SIST EN 15654-1:2018

Railway applications - Measurement of vertical forces on wheels and wheelsets - Part 1: On-track measurement sites for vehicles in service

The scope of this European Standard is restricted to the on route in motion measurement of quasi-static vertical wheel forces and derived quantities on vehicles in service operation. Derived quantities can be:
- vertical wheelset forces (axle loads);
- side to side wheel force differences inside a wheel set, bogie, vehicle or train set;
- mean axle load of a running gear, vehicle or train set;
- overall vehicle mass or train mass.
This standard is not concerned with the measurement of:
- dynamic wheel force or derived quantities;
- wheel condition (i. e. shape, profile, flats);
- lateral wheel force;
- combination of lateral and vertical wheel forces.
The standard defines accuracy classes for measurements to be made at any speed greater than 5 km/h within the calibrated range, which may be up to line speed. The aim of this standard is to obtain measurement results that give representative values for the distribution of the vertical wheel forces of a running vehicle, which will be similar to what can be obtained from a standing vehicle under ideal conditions. This standard does not impose any restrictions on the types of vehicles that can be monitored, or on which networks or lines the measuring system can be installed.
The standard lays down minimum technical requirements and the metrological characteristics of a system for measuring vertical wheel forces and derived quantities of a vehicle. Also defined are accuracy classes for these parameters. The measuring system proposed in this standard should not be considered as being safety critical. If the measuring system is connected to track signalling, a train monitoring or a train control system then requirements that are not part of this standard may apply.

Bahnanwendungen - Messung von vertikalen Rad- und Radsatzkräften - Teil 1: Interoperable gleisseitige Messeinrichtungen für fahrende Fahrzeuge

Der Anwendungsbereich dieser Europäischen Norm ist auf das Messen vertikaler Radkräfte und die Berechnung davon abgeleiteter Größen für Fahrzeuge im betrieblichen Einsatz beschränkt. Messungen eines Zuges in Bewegung werden verwendet, um die statischen Kräfte abzuschätzen.
Abgeleitete Größen können sein:
-   Radsatzlasten;
-   Lastunterschiede zwischen den beiden Seiten eines Radsatzes, Drehgestells oder Fahrzeugs;
-   Gesamtmasse eines Fahrzeugs oder Zugverbandes;
-   mittlere Radsatzlast eines Fahrzeugs oder Zugverbandes.
Diese Norm befasst sich nicht mit der Bewertung:
-   der dynamischen Radkraft oder abgeleiteter Größen;
-   des Zustandes der Räder (z. B. der Gestalt, dem Profil, Flachstelle);
-   der Querkraft am Rad;
-   der Kombination aus vertikalen und Querkräften am Rad.
Diese Norm legt Genauigkeitsklassen für durchzuführende Messungen bei Geschwindigkeiten oberhalb von 5 km/h innerhalb des kalibrierten Bereichs bis zur Streckengeschwindigkeit fest.
Das Ziel dieser Norm besteht im Erreichen von Messergebnissen, die repräsentative Werte für die Verteilung der vertikalen Radkräfte eines fahrenden Fahrzeugs erzeugen und die unter idealen Bedingungen denen gleich sind, die bei einem stehenden Fahrzeug erhoben werden können.
Diese Norm erhebt keinerlei Beschränkungen dazu, welche Fahrzeugtypen überwacht werden können oder an welchen Netzwerken oder Strecken das Messsystem installiert werden kann.
Die Norm legt technische Mindestanforderungen und messtechnische Merkmale für ein System zum Messen und Bewerten zahlreicher Parameter zur Fahrzeugbeanspruchung fest. Ebenfalls definiert werden Genauigkeits¬klassen für die gemessenen Parameter und die Vorgehensweise zur Verifizierung der Kalibrierung.
Das in dieser Norm vorgeschlagene Messsystem sollte nicht als sicherheitsentscheidend erachtet werden. Falls das Messsystem mit einem Zugsicherungssystem verbunden ist, dann könnten Anforderungen, die nicht Bestandteil dieser Norm sind, zur Anwendung kommen.
Messsysteme nach dieser Norm haben das Potential, die Sicherheit im Bereich der Eisenbahn zu verbessern. Dennoch ist nicht diese Norm, sondern die Anwendung der gegenwärtigen betrieblichen und instandhaltungstechnischen Verfahrensweisen obligatorisch, um das  Sicherheitsniveau in den Europäischen Eisenbahnnetzen zu gewährleisten.

Applications ferroviaires - Mesurage des forces verticales à la roue et à l'essieu - Partie 1 : Sites de mesure en voie interopérables des véhicules en service

Le domaine d'application de la présente Norme européenne se limite à la mesure des charges verticales appliquées à la roue, ainsi qu'au calcul de grandeurs dérivées à partir de mesures réalisées sur des véhicules en service. Les mesures réalisées sur un train en marche sont utilisées pour estimer les efforts statiques agissant sur le train.
Les grandeurs dérivées peuvent être :
-   les charges par essieu ;
-   la différence de charge gauche/droite d'un essieu, bogie ou véhicule ;
-   la masse totale du véhicule ou d'une rame ;
-   la charge moyenne par essieu d'un véhicule ou d'une rame.
La présente norme n'a pas pour objet l'évaluation :
-   des charges dynamiques s'exerçant sur la roue ou des grandeurs dérivées ;
-   des caractéristiques des roues (c'est-à-dire la forme, le profil, les plats) ;
-   des efforts latéraux exercés par les roues sur la voie ;
-   de la combinaison des forces verticales et latérales exercées par les roues sur la voie.
La présente norme n'a pas pour objet de spécifier les exigences de conception et de construction des voies, qui sont abordées dans d'autres normes et spécifications et/ou textes réglementaires européens en vigueur.
La présente norme définit les classes d'exactitude à appliquer pour des mesurages devant être effectués à plus de 5 km/h dans la gamme étalonnée, pouvant aller jusqu'à la vitesse de la ligne.
L'objet de la présente norme est d'obtenir des résultats de mesure qui soient représentatifs de la répartition des charges verticales appliquées aux roues d'un véhicule en marche et qui, dans des conditions idéales, soient similaires à celles pouvant être obtenues avec un véhicule à l'arrêt.
La présente norme n'impose aucune restriction concernant les types de véhicules pouvant être surveillés, ni les réseaux ou lignes sur lesquels peut être installé le système de mesure.
La norme définit les exigences techniques et les caractéristiques métrologiques minimales d'un système destiné à mesurer et évaluer différents paramètres de charge d'un véhicule. Elle définit également les classes d'exactitude concernant les paramètres mesurés, ainsi que le cadre d'évaluation des appareils.
Le système de mesure suggéré dans la présente norme n'est pas considéré comme essentiel à la sécurité du système ferroviaire. Si le système de mesure est relié à un système de contrôle-commande pour la gestion du trafic ferroviaire, celui-ci peut être soumis à d'autres exigences qui ne relèvent pas de la présente norme.
Les systèmes de mesure conformes à la présente norme peuvent contribuer à l'amélioration de la sécurité dans le secteur ferroviaire. Toutefois, la présente norme ne suffit pas ; les procédures d'exploitation et de maintenance en vigueur sont obligatoires pour garantir les niveaux de sécurité exigés au sein des réseaux ferroviaires européens.

Železniške naprave - Meritve vertikalnih kolesnih in osnih obremenitev - 1. del: Meritve na železniških vozilih med vožnjo

Področje uporabe tega evropskega standarda je omejeno na merjenje v gibanju na poti za navidezno statične navpične sile koles in izpeljane količine pri vozilih v obratovanju. Izpeljane količine so lahko: – navpične sile kolesnih dvojic (osne obremenitve);  – razlike kolesne sile med eno in drugo stranjo znotraj kompleta koles, podstavnega vozička, vozila ali vlakovne kompozicije;  – povprečna osna obremenitev delujočih zobnikov, vozila ali vlakovne kompozicije;  – skupna teža vozila ali vlaka.  Ta standard se ne ukvarja z merjenjem:  – dinamične kolesne sile ali izpeljanih količin;  – stanja koles (oblike, profila, ploskih površin);  – lateralne kolesne sile;  – kombinacije lateralnih in navpičnih kolesnih sil.  Standard določa razrede natančnosti za meritve, ki bodo opravljene pri kakršni koli hitrosti, večji od 5 km/h v umerjenem razponu, ki lahko sega do hitrosti linije. Namen tega standarda je pridobivanje rezultatov merjenja, ki omogočajo reprezentativne vrednosti za distribucijo navpičnih kolesnih sil vozila v obratovanju in bodo podobni tistim, ki jih je mogoče pridobiti pri stoječem vozilu pod idealnimi pogoji. Ta standard ne podaja nikakršnih omejitev glede vrst vozil, ki se jih lahko nadzira, ali glede tega, na katerih omrežjih ali linijah se lahko namesti merilni sistem.  Standard določa minimalne tehnične zahteve in meroslovne značilnosti sistema za merjenje navpičnih kolesnih sil in izpeljanih količin vozila. Definirani so tudi razredi natančnosti teh parametrov. Merilnega sistema, predlaganega v tem standardu, se naj ne bi štelo za nevarnega. Če je merilni sistem povezan s signalizacijo proge, nadzorom vlakov ali sistemom za kontrolo vlakov, lahko veljajo zahteve, ki niso del tega standarda.

General Information

• Status: Withdrawn
• Public Enquiry End Date: 09-Dec-2015
• Publication Date: 06-Feb-2018
• Withdrawal Date: 15-Aug-2023
• ICS: 45.060.01 - Railway rolling stock in general
• Technical Committee: IŽNP - Reilway applications
• Current Stage: 9900 - Withdrawal (Adopted Project)
• Start Date: 27-Jul-2023
• Due Date: 19-Aug-2023
• Completion Date: 16-Aug-2023
• Directive: 2008/57/EC - Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (Recast)
• Mandate: M/483 - Mandate for programming and standardisation addressed to the European standardisation bodies under directive 2008/57/EC in the field of the interoperability of the rail system within the European Union
• Ref Project: EN 15654-1:2018 - Railway applications - Measurement of vertical forces on wheels and wheelsets - Part 1: On-track measurement sites for vehicles in service

Relations

• Merged Into: SIST EN 15654-1:2018+A1:2023 - Railway applications - Measurement of vertical forces on wheels and wheelsets - Part 1: On-track measurement sites for vehicles in service
• Effective Date: 03-May-2023
• Amended By: SIST EN 15654-1:2018/kFprA1:2023 - Railway applications - Measurement of vertical forces on wheels and wheelsets - Part 1: On-track measurement sites for vehicles in service
• Effective Date: 10-Mar-2021

Standards Content (Sample)

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Meritve vertikalnih kolesnih in osnih obremenitev - 1. del: Meritve na železniških vozilih med vožnjoBahnanwendungen - Messung von vertikalen Rad- und Radsatzkräften - Teil 1: Interoperable gleisseitige Messeinrichtungen für fahrende FahrzeugeApplications ferroviaires - Mesurage des forces verticales à la roue et à l'essieu - Partie 1 : Sites de mesure en voie interopérables des véhicules en serviceRailway applications - Measurement of vertical forces on wheels and wheelsets - Part 1: On-track measurement sites for vehicles in service45.060.01Železniška vozila na splošnoRailway rolling stock in generalICS:Ta slovenski standard je istoveten z:EN 15654-1:2018SIST EN 15654-1:2018en,fr,de01-marec-2018SIST EN 15654-1:2018SLOVENSKI
STANDARD



SIST EN 15654-1:2018



EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 15654-1
January
t r s z ICS
v wä r x rä r s English Version
Railway applications æ Measurement of vertical forces on wheels and wheelsets æ Part
sã Onætrack measurement sites for vehicles in service Applications ferroviaires æ Mesurage des forces verticales à la roue et à l 5essieu æ Partie
s ã Sites de mesure en voie des véhicules en service
Bahnanwendungen æ Messung von vertikalen Radæ und Radsatzkräften æ Teil
sã Gleisseitige Messeinrichtungen für fahrende Fahrzeuge This European Standard was approved by CEN on
t { October
t r s yä
egulations which stipulate the conditions for giving this European Standard the status of a national standard without any alterationä Upætoædate lists and bibliographical references concerning such national standards may be obtained on application to the CENæCENELEC Management Centre or to any CEN memberä
translation under the responsibility of a CEN member into its own language and notified to the CENæCENELEC Management Centre has the same status as the official versionsä
CEN members are the national standards bodies of Austriaá Belgiumá Bulgariaá Croatiaá Cyprusá Czech Republicá Denmarká Estoniaá Finlandá Former Yugoslav Republic of Macedoniaá Franceá Germanyá Greeceá Hungaryá Icelandá Irelandá Italyá Latviaá Lithuaniaá Luxembourgá Maltaá Netherlandsá Norwayá Polandá Portugalá Romaniaá Serbiaá Slovakiaá Sloveniaá Spainá Swedená Switzerlandá Turkey and United Kingdomä
EUROPEAN COMMITTEE FOR STANDARDIZATION COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre:
Rue de la Science 23,
B-1040 Brussels
9
t r s z CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Membersä Refä Noä EN
s w x w væ sã t r s z ESIST EN 15654-1:2018



EN 15654-1:2018 (E) 2 Contents Page European foreword . 4 Introduction . 5 1 Scope . 6 2 Normative references . 7 3 Terms, definitions, symbols and abbreviations . 7 3.1 Terms and definitions . 7 3.2 Abbreviations . 10 3.3 Symbols . 10 4 Measured and derived quantities . 11 4.1 Measured quantities . 11 4.2 Mandatory derived quantities . 11 4.3 Optional derived quantities . 11 5 Metrological characteristics . 14 5.1 General . 14 5.2 Accuracy classes . 14 5.3 Measurement and calibration range . 16 5.4 Influence quantities . 17 5.5 Condition of use . 17 6 Technical requirements. 17 6.1 Train and vehicle related capability . 17 6.2 Environmental. 18 6.3 Inputs and Outputs . 18 6.4 Descriptive markings. 21 6.5 Measuring device specific . 22 6.6 Measuring site specific . 23 Annex A (informative)
Device assessment frame work . 24 A.1 Introduction . 24 A.2 Type approval test . 24 A.3 Initial verification . 24 A.4 In-service verification . 24 A.5 Adjustment and verification methods . 24 Annex B (informative)
Measurement site selection criteria . 25 B.1 Introduction . 25 B.2 Measurement site . 25 B.3 Criteria for site selection . 26 Annex C (informative)
Data exchange format . 30 C.1 Introduction . 30 SIST EN 15654-1:2018



EN 15654-1:2018 (E) 3 C.2 Example 1 . 30 C.3 Example 2: mandatory values . 34 Annex D (informative)
Usage of data and accuracy classes . 36 D.1 Introduction. 36 D.2 Typical applications . 36 Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC aimed to be covered . 39 Bibliography . 41
SIST EN 15654-1:2018



EN 15654-1:2018 (E) 4 European foreword This document (EN 15654-1:2018) 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 July 2018, and conflicting national standards shall be withdrawn at the latest by July 2018. 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 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. This document is the first part of a three part series collectively referred to as “Railway applications — Measurement of vertical forces on wheels and wheelsets”. The series consists of: — Part 1: On-track measurement sites for vehicles in service — Part 2: Test in workshop for new, modified and maintained vehicles — Part 3: Approval and verification of on track measurement sites for vehicles in service (CEN/TR) According to the CEN-CENELEC Internal Regulations, the national standards organisations 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. SIST EN 15654-1:2018



EN 15654-1:2018 (E) 5 Introduction This European Standard has been developed to provide a common procedure for determining the axle load, wheel force and the mass of rail vehicles operating (in-service) in Europe. This standard also details the evaluation of derived quantities such as asymmetric loading, overloading, vehicle mass and train mass. These quantities are obtained while the train is in-service and in motion. SIST EN 15654-1:2018



EN 15654-1:2018 (E) 6 1 Scope The scope of this European Standard is restricted to the measurement of vertical wheel forces and calculation of derived quantities on vehicles in service. Measurements of a train in motion are used to estimate the static forces. Derived quantities can be: — axle loads; — side to side load differences of a wheel set, bogie, vehicle; — overall mass of vehicle or train set; — mean axle load of a vehicle or train set. This standard is not concerned with the evaluation of: — dynamic wheel force or derived quantities; — wheel condition (i.e. shape, profile, flats); — lateral wheel force; — combination of lateral and vertical wheel forces.
The standard defines accuracy classes for measurements to be made at any speed greater than 5 km/h within the calibrated range, which may be up to line speed. The aim of this standard is to obtain measurement results that give representative values for the distribution of vertical wheel forces of a running vehicle, which under ideal conditions will be similar to those that can be obtained from a standing vehicle. This standard does not impose any restrictions on the types of vehicles that can be monitored, or on which networks or lines the measuring system can be installed. The standard lays down minimum technical requirements and the metrological characteristics of a system for measuring and evaluating a range of vehicle loading parameters. Also defined are accuracy classes for the parameters measured and the procedure for verifying the calibration. The measuring system proposed in this standard should not be considered as safety critical. If the measuring system is connected to a train traffic command and control system then requirements that are not part of this standard may apply. Measuring systems complying with this standard have the potential to enhance safety in the railway sector. However, the current operating and maintenance procedures rather than this standard are mandatory for ensuring safety levels in European rail networks. SIST EN 15654-1:2018



EN 15654-1:2018 (E) 7 2 Normative references The following documents, in whole or in part, are normatively referenced in this document and are indispensable for its application. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 50121-4, Railway applications — Electromagnetic compatibility — Part 4: Emission and immunity of the signalling and telecommunications apparatus EN 50121-5, Railway applications — Electromagnetic compatibility — Part 5: Emission and immunity of fixed power supply installations and apparatus EN 50122-1, Railway applications — Fixed installations — Electrical safety, earthing and the return circuit - Part 1: Protective provisions against electric shock EN 50122-2, Railway applications — Fixed installations — Electrical safety, earthing and the return circuit - Part 2: Provisions against the effects of stray currents caused by d.c. traction systems EN 50124-1, Railway applications — Insulation coordination — Part 1: Basic requirements — Clearances and creepage distances for all electrical and electronic equipment EN 60529, Degrees of protection provided by enclosures (IP Code) (IEC 60529) EN 15273-3, Railway applications - Gauges - Part 3: Infrastructure gauge 3 Terms, definitions, symbols and abbreviations 3.1 Terms and definitions For the purposes of this document, the following terms and definitions apply.
NOTE They are listed in the order in which they appear in the standard. 3.1.1 static vertical wheel force QF0,j,k representation of the vertical part of the static wheel force vector obtained from the dynamic measurement process of a vehicle in motion Note 1 to entry: Where the symbol QF0jk is used, j is the axle number and k is the vehicle side, k = R denotes the right hand side in the direction of travel and k = L denotes the left hand side in the direction of travel. 3.1.2 axle load sum of the static vertical wheel forces exerted on the track through a wheelset or a pair of independent wheels divided by acceleration of gravity 3.1.3 quantity property of a phenomenon, body, or substance, where the property has a magnitude that can be expressed as a number and a reference [SOURCE: ISO/IEC GUIDE 99] SIST EN 15654-1:2018



EN 15654-1:2018 (E) 8 3.1.4 derived quantity quantity, in a system of quantities, that is calculated from one or more measured parameters 3.1.5 measuring system aggregation of parts that serve to determine the wheel force and which may also be used to derive other quantities 3.1.6 load sensor element of a measuring system that is intended to receive the load and which realizes a change in the output signal when a load is placed upon it 3.1.7 maximum permissible error extreme value of measurement error, with respect to a known reference quantity value, permitted by specifications or regulations for a given measurement, measuring instrument, or measuring system [SOURCE: ISO/IEC GUIDE 99] 3.1.8 accuracy class class of measuring instruments or measuring systems that meet stated metrological requirements that are intended to keep measurement errors or instrumental measurement uncertainties within specified limits under specified operation conditions [SOURCE: ISO/IEC GUIDE 99] Note 1 to entry: A measuring system can have different accuracy classes for different quantities and/or different operation conditions. 3.1.9 running gear bogie, or (on non-bogied vehicles) the wheelset including suspension 3.1.10 in service in operation and not under maintenance or manufacture 3.1.11 line speed maximum speed at which vehicles are allowed to run on a line or branch, or on sections of a line or branch 3.1.12 speed band range of speeds pertaining to a particular accuracy class 3.1.13 instrumented track section of track where the wheel forces are measured SIST EN 15654-1:2018



EN 15654-1:2018 (E) 9 3.1.14 lead-on track section of track that precedes the instrumented track 3.1.15 lead-off track section of track that follows the instrumented track 3.1.16 approach track section of track that precedes the lead-on track 3.1.17 exit track section of track that follows the lead-off track 3.1.18 measurement site section of track that contains the instrumented track, the lead-on/lead-off tracks and the approach/exit tracks Note 1 to entry: A measurement site is shown in Figure B.1. 3.1.19 cross level difference in height of the adjacent running surfaces Note 1 to entry: Refer to EN 13848-1. 3.1.20 gradient ratio of the difference in height, of the running surface along the rail, at two successive points, to the distance between the points 3.1.21 vertical track deflection amount by which the track deflects under a defined axle load 3.1.22 track twist algebraic difference between two cross levels divided by the distance between the two points of measurement Note 1 to entry: Refer to EN 13848-1. Note 2 to entry: Twist is usually expressed as a ratio with the units ‰ or mm/m. SIST EN 15654-1:2018



EN 15654-1:2018 (E) 10 3.2 Abbreviations For the purposes of this document, the following abbreviations apply. CEN European Committee for Standardization EN European Standard ERA European Railway Agency ISO International Organization for Standardization TSI Technical Specification for Interoperability UIC HRMS Harmonisation of Running Behaviour and noise measurement sites project from UIC (Union internationale des chemins de fer) 3.3 Symbols, quantity and dimension For the purposes of this document the following symbols apply. QF vertical wheel force kN Q wheel load t PF vertical wheelset force kN P axle load t m gross mass t » imbalance
relative deviation
g acceleration due to gravity, minimum accuracy of 2 decimal places (m/s2) j wheelset index (1, 2, 3, …) i running gear index (1, 2, 3, …) k vehicle side
R for the right hand side in the direction of travel
L for the left hand side in the direction of travel
n total number of vehicles in the train
ntrn total number of wheelsets of the train
nveh total number of wheelsets of individual vehicle
nrg total number of running gear of individual vehicle
z number of wheelsets per running gear i
x number of first wheelset in running gear i
SIST EN 15654-1:2018



EN 15654-1:2018 (E) 11 4 Measured and derived quantities 4.1 Measured quantities The static vertical wheel force QF0,j,k is the basic measured quantity for all derived quantities. 4.2 Mandatory derived quantities The following Table 1 defines mandatory derived quantities. Table 1 — Mandatory derived quantities Quantity Dimension Formula Comment Vertical static wheel load t =0,,0,,FjkjkQQg
EN 15528 uses Q Individual wheelset force kN =+F0,F0,,LF0,,RjjjPQQ EN 14363:2005 uses 02jQ F0P Individual axle load t +=0,,L0,,R0,jjjQQPg EN 15528 uses P Train gross mass t =∑0,trnjjmP
where j
addresses each wheelset of the train
4.3 Optional derived quantities The following Table 2 defines optional derived quantities. Similar formulae should be used for other axle configurations, where applicable. SIST EN 15654-1:2018



EN 15654-1:2018 (E) 12 Table 2 — Optional derived quantities Quantity Dimension Formula Comment Vehicle gross mass t =∑0,vehjjmP
where j
addresses each wheelset of the vehicle NOTE 1
j: wheelset indices of the vehicle
NOTE 2
Optional quantity, because there is no exact definition for a vehicle (e.g. articulated train/vehicle). EN 14363:2005 uses vehm Sum of wheel forces per running gear side kN =∑,0,,FrgkFjkjQQ
where j
addresses each wheelset of the running gear
Sum of axle loads per running gear t =∑0,rgjjPP
where j
addresses each wheelset of the running gear
Maximum axle load of the vehicle t =max,veh0,max()jPP where j
addresses each wheelset of the vehicle EN 14363:2005 uses0,max2Q
(in kN) Mean axle load of vehicle t Σ=0,jjvehvehPPn
where j
addresses each wheelset of the train or by =vehvehvehmPn
EN 14363:2005 uses 0,2meanQ (in kN) Mean axle load of running gear t Σ=0,jjrgPPz
where j
addresses each wheelset of the running gear
Diagonal imbalance ratio of adjacent running gears of the vehicle
- θ++++++=++rgLrg1RrgRrg1Ldiag,vehrgRrg1LrgLrg1RiiiiiiiiiQQQQQQQQ,,,,,,,,,,,,,,,,,max, HRMS uses dI SIST EN 15654-1:2018



EN 15654-1:2018 (E) 13 Quantity Dimension Formula Comment Diagonal imbalance ratio of adjacent axles of the running gear
- θ++++++=++0L01R0R01Ldiag,rg0R01L0L01RjjjjjjjjjQQQQQQQQ,,,,,,,,,,,,,,,,,max,
Diagonal imbalance ratio of the vehicle (side-to-side ratio)
- QθΣΣ=ΣΣ0,j,L0,j,Rlat,veh0,j,R0,j,LjjjjQQQmax,
where j
addresses each wheelset of the vehicle HRMS uses laI Diagonal imbalance ratio of the wheelset (side-to-side ratio)
- θ=0,j,L0,j,Rlat,0,j,R0,j,LjQQQQmax, HRMS uses aI Maximum longitudinal imbalance ratio of adjacent running gears in a vehicle (front-to rear ratio)
- θ−++==rg1rg, irg, i1long,vehrg, i1rg, i1 , niPPPPmaxmax NOTE
General formula (e.g. if you have two running gears it gives the front-rear ratio). HRMS uses loI Longitudinal imbalance ratio of adjacent running gears in a vehicle - θ−++==rg1rg, irg, i1long,rgrg, i1rg, i1 max, niPPPP
Relative side-to-side wheel force deviation of vehicle - ()()Σ−=Σ+0,,0,,side,veh0,,0,,jFjRFjLjFjRFjLQQqQQ
where j
addresses each wheelset of the vehicle EN 14363:2005 uses sideq Relative wheel force deviation per wheelset - −=+0,,R0,,L0,,R0,,LFjFjjFjFjQQqQQ
Relative deviation of difference between maximum axle load and mean axle load, and all derived by the mean axle load - −=veh0,vehvehmax()jPPpP EN 14363:2005 uses 0,maxq Relative deviation of mean axle loads between two running gears of a vehicle - ++−=+rg,rg,1rg,rg,rg,1iiiiiPPpPP
SIST EN 15654-1:2018



EN 15654-1:2018 (E) 14 Quantity Dimension Formula Comment Relative wheel force deviation inside running gear - ⋅=⋅0,,rg,,rg,2FjkjkiQqPg
Relative axle load deviation inside running gear - −=rg,0,rg,rg,ijjiPPpP
5 Metrological characteristics 5.1 General In this clause of the standard, the minimum technical metrological characteristics, operational features and performance criteria are listed. 5.2 Accuracy classes The accuracy of a measurement system is defined in terms of ‘accuracy class’. The accuracy classes are based on the maximum permissible errors of the measurements and are specified in Table 3. In order to meet an accuracy class on initial verification, 90 % of the measurements shall not exceed the maximum permissible error specified for ‘initial verification’. The remaining 10 % shall not exceed the maximum permissible error specified for ‘in-service inspection’. In order to meet an accuracy class on in-service inspection, 100 % of the measurements shall not exceed the maximum permissible error specified for ‘in-service inspection’. A system may have different accuracy classes and shall be defined for one or more of the following quantities: a) train gross mass; b) vehicle gross mass; c) sum of axle loads on a running gear (bogie); d) axle load; e) wheel force. The accuracy classes may vary according to the direction of travel and whether the system is being operated in either the ‘pull mode’ or the ‘push mode’. To determine the accuracy classes of a measurement system, it is necessary to conduct verification tests with vehicles in motion. Verification of the accuracy classes of the quantities a) to e) shall be based on known values (measured by a system or several systems providing less uncertainty). Table 3 lists the available accuracy classes. These apply to the quantities a) to e) and can also be applied to quantities in Clause 4. The table specifies the accuracy per class for both initial and in-service verification. The range of full scale accuracy of measured values shall be defined. SIST EN 15654-1:2018



EN 15654-1:2018 (E) 15 Table 3 — Accuracy classes Accuracy class Initial verification In-service inspection 0,5 ±0,25 % ±0,5 % 1,0 ±0,50 % ±1,0 % 2,0 ±1,00 % ±2,0 % 3,0 ±1,50 % ±3,0 % 5,0 ±2,50 % ±5,0 % 10,0 ±5,00 % ±10,0 % 20,0 ±10,00 % ±20,0 % NOTE 1 Initial verification is performed when a new system has been installed or when an old system has undergone a major repair, refurbishment or modification. NOTE 2 In-service inspection is carried out according to part 3 of this standard to validate system performance in intervals. The maximum permissible error of the quantity shall be one of the following values, whichever is greater: a) the value calculated according to the appropriate accuracy class in Table 3, b) the value calculated according to the appropriate accuracy class in Table 3, equal to 35 % of the maximum value as inscribed on the descriptive markings. For a device with a maximum load (inscribed on the descriptive markings) of 100 t, Figure 1 illustrates the maximum permissible error. SIST EN 15654-1:2018



EN 15654-1:2018 (E) 16
Key X vehicle mass
10 % in-service inspection (Class 10) 10 % of all measurements Y absolute error
5 % initial verification (Class 10) 90 % of all measurements Figure 1 — Illustration of accuracy classes and maximum permissible error for a class 10 device 5.3 Measurement and calibration range This measurement range is the range of wheel forces that the device shall measure. NOTE 1 This measurement range is related to the calculation of quasi-static quantities and may not be sufficient to measure peak dynamic forces generated by deficiencies (e.g. wheel defects, running instability, etc.). The measurement range is derived according to the following formulae which are based on the minimum defined axle load of the vehicles to be measured (P0,min) and the maximum permitted axle load of the track (P0,max.). See Figure 2. ⋅=⋅⋅∆0010352PgQq,min,minlim,
or by ⋅=∆⋅001702PgQq,max,maxlim,
where limq is the limit value for lateral imbalance per axlejq and is for this calculation 1,25. SIST EN 15654-1:2018



EN 15654-1:2018 (E) 17 NOTE 2 To ensure that the minimum expected wheel force falls within the measurement range, the wheel force is multiplied by 0,35 to account for a lighter than expected wheel force. NOTE 3 To ensure that the maximum expected wheel force falls within the measurement range, the wheel force is multiplied by 1,70 to account for a heavier than expected wheel force.
Key 0 zero point 1 Q0,min 2 nominal minimum wheel force derived from the minimum defined axle load P0,min 3
nominal maximum wheel force derived from the maximum permitted axle load on the line P0,max 4 Q0,max 5 measurement range and the minimum calibrated range for laboratory test 6 minimum calibrated range field test Figure 2 — Metrological characteristics NOTE 4 In cases where the scope of the intended measurements is restricted to detection of overloads, the minimum defined axle load and the maximum permitted axle load are the same. 5.4 Influence quantities An influence quantity is not the quantity being measured but affects the result of the measurement. Examples of influence quantities are track quality and geometry, speed of travel and speed change, running behaviour, vehicle condition and suspension, wheel quality, temperature, snow, wind and power supply. These influences should be taken into account in system and site selection. Recommendations for device assessment are shown in Annex A. 5.5 Condition of use The system shall only be used within its measurement range. The measuring system proposed in this standard is not considered to be essential for the safety of the railway system. If the measuring system is connected to a train traffic command and control system then requirements that are not part of this standard may apply. 6 Technical requirements 6.1 Train and vehicle related capability The system shall be designed to be capable of determining at least the mandatory quantities defined in Table 5 (Reported data) covering at least the r
...

SLOVENSKI STANDARD
oSIST prEN 15654-1:2015
01-november-2015
Železniške naprave - Meritve vertikalnih kolesnih in osnih obremenitev - 1. del:
Meritve na interoperabilnih železniških vozilih med vožnjo
Railway applications - Measurement of vertical forces on wheels and wheelsets - Part 1:
Interoperable on-track measurement sites for vehicles in service
Bahnanwendungen - Messung von vertikalen Rad- und Radsatzkräften - Teil 1:
Interoperable gleisseitige Messeinrichtungen für fahrende Fahrzeuge
Applications ferroviaires - Mesurage des forces verticales à la roue et à l'essieu - Partie
1 : Sites de mesure en voie interopérables des véhicules en service
Ta slovenski standard je istoveten z: prEN 15654-1
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
oSIST prEN 15654-1:2015 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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oSIST prEN 15654-1:2015


DRAFT
EUROPEAN STANDARD
prEN 15654-1
NORME EUROPÉENNE

EUROPÄISCHE NORM

September 2015
ICS 45.060.01
English Version

Railway applications - Measurement of vertical forces on
wheels and wheelsets - Part 1: Interoperable on-track
measurement sites for vehicles in service
Applications ferroviaires - Mesurage des forces Bahnanwendungen - Messung von vertikalen Rad- und
verticales à la roue et à l'essieu - Partie 1 : Sites de Radsatzkräften - Teil 1: Interoperable gleisseitige
mesure en voie interopérables des véhicules en service Messeinrichtungen für fahrende Fahrzeuge
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee
CEN/TC 256.

If this draft becomes a European Standard, CEN members are bound to comply with the CEN/CENELEC Internal Regulations
which stipulate the conditions for giving this European Standard the status of a national standard without any alteration.

This draft European Standard was established by CEN in three official versions (English, French, German). A version in any other
language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-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, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.

Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are
aware and to provide supporting documentation.

Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without
notice and shall not be referred to as a European Standard.


EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2015 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 15654-1:2015 E
worldwide for CEN national Members.

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Contents Page
European foreword . 4
Introduction . 5
1 Scope . 6
2 Normative references . 6
3 Terms, definitions, symbols and abbreviations . 7
3.1 Terms and definitions . 7
3.2 Abbreviations . 9
3.3 Symbols . 10
4 Measured and derived quantities . 10
4.1 Measured quantities . 10
4.2 Mandatory derived quantities . 10
4.3 Optional derived quantities . 11
5 Metrological characteristics . 13
5.1 General . 13
5.2 Accuracy classes . 13
5.3 Measurement and Calibration range . 14
5.4 Influence quantities . 15
5.5 Condition of use . 15
6 Technical requirements. 15
6.1 Train and vehicle related capability . 15
6.2 Environmental. 16
6.3 Inputs and Outputs . 16
6.4 Descriptive markings. 19
6.5 Measuring device specific . 20
6.6 Measuring site specific . 21
Annex A (informative)  Device assessment frame work . 22
A.1 Introduction . 22
A.2 Type approval test . 22
A.3 Initial verification . 22
A.4 In-service verification . 22
A.5 Adjustment and verification methods . 22
Annex B (informative) Measurement site selection criteria . 23
B.1 Introduction . 23
B.2 Measurement site . 23
B.2.1 General . 23
B.2.2 Approach track and/or leaving track . 23
B.2.3 Lead-on and/or lead-off track . 23
B.2.4 Instrumented track . 24
B.3 Criteria for site selection . 24
B.3.1 General . 24
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B.3.2 Track structure . 24
B.3.3 Track substructure . 25
B.3.4 Surroundings . 26
B.3.5 Track geometry maintenance limits . 26
Annex C (informative) Data exchange format . 27
C.1 Introduction . 27
C.2 Example 1 . 27
C.3 Example 2 mandatory values . 31
Annex D (informative) Usage of data and accuracy classes . 33
D.1 Introduction . 33
D.2 Typical applications . 33
D.2.1 Monitoring vehicle loading . 33
D.2.2 Threshold/Compliance monitoring . 33
D.2.3 Track access charging . 35
D.2.4 Vehicle maintenance . 35
D.2.5 Track load monitoring (track maintenance) . 35
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2008/57/EC . 36
Bibliography . 38

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European foreword
This document (prEN 15654-1:2015) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC.
For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of
this document.
This document is the first part of the standard series EN 15654 “Railway applications — Measurement of
vertical forces on wheels and wheelsets” consisting of the following three parts:
— Part 1: Interoperable on track measurement sites for vehicles in service;
— Part 2: Test in workshop for new, modified and maintained vehicles;
— Part 3: Approval and verification of interoperable on track measurement sites for vehicles in service.
Quantities such as vehicle weight and train weight do not depend on the attitude of the suspension
(springs) and therefore they are the same when the train is standing as they are when running.
1)
The vertical wheel force varies with time when the vehicle is in motion and may also be different from
one day to another, depending on the state of the suspension.
However, as long as the loading of the vehicle does not change, the mean value of the sum of the wheel
2)
forces will equal the vehicle weight and is also equal to the sum of the mean wheel forces .
This also applies to axle loads. When the measuring system is installed in a straight track, this also
applies to side loads and load differences.

1)
The vertical force applied by a wheel on the rail (kN).
2)
The mean value is the integration of the instantaneous load values with respect to time.
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Introduction
This standard has been developed to provide a common procedure for determining the axle load, wheel
force and the weight of rail vehicles operating (in-service) in Europe. Furthermore, the measuring of
assessment quantities according to EN 14363 is possible.
There are two factors that have an effect on the integrity of the infrastructure and on rail safety. These
are overloaded axles and asymmetric wheel force distributions. This standard also details the evaluation
of derived quantities such as asymmetric loading, overloading, vehicle weight and train weight. These
quantities are obtained while the train is in motion in order not to delay its passage.
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1 Scope
The scope of this European Standard is restricted to the measurement of quasi-static vertical wheel
forces and therefrom derived quantities on vehicles in service operation.
Derived quantities can be:
— axle loads;
— side to side load differences of a wheel set, bogie, vehicle or train set;
— overall weight of vehicle or train set;
— mean axle load of a vehicle or train set.
This standard is not concerned with the evaluation of:
— dynamic wheel force or derived quantities;
— wheel condition (i.e. shape, profile, flats);
— lateral wheel force;
— combination of lateral and vertical wheel forces.
The standard defines accuracy classes for measurements to be made at any speed greater than 5 km/h
within the calibrated range, which may be up to line speed.
The aim of this standard is to obtain measurement results that give representative values for the load
distribution of a running vehicle, which under ideal conditions will be similar to what can be obtained
from a standing vehicle.
This standard does not impose any restrictions on the types of vehicles that can be monitored, or on
which networks or lines the measuring system can be installed.
The standard lays down minimum technical requirements and the metrological characteristics of a
system for measuring and evaluating a range of vehicle loading parameters. Also defined are accuracy
classes for the parameters measured and the procedure for verifying the calibration.
The measuring system proposed in this standard should not be considered as being safety critical. If the
measuring system is connected to track signalling, a train monitoring or a train control system then
requirements that are not part of this standard may apply.
Measuring systems complying with this standard have the potential to enhance rail safety. However, the
current operating and maintenance procedures rather than this standard are mandatory for ensuring
safety levels in European rail networks.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
EN 60529, Degrees of protection provided by enclosures (IP Code) (IEC 60529)
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3 Terms, definitions, symbols and abbreviations
3.1 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1.1
quasi-static wheel force
Q
0,j,k
representation of the static wheel force obtained from the dynamic measurement process of a vehicle in
motion
Note 1 to entry: Where the symbol Q is used, j is the axle number and k is the vehicle side k = R denotes the
0jk
right hand side in the direction of travel and k = L denotes the left hand side in the direction of travel.
3.1.2
quantity
property of a phenomenon, body, or substance, where the property has a magnitude that can be
expressed as a number and a reference
[SOURCE: ISO/CEI GUIDE 99]
3.1.3
derived quantity
quantity, in a system of quantities, defined in terms of the measured quantities of that system
3.1.4
measuring system
aggregation of parts that serve to determine the wheel force and which may also be used to derive other
quantities
3.1.5
load sensor
that part(s) of the instrument that receives the load and which realises a change in the balance (of the
instrument) when a load is placed upon it
3.1.6
maximum permissible error
extreme value of measurement error, with respect to a known reference quantity value, permitted by
specifications or regulations for a given measurement, measuring instrument, or measuring system
[SOURCE: ISO/CEI GUIDE 99]
3.1.7
accuracy class
class of measuring instruments or measuring systems that meet stated metrological requirements that
are intended to keep measurement errors or instrumental measurement uncertainties within specified
limits under specified operation conditions
[SOURCE: ISO/CEI GUIDE 99]
Note 1 to entry: A measuring system can have different accuracy classes for different quantities.
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3.1.8
running gear
bogie or on non-bogied vehicles the axle
3.1.9
in service
running and not at a maintenance or manufacturing site
3.1.10
line speed
maximum speed at which vehicles are allowed to run on a line or branch, or on sections of a line or
branch
3.1.11
speed band
range of speeds pertaining to a particular accuracy class
3.1.12
instrumented track
section of track where the wheel forces are measured
3.1.13
lead-on track
section of track that precedes the instrumented track
3.1.14
lead-off track
section of track that follows the instrumented track
3.1.15
approach track
section of track that precedes the lead-on track
3.1.16
leaving track
section of track that follows the lead-off track
3.1.17
measurement site
section of track that contains the instrumented track, the lead-on/lead-off tracks and the
approach/leaving tracks
Note 1 to entry: A measurement site is shown in Figure B.1.
3.1.18
cross level
difference in height of the adjacent running surfaces computed from the angle between the running
surface and a horizontal reference plane
Note 1 to entry: It is expressed as the height of the vertical leg of the right-angled triangle having a hypotenuse
that relates to the nominal track gauge plus the width of the rail head rounded to the nearest 10 mm.
Note 2 to entry: For nominal gauge of 1 435 mm the hypotenuse is 1 500 mm in length. For nominal gauge of
1 524 mm the hypotenuse is 1 600 mm in length.
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3.1.19
gradient
ratio of the difference in height, of the running surface, at two successive points, to the distance between
the points
3.1.20
vertical track deflection
amount by which the track deflects under a defined axle load
3.1.21
track twist
algebraic difference between two cross levels taken at a defined distance apart, usually expressed as a
gradient between the two points of measurement
Note 1 to entry: Refer to EN 13848–1:2003+A1:2008, 4.6.
Note 2 to entry: Twist may be expressed as a ratio (‰ or mm/m).
3.1.22
weighbridge
legal for trade instrument that measures the mass of rail vehicles
Note 1 to entry: The results of measurement are made in units of kilogram (kg) or tonnes (t).
3.2 Abbreviations
For the purposes of this document the following abbreviations apply:
CEN European Committee for Standardization
EMC Electromagnetic compatibility
EN European Standard
ERA European Railway Agency
ISO International Standards Organization
NF Norme Française
OIML Organization Internationale de Métrologie Légale
TSI Technical Specification for Interoperability
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3.3 Symbols
For the purposes of this document the following symbols apply:
j wheelset index (1, 2, 3, …)
i running gear index (1, 2, 3, …)
k vehicle side
  R for the right hand side in the direction of travel
  L for the left hand side in the direction of travel
n total number of vehicles in the train
n total number of wheelsets of the train
trn
n total number of wheelsets of individual vehicle
veh
n total number of running gear of individual vehicle
rg
z number of wheelsets per running gear i
x number of first wheelset in running gear i
l length of the train, distance between first and last axle (m)
trn
2
g acceleration due to gravity
(m/s )

NOTE Mass can be converted to force or load by the formula:
F = m × g
where
g is the local acceleration due to gravity.
4 Measured and derived quantities
4.1 Measured quantities
The quasi-static wheel force Q is the basic value for all derived quantities
0jk
where
j is the axle number
k is the vehicle side (R for the right hand side in the direction of travel, L for the left hand side in the
direction of travel)
Quasi-static wheel force is evaluated in kN.
4.2 Mandatory derived quantities
The following Table 1 defines mandatory derived quantities.
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Table 1 — Mandatory derived quantities
Quantity Dimension Formula Comment
individual wheelset force kN EN 14363:20
PQ + Q
F0, jj0, ,L 0, j,R
05
2Q
0 j
P
F0
individual axle load t
QQ+
0, jj,L 0, ,R
P =
0, j
g
train mass t n
trn
mPΣ
trn 0, j
j=1
4.3 Optional derived quantities
The following Table 2 defines optional derived quantities.
Table 2 — Optional derived quantities
Quantity Dimen- Formula
Comment
sion
vehicle mass t n
veh
m Σ P
EN 14363:200
veh 0, j
j=1
5
NOTE Optional quantity, because there is no
m
veh
exact definition for a vehicle (e.g. articulated
train/vehicle).
Sum of wheel forces per running kN z
QQ= Σ
gear side
rg,i ,k 0, jk,
j=1
Sum of axle loads per running t xz+−1
PPΣ
gear
rg,ij0,
jx=
Maximum axle load of the t EN 14363:200
PP= max( )
max,veh 0, j
vehicle 5
2Q (in
0,max
kN)
Mean axle load of train t n
trn
Σ P
0, j

j=1
P =
trn
n
trn
Mean axle load of vehicle t n EN 14363:200
veh
Σ P 5
0, j
j=1

P =
veh
2Q (in
0,mean
n
veh
kN)
11
=
=
=
=

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Mean axle load of running gear t
P
xz+−1
0, j

P =
rg i
∑
jx=
z
Diagonal imbalance ratio of -
 
Q + Q Q + Q
rg,i,L rg,i+1,R rg,i,R rg,i+1,L
 
θ = max ,
adjacent running gears of the
diag,veh,i
 
Q + Q Q + Q
rg,i,R rg,i+1,L rg,i,L rg,i+1,R
 
vehicle
UIC HRMS

I
d

Diagonal imbalance ratio of -
 
Q + Q Q + Q
0, j,L 0, j+1,R 0, j,R 0, j+1,L
 

adjacent axles of the running θ =max ,
diag,rg, j
 
Q + Q Q + Q
0, j,R 0, j+1,L 0, j,L 0, j+1,R
gear  


Lateral imbalance ratio of the - n n
 veh veh 
 
vehicle (side-to-side ratio)
Q Q
0,j,L 0,j,R
∑ ∑
 
UIC HRMS
j=1 j=1
 

θ = max ,
lat,veh
n n
 
veh veh
I
la
 
Q Q
∑ 0,j,R ∑ 0,j,L
 
j=1 j=1



lateral imbalance ratio of the -
 
Q Q
0,j,L 0,j,R
 
θ = max ,
wheelset (side-to-side ratio)
lat, j
 
Q Q
0,j,R 0,j,L
UIC HRMS
 
I
a

Maximum longitudinal - n −1
rg

 PP 
imbalance ratio of adjacent rg, i rg, i+1
θ max= max ,
 
long,veh
running gears in a vehicle (front-
 
PP

rg, i+1 rg, i
  UIC HRMS

to rear ratio)
i=1

I
lo
NOTE General formula (e.g. if you have two
running gears it gives the front-rear ratio).

Longitudinal imbalance ratio of - n −1
rg
 
PP
adjacent running gears in a rg, i rg, i+1
θ max=  , 
long,rg
vehicle
 
PP
rg, i+1 rg, i
 
i=1
Relative side-to-side wheel force -
n
EN 14363:200
veh
()Q − Q
deviation of vehicle ∑ 0, jj,R 0, ,L
5
j=1
Δq =
side,veh
n
veh
()Q + Q
Δq
∑ 0, jj,R 0, ,L
side
j=1
Relative wheel force deviation -
QQ−
0, jj,R 0, ,L
Δq =
per wheelset
j
Q + Q
0, jj,R 0, ,L
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Relative deviation of difference - EN 14363:200
max(PP)−
veh
0, j
between maximum axle load and 5
Δp =
veh
P
mean axle load, and the mean veh
Δ2q
axle load
0,max
Relative deviation of mean axle -
PP−
rg,iirg ,+1
Δp =
loads between two running gear
rg,i
PP+
rg,iirg ,+1
of a vehicle
Relative wheel force deviation -
2⋅Q
0, jk,
Δq =

inside running gear
rg, jk,
Pg⋅
rg,i
Relative axle load deviation -
PP−
rg ,i
0, j
inside running gear
Δp =
rg, j
P
rg ,i
5 Metrological characteristics
5.1 General
In this clause of the standard the minimum technical metrological characteristics, operational features
and performance criteria are listed.
5.2 Accuracy classes
The accuracy of a measurement system is defined in terms of ‘accuracy class’. The accuracy classes are
based on the maximum permissible errors of the measurements and are specified in Table 3.
In order to meet an accuracy class on initial verification, 90 % of the errors in measurement shall not
exceed the maximum permissible error specified for ‘initial verification’. The remaining 10 % shall not
exceed the maximum permissible error specified for ‘in-service inspection’.
In order to meet an accuracy class on in-service inspection 100 % of the errors in measurement shall not
exceed the maximum permissible error specified for ‘in-service inspection’.
A system may have different accuracy classes and shall be defined for one or more of the following
quantities:
a) train mass;
b) vehicle mass;
c) sum of axle loads on a running gear (bogie);
d) axle load;
e) wheel force.
The accuracy classes may vary according to the direction of travel and whether the system is being
operated in either the ‘pull mode’ or the ‘push mode’.
To determine the accuracy classes of a measurement system, it is necessary to conduct verification tests
with vehicles in motion. Verification of the accuracy classes of the quantities a) to e) shall be based on
known values.
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oSIST prEN 15654-1:2015
prEN 15654-1:2015 (E)
Table 3 lists the available accuracy classes. These apply to the quantities a) to e) and can also be applied
to quantities in Clause 4. The table specifies the accuracy per class for both initial and in-service
verification.
Table 3 — Accuracy classes
Accuracy class Initial verification In-service inspection
0,5 ±0,25 % ±0,5 %
1,0 ±0,50 % ±1,0 %
2,0 ±1,00 % ±2,0 %
3,0 ±1,50 % ±3,0 %
5,0 ±2,50 % ±5,0 %
10,0 ±5,00 % ±10,0 %
20,0 ±10,00 % ±20,0 %
NOTE 1 Initial verification is performed when a new system has been installed or when an old system has
undergone a major repair, refurbishment or modification.
NOTE 2 In-s
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