of the art which is generally applicable for test procedures and the evaluation of 'on-track' tests. NOTE This European Standard 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. SIST EN 15686:2011
EN 15686:2010 (E) 5 1 Scope This European Standard specifies 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 European Standard. The testing of running characteristics is part of the test for the acceptance of running characteristics 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, variations may be authorized from the defined conditions. Permissible deviations are indicated in this European Standard. 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. SIST EN 15686:2011
EN 15686:2010 (E) 6 2 Normative references The following referenced document is 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 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 given in EN 14363:2005 apply. 4 Stationary tests For stationary tests the requirements of EN 14363 shall apply. 5 On-track tests 5.1 General When planning on-track tests the operational limiting parameters Vadm and cdadm for the vehicle have to be selected. The chosen values determine the future use of the vehicle. It can be necessary to test a vehicle for more than one combination of Vadm and cdadm as shown in Figure 1. Point A, point B and point C are related to the different test conditions. mm
km/h
Key 1 vehicle not homologated 2 vehicle homologated Figure 1 — Example of limiting operating conditions achieved during on-track testing SIST EN 15686:2011
EN 15686:2010 (E) 7 NOTE 1 For convenience it is recommended to use standardised values for cdadm of 275 mm or 300 mm for acceptance. Using values equal to or higher than the maximum limiting values stated in FprEN 13803-1 will give the least restrictions for future operation. For national operation, other values of operational parameters can be a better choice. NOTE 2 It is not necessary for acceptance to distinguish between admissible cant deficiencies which differ by no more than 2 %. NOTE 3 Reasons for limiting operating conditions could be restricted capabilities of vehicle design or restricted availability of suitable test tracks. The homologated operation conditions shall be documented in the test report. For the acceptance of a vehicle within the scope of this European Standard the following modification of the procedure defined in EN 14363 shall be respected: for speeds of at least 200 km/h and non-conventional cant deficiencies an additional test zone with curve radii between 600 m and 900 m shall be included1); 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. The symbols of quantities and characteristics used in Clause 5 are defined in Annex F of EN 14363:2005. 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 state, Annex A gives the conditions for dispensation or application of partial on-track tests. They are depending on the test methods of the initial and the new acceptance as well as on the results achieved during the initial acceptance and the modifications of relevant parameters. NOTE The conditions for the choice of on-track test type for an extension of an acceptance state are slightly different from EN 14363. They are based on the process described in UIC 518:2009. WG 10 intends to modify EN 14363 accordingly during its revision. 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 state, Annex A gives the conditions by the use of one of the simplified measuring methods including the indication of required axle box force measurement. They are depending on the test methods of the initial and the new acceptance as well as on the results achieved during the initial acceptance and the modifications of relevant parameters.
1) If a vehicle is tested for high values of cdadm according to the test zones defined in EN14363, the track sections with curve radii between 600 m and 900 m are excluded from the assessment, because test zone 2 requires testing in the area of permissible speed and permissible cant deficiency. SIST EN 15686:2011
EN 15686:2010 (E) 8 NOTE The conditions for the choice of measuring method for an extension of an acceptance state are slightly different from EN 14363. They are based on the process described in UIC 518:2009. It is intended to modify EN 14363 accordingly at its next revision. 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 are the same as defined in EN 14363. Additionally in the normal measuring method the overturning criterion: ∑∑∑∑+−=bogiejBbogiejAbogiejBbogiejAQQQQκ
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. In addition for the normal measuring method the limit for the overturning criterion:
|ΚΚΚΚ | lim = 1,0
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 significantly influence the test results. 5.4.2 Test zones The test zones for vehicles with special equipment for the negotiation of curves 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 Vadm is at least 190 km/h. 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 14363:2005 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; SIST EN 15686:2011
EN 15686:2010 (E) 9 the test shall be done in a full curve section and with a cant deficiency as close as possible to cdadm. The vehicle shall be in a normal load condition. When each defined failure mode is tested, safety quantities ΣΣΣΣY2m, Y/Q2m and κκκκ shall be measured and calculated, then the maximum value shall be compared to the 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 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 when testing a vehicle for a maximum speed Vadm which is at least 190 km/h: Table1 shows the additional requirements for this radii class. Table 1 — Test conditions for track sections in curves Test characteristic Test zone
2
2a b 600 m < R ≤≤≤≤ 900 m 3 400 m ≤≤≤≤ R ≤≤≤≤ 600 m 4 250 m ≤≤≤≤ R <<<< 400 m Length of track section Lts a see EN 14363 250 m see EN 14363 see EN 14363 a) V ≤≤≤≤ 140 km/h b) 140 km/h <<<< V ≤≤≤≤ 220 km/h c) V >>>> 220 km/h Minimal number of track sections nts,min 25 Minimal total length of track sections ΣΣΣΣ Lts,min not defined Mean value of curve radius of all track sections Rmwa
not defined a Tolerance for the length of the individual track section: ± 20 %. b The requirements of this subsection shall apply only when the maximum speed Vadm is at least 190 km/h. SIST EN 15686:2011
EN 15686:2010 (E) 10 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 types. If it is not possible to test every type of transition curve in the network for that traffic, this shall be stated in the test report. 5.4.6 Test operation The requirements of EN 14363 shall be applied. The cant deficiencies and speeds during the test runs including test zone 2a are given in Table 2. Table 2 — Test conditions for speed and cant deficiency
Test conditions Test zone 1 Straight track 2 Curves
2a Curves 600 < R ≤≤≤≤ 900 m 3 Curves 400 ≤≤≤≤ R ≤≤≤≤ 600 m
4 Curves 250 ≤≤≤≤ R < 400 m Speed V see EN 14363 see EN 14363 (V ≤ 1,1 × Vadm)
and
Vadm ≥ 190 km/h see EN 14363 Cant deficiency cd 0,75 × cdadm ≤ cd ≤ 1,1 × cdadm Tolerance ± 0,05 × cdadm 5.4.7 Extent of test The same procedure as defined in EN 14363:2005, 5.4.7 shall be applied for the choice of test extension. For the extension of an acceptance state, the required extent of a partial on-track is given in Annex A. It depends on the modifications, the test methods of the initial and the new acceptance as well as on the results achieved during the initial acceptance. NOTE The required test extent for an extension of an acceptance state is slightly different from EN 14363. It is based on the process described in UIC 518:2009 with the deviation that possible restrictions for contact geometry conditions are stated based on the modified parameters. It is intended to modify EN 14363 accordingly at its next revision. 5.5 Test evaluation 5.5.1 Recording the measuring signals The same procedure as defined in EN 14363:2005, 5.5.1 shall be applied. SIST EN 15686:2011
EN 15686:2010 (E) 11 5.5.2 Processing the measuring signals The processing of the measuring signals follows the procedures in EN 14363:2005, 5.5.2 with its Table 12. The results of the additional test zone 2a shall be handled like the results in the test zones 2, 3 and 4. The values relative to the overturning criterion are processed as presented in Table 3 and only for full curve sections. Table 3 — Conditions for the processing of the measuring signals – Normal method Assessment value Sym-bol Unit Filtering for evaluation Method of classification Character-istic values d
Grouping and Conversion Test zone 1 Test zones 2, 2a, 3, 4
Track loading Guiding force wheelset 1, 2 Yqst kN Low-pass filter 20 Hz a Random sampling method bh0
= 50,0 %
Per wheelset group external wheels
yj1(h0) (left-hc e) and yj2(h0)*(-1) (right-hc) Wheel force wheels 11, 12, 21, 22 Qqst Per bogie group
external wheels
yj1(h0) (left-hc) and yj2(h0) (right-hc) Qmax h2
= 99,85 % Per bogie
group all wheels yjk(h2) Per bogie group
external wheels
yj1(h2) (left-hc) and yj2(h2) (right-hc) Running safety Sum of guiding forces wheelset 1, 2 ΣΣΣΣYmax kN Low-pass filter 20 Hz a Sliding mean method with
- window length 2,0 m - step length 0,5 m h1 =
0,15 %h2 = 99,85 % Per wheelset
group
yj(h1) * (-1) and yj(h2) Per wheelset group
yj(h2) (left-hc) and yj(h1) * (-1) (right-hc)Quotient leading wheelset (Y/Q)max -
For leading wheelset group external wheels
y11(h2) (left-hc) and y12(h1) * (-1) (right-hc) Acceleration at bogie wheelset 1,2 ÿ+max m/s2 Low-pass filter 10 Hz a Random sampling method bPer wheelset
group
yj(h1) * (-1) and yj(h2) g Per wheelset or end group
yj(h2) (left-hc) and yj(h1) * (-1) (right-hc) g Acceleration in vehicle body end I, II ÿ *Smax g Low-pass filter 6 Hz a Per end group yj(h1) * (-1) and
yj(h2) Overturning parameter κκκκ
- Low-pass filter 1,5 Hz a Per bogie
group yj(h1) and yj(h2) f Per bogie
group yj(h1) for cd < 0 yj(h2) for cd > 0 f
SIST EN 15686:2011
EN 15686:2010 (E) 12 Table 3 (continued) Assessment value Sym-bol Unit Filtering for evaluation Method of classification Characteristic values d Grouping and Conversion Test zone 1 Test zones 2, 2a, 3, 4 Instability criterion ΣΣΣΣYrms kN Band-pass filter a f0 c
± 2 Hz Sliding rms method with
- window length
100m - step length 10 m max-values Per wheelset Per wheelset Ride characteristics Acceleration in vehicle body end I, II ÿ *qst m/s2 Low-pass filter e.g. 20 Hz a Random sampling method b h0 = 50,0 %
Per end group external wheels
yj1(h0) (left-hc) and yj2(h0) *(-1) (right-hc)ÿ *max z&&*max Band-pass filter 0,4 Hz to
10 Hz a h1 =
0,15 %h2 = 99,85 % Per end group
yj(h2) and yj(h1) * (-1) ÿ*rms z&&*rms rms-values Per end Per end Influencing parameters Speed V km/h Low-pass filter 4 Hz Random sampling method b h0
= 50,0 %
Cant deficiency cd mm a Filter with cut-off frequency at –3 dB, gradient ≥ 24 dB/octave, tolerance ± 0,5 dB up to the cut-off frequency, ± 1 dB beyond that
value. b Sampling frequency at least 200 Hz. c f0 is the instability frequency. It is defined as the dominant frequency in the case of unstable behaviour. It has to be determined before evaluation of test results. d See definition in EN 14363:2005, 5.5.3. e Means “left hand curve”. f Bidimensional analysis (see Annex B). g Carried out in view of a subsequent extension of acceptance using a simplified measuring method.
5.5.3 Calculation of frequency values, rms-values and max-values for each track section The calculation of the frequency values, rms-values and max-values for each track section follows the requirements of EN 14363. 5.5.4 Calculation of estimated mean, maximum and rms values for each test zone In principle, the calculation of the estimated mean, maximum and rms values follows the regulations of EN 14363. However, when a vehicle does not comply with the limit values on one or more test zones, supplementary analysis shall be made to determine the following: 1) the reduced cant deficiency cdred permissible over the whole range of that class of radii, 2) the ranges of radii on which the cant deficiency cdadm is practicable. NOTE Example of a supplementary analysis for determining cdred: In a test zone where the maximum estimated value for the
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