SIST EN 15610:2019
(Main)Railway applications - Acoustics - Rail and wheel roughness measurement related to rolling noise generation
Railway applications - Acoustics - Rail and wheel roughness measurement related to rolling noise generation
1.1 This document specifies a direct measurement method for characterizing the surface roughness of the rail and wheel associated with rolling noise ("acoustic roughness"), in the form of a one-third octave band spectrum.
This document describes a method for:
a) selecting measuring positions along a track or selecting wheels of a vehicle;
b) selecting lateral positions for measurements;
c) the data acquisition procedure;
d) measurement data processing in order to estimate a set of one-third octave band roughness spectra;
e) presentation of this estimate for comparison with limits of acoustic roughness;
f) comparison with a given upper limit in terms of a one-third octave band wavelength spectrum;
g) the measuring system requirements.
1.2 It is applicable to the:
a) compliance testing of reference track sections in relation to the acceptance test for noise emitted by railway vehicles;
b) performance testing of track sections in relation to noise emitted by railway vehicles;
c) acceptance of the running surface condition only in the case where the acoustic roughness is the acceptance criterion;
d) assessment of the wheel surface condition as an input for the acoustic acceptance of brake blocks;
e) assessment of the wheel and rail roughness as input to the calculation of combined wheel rail roughness;
f) diagnosis of wheel-rail noise issues for specific tracks or wheels;
g) assessment of the wheel and rail roughness as input to rolling noise modelling;
h) assessment of the wheel and rail roughness as input to noise source separation methods.
1.3 It is not applicable to the:
a) measurement of roughness (rail roughness, wheel roughness or combined roughness) using an indirect method;
b) analysis of the effect of wheel-rail interaction, such as a “contact filter”;
c) approval of rail and wheel reprofiling, including rail grinding operations, except for those where the acoustic roughness is specifically the approval criterion (and not the grinding quality criteria as provided in e.g. EN 13231-3);
d) characterization of track and wheel geometry except where associated with noise generation.
Bahnanwendungen - Akustik - Messung der Schienen- und Radrauheit im Hinblick auf die Entstehung von Rollgeräuschen
Dieses Dokument legt ein direktes Messverfahren zur Charakterisierung der Rauheit der Rad- und Schienenfahrfläche im Hinblick auf das Rollgeräusch fest („Akustische Rauheit“), dargestellt in Form eines Terzbandspektrums.
Das vorliegende Dokument gibt ein Verfahren an zur:
a) Auswahl der Messpositionen entlang einer Strecke oder Auswahl der Räder eines Fahrzeugs;
b) Auswahl der Messpositionen in Querrichtung;
c) Messwerterfassung;
d) Verarbeitung der Messwerte mit dem Ziel, eine Reihe von Rauheits Terzspektren abzuschätzen;
e) Darstellung dieser Schätzung zum Vergleich mit Grenzkurven der akustischen Rauheit;
f) Vergleich mit einer oberen Grenzkurve, die als Wellenlängen-Terzbandspektrum vorgegeben ist
g) Anforderung an das Messsystem.
1.2 Es ist anwendbar zur:
a) Compliance Prüfung von Referenz Gleisabschnitten in Bezug auf die Abnahmeprüfung für Geräusch-emissionen von Schienenfahrzeugen;
b) Güteprüfung von Gleisabschnitten in Bezug auf Geräuschemissionen von Schienenfahrzeugen;
c) Abnahme der Fahrflächenqualität, nur in dem Fall, wenn die akustische Rauheit das Abnahmekriterium ist;
d) Beurteilung der Radflächenbeschaffenheit im Hinblick auf die akustische Abnahme von Bremsklötzen;
e) Beurteilung der Rad- und der Schienenrauheit als Eingangsparameter für die Berechnung der kombinierten Rad-Schiene-Rauheit;
f) Diagnose von Rad-Schiene-Lärmproblemen für spezifische Gleise oder Räder;
g) Beurteilung der Rad-Schiene-Rauheit als Eingangsparameter der Rollgeräusch-Berechnungen
h) Beurteilung der Rad-Schiene-Rauheit als Eingangsparameter für Verfahren zur Geräuschquellentrennung
1.3 Es ist nicht anwendbar zur:
a) Messung der Rauheit (Schienenrauheit, Radrauheit oder kombinierte Rauheit) mittels eines indirekten Verfahrens;
b) Analyse der Auswirkungen der Rad-Schiene-Wechselwirkung, wie z.B. ein Kontaktfilter;
c) Abnahmeprüfung der Rad-Schiene-Reprofilierung, es sei denn, die akustische Rauheit ist ausdrücklich das Abnahmekriterium (und nicht die Schleifqualitätskriterien, wie z. B. in EN 13231 3);
d) Beschreibung der Gleis- und Radgeometrie, es sei denn sie gehört zur Geräuschentstehung.
Applications ferroviaires - Acoustique - Mesurage de la rugosité des rails et des roues relative à la génération du bruit de roulement
1.1 Le présent document spécifie une méthode de mesure directe de caractérisation des rugosités de la surface du rail et de la roue associées au bruit de roulement (« rugosité acoustique »), sous la forme d'un spectre par bandes de tiers d'octave.
Le présent document décrit une méthode pour :
a) le choix des positions de mesurage le long d'une voie ou le choix des roues d'un véhicule ;
b) le choix des positions latérales de mesurage ;
c) la procédure d'acquisition des données ;
d) le traitement des données de mesurage de façon à estimer un jeu de spectres de rugosité par bandes de tiers d'octave ;
e) la présentation de ces estimations pour la comparaison avec des limites de rugosité acoustique ;
f) la comparaison avec une limite supérieure donnée, en termes de spectre de longueurs d'ondes par bandes de tiers d'octave ;
g) les exigences sur le système de mesurage.
1.2 Le présent document est applicable pour :
a) l'essai de conformité de sections de voie de référence, dans le cadre d'essais de réception pour le bruit émis par les véhicules ferroviaires ;
b) l'essai des performances de sections de voie pour le bruit émis par les véhicules ferroviaires ;
c) la réception de la qualité de surface de roulement, seulement dans le cas où la rugosité acoustique est le critère de réception établi ;
d) l'évaluation de la qualité de surface des roues comme élément d'entrée pour la réception acoustique des semelles de freins ;
e) l'évaluation de la rugosité de la roue et du rail comme élément d'entrée pour le calcul de la rugosité combinée roue-rail ;
f) le diagnostic des problèmes de bruit issu du contact roue-rail pour des rails ou des roues spécifiques ;
g) l'évaluation de la rugosité de la roue et du rail comme élément d'entrée pour la modélisation du bruit de roulement ;
h) l'évaluation de la rugosité de la roue et du rail comme élément d'entrée pour les méthodes de séparation des sources de bruit.
1.3 Le présent document n'est pas applicable pour :
a) le mesurage de la rugosité (du rail, de la roue ou combinée) par une méthode indirecte ;
b) l'analyse de l'effet de l'interaction roue-rail comme le « filtre de contact » ;
c) la réception d'opérations de reprofilage de rails et de roues incluant le meulage, à l'exception de celles où la rugosité acoustique (et non la qualité du meulage comme spécifié, par exemple, dans l'EN 13231-3) est le critère établi de réception ;
d) la caractérisation de la géométrie de la voie et de la roue, à l'exception des cas où elle est associée à la génération du bruit.
Železniške naprave - Akustika - Merjenje hrapavosti (neravnin) vozne površine tirnice in kolesa pri povzročanju hrupa
Ta evropski standard določa neposredno metodo za ovrednotenje valovitosti vozne površine tirnice in kolesa, ki povzroča hrup med vožnjo (»akustična hrapavost«), v obliki frekvenčnega pasu ene tretjine oktave. Ta standard opisuje metodo za: a) izbiranje merilnih položajev vzdolž tirnic ali izbiranje koles vozila; b) izbiranje stranskih položajev za meritve; c) postopek zbiranja podatkov; d) obdelavo merilnih podatkov za oceno hrapavosti v obliki frekvenčnega pasu ene tretjine oktave; e) predstavitev te ocene za primerjavo z mejami akustične hrapavosti; f) primerjavo z določeno zgornjo mejo glede na valovno dolžino frekvenčnega pasu ene tretjine oktave; g) zahteve merilnega sistema. Uporablja se za: a) preskušanje učinkovitosti referenčnih odsekov tirnic glede na preskus sprejemljivosti hrupa, ki ga oddajajo železniška vozila; b) preskušanje učinkovitosti odsekov tirnic glede hrupa, ki ga oddajajo železniška vozila; c) sprejemljivost stanja vozne površine samo, če je akustična hrapavost merilo za sprejemljivost; d) oceno stanja površine kolesa kot vnosa za akustično sprejemljivost zavornih blokov; e) oceno valovitosti kolesa in tirnice kot vnosa za izračun valovitosti kombinacije kolesa in tirnice; f) diagnozo spornosti hrupa koles in tirnic za določene tirnice ali kolesa; g) oceno valovitosti koles in tirnic kot vnosa pri modeliranju hrupa med vožnjo; h) oceno valovitosti koles in tirnic kot vnosa za metode ločevanja virov hrupa. Ne uporablja se za: a) merjenje valovitosti s posredno metodo; b) neposredno merjenje kombinacije valovitosti koles in tirnic; c) analizo učinka interakcije kolo-tirnica, kot je »kontaktni filter«; d) odobritev preoblikovanja tirnic in koles, vključno z operacijami brušenja tirnic, razen tistih, pri katerih je akustična hrapavost posebno merilo za sprejemljivost (in ne merilo kakovosti brušenja, kot je določeno v standardu EN 13231); e) opredelitev geometrije tirnic in koles, razen kadar je to povezano s povzročanjem hrupa.
General Information
- Status
- Withdrawn
- Public Enquiry End Date
- 30-Nov-2017
- Publication Date
- 13-May-2019
- Withdrawal Date
- 03-Jul-2025
- Technical Committee
- IŽNP - Reilway applications
- Current Stage
- 9900 - Withdrawal (Adopted Project)
- Start Date
- 04-Jul-2025
- Due Date
- 27-Jul-2025
- Completion Date
- 04-Jul-2025
Relations
- Effective Date
- 08-Jun-2022
- Effective Date
- 01-Sep-2025
- Effective Date
- 15-Feb-2023
Frequently Asked Questions
SIST EN 15610:2019 is a standard published by the Slovenian Institute for Standardization (SIST). Its full title is "Railway applications - Acoustics - Rail and wheel roughness measurement related to rolling noise generation". This standard covers: 1.1 This document specifies a direct measurement method for characterizing the surface roughness of the rail and wheel associated with rolling noise ("acoustic roughness"), in the form of a one-third octave band spectrum. This document describes a method for: a) selecting measuring positions along a track or selecting wheels of a vehicle; b) selecting lateral positions for measurements; c) the data acquisition procedure; d) measurement data processing in order to estimate a set of one-third octave band roughness spectra; e) presentation of this estimate for comparison with limits of acoustic roughness; f) comparison with a given upper limit in terms of a one-third octave band wavelength spectrum; g) the measuring system requirements. 1.2 It is applicable to the: a) compliance testing of reference track sections in relation to the acceptance test for noise emitted by railway vehicles; b) performance testing of track sections in relation to noise emitted by railway vehicles; c) acceptance of the running surface condition only in the case where the acoustic roughness is the acceptance criterion; d) assessment of the wheel surface condition as an input for the acoustic acceptance of brake blocks; e) assessment of the wheel and rail roughness as input to the calculation of combined wheel rail roughness; f) diagnosis of wheel-rail noise issues for specific tracks or wheels; g) assessment of the wheel and rail roughness as input to rolling noise modelling; h) assessment of the wheel and rail roughness as input to noise source separation methods. 1.3 It is not applicable to the: a) measurement of roughness (rail roughness, wheel roughness or combined roughness) using an indirect method; b) analysis of the effect of wheel-rail interaction, such as a “contact filter”; c) approval of rail and wheel reprofiling, including rail grinding operations, except for those where the acoustic roughness is specifically the approval criterion (and not the grinding quality criteria as provided in e.g. EN 13231-3); d) characterization of track and wheel geometry except where associated with noise generation.
1.1 This document specifies a direct measurement method for characterizing the surface roughness of the rail and wheel associated with rolling noise ("acoustic roughness"), in the form of a one-third octave band spectrum. This document describes a method for: a) selecting measuring positions along a track or selecting wheels of a vehicle; b) selecting lateral positions for measurements; c) the data acquisition procedure; d) measurement data processing in order to estimate a set of one-third octave band roughness spectra; e) presentation of this estimate for comparison with limits of acoustic roughness; f) comparison with a given upper limit in terms of a one-third octave band wavelength spectrum; g) the measuring system requirements. 1.2 It is applicable to the: a) compliance testing of reference track sections in relation to the acceptance test for noise emitted by railway vehicles; b) performance testing of track sections in relation to noise emitted by railway vehicles; c) acceptance of the running surface condition only in the case where the acoustic roughness is the acceptance criterion; d) assessment of the wheel surface condition as an input for the acoustic acceptance of brake blocks; e) assessment of the wheel and rail roughness as input to the calculation of combined wheel rail roughness; f) diagnosis of wheel-rail noise issues for specific tracks or wheels; g) assessment of the wheel and rail roughness as input to rolling noise modelling; h) assessment of the wheel and rail roughness as input to noise source separation methods. 1.3 It is not applicable to the: a) measurement of roughness (rail roughness, wheel roughness or combined roughness) using an indirect method; b) analysis of the effect of wheel-rail interaction, such as a “contact filter”; c) approval of rail and wheel reprofiling, including rail grinding operations, except for those where the acoustic roughness is specifically the approval criterion (and not the grinding quality criteria as provided in e.g. EN 13231-3); d) characterization of track and wheel geometry except where associated with noise generation.
SIST EN 15610:2019 is classified under the following ICS (International Classification for Standards) categories: 17.140.30 - Noise emitted by means of transport; 45.080 - Rails and railway components; 93.100 - Construction of railways. The ICS classification helps identify the subject area and facilitates finding related standards.
SIST EN 15610:2019 has the following relationships with other standards: It is inter standard links to SIST EN 15610:2009, SIST EN 15610:2019+A1:2025, SIST EN 15610:2019/kFprA1:2024. Understanding these relationships helps ensure you are using the most current and applicable version of the standard.
SIST EN 15610:2019 is associated with the following European legislation: EU Directives/Regulations: 2008/57/EC, 2016/797/EU; Standardization Mandates: M/483. When a standard is cited in the Official Journal of the European Union, products manufactured in conformity with it benefit from a presumption of conformity with the essential requirements of the corresponding EU directive or regulation.
You can purchase SIST EN 15610:2019 directly from iTeh Standards. The document is available in PDF format and is delivered instantly after payment. Add the standard to your cart and complete the secure checkout process. iTeh Standards is an authorized distributor of SIST standards.
Standards Content (Sample)
SLOVENSKI STANDARD
01-julij-2019
Nadomešča:
SIST EN 15610:2009
Železniške naprave - Akustika - Merjenje valovitosti vozne površine tirnice in
kolesa, ki povzroča hrup med vožnjo
Railway applications - Acoustics - Rail and wheel roughness measurement related to
rolling noise generation
Bahnanwendungen - Akustik - Messung der Schienen- und Radrauheit im Hinblick auf
die Entstehung von Rollgeräuschen
Applications ferroviaires - Acoustique - Mesurage de la rugosité des rails et des roues
relative à la génération du bruit de roulement
Ta slovenski standard je istoveten z: EN 15610:2019
ICS:
17.140.30 Emisija hrupa transportnih Noise emitted by means of
sredstev transport
45.080 Tračnice in železniški deli Rails and railway
components
93.100 Gradnja železnic Construction of railways
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
EN 15610
EUROPEAN STANDARD
NORME EUROPÉENNE
May 2019
EUROPÄISCHE NORM
ICS 17.140.30; 93.100 Supersedes EN 15610:2009
English Version
Railway applications - Acoustics - Rail and wheel
roughness measurement related to noise generation
Applications ferroviaires - Acoustique - Mesurage de la Bahnanwendungen - Akustik - Messung der Schienen-
rugosité des rails et des roues relative à la génération und Radrauheit im Hinblick auf die Entstehung von
du bruit de roulement Rollgeräuschen
This European Standard was approved by CEN on 21 January 2019.
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-CENELEC 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-CENELEC 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, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2019 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 15610:2019 E
worldwide for CEN national Members.
Contents Page
European foreword . 4
1 Scope . 5
2 Normative references . 6
3 Terms and definitions . 6
4 Symbols . 9
5 Rail roughness . 9
5.1 Measuring system requirements . 9
5.1.1 General . 9
5.1.2 Accuracy of the output signal . 9
5.1.3 Dimensions of the sensor . 9
5.1.4 Tracking of the sensor . 10
5.1.5 Sampling interval . 10
5.1.6 Record length. 10
5.1.7 Calibration and traceability to a national measurement standard . 10
5.2 Data acquisition . 10
5.2.1 General . 10
5.2.2 Test section requirements . 10
5.2.3 Reference surface choice . 11
5.2.4 Data sampling . 12
5.2.5 Preparation of the rail head surface . 13
5.2.6 Acoustic roughness acquisition . 13
5.3 Data processing . 13
5.3.1 Principle . 13
5.3.2 Spike removal technique . 14
5.3.3 Curvature processing . 15
5.3.4 Spectral analysis . 16
5.3.5 Procedure for extending the wavelength range . 17
5.3.6 Averaging process . 17
6 Wheel roughness . 17
6.1 Measuring system requirements . 17
6.1.1 General . 17
6.1.2 Accuracy of the output signal . 17
6.1.3 Dimensions of the sensor . 17
6.1.4 Tracking of the sensor . 17
6.1.5 Sampling interval . 17
6.1.6 Calibration and traceability to a national measurement standard . 18
6.2 Data acquisition . 18
6.2.1 General . 18
6.2.2 Data sampling . 18
6.2.3 Vehicle preparation . 19
6.2.4 Acoustic roughness acquisition . 19
6.2.5 Data quality checks . 19
6.2.6 Localized geometric wheel features . 20
6.3 Data processing . 20
6.3.1 Principle . 20
6.3.2 Spike removal technique . 20
6.3.3 Curvature processing . 21
6.3.4 Spectral analysis . 21
6.3.5 Averaging the roughness spectra . 22
7 Acceptance criteria . 22
7.1 Rail roughness . 22
7.2 Wheel roughness . 22
8 Presentation of the rail and wheel roughness spectra . 22
9 Report . 23
9.1 Rail roughness . 23
9.2 Wheel roughness . 23
Annex A (informative) Examples of localized geometrical features on the rail . 25
Annex B (normative) Algorithm used to synthesize a one-third octave band spectrum from a
corresponding narrow band spectrum for rail roughness . 27
Annex C (informative) Determination of the combined roughness (and contact filters) . 28
Annex D (informative) Quantification of measurement uncertainties according to
ISO/IEC Guide 98-3 . 29
D.1 General . 29
D.2 Mathematical model . 30
D.3 Determination of the standard uncertainties . 30
D.4 Determination of the combined standard uncertainty . 31
D.5 Determination of the expanded uncertainty . 32
Annex E (informative) An example of a rail roughness report sheet . 33
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2008/57/EC aimed to be covered. 34
Bibliography . 35
European foreword
This document (EN 15610:2019) 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 2019, and conflicting national standards
shall be withdrawn at the latest by November 2019.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document supersedes EN 15610:2009.
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 Directive 2008/57/EC.
For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of
this document.
The main changes with respect to the previous edition are listed below:
— The most significant technical change is the introduction of a measurement procedure for the
characterization of the wheel acoustic roughness.
— Slight improvements of the section related to the characterization of the acoustic rail roughness
have also been implemented.
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, Former Yugoslav Republic of Macedonia,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta,
Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.
1 Scope
1.1 This document specifies a direct measurement method for characterizing the surface roughness
of the rail and wheel associated with rolling noise (“acoustic roughness”), in the form of a one-third
octave band spectrum.
This document describes a method for:
a) selecting measuring positions along a track or selecting wheels of a vehicle;
b) selecting lateral positions for measurements;
c) the data acquisition procedure;
d) measurement data processing in order to estimate a set of one-third octave band roughness
spectra;
e) presentation of this estimate for comparison with limits of acoustic roughness;
f) comparison with a given upper limit in terms of a one-third octave band wavelength spectrum;
g) the measuring system requirements.
1.2 It is applicable to the:
a) compliance testing of reference track sections in relation to the acceptance test for noise emitted by
railway vehicles;
b) performance testing of track sections in relation to noise emitted by railway vehicles;
c) acceptance of the running surface condition only in the case where the acoustic roughness is the
acceptance criterion;
d) assessment of the wheel surface condition as an input for the acoustic acceptance of brake blocks;
e) assessment of the wheel and rail roughness as input to the calculation of combined wheel rail
roughness;
f) diagnosis of wheel-rail noise issues for specific tracks or wheels;
g) assessment of the wheel and rail roughness as input to rolling noise modelling;
h) assessment of the wheel and rail roughness as input to noise source separation methods.
1.3 It is not applicable to the:
a) measurement of roughness (rail roughness, wheel roughness or combined roughness) using an
indirect method;
b) analysis of the effect of wheel-rail interaction, such as a “contact filter”;
c) approval of rail and wheel reprofiling, including rail grinding operations, except for those where the
acoustic roughness is specifically the approval criterion (and not the grinding quality criteria as
provided in e.g. EN 13231-3);
d) characterization of track and wheel geometry except where associated with noise generation.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements 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 61260-1:2014, Electroacoustics – Octave-band and fractional-octave-band filters – Part 1:
Specifications (IEC 61260-1:2014)
EN ISO 266:1997, Acoustics – Preferred frequencies (ISO 266:1997)
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— IEC Electropedia: available at http://www.electropedia.org/
— ISO Online browsing platform: available at http://www.iso.org/obp
3.1
acoustic roughness
r(x)
variation in the height of the running surface associated with rolling noise excitation expressed as a
function of distance x along the running surface
3.2
acoustic roughness spectrum
r()λ
amplitude of the acoustic roughness expressed as a function of the wavelength λ
3.3
acoustic roughness level
L
r
level expressed in decibels, given by the following formula:
2
r
RMS
L 10⋅log (1)
r 10
2
r
where
L is the acoustic roughness level in dB;
r
r is the root mean square roughness in μm;
RMS
r is the reference roughness; r = 1 μm.
0 0
Note 1 to entry This definition applies to values measured either in the form of a one-third octave band
wavelength spectrum, or for a specific wavelength band.
=
3.4
combined effective roughness
roughness function that excites rolling noise
Note 1 to entry: The combined effective roughness is the RMS of the rail and wheel roughness spectra. It
becomes the combined effective roughness when the effect of the contact patch filter is included.
3.5
direct roughness measurement method
acoustic roughness measurement method for which the sensor measures the running surface
roughness so that either the rail or the wheel roughness is measured independently of any effect of
wheel-rail interaction
3.6
indirect roughness measurement method
acoustic roughness measurement method that measures a quantity that is the result of wheel-rail
interaction, such as noise, rail or axle box vibration, whereby the original excitation by the combined
effective wheel and rail roughness is inferred
3.7
test section
specific section of track associated with a particular set of measurements
3.8
RMS
root mean square average which is required in the standard where averaging of spectra is required
Note 1 to entry: This is defined for each spectral band as:
22 2
a + a ++ a
1 2 N
(2)
RMS=
N
where:
a is a spectral amplitude; and
N is the number of spectral band value from which the average is being calculated.
Note 2 to entry: In terms of levels, this is equivalent to:
LL//10 10 L /10
1 2 N
10 + 10 ++ 10
L = 10log (3)
average 10
N
3.9
running surface
part of the wheel tread or of the rail head, along which the wheel-rail contact passes during rolling
Note 1 to entry: In the case of the rail this is the bright band of the surface of the rail head that contains all the
running positions of the wheel-rail contact, associated with current traffic.
3.10
partially conditioned surface
part of the rail head outside the rail running surface that nevertheless can appear to have been affected
by the passage of vehicles
3.11
reference surface
surface of the rail head, within the running surface, that is chosen for the acoustic roughness
assessment
3.12
reference length
dimension of the reference surface in the longitudinal rail direction
3.13
reference width
w
ref
dimension of the reference surface across the rail
Note 1 to entry: Figure 1 shows an example of some of the defined terms
Key
1 running surface
2 reference surface
3 partially conditioned surface
Figure 1 — Example showing defined parameters
3.14
field face
outer face of the railhead, offering a reference position constant during the rail wear process
4 Symbols
Symbol Meaning
C(x) circular curve used for the acoustic roughness processing
d position, relative to the outer surface of the rail head, of the longitudinal axis of symmetry
ref
of the reference surface
h height of a spike
L acoustic roughness level
r
r(x) acoustic roughness
r'(x) acoustic roughness processed with the spike removal and curvature algorithm
w width of a spike
w width of the reference surface
ref
x variable of the distance along the rail
x particular position along the rail
i
z mean value of height over a given interval
discrete Fourier Transform of r(x)
r()λ
λ wavelength
5 Rail roughness
5.1 Measuring system requirements
5.1.1 General
This subclause summarizes the requirements of the measuring system and its calibration. The
measuring devices shall be checked and calibrated regularly.
5.1.2 Accuracy of the output signal
The measuring system shall be capable of making valid measurements in the wavelength range and at
the acoustic roughness levels for the test site being characterized.
NOTE Typical rail roughness spectra can be found in [11], [18], [22], [23] and [25].
However, where it is required simply to show that the estimated acoustic roughness does not exceed a
given upper limit, the measuring system shall effect valid measurements for one-third octave band
acoustic roughness levels equal to or greater than this limit. This case applies particularly for test
section approval.
A measurement device shall be considered making valid measurements if the uncertainty resulting
from the measuring device, expressed in terms of its standard uncertainty, does not exceed 3 dB.
5.1.3 Dimensions of the sensor
If a contact sensor is used, the sensor tip shall be spherical and its radius shall not exceed 7 mm.
In the case of a non-contacting sensor, its effective width shall be less than the sampling interval.
5.1.4 Tracking of the sensor
The measuring system sensor shall follow a line on the rail head parallel to the field (outer) face of the
rail head, with a tolerance of ± 1 mm.
5.1.5 Sampling interval
The measuring system shall measure data with a sampling interval less than or equal to 1 mm to an
accuracy of no worse than 3 %.
5.1.6 Record length
The system shall provide records of length ≥ 1 m.
5.1.7 Calibration and traceability to a national measurement standard
The calibration shall verify the accuracy and the compliance of the measuring device
The calibration shall include the traceability to a national measurement standard or a primary standard.
This shall be done in terms of a reference roughness standard (e.g. a section of a reference rail or beam).
The surface geometry of the reference roughness standard shall be measured by a national or primary
standards laboratory. For comparing the measurement values to a limit curve, the roughness of this
reference roughness standard shall be of a measureable value and shall be no greater than 10 dB above
the respective limit curve over the whole wavelength range of the limit curve.
The calibration procedure shall be documented. The documentation shall justify the calibration and the
checking of all aspects of the instrument including the electronics and processing.
An instrument shall always be recalibrated if it has been repaired or is suspected of fault or damage or
wear. The maximum time from the last calibration of the instrument shall be 24 months.
5.2 Data acquisition
5.2.1 General
The aim of the data acquisition procedure is to obtain digitized records of the acoustic roughness of the
two rails in the test section measured at a sufficiently high sampling rate (samples per unit length) and
with a record length sufficient to derive from it the acoustic roughness spectrum. Record lengths of at
least 1 m are required to estimate the acoustic roughness spectrum covering the wavelength range up
to the 0,25 m one-third octave band.
To attain wavelengths greater than 0,25 m, records longer than those specified in this sub clause shall
be obtained. The record length shall be at least 4 times of mid wavelength the one-third octave band
wavelength.
5.2.2 Test section requirements
5.2.2.1 Track structure
The track structure design shall be constant along the test section, at least in terms of the following
parameters: rail cross-section, rail inclination and rail supporting structure. In the case of a ballasted
track, the rail supporting structure parameters are: the rail pad type, the rail fasteners, the sleeper type,
the sleeper spacing and the ballast.
If the track structure changes, separate test sections shall be defined and the acoustic roughness of each
shall be assessed and presented.
5.2.2.2 Localized geometric features
There is no specific requirement for the test section to be free from localized defects. However, it may
contain some localized geometrical features (e.g.: weld, large dips, wheel burns) that it is permitted to
exclude in the assessment of the acoustic roughness related to the generation of rolling noise. See
Annex A for guidance concerning features that may be edited out of the record.
NOTE The generation of noise at localized defects is not linearly related to their amplitude compared to
general roughness so that defects are less significant in the assessment of the source of rolling noise.
5.2.3 Reference surface choice
5.2.3.1 General
The acoustic roughness of the test section shall be assessed over a reference surface. The reference
surface shall be inside the running surface and is specified as follows:
a) length along the rail;
b) transverse width w ;
ref
c) relative distance d to the field face of the rail.
ref
The running surface can be wide and experience shows that there is considerable variation of the
acoustic roughness with lateral position. It is common that particular vehicles will only use part of this
surface. Therefore, the standard allows for an assessment to apply only to a part of the running surface
that may correspond to the requirements of a particular test, i.e. the reference surface.
5.2.3.2 Cases
It is the responsibility of the measurement team to define the length, width and position of the
reference surface of the two rails and to justify its decision.
The reference length may be given by standards.
Where the acoustic rail roughness measurement is required for rolling stock type acceptance testing,
any of the three following cases for that justification shall be used:
a) Case 1: the running surface (band) on the rail head is clear visually and it is known that this running
surface is produced by the rolling stock to be measured.
Considering that the wheel-rail contact patch is approximately 10 mm wide, any partially conditioned
area at the edges of the running surface that are less than half this width shall not be considered to be
part of the running surface (see Figure 1).
b) Case 2: the wheel-rail contact zone can be determined for the specific train under test at the time of
the acceptance test.
It is recommended that a line be drawn across the rail head with a marker pen before a train passby to
identify the wheel-rail contact position satisfactorily. It is advisable to check the position at both ends of
the test section.
Figure 2 shows a sample application of this method:
Key
1 effective running surface produced by the specific train under test
2 marker ink outside the running surface
Figure 2 — Example of using a permanent marker on the rail surface
In judging the width of the reference surface, the minimum width shall be taken that is consistent along
the test section.
c) Case 3: the wheel-rail contact position during running on the test site can be predicted from the
geometry of rail and wheel transverse profiles using simulation tools.
There are specific situations (such as hollow worn wheels or worn rail head profiles) in which the
contact position on the rail head is erratic. Such situations should be avoided for acceptance tests as
they would lead to uncertainties in the test conditions.
5.2.4 Data sampling
5.2.4.1 General
Because the conditions of 5.2.2.1 shall be met, a reduced sample of measurements can be assumed to be
representative of the two rails. Considering that the existing measuring systems record the acoustic
roughness in lines along the rail, the variation in the acoustic roughness across the rail head shall be
assessed at a limited number of discrete lateral positions.
The following data sampling method of the rail reference surface shall be applied both in the
longitudinal and transverse directions.
5.2.4.2 Longitudinal sampling
The acoustic roughness of the test section shall be assessed using a number of measured samples
distributed over the whole reference length. To obtain a reliable assessment of the roughness up to a
given wavelength, a minimum total record length is required.
If the acoustic roughness is sampled in such a way that it forms less than 80 % of the overall length of
the test section, it is the responsibility of the measurement team to select samples and to justify
whether these samples are representative of the reference length.
The following minimum criteria shall apply if sampling is used:
a) the samples shall be assessed over at least 5 measuring positions for each rail, each at least 1 m
long, distributed over the test section;
b) depending on the bandwidth range of interest, the samples shall total a length of at least:
1) 15 m for each rail, if the bandwidth range involved does not exceed the 0,25 m one-third octave
band;
2) 7,2 m for each rail, if the bandwidth range involved does not exceed the 0,1 m one-third octave
band;
c) the overall length of roughness record for each longitudinal line shall be at least 20 % of the
reference length.
5.2.4.3 Lateral sampling
The acoustic roughness shall be assessed equally on each rail for a given width of rail head surface,
irrespective of the actual range of wheel-rail contact positions for a given category of rolling stock and
shall only be considered valid for the part of the rail head that is conditioned by running wear.
Therefore, an important aspect of the acquisition process is to define the lateral position of the valid
reference surface of the rail.
The acoustic roughness shall be measured on the reference surface centre line. If the reference surface
is wide enough, two supplementary, parallel, equidistant lines at either side of the centre line shall be
measured. The distance between the centre line and the supplementary lines depends on the reference
width:
a) w ≤ 20 mm: measurement of one line;
ref
b) 20 mm < w ≤ 30 mm: measurement of three lines, each 5 mm apart;
ref
c) w > 30 mm: measurement of three lines, each 10 mm apart.
ref
Regardless of the above, a greater number of lines of acoustic roughness can be measured. In this case
the lines selected from a greater data set for comparison with acceptance criteria shall conform to these
rules.
5.2.5 Preparation of the rail head surface
Contamination shall be removed from the rail head surface before measuring the acoustic roughness.
5.2.6 Acoustic roughness acquisition
Following the above operations, all the measurements shall be taken and all the data saved before being
processed.
5.3 Data processing
5.3.1 Principle
The following algorithm shall be applied.
a) The data shall be processed in three stages before calculating the wavelength spectrum.
1) Edit out the data relating to any rail joints, rail head defects and welds. No discontinuities shall
be included in the data that would affect the final spectrum analysis (see Annex A).
2) Process the data so as to remove narrow upward spikes that are regarded as being linked with
the presence of small particles of foreign matter on the rail surface. This is called the “spike
removal” process (see 5.3.2).
3) Process the data to take account of the effect of the small radius of the sensor tip compared to
that of the wheel. This is called the “curvature processing” process (see 5.3.3).
NOTE This processing takes into account some of the effects of the wheel-rail contact that cause a change in
the spectrum content affecting the excitation mechanism of the rolling noise. It cannot be done after the
acoustic roughness spectrum has been produced. Other effects, such as that of the “contact filter”, are not
within the scope of this document (see Annex C).
b) Calculate the one-third octave band spectrum for each acoustic roughness record (see 5.3.4).
c) Estimate the mean acoustic roughness spectra for the reference section (see 5.3.6).
5.3.2 Spike removal technique
The spike removal technique is as follows (see Figure 3).
a) On the basis of the roughness r(x), calculate the first derivative dr/dx and the second derivative
2 2
d r/dx .
b) Locate sign changes of dr/dx, indicating a local data minimum or maximum.
2 2 7 2
c) Identify the spikes by the criteria d r/dx < −10 µm/m and a change of sign for dr/dx.
d) Identify the edges of each spike as being the samples (x and x ) on either side of the maxima or
1 2
minima, for which abs(dr/dx) becomes less than 5 × 10 µm/m.
e) Calculate the width w of the spike with the formula w = abs (x -x ).
2 1
a) Raw data for roughness b) Raw data for spike removal
Key
X1 distance along the rail (metres) X2 distance along the rail (metres)
Y1 roughness amplitude (micrometres) Y2 roughness amplitude (micrometres)
1 spike 3 measured signal
2 pit 4 signal processed with the spike removal
algorithm
Figure 3 — Raw data
The ratio between height h and width w of each spike shall be tested with the following criterion:
h > w /a, where h and w are expressed in metres and a = 3 m. If this condition is verified, the spike shall
be removed by linear interpolation between x and x .
1 2
The spike removal procedure shall be repeated until no further spike is detected.
5.3.3 Curvature processing
For each roughness data point x from the r(x) roughness function, a circular curve C (x) of radius
i i
R = 0,375 m is defined passing through the data point r(x ), with its centre located at x above the r(x)
i i
function (see Figure 4).
The correction of the acoustic roughness at the roughness data point x is taken as the maximum
i
difference between the roughness function r(x) and this curve C (x), so that the resulting height r'(x ) of
i i
the roughness function r(x) is given by the following equation: r’(x ) = max(r(x) - C (x)) + r(x ), where
i i i
C (x)= R− R−(x− x )+ rx( )
i ii
Not to scale
Key
1 C (x) X1 sampled values of x
i
2 r(x) Y roughness amplitude
3 x X2 distance along rail
i
4 r’(x ) – r(x ) 5 r’(x)
i i
NOTE Left: principle applied to position x – Right: effect of the curvature processing on a deep pit.
i
Figure 4 — Curvature processing
5.3.4 Spectral analysis
5.3.4.1 General
The one-third octave band acoustic roughness spectrum r()λ shall be determined on the basis of the
roughness data after removal of the pits and spikes, r’(x), using one of the two methods described
below.
5.3.4.2 Method A: Fourier analysis
For this, long data records can be divided into segments. In all cases, the length of the data used in a
Fourier transform shall correspond to a length of at least 1 m. If a record is divided into successive
segments, a 75 % overlap shall be applied. Each segment shall have the mean value subtracted and the
linear trend removed. A Hann window shall then be applied.
The discrete Fourier transform (DFT) of each segment is used to produce results in terms of wave
number. The magnitude squared of the Fourier transforms of each segment shall be averaged to make
up a narrow band spectrum which shall be expressed as a function of the wavelength.
The one-third octave band spectrum shall be synthesized on the basis of the narrow band spectrum.
Each one-third octave band value shall be calculated as the sum of the squares of the narrow band
amplitudes from the discrete Fourier transform. At the one-third octave band boundaries, only the
narrow band spectrum values corresponding to the portion of the spectrum included in the one-third
octave in question shall be taken into account (see Annex B).
5.3.4.3 Method B: digital filtering
The one-third octave band values shall be obtained by applying digital one-third octave band filters
directly to the roughness data r'(x). The digital filters shall comply with EN 61260-1.
If the one-third octave digital filtering method is used, the data affected by the filter transient at either
end of the record shall be discarded.
In total, there shall be a processed record of at least 15 m available after the transients have been
removed.
5.3.5 Procedure for extending the wavelength range
Fixed-length records produce wavelength data that are inherently limited to about a quarter of the
length of the record.
If it is required to assess longer wavelengths, the records shall be concatenated by overlapping the
measured records. The overlap shall not be used for spectral components of 0,1 m or less. The record
concatenation method shall be described in the report.
5.3.6 Averaging process
The average of the one-third octave band spectra shall be their RMS. This shall be calculated for each
acoustic roughness line separately. No weighting of the roughness records shall be applied with regard
to their position in the test section. Therefore, either one average spectrum or three average spectra
shall be produced for each rail in accordance with 5.2.4.3, depending on the reference width.
In addition, the mean roughness spectrum on all lines and both rails shall be calculated as an RMS.
6 Wheel roughness
6.1 Measuring system requirements
6.1.1 General
The measuring devices shall be checked and calibrated regularly. This section summarizes the
requirements of the measuring system and its calibration.
6.1.2 Accuracy of the output signal
The measuring system shall be capable of making valid measurements in the wavelength range and at
the acoustic roughness levels for the wheel type being characterized.
NOTE Typical wheel roughness spectra can be found in [11], [15], [19] and [22].
However, where it is required simply to show that the estimated acoustic roughness does not exceed a
given upper limit, the measuring system shall effect valid measurements for one-third octave band
acoustic roughness levels equal to or greater than this limit.
A measurement device shall be considered making valid measurements if the uncertainty resulting
from the measuring device, expressed in terms of its standard uncertainty, does not exceed 3 dB.
6.1.3 Dimensions of the sensor
If a contact sensor is used, the sensor tip shall be spherical and its radius shall not exceed 7 mm.
In the case of a non-contacting sensor, its effective width shall be less than the sampling interval.
6.1.4 Tracking of the sensor
The measuring system shall ensure that the sensor describes a line on the wheel tread parallel to the
flange face of the wheel, with a tolerance of ± 1 mm.
6.1.5 Sampling interval
The device shall allow for measurements of at least one wheel circumference with a maximum sampling
distance of 1 mm to an accuracy of no worse than 3 %.
6.1.6 Calibration and traceability to a national measurement standard
The calibration shall verify the accuracy and the compliance of the measuring device.
The calibration shall include the traceability to a national measurement standard or a primary standard.
This shall be done in terms of a reference roughness standard (e.g. a reference wheel).
The surface geometry of the reference roughness standard shall be measured by a national or primary
standards laboratory. For comparing the measurement values to a limit curve, the roughness of this
reference roughness standard shall be of a measureable value and shall be no greater than 10 dB above
the respective limit curve over the whole wavelength range of the limit curve.
The calibration procedure shall be documented. The documentation shall justify the calibration and the
checking of all aspects of the instrument including the electronics and processing.
An instrument shall always be recalibrated if it has been repaired or is suspected of fault or damage or
wear. The maximum time from the last calibration of the instrument shall be 24 months.
6.2 Data acquisition
6.2.1 General
The aim of the data acquisition procedure is to obtain digitized records of the acoustic roughness of the
wheels measured at a sufficiently high sampling rate (samples per unit length) over a whole
circumference, so that all the wavelengths associated with the wheel are covered down to the 3,15 mm
one-third octave band.
6.2.2 Data sampling
6.2.2.1 Sampling of wheels within a unit
In order to evaluate the wheel roughness pertinent to the rolling noise generated by a unit, the wheels
of the unit shall be sampled approximately evenly distributed along the length of the unit according to
...
SLOVENSKI STANDARD
01-julij-2019
Nadomešča:
SIST EN 15610:2009
Železniške naprave - Akustika - Merjenje hrapavosti (neravnin) vozne površine
tirnice in kolesa pri povzročanju hrupa
Railway applications - Acoustics - Rail and wheel roughness measurement related to
rolling noise generation
Bahnanwendungen - Akustik - Messung der Schienen- und Radrauheit im Hinblick auf
die Entstehung von Rollgeräuschen
Applications ferroviaires - Acoustique - Mesurage de la rugosité des rails et des roues
relative à la génération du bruit de roulement
Ta slovenski standard je istoveten z: EN 15610:2019
ICS:
17.140.30 Emisija hrupa transportnih Noise emitted by means of
sredstev transport
45.080 Tračnice in železniški deli Rails and railway
components
93.100 Gradnja železnic Construction of railways
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
EN 15610
EUROPEAN STANDARD
NORME EUROPÉENNE
May 2019
EUROPÄISCHE NORM
ICS 17.140.30; 93.100 Supersedes EN 15610:2009
English Version
Railway applications - Acoustics - Rail and wheel
roughness measurement related to noise generation
Applications ferroviaires - Acoustique - Mesurage de la Bahnanwendungen - Akustik - Messung der Schienen-
rugosité des rails et des roues relative à la génération und Radrauheit im Hinblick auf die Entstehung von
du bruit de roulement Rollgeräuschen
This European Standard was approved by CEN on 21 January 2019.
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-CENELEC 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-CENELEC 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, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2019 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 15610:2019 E
worldwide for CEN national Members.
Contents Page
European foreword . 4
1 Scope . 5
2 Normative references . 6
3 Terms and definitions . 6
4 Symbols . 9
5 Rail roughness . 9
5.1 Measuring system requirements . 9
5.1.1 General . 9
5.1.2 Accuracy of the output signal . 9
5.1.3 Dimensions of the sensor . 9
5.1.4 Tracking of the sensor . 10
5.1.5 Sampling interval . 10
5.1.6 Record length. 10
5.1.7 Calibration and traceability to a national measurement standard . 10
5.2 Data acquisition . 10
5.2.1 General . 10
5.2.2 Test section requirements . 10
5.2.3 Reference surface choice . 11
5.2.4 Data sampling . 12
5.2.5 Preparation of the rail head surface . 13
5.2.6 Acoustic roughness acquisition . 13
5.3 Data processing . 13
5.3.1 Principle . 13
5.3.2 Spike removal technique . 14
5.3.3 Curvature processing . 15
5.3.4 Spectral analysis . 16
5.3.5 Procedure for extending the wavelength range . 17
5.3.6 Averaging process . 17
6 Wheel roughness . 17
6.1 Measuring system requirements . 17
6.1.1 General . 17
6.1.2 Accuracy of the output signal . 17
6.1.3 Dimensions of the sensor . 17
6.1.4 Tracking of the sensor . 17
6.1.5 Sampling interval . 17
6.1.6 Calibration and traceability to a national measurement standard . 18
6.2 Data acquisition . 18
6.2.1 General . 18
6.2.2 Data sampling . 18
6.2.3 Vehicle preparation . 19
6.2.4 Acoustic roughness acquisition . 19
6.2.5 Data quality checks . 19
6.2.6 Localized geometric wheel features . 20
6.3 Data processing . 20
6.3.1 Principle . 20
6.3.2 Spike removal technique . 20
6.3.3 Curvature processing . 21
6.3.4 Spectral analysis . 21
6.3.5 Averaging the roughness spectra . 22
7 Acceptance criteria . 22
7.1 Rail roughness . 22
7.2 Wheel roughness . 22
8 Presentation of the rail and wheel roughness spectra . 22
9 Report . 23
9.1 Rail roughness . 23
9.2 Wheel roughness . 23
Annex A (informative) Examples of localized geometrical features on the rail . 25
Annex B (normative) Algorithm used to synthesize a one-third octave band spectrum from a
corresponding narrow band spectrum for rail roughness . 27
Annex C (informative) Determination of the combined roughness (and contact filters) . 28
Annex D (informative) Quantification of measurement uncertainties according to
ISO/IEC Guide 98-3 . 29
D.1 General . 29
D.2 Mathematical model . 30
D.3 Determination of the standard uncertainties . 30
D.4 Determination of the combined standard uncertainty . 31
D.5 Determination of the expanded uncertainty . 32
Annex E (informative) An example of a rail roughness report sheet . 33
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2008/57/EC aimed to be covered. 34
Bibliography . 35
European foreword
This document (EN 15610:2019) 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 2019, and conflicting national standards
shall be withdrawn at the latest by November 2019.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document supersedes EN 15610:2009.
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 Directive 2008/57/EC.
For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of
this document.
The main changes with respect to the previous edition are listed below:
— The most significant technical change is the introduction of a measurement procedure for the
characterization of the wheel acoustic roughness.
— Slight improvements of the section related to the characterization of the acoustic rail roughness
have also been implemented.
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, Former Yugoslav Republic of Macedonia,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta,
Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.
1 Scope
1.1 This document specifies a direct measurement method for characterizing the surface roughness
of the rail and wheel associated with rolling noise (“acoustic roughness”), in the form of a one-third
octave band spectrum.
This document describes a method for:
a) selecting measuring positions along a track or selecting wheels of a vehicle;
b) selecting lateral positions for measurements;
c) the data acquisition procedure;
d) measurement data processing in order to estimate a set of one-third octave band roughness
spectra;
e) presentation of this estimate for comparison with limits of acoustic roughness;
f) comparison with a given upper limit in terms of a one-third octave band wavelength spectrum;
g) the measuring system requirements.
1.2 It is applicable to the:
a) compliance testing of reference track sections in relation to the acceptance test for noise emitted by
railway vehicles;
b) performance testing of track sections in relation to noise emitted by railway vehicles;
c) acceptance of the running surface condition only in the case where the acoustic roughness is the
acceptance criterion;
d) assessment of the wheel surface condition as an input for the acoustic acceptance of brake blocks;
e) assessment of the wheel and rail roughness as input to the calculation of combined wheel rail
roughness;
f) diagnosis of wheel-rail noise issues for specific tracks or wheels;
g) assessment of the wheel and rail roughness as input to rolling noise modelling;
h) assessment of the wheel and rail roughness as input to noise source separation methods.
1.3 It is not applicable to the:
a) measurement of roughness (rail roughness, wheel roughness or combined roughness) using an
indirect method;
b) analysis of the effect of wheel-rail interaction, such as a “contact filter”;
c) approval of rail and wheel reprofiling, including rail grinding operations, except for those where the
acoustic roughness is specifically the approval criterion (and not the grinding quality criteria as
provided in e.g. EN 13231-3);
d) characterization of track and wheel geometry except where associated with noise generation.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements 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 61260-1:2014, Electroacoustics – Octave-band and fractional-octave-band filters – Part 1:
Specifications (IEC 61260-1:2014)
EN ISO 266:1997, Acoustics – Preferred frequencies (ISO 266:1997)
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— IEC Electropedia: available at http://www.electropedia.org/
— ISO Online browsing platform: available at http://www.iso.org/obp
3.1
acoustic roughness
r(x)
variation in the height of the running surface associated with rolling noise excitation expressed as a
function of distance x along the running surface
3.2
acoustic roughness spectrum
r()λ
amplitude of the acoustic roughness expressed as a function of the wavelength λ
3.3
acoustic roughness level
L
r
level expressed in decibels, given by the following formula:
2
r
RMS
L 10⋅log (1)
r 10
2
r
where
L is the acoustic roughness level in dB;
r
r is the root mean square roughness in μm;
RMS
r is the reference roughness; r = 1 μm.
0 0
Note 1 to entry This definition applies to values measured either in the form of a one-third octave band
wavelength spectrum, or for a specific wavelength band.
=
3.4
combined effective roughness
roughness function that excites rolling noise
Note 1 to entry: The combined effective roughness is the RMS of the rail and wheel roughness spectra. It
becomes the combined effective roughness when the effect of the contact patch filter is included.
3.5
direct roughness measurement method
acoustic roughness measurement method for which the sensor measures the running surface
roughness so that either the rail or the wheel roughness is measured independently of any effect of
wheel-rail interaction
3.6
indirect roughness measurement method
acoustic roughness measurement method that measures a quantity that is the result of wheel-rail
interaction, such as noise, rail or axle box vibration, whereby the original excitation by the combined
effective wheel and rail roughness is inferred
3.7
test section
specific section of track associated with a particular set of measurements
3.8
RMS
root mean square average which is required in the standard where averaging of spectra is required
Note 1 to entry: This is defined for each spectral band as:
22 2
a + a ++ a
1 2 N
(2)
RMS=
N
where:
a is a spectral amplitude; and
N is the number of spectral band value from which the average is being calculated.
Note 2 to entry: In terms of levels, this is equivalent to:
LL//10 10 L /10
1 2 N
10 + 10 ++ 10
L = 10log (3)
average 10
N
3.9
running surface
part of the wheel tread or of the rail head, along which the wheel-rail contact passes during rolling
Note 1 to entry: In the case of the rail this is the bright band of the surface of the rail head that contains all the
running positions of the wheel-rail contact, associated with current traffic.
3.10
partially conditioned surface
part of the rail head outside the rail running surface that nevertheless can appear to have been affected
by the passage of vehicles
3.11
reference surface
surface of the rail head, within the running surface, that is chosen for the acoustic roughness
assessment
3.12
reference length
dimension of the reference surface in the longitudinal rail direction
3.13
reference width
w
ref
dimension of the reference surface across the rail
Note 1 to entry: Figure 1 shows an example of some of the defined terms
Key
1 running surface
2 reference surface
3 partially conditioned surface
Figure 1 — Example showing defined parameters
3.14
field face
outer face of the railhead, offering a reference position constant during the rail wear process
4 Symbols
Symbol Meaning
C(x) circular curve used for the acoustic roughness processing
d position, relative to the outer surface of the rail head, of the longitudinal axis of symmetry
ref
of the reference surface
h height of a spike
L acoustic roughness level
r
r(x) acoustic roughness
r'(x) acoustic roughness processed with the spike removal and curvature algorithm
w width of a spike
w width of the reference surface
ref
x variable of the distance along the rail
x particular position along the rail
i
z mean value of height over a given interval
discrete Fourier Transform of r(x)
r()λ
λ wavelength
5 Rail roughness
5.1 Measuring system requirements
5.1.1 General
This subclause summarizes the requirements of the measuring system and its calibration. The
measuring devices shall be checked and calibrated regularly.
5.1.2 Accuracy of the output signal
The measuring system shall be capable of making valid measurements in the wavelength range and at
the acoustic roughness levels for the test site being characterized.
NOTE Typical rail roughness spectra can be found in [11], [18], [22], [23] and [25].
However, where it is required simply to show that the estimated acoustic roughness does not exceed a
given upper limit, the measuring system shall effect valid measurements for one-third octave band
acoustic roughness levels equal to or greater than this limit. This case applies particularly for test
section approval.
A measurement device shall be considered making valid measurements if the uncertainty resulting
from the measuring device, expressed in terms of its standard uncertainty, does not exceed 3 dB.
5.1.3 Dimensions of the sensor
If a contact sensor is used, the sensor tip shall be spherical and its radius shall not exceed 7 mm.
In the case of a non-contacting sensor, its effective width shall be less than the sampling interval.
5.1.4 Tracking of the sensor
The measuring system sensor shall follow a line on the rail head parallel to the field (outer) face of the
rail head, with a tolerance of ± 1 mm.
5.1.5 Sampling interval
The measuring system shall measure data with a sampling interval less than or equal to 1 mm to an
accuracy of no worse than 3 %.
5.1.6 Record length
The system shall provide records of length ≥ 1 m.
5.1.7 Calibration and traceability to a national measurement standard
The calibration shall verify the accuracy and the compliance of the measuring device
The calibration shall include the traceability to a national measurement standard or a primary standard.
This shall be done in terms of a reference roughness standard (e.g. a section of a reference rail or beam).
The surface geometry of the reference roughness standard shall be measured by a national or primary
standards laboratory. For comparing the measurement values to a limit curve, the roughness of this
reference roughness standard shall be of a measureable value and shall be no greater than 10 dB above
the respective limit curve over the whole wavelength range of the limit curve.
The calibration procedure shall be documented. The documentation shall justify the calibration and the
checking of all aspects of the instrument including the electronics and processing.
An instrument shall always be recalibrated if it has been repaired or is suspected of fault or damage or
wear. The maximum time from the last calibration of the instrument shall be 24 months.
5.2 Data acquisition
5.2.1 General
The aim of the data acquisition procedure is to obtain digitized records of the acoustic roughness of the
two rails in the test section measured at a sufficiently high sampling rate (samples per unit length) and
with a record length sufficient to derive from it the acoustic roughness spectrum. Record lengths of at
least 1 m are required to estimate the acoustic roughness spectrum covering the wavelength range up
to the 0,25 m one-third octave band.
To attain wavelengths greater than 0,25 m, records longer than those specified in this sub clause shall
be obtained. The record length shall be at least 4 times of mid wavelength the one-third octave band
wavelength.
5.2.2 Test section requirements
5.2.2.1 Track structure
The track structure design shall be constant along the test section, at least in terms of the following
parameters: rail cross-section, rail inclination and rail supporting structure. In the case of a ballasted
track, the rail supporting structure parameters are: the rail pad type, the rail fasteners, the sleeper type,
the sleeper spacing and the ballast.
If the track structure changes, separate test sections shall be defined and the acoustic roughness of each
shall be assessed and presented.
5.2.2.2 Localized geometric features
There is no specific requirement for the test section to be free from localized defects. However, it may
contain some localized geometrical features (e.g.: weld, large dips, wheel burns) that it is permitted to
exclude in the assessment of the acoustic roughness related to the generation of rolling noise. See
Annex A for guidance concerning features that may be edited out of the record.
NOTE The generation of noise at localized defects is not linearly related to their amplitude compared to
general roughness so that defects are less significant in the assessment of the source of rolling noise.
5.2.3 Reference surface choice
5.2.3.1 General
The acoustic roughness of the test section shall be assessed over a reference surface. The reference
surface shall be inside the running surface and is specified as follows:
a) length along the rail;
b) transverse width w ;
ref
c) relative distance d to the field face of the rail.
ref
The running surface can be wide and experience shows that there is considerable variation of the
acoustic roughness with lateral position. It is common that particular vehicles will only use part of this
surface. Therefore, the standard allows for an assessment to apply only to a part of the running surface
that may correspond to the requirements of a particular test, i.e. the reference surface.
5.2.3.2 Cases
It is the responsibility of the measurement team to define the length, width and position of the
reference surface of the two rails and to justify its decision.
The reference length may be given by standards.
Where the acoustic rail roughness measurement is required for rolling stock type acceptance testing,
any of the three following cases for that justification shall be used:
a) Case 1: the running surface (band) on the rail head is clear visually and it is known that this running
surface is produced by the rolling stock to be measured.
Considering that the wheel-rail contact patch is approximately 10 mm wide, any partially conditioned
area at the edges of the running surface that are less than half this width shall not be considered to be
part of the running surface (see Figure 1).
b) Case 2: the wheel-rail contact zone can be determined for the specific train under test at the time of
the acceptance test.
It is recommended that a line be drawn across the rail head with a marker pen before a train passby to
identify the wheel-rail contact position satisfactorily. It is advisable to check the position at both ends of
the test section.
Figure 2 shows a sample application of this method:
Key
1 effective running surface produced by the specific train under test
2 marker ink outside the running surface
Figure 2 — Example of using a permanent marker on the rail surface
In judging the width of the reference surface, the minimum width shall be taken that is consistent along
the test section.
c) Case 3: the wheel-rail contact position during running on the test site can be predicted from the
geometry of rail and wheel transverse profiles using simulation tools.
There are specific situations (such as hollow worn wheels or worn rail head profiles) in which the
contact position on the rail head is erratic. Such situations should be avoided for acceptance tests as
they would lead to uncertainties in the test conditions.
5.2.4 Data sampling
5.2.4.1 General
Because the conditions of 5.2.2.1 shall be met, a reduced sample of measurements can be assumed to be
representative of the two rails. Considering that the existing measuring systems record the acoustic
roughness in lines along the rail, the variation in the acoustic roughness across the rail head shall be
assessed at a limited number of discrete lateral positions.
The following data sampling method of the rail reference surface shall be applied both in the
longitudinal and transverse directions.
5.2.4.2 Longitudinal sampling
The acoustic roughness of the test section shall be assessed using a number of measured samples
distributed over the whole reference length. To obtain a reliable assessment of the roughness up to a
given wavelength, a minimum total record length is required.
If the acoustic roughness is sampled in such a way that it forms less than 80 % of the overall length of
the test section, it is the responsibility of the measurement team to select samples and to justify
whether these samples are representative of the reference length.
The following minimum criteria shall apply if sampling is used:
a) the samples shall be assessed over at least 5 measuring positions for each rail, each at least 1 m
long, distributed over the test section;
b) depending on the bandwidth range of interest, the samples shall total a length of at least:
1) 15 m for each rail, if the bandwidth range involved does not exceed the 0,25 m one-third octave
band;
2) 7,2 m for each rail, if the bandwidth range involved does not exceed the 0,1 m one-third octave
band;
c) the overall length of roughness record for each longitudinal line shall be at least 20 % of the
reference length.
5.2.4.3 Lateral sampling
The acoustic roughness shall be assessed equally on each rail for a given width of rail head surface,
irrespective of the actual range of wheel-rail contact positions for a given category of rolling stock and
shall only be considered valid for the part of the rail head that is conditioned by running wear.
Therefore, an important aspect of the acquisition process is to define the lateral position of the valid
reference surface of the rail.
The acoustic roughness shall be measured on the reference surface centre line. If the reference surface
is wide enough, two supplementary, parallel, equidistant lines at either side of the centre line shall be
measured. The distance between the centre line and the supplementary lines depends on the reference
width:
a) w ≤ 20 mm: measurement of one line;
ref
b) 20 mm < w ≤ 30 mm: measurement of three lines, each 5 mm apart;
ref
c) w > 30 mm: measurement of three lines, each 10 mm apart.
ref
Regardless of the above, a greater number of lines of acoustic roughness can be measured. In this case
the lines selected from a greater data set for comparison with acceptance criteria shall conform to these
rules.
5.2.5 Preparation of the rail head surface
Contamination shall be removed from the rail head surface before measuring the acoustic roughness.
5.2.6 Acoustic roughness acquisition
Following the above operations, all the measurements shall be taken and all the data saved before being
processed.
5.3 Data processing
5.3.1 Principle
The following algorithm shall be applied.
a) The data shall be processed in three stages before calculating the wavelength spectrum.
1) Edit out the data relating to any rail joints, rail head defects and welds. No discontinuities shall
be included in the data that would affect the final spectrum analysis (see Annex A).
2) Process the data so as to remove narrow upward spikes that are regarded as being linked with
the presence of small particles of foreign matter on the rail surface. This is called the “spike
removal” process (see 5.3.2).
3) Process the data to take account of the effect of the small radius of the sensor tip compared to
that of the wheel. This is called the “curvature processing” process (see 5.3.3).
NOTE This processing takes into account some of the effects of the wheel-rail contact that cause a change in
the spectrum content affecting the excitation mechanism of the rolling noise. It cannot be done after the
acoustic roughness spectrum has been produced. Other effects, such as that of the “contact filter”, are not
within the scope of this document (see Annex C).
b) Calculate the one-third octave band spectrum for each acoustic roughness record (see 5.3.4).
c) Estimate the mean acoustic roughness spectra for the reference section (see 5.3.6).
5.3.2 Spike removal technique
The spike removal technique is as follows (see Figure 3).
a) On the basis of the roughness r(x), calculate the first derivative dr/dx and the second derivative
2 2
d r/dx .
b) Locate sign changes of dr/dx, indicating a local data minimum or maximum.
2 2 7 2
c) Identify the spikes by the criteria d r/dx < −10 µm/m and a change of sign for dr/dx.
d) Identify the edges of each spike as being the samples (x and x ) on either side of the maxima or
1 2
minima, for which abs(dr/dx) becomes less than 5 × 10 µm/m.
e) Calculate the width w of the spike with the formula w = abs (x -x ).
2 1
a) Raw data for roughness b) Raw data for spike removal
Key
X1 distance along the rail (metres) X2 distance along the rail (metres)
Y1 roughness amplitude (micrometres) Y2 roughness amplitude (micrometres)
1 spike 3 measured signal
2 pit 4 signal processed with the spike removal
algorithm
Figure 3 — Raw data
The ratio between height h and width w of each spike shall be tested with the following criterion:
h > w /a, where h and w are expressed in metres and a = 3 m. If this condition is verified, the spike shall
be removed by linear interpolation between x and x .
1 2
The spike removal procedure shall be repeated until no further spike is detected.
5.3.3 Curvature processing
For each roughness data point x from the r(x) roughness function, a circular curve C (x) of radius
i i
R = 0,375 m is defined passing through the data point r(x ), with its centre located at x above the r(x)
i i
function (see Figure 4).
The correction of the acoustic roughness at the roughness data point x is taken as the maximum
i
difference between the roughness function r(x) and this curve C (x), so that the resulting height r'(x ) of
i i
the roughness function r(x) is given by the following equation: r’(x ) = max(r(x) - C (x)) + r(x ), where
i i i
C (x)= R− R−(x− x )+ rx( )
i ii
Not to scale
Key
1 C (x) X1 sampled values of x
i
2 r(x) Y roughness amplitude
3 x X2 distance along rail
i
4 r’(x ) – r(x ) 5 r’(x)
i i
NOTE Left: principle applied to position x – Right: effect of the curvature processing on a deep pit.
i
Figure 4 — Curvature processing
5.3.4 Spectral analysis
5.3.4.1 General
The one-third octave band acoustic roughness spectrum r()λ shall be determined on the basis of the
roughness data after removal of the pits and spikes, r’(x), using one of the two methods described
below.
5.3.4.2 Method A: Fourier analysis
For this, long data records can be divided into segments. In all cases, the length of the data used in a
Fourier transform shall correspond to a length of at least 1 m. If a record is divided into successive
segments, a 75 % overlap shall be applied. Each segment shall have the mean value subtracted and the
linear trend removed. A Hann window shall then be applied.
The discrete Fourier transform (DFT) of each segment is used to produce results in terms of wave
number. The magnitude squared of the Fourier transforms of each segment shall be averaged to make
up a narrow band spectrum which shall be expressed as a function of the wavelength.
The one-third octave band spectrum shall be synthesized on the basis of the narrow band spectrum.
Each one-third octave band value shall be calculated as the sum of the squares of the narrow band
amplitudes from the discrete Fourier transform. At the one-third octave band boundaries, only the
narrow band spectrum values corresponding to the portion of the spectrum included in the one-third
octave in question shall be taken into account (see Annex B).
5.3.4.3 Method B: digital filtering
The one-third octave band values shall be obtained by applying digital one-third octave band filters
directly to the roughness data r'(x). The digital filters shall comply with EN 61260-1.
If the one-third octave digital filtering method is used, the data affected by the filter transient at either
end of the record shall be discarded.
In total, there shall be a processed record of at least 15 m available after the transients have been
removed.
5.3.5 Procedure for extending the wavelength range
Fixed-length records produce wavelength data that are inherently limited to about a quarter of the
length of the record.
If it is required to assess longer wavelengths, the records shall be concatenated by overlapping the
measured records. The overlap shall not be used for spectral components of 0,1 m or less. The record
concatenation method shall be described in the report.
5.3.6 Averaging process
The average of the one-third octave band spectra shall be their RMS. This shall be calculated for each
acoustic roughness line separately. No weighting of the roughness records shall be applied with regard
to their position in the test section. Therefore, either one average spectrum or three average spectra
shall be produced for each rail in accordance with 5.2.4.3, depending on the reference width.
In addition, the mean roughness spectrum on all lines and both rails shall be calculated as an RMS.
6 Wheel roughness
6.1 Measuring system requirements
6.1.1 General
The measuring devices shall be checked and calibrated regularly. This section summarizes the
requirements of the measuring system and its calibration.
6.1.2 Accuracy of the output signal
The measuring system shall be capable of making valid measurements in the wavelength range and at
the acoustic roughness levels for the wheel type being characterized.
NOTE Typical wheel roughness spectra can be found in [11], [15], [19] and [22].
However, where it is required simply to show that the estimated acoustic roughness does not exceed a
given upper limit, the measuring system shall effect valid measurements for one-third octave band
acoustic roughness levels equal to or greater than this limit.
A measurement device shall be considered making valid measurements if the uncertainty resulting
from the measuring device, expressed in terms of its standard uncertainty, does not exceed 3 dB.
6.1.3 Dimensions of the sensor
If a contact sensor is used, the sensor tip shall be spherical and its radius shall not exceed 7 mm.
In the case of a non-contacting sensor, its effective width shall be less than the sampling interval.
6.1.4 Tracking of the sensor
The measuring system shall ensure that the sensor describes a line on the wheel tread parallel to the
flange face of the wheel, with a tolerance of ± 1 mm.
6.1.5 Sampling interval
The device shall allow for measurements of at least one wheel circumference with a maximum sampling
distance of 1 mm to an accuracy of no worse than 3 %.
6.1.6 Calibration and traceability to a national measurement standard
The calibration shall verify the accuracy and the compliance of the measuring device.
The calibration shall include the traceability to a national measurement standard or a primary standard.
This shall be done in terms of a reference roughness standard (e.g. a reference wheel).
The surface geometry of the reference roughness standard shall be measured by a national or primary
standards laboratory. For comparing the measurement values to a limit curve, the roughness of this
reference roughness standard shall be of a measureable value and shall be no greater than 10 dB above
the respective limit curve over the whole wavelength range of the limit curve.
The calibration procedure shall be documented. The documentation shall justify the calibration and the
checking of all aspects of the instrument including the electronics and processing.
An instrument shall always be recalibrated if it has been repaired or is suspected of fault or damage or
wear. The maximum time from the last calibration of the instrument shall be 24 months.
6.2 Data acquisition
6.2.1 General
The aim of the data acquisition procedure is to obtain digitized records of the acoustic roughness of the
wheels measured at a sufficiently high sampling rate (samples per unit length) over a whole
circumference, so that all the wavelengths associated with the wheel are covered down to the 3,15 mm
one-third octave band.
6.2.2 Data sampling
6.2.2.1 Sampling of wheels within a unit
In order to evaluate the wheel roughness pertinent to the rolling noise generated by a unit, the wheels
of the unit shall be sampled approximately evenly distributed along the length of the unit according to
the following rules.
a) At least
...
SIST EN 15610:2019 표준 문서는 철도 애플리케이션의 소음 생성과 관련하여 레일 및 바퀴의 표면 거칠기를 정확하게 측정하는 방법을 규명합니다. 이 문서는 기계적 소음 측정을 위한 직적 방법을 정의하며, 핵심적으로 "음향 거칠기"를 한 삼분주기 대역 스펙트럼의 형태로 제공하는 점에서 강점을 보입니다. 표준의 주요 범위는 다음과 같습니다. 먼저, 측정 위치 선택 및 데이터 수집 절차를 포함하여, 측정 데이터 처리를 통해 레일과 바퀴의 한 삼분주기 대역 거칠기 스펙트럼 세트를 추정하는 방법을 설명합니다. 이 방법은 소음 규제 준수 및 성능 테스트와 같은 평가 작업에 필수적입니다. 또한, 소음 기준 제정을 위한 레일 및 바퀴 표면 상태 평가에 있어서도 필수적입니다. SIST EN 15610:2019의 강점은 다양한 활용 가능성에 있습니다. 이 표준은 철도 차량에서 발생하는 소음을 포함한 여러 검사 및 진단을 지원하며, 구체적으로 바퀴와 레일의 거칠기를 결합한 소음 모델링이나 소음 원인 분리 방법의 입력 값으로 활용될 수 있습니다. 이는 소음 문제 진단과 더불어, 철도 시스템의 소음 저감 전략을 마련하는 데 중요한 역할을 합니다. 반면, 이 표준은 특정 제한 사항을 가지고 있습니다. 간접 방법을 사용한 거칠기 측정이나, 바퀴와 레일 간 상호작용의 효과 분석에 적용되지 않으며, 소음을 기준으로 하지 않는 레일과 바퀴의 재 프로파일링 검증 및 형상 특성화에는 사용되지 않습니다. 이처럼 SIST EN 15610:2019는 철도 소음 문제를 해결하기 위한 명확한 기준을 제시하여, 실용적이고 체계적인 접근을 가능하게 합니다. 음향 거칠기의 직접 측정을 통해 철도 시스템의 소음 저감 노력을 효과적으로 지원하는 표준으로, 현재 많이 요구되는 소음 규제와 관련하여 매우 적합한 문서입니다.
The SIST EN 15610:2019 standard provides a comprehensive framework for measuring the surface roughness of rail and wheel systems as it relates to rolling noise generation. It delineates the scope clearly, specifying that it focuses on direct measurement methods to assess acoustic roughness through a one-third octave band spectrum. This specificity ensures that users can effectively implement the measurement methods in real-world scenarios. One of the strengths of this standard is its detailed guidelines for selecting measuring positions along the track and for the lateral positioning of measurements. This guidance is crucial for ensuring accuracy and consistency in measurements, which is vital for compliance testing and performance evaluations. The inclusion of a data acquisition procedure and defined methods for processing measurement data is another significant advantage; it standardizes the approach, facilitating comparisons and assessments against established limits of acoustic roughness. The document is relevant for a variety of applications, emphasizing its applicability in compliance testing and performance testing related to railway vehicle noise. It covers the acceptance criteria for running surface conditions when acoustic roughness is considered, as well as criteria for assessing wheel surface conditions that impact noise emissions from brake blocks. Furthermore, the standard highlights its role in diagnosing wheel-rail noise issues, making it a vital tool for engineers and researchers working to mitigate noise pollution in railway systems. Notably, the standard also clarifies its limitations, making it clear what aspects it does not cover, including the analysis of wheel-rail interaction effects and characterization of track and wheel geometry unrelated to noise generation. This transparency is beneficial for users to understand the scope of the standard and avoid misapplication in areas it does not address. Overall, SIST EN 15610:2019 stands out as an essential document for railway applications focusing on acoustics, providing a robust methodology for measuring and analyzing rail and wheel roughness in connection to rolling noise. Its structured approach caters to compliance, performance testing, and diagnostic purposes, underlining its significance in the development of quieter railway systems.
SIST EN 15610:2019は、鉄道アプリケーションにおける音響に関する標準文書であり、走行ノイズの発生に関連するレールと車輪の粗さ測定方法を明確に示しています。この標準のスコープは、直接測定法を規定しており、音響粗さと呼ばれる表面粗さを評価するための手順を提供しています。 まず、この標準の大きな強みは、測定位置の選定からデータ収集手順、測定データ処理、さらに測定結果のプレゼンテーションまで、詳細かつ体系的な手順を提供している点です。特に、測定結果を一三分の一オクターブバンドスペクトルとして提示することで、音響粗さの比較基準と一貫性を持たせています。また、車両から発生する音に関連して、レール部分のコンプライアンスやパフォーマンステストが可能であるため、鉄道業界全体で重要な役割を果たします。 この標準は、レールと車輪の粗さの評価に対して非常に関連性が高く、音響受け入れ基準の入力として使用できるほか、ブレーキブロックの音響受け入れにおける車輪表面状態の評価にも適しています。さらに、特定のレールや車輪における音の問題診断を行うためのツールとしても利用可能です。これにより、鉄道運行におけるノイズ問題の解決に寄与することが期待されます。 ただし、この標準には適用範囲の制限もあります。間接的な方法を用いた粗さ測定や、レールと車輪の相互作用の分析などは含まれていません。特に、音響粗さが基準となる場合に限り、レールや車輪の再成形に関する承認に関しても条件が付されています。 総じて、SIST EN 15610:2019は、鉄道分野における音響粗さの測定に関する明瞭な基準を提供し、各種の性能テストや状態評価における信頼性を確立するための重要な文書となっています。
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