SIST EN 14363:2005
(Main)Railway applications - Testing for the acceptance of running characteristics of railway vehicles - Testing of running behaviour and stationary tests
Railway applications - Testing for the acceptance of running characteristics of railway vehicles - Testing of running behaviour and stationary tests
This document regulates the testing for acceptance of the running characteristics of railway vehicles (hereafter called vehicles). The testing of the running characteristics applies principally to all vehicles used in public transport which operate without restriction on standard gauge tracks (1 435 mm).
NOTE 1 The testing of the running characteristics of:
- railways with different track layout, e.g. tramways, metros and underground railways;
- railways with non-standard gauge tracks
can be conducted by analogy with this document.
The testing of running characteristics is part of the type testing of vehicles which
- are newly developed,
- have had relevant design modifications, or
- have changes in their operating regimes.
The testing and acceptance of running characteristics refers to the complete vehicle including the running gear. If a running gear, which has already been tested and accepted, is to be used under a vehicle body of another design, this is considered to be a design modification. The procedure as described in 5.2 is used.
NOTE 2 In addition to the testing of running characteristics for the acceptance of vehicles, the regulations can be generally applied in other technical tasks, e.g.:
- the checking for compliance against development contracts;
- the optimisation of components, vehicles or running gear;
- the testing of influences, influencing parameters and relationships of dependence;
- the monitoring of track or vehicles in operational use.
Bahnanwendungen - Fahrtechnische Prüfung für die fahrtechnische Zulassung von Eisenbahnfahrzeugen - Prüfung des Fahrverhaltens und stationäre Versuche
Diese Europäische Norm regelt die fahrtechnische Prüfung für die Zulassung von Eisenbahnfahrzeugen (nachfolgend kurz Fahrzeuge genannt). Der Anwendungsbereich ist auf Eisenbahnen des öffentlichen Verkehrs beschränkt. Die fahrtechnische Prüfung gilt grundsätzlich für Fahrzeuge, die auf Gleisen der Regelspur
(1 435 mm) freizügig betrieben werden.
ANMERKUNG 1 Die fahrtechnische Prüfung von
- Bahnen mit abweichender Gleistrassierung, beispielsweise Straßenbahnen, Stadtbahnen und Untergrundbahnen;
- Bahnen mit abweichender Spurweite
kann in Anlehnung an die Regeln dieser Europäischen Norm durchgeführt werden.
Die fahrtechnische Prüfung ist Teil einer Bauartprüfung für
- neu entwickelte Bauarten von Fahrzeugen;
- relevant geänderte Bauarten von Fahrzeugen oder
- Fahrzeuge mit relevant geänderten Betriebsbedingungen.
Die fahrtechnische Prüfung und Zulassung bezieht sich auf das vollständige Fahrzeug einschließlich Fahrwerk. Wird ein bereits geprüftes und zugelassenes Fahrwerk unter einem Fahrzeugkasten abweichender Bauart verwendet, gilt dies als konstruktive Änderung. Es ist wie in 5.2 beschrieben zu verfahren.
ANMERKUNG 2 Über die fahrtechnische Prüfung für die Zulassung hinaus können die Regeln allgemein zur Lösung fahrtechnischer Aufgabenstellungen, beispielsweise
- Prüfen der Forderungen auf Einhaltung von Entwicklungsverträgen,
- Optimieren von Bauteilen, Fahrzeugen oder Fahrwerken,
- Untersuchen von Einflüssen, Einflussgrößen und Abhängigkeiten,
- Überwachen von Fahrweg oder Fahrzeugen im Betrieb
angewendet werden.
Die fahrtechnische Prüfung besteht aus der Prüfung der Fahrfähigkeit (hauptsächlich stationäre Versuche) und der Prüfung des Fahrverhaltens (Streckenversuche).
Die vollständige Anwendung der Regeln und Grenzwerte gilt für die fahrtechnische Prüfung von Fahrzeugen des freizügigen internationalen Verkehrs.
Applications ferroviaires - Essais en vue de l'homologation du comportement dynamique des véhicules ferroviaires - Essais en ligne et a poste fixe
La présente Norme européenne régit les essais en vue de l’homologation des véhicules ferroviaires (appelés véhicules dans la suite du texte) du point de vue de leur comportement dynamique. Ces essais s’appliquent essentiellement a tous les véhicules de transport public circulant sans restriction sur les voies a écartement normal (1 435 mm).
NOTE 1 Les essais de comportement dynamique pour les :
chemins de fer avec un tracé de voie différent, par exemple tramways, métros ou lignes ferroviaires souterraines ;
chemins de fer avec un écartement des voies non standard ;
peuvent etre réalisés par analogie avec la présente Norme européenne.
Les essais de caractérisation du comportement dynamique font partie des essais de type des véhicules :
de conception nouvelle ;
dont la conception a été modifiée de façon sensible ; ou
dont les conditions d'exploitation ont été modifiées.
Les essais en vue de l’homologation du comportement dynamique s'appliquent aux véhicules complets avec leurs organes de roulement. Si des organes de roulement déja testés et homologués doivent etre utilisés sous une caisse de type différent, ceci doit etre considéré comme une modification de conception. La procédure décrite en 5.2 est appliquée.
NOTE 2 Les regles peuvent etre appliquées de façon générale dans un autre contexte technique que l'essai de caractérisation du comportement dynamique en vue de l’homologation des véhicules, par exemple :
la vérification de conformité par rapport a des contrats de développement ;
l'optimisation d'éléments constructifs, de véhicules ou d'organes de roulement ;
la vérification de l’influence de la modification de parametres et des relations de dépendance entre ces parametres ;
la surveillance de la voie ou des véhicules en service.
Les essais du comportement dynamique consistent en des essais préliminaires d’homologation (généralement essais a poste fixe) et essais du comportement dynamique (essais en ligne).
La méthode complete et les valeurs
Železniške naprave – Preskušanje voznih karakteristik pri prevzemu železniških vozil – Preskušanje obnašanja med vožnjo in mirovanjem
General Information
Relations
Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Railway applications - Testing for the acceptance of running characteristics of railway vehicles - Testing of running behaviour and stationary testsŽelezniške naprave – Preskušanje voznih karakteristik pri prevzemu železniških vozil – Preskušanje obnašanja med vožnjo in mirovanjemApplications ferroviaires - Essais en vue de l'homologation du comportement dynamique des véhicules ferroviaires - Essais en ligne et a poste fixeBahnanwendungen - Fahrtechnische Prüfung für die fahrtechnische Zulassung von Eisenbahnfahrzeugen - Prüfung des Fahrverhaltens und stationäre VersucheTa slovenski standard je istoveten z:EN 14363:2005SIST EN 14363:2005en45.060.01ICS:SLOVENSKI
STANDARDSIST EN 14363:200501-november-2005
EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 14363June 2005ICS 45.060.01English versionRailway applications - Testing for the acceptance of runningcharacteristics of railway vehicles - Testing of running behaviourand stationary testsApplications ferroviaires - Essais en vue de l'homologationdu comportement dynamique des véhicules ferroviaires -Essais en ligne et à poste fixeBahnanwendungen - Fahrtechnische Prüfung für diefahrtechnische Zulassung von Eisenbahnfahrzeugen -Prüfung des Fahrverhaltens und stationäre VersucheThis European Standard was approved by CEN on 3 March 2005.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this EuropeanStandard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such nationalstandards may be obtained on application to the Central Secretariat or to any CEN member.This European Standard exists in three official versions (English, French, German). A version in any other language made by translationunder the responsibility of a CEN member into its own language and notified to the Central Secretariat has the same status as the officialversions.CEN members are the national standards bodies of Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia,Slovenia, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2005 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 14363:2005: E
EN 14363:2005 (E) 2 Contents Page Foreword.3 Introduction.4 1 Scope.5 2 Normative references.6 3 Terms and definitions.6 4 Stationary tests.12 4.1 Safety against derailment for railway vehicles running on twisted track.12 4.2 Safety against derailment under longitudinal forces in S-shaped curves.27 4.3 Sway characteristics.28 4.4 Rotational resistance.32 4.5 Measurement of static wheel force.34 5 'On-track' tests.36 5.1 General.36 5.2 Type of on-track test and measuring method.36 5.3 Assessment, limit and measuring values.44 5.4 Performing 'on-track' tests.52 5.5 Test evaluation.64 5.6 Documentation of results.69 Annex A (informative)
Information on safety against derailment.71 Annex B (normative)
Computer simulations designed to examine whether the vehicle has an acceptable resistance to flange climbing derailment at low speed.95 Annex C (normative)
Actual geometry of test tracks.97 Annex D (normative)
Co-ordinate system for measured quantities.102 Annex E (normative)
Statistical evaluation.103 Annex F (informative)
Symbols.106 Annex G (normative)
Operational parameters.109 Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 96/48/EC of 23 July 1996 on the Interoperability of the trans-European high-speed rail system.110 Bibliography.113
EN 14363:2005 (E) 3 Foreword This document (EN 14363:2005) has been prepared by Technical Committee CEN/TC 256 “Railway Applications”, the secretariat of which is held by DIN. NOTE WG10 have recently been reactivated and have defined their future workload. Following this, it was considered necessary to complement EN 14363 by further parts. 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 December 2005, and conflicting national standards shall be withdrawn at the latest by December 2005. 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(s). Council Directive 96/48/EC of 23 July 1996 on the Interoperability of the trans-European high-speed rail system1). For relationship with EU Directive, see informative Annex ZA which is an integral part of this document. According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden, Switzerland and the United Kingdom.
1) Official Journal of the European Communities No L 235/6 of 17.09.96
EN 14363:2005 (E) 4 Introduction This document covers the testing for acceptance of the running characteristics of railway vehicles. It was established by Working Group 10 Vehicle/Track Interaction of CEN Technical Committee 256 Railway Applications. The establishment of this document was based on existing rules, practices and procedures. The following principles were applied: 1) The railway system requires comprehensive technical rules in order to ensure an acceptable interaction of vehicle and track. 2) Due to the numerous national and international regulations new railway vehicles had to be tested and homologated before putting them into service. In addition, existing acceptance had to be checked when operating conditions were extended. 3) In view of the increasing significance of international traffic, in particular of high speed traffic, the standardisation of existing regulations is required. In some cases, additional rules are required as well. An update of existing regulations is also needed due to the considerable progress achieved in the field of railway-specific methods for measuring, evaluation and data processing. 4) It is of particular importance that the existing level of safety and reliability is not compromised even when changes in design and operating practices are demanded, e.g. by the introduction of higher speeds, higher wheel forces, etc. This document takes account of the present state of the art which is generally applicable for test procedures and the evaluation of stationary and 'on-track' tests. This document is derived in essential parts from UIC 518 which has not yet been fully validated by experience. In addition, the regulations about running characteristics of freight wagons of UIC 432 will be implemented after the discrepancies between UIC 432 and UIC 518 are solved by the expert group of UIC. The Working Group is aware that the combination of the test conditions is not always achievable. In some cases, the existing regulations may require exceptions for which justification will be provided to the acceptance body. In this event, the conditions which are not fulfilled will be identified. This also concerns the future inclusion of turnout runs in switches with R ≤ 190 m in the normal and simplified measurement method. The assessment will be done based on the stresses in critical sections (e.g. switch blade) of a switch. The test conditions will be fixed after further investigations. The group expects that existing shortcomings will be recognized in further investigations and during frequent application of the rules.
EN 14363:2005 (E) 5 1 Scope This document regulates the testing for acceptance of the running characteristics of railway vehicles (hereafter called vehicles). The testing of the running characteristics applies principally to all vehicles used in public transport which operate without restriction on standard gauge tracks (1 435 mm). NOTE 1 The testing of the running characteristics of: — railways with different track layout, e.g. tramways, metros and underground railways; — railways with non-standard gauge tracks can be conducted by analogy with this document. The testing of running characteristics is part of the type testing of vehicles which are newly developed, have had relevant design modifications, or have changes in their operating regimes. The testing and acceptance of running characteristics refers to the complete vehicle including the running gear. If a running gear, which has already been tested and accepted, is to be used under a vehicle body of another design, this is considered to be a design modification. The procedure as described in 5.2 is used. NOTE 2 In addition to the testing of running characteristics for the acceptance of vehicles, the regulations can be generally applied in other technical tasks, e.g.: — the checking for compliance against development contracts; — the optimisation of components, vehicles or running gear; — the testing of influences, influencing parameters and relationships of dependence; — the monitoring of track or vehicles in operational use. Testing of running characteristics consists of preliminary approval tests (mainly stationary tests) and tests of running behaviour (on-track tests). The application of the full method and the stated limit values reflect (unrestricted) international operation. Variations from the conditions specified in this document are allowed as specified by the article 7.1 of directive 91/440 of EC. Testing for acceptance of vehicles is based on some reference conditions of track. If these are not respected on certain lines, appropriate measures will be taken (speed modifications, additional tests, etc.). For national or multinational operations the infrastructure managers concerned may authorize variations to the defined conditions. Permissible deviations are indicated in this document. It is allowed to deviate from the rules laid down if evidence can be furnished that safety is at least the equivalent to that ensured by complying with these rules.
EN 14363:2005 (E) 6 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 13674-1, Railway applications; Track — Rail — Part 1: Vignole railway rails 46 kg/m and above prEN 13715, Railway applications — Wheelsets and bogies — Wheels — Tread profile EN 13848-1, Railway applications -Track — Track geometry quality — Part 1: Characterisation of track geometry WI 00256129, Railway applications — Method for determining the equivalent conicity UIC 432:2002, Wagons — Running speeds — Technical conditions techniques to be observed2)
UIC 505-1:2003, Railway transport stock — Rolling stock construction gauge2) UIC 505-4:1977, Effects of the application of the kinematic gauges defined in the 505 series of leaflets on the positioning of structures in relation to the tracks and of the tracks in relation to each other2) UIC 505-5:1977, Basis conditions common to leaflets 505-1 to 505-4 — Notes on the preparation and provisions of these leaflets2) UIC 518:2003, Testing and approval of railway vehicles from the point of view of their dynamic behaviour — Safety — Track fatigue; Ride quality2) UIC 530-2:1997, Wagons — Running safety2) 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1 testing for acceptance of running behaviour obtaining numerical values of evaluation variables which describe the running and ride characteristics. The evaluation variables together with limit values are used in the acceptance process of the vehicle The purpose of testing running characteristics is either testing of vehicles which are newly developed, or extending the scope for an already proven vehicle (e.g. relevant design modification of the vehicle or alteration of the operation conditions) 3.2 test elements related regulations for the measurement of parameters (accelerations, forces, displacements, on the vehicle) and evaluation of variables which characterise the performance of the vehicle;
2) May be purchased from: Railway Technical Publications (ETF) 16 rue Jean Rey, F-75015 Paris
EN 14363:2005 (E) 7 collection of the relevant conditions of the track, operation and environment; description of test procedures, measurement and evaluation methods; assessment of conditions for acceptance NOTE Figure 1 shows the structure of the test elements.
Figure 1 — Structure of test elements 3.3 vehicle parameters relevant to running characteristics technical data of a vehicle relevant to running characteristics, e.g.: planned maximum permissible speed of the vehicle; planned permissible cant deficiency; smallest curve radius that shall be negotiated; wheel arrangement; wheel-base and distance between bogie centres; centre of gravity height; weight of the vehicle; wheel force and axle force distribution; unsprung mass; primary suspended mass; secondary suspended mass; moments of inertia of vehicle body (around z-axis);
EN 14363:2005 (E) 8 torsional stiffness of vehicle body; torsional stiffness of bogie frame; tractive effort; dimensions of wheel and wheelset; wheel profiles; characteristics of primary vertical suspension; characteristics of secondary vertical suspension; characteristics of axle guiding; characteristics of secondary lateral suspension; rotational torque of bogie; moment of inertia of bogie (around z-axis). These parameters are defined and comply with the relevant construction and maintenance requirements. Compliance will be confirmed prior to the testing of running characteristics. 3.4 preliminary approval tests testing of vehicles capability to operate under geometrical limit conditions of track layout NOTE Preliminary approval tests are generally static and/or quasistatic. They mainly include the measurement of forces and displacements between the different components of a vehicle. They should be carried out before commencing the 'on-track' testing. 3.4.1 measurement of static wheel force test to determine the individual vertical forces per wheel 3.4.2 bogie rotational resistance test to evaluate the torque required to rotate a bogie while supporting a vehicle 3.4.3 safety against derailment on twisted track test to evaluate the safety against derailment of a vehicle during negotiating track with limit conditions of twist 3.4.4 safety against derailment under longitudinal forces in S-shaped curves test to evaluate safety against derailment of a vehicle under longitudinal forces in S-shaped curves 3.4.5 sway characteristics test to measure the lateral and roll displacements of a vehicle when subjected to cant excess or deficiency 3.5 running behaviour characteristics of a vehicle or running gear with regard to the interaction between vehicle and track. Running behaviour is a general term covering the following specific terms: running safety, track loading, and ride characteristics. The following parameters are used for the assessment:
EN 14363:2005 (E) 9 forces between wheel and rail, or lateral forces between wheelset and axle-box (lateral axle-box forces), and/or accelerations. The testing is based on 'on-track' tests. 3.6 on-track' tests tests taking place on selected, relatively short sections of test track with specific characteristics of track layout. 'On-track' tests are used for the assessment of running behaviour within the planned range of speed and cant deficiency of the vehicle. Depending on the test conditions 'on-track' tests may be: complete ‘on-track’ tests; partial ‘on-track’ test 3.6.1 complete 'on-track' test test of running behaviour in the full defined test range 3.6.2 partial 'on-track' test test of running behaviour used for an extension of acceptance (see explanation in Clause 1) which allows a reduced extent of test 3.7 measuring method type and number of measuring quantities used during on-track test. Depending on the characteristics of the vehicle and the purpose of test normal measuring method, or
simplified measuring method is used 3.7.1 'on-track' test with normal measuring method test of running behaviour for the assessment of running safety, track loading and ride characteristics of the vehicle with direct measured forces between wheel and rail and accelerations in running gear and in the vehicle body 3.7.2 'on-track' test with simplified measuring method test of running behaviour for the assessment of running safety and ride characteristics of the vehicle with measured lateral axle-box forces and/or accelerations at the bogie frame and in the vehicle body
EN 14363:2005 (E) 10 3.8 extent of tests fixed number of test variants during ‘on-track’ test. The amount of tests is defined by: test zones, given by track layout; loading conditions of the test vehicle; degraded suspension conditions; rail inclination of test tracks 3.9 test track selected section of the track for the 'on-track' test. It is chosen depending on: track layout; track geometry; rail inclination; wheel-rail contact geometry; type and number of the evaluation sections corresponding to the planned operational area 3.10 test vehicle vehicle representative of the production vehicles and which respects: the vehicle parameters relevant to running characteristics; construction and maintenance status of the vehicle series. 3.10.1 conventional-technology vehicle vehicles which are operated under normal operating conditions and correspond completely or in those construction parts which are relevant to the running behaviour to the proven state of the art 3.10.2 special vehicle vehicles which are either unique or found in low numbers, belonging to either of the following types track maintenance vehicles (including rerailing vehicles); vehicles for special transport. 3.10.3 new-technology vehicle all vehicles which are not categorized as conventional-technology vehicles or special vehicles
EN 14363:2005 (E) 11 3.10.4 equivalent conicity tan γγγγe parameter for characterization of the wheel-rail contact. For a given wheelset running on given track it equals the tangent of the taper angle of a tapered profile wheelset whose transverse movement has the same wavelength of kinematic yaw as the wheelset under consideration. To determine the numerical values of the equivalent conicity, the wheel profiles are combined with track with the parameters rail profile, installed inclination of rails and track gauge and then the function tan γγγγe = f (y) is calculated, then evaluated for an amplitude ± 3 mm NOTE An extensive evaluation of the curve of the calculated function tan γγγγe = f (y), for example for the range 1 mm ≤ y ≤ 8 mm, may be necessary to clarify any questions relating to the running behaviour. Calculation of equivalent conicity should be done respecting the regulations in WI 00256129.
EN 14363:2005 (E) 12 4 Stationary tests 4.1 Safety against derailment for railway vehicles running on twisted track 4.1.1 General The tests described in this clause are intended to ensure that vehicles can run safely on twisted tracks. The existence of track twist in railway tracks is fundamental. They are a result of transition layout between levelled track and canted track as well as cross level deviations (maintenance limits). This test shall be done for initial acceptance of all vehicles. For the extension of acceptance (see NOTE in 5.2.1) the test shall be repeated if the variation of parameters increases the risk of derailment. The most important factors influencing the safety against derailment are given in A.1. The limit value (Y/Q)lim for initiating flange climbing is influenced by: the flange angle; the friction forces between flange and rail. These forces are determined by the characteristic of the surface of wheel and rail at the contact point and by the angle of attack between wheel and rail. If there is a tested reference vehicle with a validated calculation of safety against derailment according to the test conditions, tests may be dispended if the new calculation results are lower than a reduced limit value (Y/Q)lim = 0,9 * 1,2 = 1,08 (safety margin of 10 % to the limit value). 4.1.2 Test conditions 4.1.2.1 General The risk of flange climbing is described by the ratio between horizontal guiding force Y and vertical wheel force Q. The evaluation considers the quasistatic guiding force of the outer leading wheel negotiating a curve of
R = 150 m. Reduction of vertical wheel force includes the following effects: twist on bogie wheel base (see 4.1.2.2.3); twist on bogie centre distance or axle distance for non bogied vehicles (see 4.1.2.2.3); torsional hysteresis during the twisting; eccentricity of centre of gravity and twist of the bogie and vehicle body as a result of tolerances; eccentricity of the centre of gravity due to cant excess or deficiency - this influence is eliminated in the test; roll torque of the lateral axle-box forces. So, the influence of cant excess is not considered. It is assumed that the reduction in the guiding forces in larger curve radii have a stronger influence on the safety against derailment than the higher offloading of the guiding wheel due to the higher allowed cant excess in these radii.
EN 14363:2005 (E) 13 4.1.2.2 Track conditions 4.1.2.2.1 General In practice it is possible to anticipate a combination of all of the worst condition which could occur. The simultaneous application of these conditions would result in an unrealistic situation, which experience has shown is not necessary. Information about the relations that have led to the definition of the test conditions for European mainline railways can be found in the reports of B 55 and C 138. In the present document no information about different track layout can be given. NOTE These test conditions have been developed by ERRI and are documented in several reports of B 55 and C 138. They have been applied since 1983 in Europe and have resulted in the safe operation of vehicles. 4.1.2.2.2 Track twist limit The track twist limit, including design twist and the cross level deterioration before maintenance, which is used in European railways is: )0,3220;0,7min(lim+=ag with 2a as longitudinal base in m and glim in ‰. The validity of the formula is limited to 2a ≤ 20 m. 3) 4.1.2.2.3 Vehicle test twist Recognising the above remarks the condition to be used for vehicle test is for bogie test twist: 7=+limg
if 2a+ ≤ 4 m and 0,2a220+=++limg
if 2a+ > 4 m with 2a+ as the bogie wheel base in m and glim+ in ‰. for vehicle body test twist: 7*=limg
if 2a ≤ 4 m and 0,2220+=ag*lim
if 4 m < 2a ≤ 20 m 3*=limg
if 20 m < 2a ≤ 30 m
3)
Several measurements were made on the tracks of DB, NS, ÖBB, PKP and SNCF which lead to a limit for track twist in relation of the longitudinal basis. The analysis of the measurements was carried over a range of 1,8 m to
19,8 m.
EN 14363:2005 (E) 14 ag290=*lim
if 2a > 30 m with 2a as the longitudinal dimension of twist in m (for single cars the longitudinal dimension of twist equals 2a*, the distance between center pivots for bogied single cars or the distance of the axles for non bogied vehicles) and g*lim in ‰. For bogied vehicles the twist due to the bogie wheel base 2a+ and the twist due to the bogie center distance 2a* shall be combined as shown in Figure 2.
Key 1 vertical displacement 2 bogie test twist 3 vehicle body test twist Figure 2 — Combination of bogie and vehicle body test twist The given vehicle test twist values are only valid up to a longitudinal basis 2a* of 20 m. For values of 2a* greater than 20 m a vehicle test twist value of 3*=limg ‰ will be used. Figure 3 shows the test twist values depending on length dimensions 2a+ and 2a*. The maximum vertical height difference from twist shall be
90 mm which corresponds to a twist value of 3 ‰ at 30 m. For lengths greater than 30 m the vertical height difference from twist shall be 90 mm.
EN 14363:2005 (E) 15
Key 1 twist height h 2 twist length 2a Figure 3 — Test twist values 4.1.2.2.4 Curve radius for determination of guiding force The track shall contain a curve of R = 150 m. The evaluation considers the quasistatic guiding force of the outer leading wheel. 4.1.2.2.5 Rail conditions Tests shall be done under dry conditions in order to consider high friction forces between wheel and rail. Information used in the determination of the rail conditions shall be gathered when measuring Yi and Qi on the inner leading wheel, angle of attack αααα, and average wheel force of the leading axle and evaluated as described below. During tests the friction coefficient is to be at least 80 % of the value expected for dry rails. Therefore, the condition (Y/Q)i ≥≥≥≥ 0,8 ττττdry + γγγγ as a function of the angle of attack shall be respected. In the above formula the contact angle of the tread γγγγ shall be inserted. For example as γγγγ
= 0,025 for wheel profile S1002 according to prEN 13715.
EN 14363:2005 (E) 16 The friction coefficient ττττdry represents the ratio of the lateral friction force and the vertical force. Figure 4 shows this relationship for different wheel forces. Explanations and the corresponding equation are given in A.3. If during the tests a friction coefficient higher than 100 % of ττττdry occurred, the tests may be repeated.
Key 1 ratio lateral friction force – vertical force ττττdry 2 angle of attack [rad] Figure 4 — Ratio of lateral friction force to vertical force for dry friction conditions To determine friction during tests, the measurement of the angle of attack is necessary. The method is not appropriate if the angle of attack is very small (e.g. below 0,0015 rad). In the case of bogies with a low angle of attack determination of the friction conditions is to be done by measuring on a leading axle of a vehicle which generates a higher angle of attack. 4.1.2.3 Vehicle conditions 4.1.2.3.1 General Taking the vehicle design and the load distribution in the vehicle into consideration, the effects of the running direction and the direction of curvature shall be analyzed. The test conditions and the wheelsets to be tested are to be determined as a result of this analysis (for one-unit vehicles with two wheelsets or bogies, the two outer wheelsets, the leading ones, are to be analyzed). 4.1.2.3.2 Load condition The test vehicle shall be in its normal operating condition. With respect to loading, passenger or freight vehicles are to be tested in the empty condition. If th
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