BS EN 13848-6-2014 Railway applications Track Track geometry quality Characterisation of track geometry quality《轨道交通 轨道 轨道几何质量 轨道几何质量特性》.pdf

1、BSI Standards PublicationBS EN 13848-6:2014Railway applications Track Track geometry qualityPart 6: Characterisation of track geometryqualityBS EN 13848-6:2014 BRITISH STANDARDNational forewordThis British Standard is the UK implementation of EN 13848-6:2014.The UK participation in its preparation w

2、as entrusted to TechnicalCommittee RAE/2, Railway Applications - Track.A list of organizations represented on this committee can beobtained on request to its secretary.This publication does not purport to include all the necessaryprovisions of a contract. Users are responsible for its correctapplica

3、tion. The British Standards Institution 2014. Published by BSI StandardsLimited 2014ISBN 978 0 580 77862 9ICS 93.100Compliance with a British Standard cannot confer immunity fromlegal obligations.This British Standard was published under the authority of theStandards Policy and Strategy Committee on

4、 30 April 2014.Amendments issued since publicationDate Text affectedBS EN 13848-6:2014EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 13848-6 March 2014 ICS 93.100 English Version Railway applications - Track - Track geometry quality - Part 6: Characterisation of track geometry quality Applicat

5、ions ferroviaires - Voie - Qualit gomtrique de la voie - Partie 6: Caractrisation de la qualit gomtrique de la voie Bahnanwendungen - Oberbau - Qualitt der Gleisgeometrie - Teil 6: Charakterisierung der geometrischen Gleislagequalitt This European Standard was approved by CEN on 3 February 2014. CEN

6、 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 appl

7、ication 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 Ma

8、nagement 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, Lat

9、via, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG CEN-CENELEC Management Centre: Avenue Mar

10、nix 17, B-1000 Brussels 2014 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 13848-6:2014 EBS EN 13848-6:2014EN 13848-6:2014 (E) 2 Contents Page Foreword 4 1 Scope 5 2 Normative references 5 3 Terms, definitions, symbols and abbrev

11、iations . 5 3.1 Terms and definitions . 5 3.2 Symbols and abbreviations 5 4 Basic principles . 6 4.1 Introduction 6 4.2 Transparency . 6 4.3 Complexity 7 4.4 Track-vehicle interaction 7 5 Assessment of track geometry quality: state-of-the-art 7 5.1 General 7 5.2 Standard deviation (SD) 7 5.3 Isolate

12、d defects 8 5.4 Combination of various parameters 8 5.4.1 Combined standard deviation (CoSD) . 8 5.4.2 Standard deviation of the combinations of parameters 9 5.4.3 Point mass acceleration method (PMA) 10 5.5 Methods based on vehicle response . 10 5.5.1 Use of theoretical model . 10 5.5.2 Use of dire

13、ct measurement . 11 5.6 Power Spectral Density (PSD) 11 6 Levels of aggregation and calculation methods 12 7 Classes of track geometry quality . 12 7.1 General 12 7.2 Description of track quality classes (TQC) . 13 7.3 Values of track quality classes. 14 7.4 Assignment of TQCs . 15 7.5 Possible appl

14、ication of TQCs . 15 Annex A (informative) Point mass acceleration method (PMA) . 17 A.1 Introduction 17 A.2 Description of the PMA model 17 A.3 Calculation of the PMA-assessment figure . 17 A.4 Features of the PMA method 18 Annex B (informative) Vehicle Response Analysis methods (VRA) 19 B.1 Introd

15、uction 19 B.2 Determination of the assessment functions . 19 B.3 Application of the assessment functions . 21 B.4 Features of VRA methods . 23 Annex C (normative) Method for calculating reference TQIs (TQIref) . 24 C.1 Introduction 24 C.2 Description of the reference method . 24 BS EN 13848-6:2014EN

16、 13848-6:2014 (E) 3 Annex D (informative) Method of classification of alternative TQI using the TQCs 26 D.1 Introduction 26 D.2 Description of the conversion method . 26 Bibliography 28 BS EN 13848-6:2014EN 13848-6:2014 (E) 4 Foreword This document (EN 13848-6:2014) has been prepared by Technical Co

17、mmittee 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 September 2014, and conflicting national standards shall be with

18、drawn at the latest by September 2014. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN and/or CENELEC shall not be held responsible for identifying any or all such patent rights. This document has been prepared under a mandate

19、 given to CEN by the European Commission and the European Free Trade Association. This European Standard is one of the series EN 13848 “Railway applications Track Track geometry quality” as listed below: Part 1: Characterisation of track geometry Part 2: Measuring systems Track recording vehicles Pa

20、rt 3: Measuring systems Track construction and maintenance machines Part 4: Measuring systems Manual and lightweight devices Part 5: Geometric quality levels Plain line Part 6: Characterisation of track geometry quality According to the CEN-CENELEC Internal Regulations, the national standards organi

21、zations 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, M

22、alta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom. BS EN 13848-6:2014EN 13848-6:2014 (E) 5 1 Scope This European Standard characterizes the quality of track geometry based on parameters defined in EN 13848-1 and specif

23、ies the different track geometry classes which should be considered. This European Standard covers the following topics: description of track geometry quality; classification of track quality according to track geometry parameters; considerations on how this classification can be used; this European

24、 Standard applies to high-speed and conventional lines of 1 435 mm and wider gauge; this European Standard forms an integral part of EN 13848 series. 2 Normative references The following documents, in whole or in part, are normatively referenced in this document and are indispensable for its applica

25、tion. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 13848-1, Railway applications - Track - Track geometry quality - Part 1: Characterisation of track geometry 3 Terms, definitions, s

26、ymbols and abbreviations 3.1 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1.1 re-colouring algorithm which modifies the spectral content of a signal aimed to compensate or apply the characteristics of a specific measuring system Note 1 to entr

27、y: The re-colouring is used in EN 13848 series to convert a chord measurement signal into a D1 or D2 measurement signal. 3.1.2 track quality class (TQC) characterization of track geometry quality as a function of speed and expressed as a range of TQIs 3.1.3 track quality index (TQI) value that chara

28、cterises track geometry quality of a track section based on parameters and measuring methods compliant with EN 13848 series 3.2 Symbols and abbreviations For the purposes of this document, the following symbols and abbreviations apply. BS EN 13848-6:2014EN 13848-6:2014 (E) 6 Table 1 Symbols and abbr

29、eviations Symbol Designation Unit AL Alignment mm ATQI Alternative Track Quality Index CL Cross level mm CoSD Combined standard deviation mm D1 Wavelength range 3 m 3,75 80 2,50 120 1,85 160 1,60 230 1,15 V 300 Not available Not available Not available Not available Not available NOTE 1 Considering

30、that speeds higher than 300 km/h were not taken into account in the survey, no value can be provided for this speed range. For speeds higher than 160 km/h standard deviations within wavelength D2 (and D3) may also be considered but the corresponding values have not yet been defined. BS EN 13848-6:20

31、14EN 13848-6:2014 (E) 15 Table 3 Alignment Standard deviation D1 domain Speed (in km/h) Limit value of standard deviation (in mm) Track quality class A B C D E V 80 2,70 80 1,45 120 1,00 160 0,90 230 0,65 V 300 Not available Not available Not available Not available Not available NOTE 2 Considering

32、that speeds higher than 300 km/h were not taken into account in the survey, no value can be provided for this speed range. For speeds higher than 160 km/h standard deviations within wavelength D2 (and D3) may also be considered but the corresponding values have not yet been defined. 7.4 Assignment o

33、f TQCs Based on TQIsref, the following methods, amongst others, can be used for the assignment of TQCs to network sections: Maximum value: the maximum of all the individual TQIsrefon the considered network section is used to describe the track quality for that section; Mean value: the mean TQIrefis

34、calculated from all the individual TQIsrefon the considered network section and is used to describe the track quality for that section; Percentile of a distribution of TQIsref(e.g. 10 %, 90 %.): after calculating the cumulative distribution of the TQIsrefon the considered network section, a certain

35、percentile is chosen and the corresponding TQIrefvalue is used to describe the track quality for that section; Percentage of a required TQC: Percentage of the length of the considered network section where the track quality meets a minimum required TQC, e.g. “70 % of the cumulative length of a line

36、shall meet at least TQC B”. The methods above can be used for any of the 3 aggregation levels described in Clause 7. 7.5 Possible application of TQCs TQCs have been established in this standard to quantify track geometry quality. The non-exhaustive list below gives possible cases where these TQCs co

37、uld be applied: a possible key performance indicator used in a maintenance strategy by an infrastructure manager, where typically a lot of information shall be summarized in one or a few numbers; establishment of a detailed working plan by an infrastructure manager; acceptance of track works influen

38、cing the track geometry quality (e.g. a renewal work or a tamping work); BS EN 13848-6:2014EN 13848-6:2014 (E) 16 monitoring of the global quality of the track for contractual purposes, for example between infrastructure manager and the infrastructure owner; contractual purposes between train operat

39、or and infrastructure owner; design of a vehicle according to ride quality requirements and track quality of the lines where the vehicle will run; selection of track sections for vehicle acceptance. For every possible use of the TQCs the recommended methods are given in the table below where the sym

40、bols “+ / + / _ / _ _” range from the most relevant to the least relevant method. Table 4 Relevance of assignment method for the application of TQC Application Maximum value Mean value Percentile of a distribution of TQIsrefPercentage of a required TQC Key performance indicator used in a high level

41、maintenance strategy _ _ + + + Detailed working plan for track maintenance + + + + Acceptance of track works influencing the track geometry quality + + + _ _ Monitoring of the global quality of the track for contractual purposes between infrastructure manager and the infrastructure owner _ _ _ + + C

42、ontractual purposes between train operator and infrastructure owner _ _ + + + Design of a vehicle according to ride quality requirements and track quality of the lines where the vehicle will run + + + + Selection of track sections for vehicle acceptance + + + + BS EN 13848-6:2014EN 13848-6:2014 (E)

43、17 Annex A (informative) Point mass acceleration method (PMA) A.1 Introduction This annex gives more details about the background and the recommended application of the PMA method described in 5.4.3. A.2 Description of the PMA model The PMA method is based on a simple model as follows: The PMA model

44、 considers an unsprung virtual vehicle. It is assumed to be a point mass, thus only the motion of the centre of gravity is investigated. This point mass is guided in a certain distance (z) over the centreline of the actual track gauge. The point mass is moved at a constant speed corresponding to the

45、 maximum line speed over a measured track section. The geometrical imperfection of a measured track can be described by the longitudinal level and alignment of both rails. Due to the geometrical imperfection of the track, which is described by the longitudinal level and alignment of both rails, the

46、point mass incurs accelerations ayand azin the horizontal and vertical directions. The vectorial summation of these accelerations is used to characterize the track quality. A.3 Calculation of the PMA-assessment figure Setting up the equations of motion and neglecting mathematical terms of higher ord

47、er lead to the formula for the acceleration: )“(“.“( += LLzLLALcany “null)null(“( LLzALLLvcanz+= Vectorial summation of both acceleration components lead to the final assessment figure: 22zy aaayz += where v maximum line speed; LLlongitudinal level D1, average of left and right rails; ALalignment D1

48、, average of left and right rails; (LL left rail LL right rail)/d; BS EN 13848-6:2014EN 13848-6:2014 (E) 18 z height of centre of gravity; n exponent, open for scaling; c coefficient, open for scaling; 1st derivative in space domain; “ 2nd derivative in space domain; “ 3rd derivative in space domain

49、; d distance between the rail head centres, equal to: - 1 500 mm for a nominal gauge of 1 435 mm; - 1 600 mm for a nominal gauge of 1 524 mm; - 1 740 mm for a nominal gauge of 1 668 mm. Practical application on common track geometry data clearly shows that these formulas may be simplified as follows without loosing any significance: )“( += LLzALvcany “.LLvcanz= 22zy aaayz += Taking into account the different levels of aggregation mentioned in