1、Railway applications Technical Report about the revision of EN 14363 PD CEN/TR 17039:2017 BSI Standards Publication WB11885_BSI_StandardCovs_2013_AW.indd 1 15/05/2013 15:06National foreword This Published Document is the UK implementation of CEN/TR 17039:2017. The UK participation in its preparation
2、 was entrusted by Technical Committee RAE/1, Railway Applications, to Panel RAE/1/-/8, Railway Applications - Vehicle/Track Interaction. A list of organizations represented on this committee can be obtained on request to its secretary. This publication does not purport to include all the necessary p
3、rovisions of a contract. Users are responsible for its correct application. The British Standards Institution 2017. Published by BSI Standards Limited 2017 ISBN 978 0 580 90721 0 ICS 45.060.01 Compliance with a British Standard cannot confer immunity from legal obligations. This Published Document w
4、as published under the authority of the Standards Policy and Strategy Committee on 31 March 2017. Amendments/corrigenda issued since publication Date Text affected PUBLISHED DOCUMENT PD CEN/TR 17039:2017 TECHNICAL REPORT RAPPORT TECHNIQUE TECHNISCHER BERICHT CEN/TR 17039 February 2017 ICS 45.060.01
5、English Version Railway applications - Technical Report about the revision of EN 14363 Applications ferroviaires - Rapport technique de la rvision de la norme EN 14363 Bahnanwendungen - Fachbericht zur berarbeitung der EN 14363 This Technical Report was approved by CEN on 12 January 2017. It has bee
6、n drawn up by the Technical Committee CEN/TC 256.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, Lithuani
7、a, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, 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 Marnix 1
8、7, B-1000 Brussels 2017 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. CEN/TR 17039 E PD CEN/TR 17039:2017CEN/TR 17039:2017 (E) 2 Contents Page European foreword . 5 1 Scope 6 2 Members of the different drafting groups for the revisi
9、on of EN 14363 . 6 3 Changes to the scope 7 3.1 Scope extension . 7 3.2 Limitation . 7 3.3 Clarification . 8 3.4 Shifted to other sections . 8 4 Fault modes . 8 4.1 What was changed? 8 4.2 Why was it changed? 9 4.3 Comments raised in the CRM process and how they were addressed . 9 5 Load conditions
10、for testing 9 6 First stage assessment 10 6.1 General . 10 6.2 Safety against derailment on twisted track 10 6.3 Safety against derailment under longitudinal compressive forces in S-shaped curves . 12 6.4 Evaluation of the torsional coefficient of a car body . 12 6.5 Determination of displacement ch
11、aracteristics . 12 6.6 Loading of the diverging branch of a switch . 13 6.7 Running safety in curved crossings for vehicles with small wheels 14 7 Statistical analysis and multiple regression 14 7.1 Background 14 7.2 Relationship of assessment parameters and input variables 14 7.3 Assessment methods
12、 . 16 7.4 Assessment by statistical methods in EN 14363 . 16 7.4.1 General . 16 7.4.2 One-dimensional method 16 7.4.3 Two-dimensional method . 24 7.4.4 Multiple regression . 28 7.5 Regression assumptions 31 8 Recalculation of Y/Q (7.6.2.2.5) 32 8.1 What was changed . 32 8.2 Why was it changed . 33 8
13、.3 Any references to useful background . 33 8.4 What were the options, what was rejected and why? . 33 9 Track loading parameters 36 10 Rail surface damage quantity T qst . 36 10.1 What was changed . 36 10.2 Why was it changed . 36 10.3 Approach . 37 10.4 Derivation and definition of T qst . 38 PD C
14、EN/TR 17039:2017CEN/TR 17039:2017 (E) 3 10.5 Measurable quantities 39 10.6 Limit values . 39 10.7 Verification from tests 40 11 Replacing of limit values of ride characteristics by informative guidance for assessment 40 11.1 General . 40 11.2 Removing limit values for quasi-static lateral accelerati
15、on . 41 11.3 Revision of accelerometer positions in the car body of freight vehicles 42 12 Track geometric quality and coordination with WG 28 . 42 12.1 Background . 42 12.2 Joint Survey Group WG 10 / WG 28 44 12.3 DynoTRAIN project 45 12.4 Use of 50 % and / or 90 % levels. 45 12.5 Changes from EN 1
16、4363:2005 and UIC 518:2009 . 45 12.6 Speed range used for Track Quality assessment . 46 12.7 Wavelength Ranges 46 12.8 Requirements in different zones 47 12.9 Topics discussed but not changed 47 13 Contact conditions 47 13.1 Equivalent conicity . 47 13.1.1 Summary of requirements of EN14363:2005 . 4
17、7 13.1.2 Summary of requirements of UIC Leaflet 518:2009 . 48 13.1.3 Changes in EN 14363:2016 48 13.2 Background information about investigations carried out in the DynoTRAIN project 49 13.3 Radial steering index (RSI) . 54 13.3.1 Summary of requirements of EN14363:2005 . 54 13.3.2 Summary of requir
18、ements of UIC Leaflet 518:2009 . 54 13.3.3 Changes in EN14363:2016 . 55 13.3.4 Background information about the radial steering index . 55 14 Special vehicles 58 15 Simulation . 59 15.1 General . 59 15.2 Model validation . 60 15.2.1 Principle of model validation . 60 15.2.2 Evaluations to carry out
19、model validation 60 15.2.3 Independent review . 61 15.2.4 Validation proposal from DynoTRAIN 61 15.2.5 Efficiency of the usage of stationary tests 62 15.3 Fields and conditions for application of simulation 62 15.3.1 Introduction 62 15.3.2 Definitions of reference and modified vehicle . 62 15.3.3 Sc
20、ope of permitted modifications . 63 15.3.4 Requirements regarding the modification of a validated model 63 15.3.5 Evaluation of estimated values 64 15.3.6 Application field: Extension of the range of test conditions . 64 15.3.7 Application field: Approval of vehicle modification 64 15.3.8 Applicatio
21、n field: Approval of new vehicles by comparison with a reference vehicle 65 15.3.9 Application field: Investigation of dynamic behaviour in case of fault modes . 65 15.4 Input data for simulation . 65 15.4.1 Introduction 65 15.4.2 Track layout 65 PD CEN/TR 17039:2017CEN/TR 17039:2017 (E) 4 15.4.3 Tr
22、ack irregularity data 66 15.4.4 Frequency / wavelength content 66 15.4.5 Requirements for variation in input conditions . 66 16 Extension of acceptance (Annex U) 66 17 Topics discussed but postponed for future revisions . 68 17.1 General . 68 17.2 Y/Q . 68 17.3 T qst68 17.4 B qstand B max. 68 17.5 Y
23、 a,max68 17.6 Introduction of high frequency contents to the Q-force limits 68 17.7 Track geometry . 69 17.8 Compatibility with track conditions outside the test conditions . 69 17.9 WHEEL RAIL Geometric contact conditions . 69 17.10 Cyclic top . 70 17.11 Over-speed and over Cant deficiency testing
24、. 70 17.12 General points . 70 18 Influence of the revision of EN 14363 on current TSIs . 71 18.1 General . 71 18.2 Letter to ERA 71 18.3 Annex 1 to letter to ERA . 71 Annex A (informative) Guideline for presentation of results from multiple regression 76 A.1 Introduction and purpose . 76 A.2 Princi
25、ples 76 A.3 Example . 77 Bibliography . 80 PD CEN/TR 17039:2017CEN/TR 17039:2017 (E) 5 European foreword This document (CEN/TR 17039:2017) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. Attention is drawn to the possibility that s
26、ome 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. PD CEN/TR 17039:2017CEN/TR 17039:2017 (E) 6 1 Scope EN 14363 contains a lot of requirements which were modified during the last revision. The sco
27、pe was also extended. It was found in the working group, that many decisions that were taken to formulate these modifications need to be documented to improve understanding and to allow a later further development if practice of applications shows the necessity. The work for the revision was organis
28、ed in 8 subgroups. Many of these subgroups recorded the way to the proposals in reporting templates, which were used for the editing work. Afterwards discussion was ongoing in WG 10 and in the enquiry process. This available information needs to be summarised and presented in a common format in orde
29、r to allow people not involved in the discussions to understand the background of the modifications. 2 Members of the different drafting groups for the revision of EN 14363 Bold X means group leader Normal X means group member 8.1 Editing 8.2 Test Conditions 8.3 Track Quality, Contact Conditions 8.4
30、 Special vehicles 8.5 Stationary Tests 8.6 Simulation, Extension of acceptance 8.7 Track Loading 8.8 Ride Characteristics HS (DE) X X X X X X SZ (DE) X X X MW (SE) X X X X BE (UK) X X PD (FR) X X X X AC (UK) X X X X X JS (AT) X X X X X VB (FR) X X AB (FR) X VB (DE) X X JC (FR) X OC (FR) X RD (FR) X
31、HG (NO) X X X AH (AT) X X X TH (CZ) X X M J (UK) X AK (AT) X TK (DE) X X X X RK (DE) X X X NK (IT) X X DL (FR) X X X PD CEN/TR 17039:2017CEN/TR 17039:2017 (E) 7 Bold X means group leader Normal X means group member 8.1 Editing 8.2 Test Conditions 8.3 Track Quality, Contact Conditions 8.4 Special veh
32、icles 8.5 Stationary Tests 8.6 Simulation, Extension of acceptance 8.7 Track Loading 8.8 Ride Characteristics J (SE) X MO (UK) X X OP (CH) X X X X UR (CH) X X AS (CH) X RW (UK) X X MZ (DE) X X X 3 Changes to the scope 3.1 Scope extension The standard was further developed from a pure collection of t
33、est specifications to a description of the process for assessment of running characteristics. In addition, it also contains specifications on an informative basis not necessarily to be used for the acceptance process. The new process also includes the use of simulations. The requirements were furthe
34、r developed starting from the requirements specified in UIC 518:2009 and EN 15827 and refined in discussions inside WG 10 and its relating subgroups and in a second step by the DynoTRAIN research project. The scope was extended to freight vehicles with nominal static vertical wheelset forces up to 2
35、50 kN (previously handled in EN 15687). Also the inclusion of vehicles intended for operation with cant deficiencies above 165 mm (previously handled in EN 15686) was covered by the new requirement to specify the combination of admissible speed and admissible cant deficiency. Additionally the loadin
36、g conditions for the assessment have been defined more precisely. Further a hint to a set of recommended values for admissible cant deficiencies to be chosen for broad international approval was included. It replaces the fixed requirements made for conventional vehicles in the previous version of th
37、e standard. In order to close the open points in the Rolling Stock TSIs about track geometric quality and the achievability of the combination of the specified test conditions during on-track tests, the concept of defined target test conditions and the assessment of achieved test results against tar
38、get test conditions was developed. Further, it needed to be stated that the standard also contains quantities and dependencies that are not directly used for acceptance purposes, but for example for purposes of validation of simulation models or determination of operating conditions outside the refe
39、rence conditions. 3.2 Limitation In order to prevent misuse of the standard for non-railway and non-standard gauge vehicles, it was better described what needs to be considered when using it “by analogy” for such vehicles. PD CEN/TR 17039:2017CEN/TR 17039:2017 (E) 8 To clarify the limits of the scop
40、e, it was stated that the strength of the vehicle and mounted parts, passengers and train crew vibration exposure, comfort, load security and effects of cross wind are out of the scope of this standard as well as the quantification of track deterioration or track fatigue. 3.3 Clarification It was fo
41、und that the old wording needed clarification: “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.).” The discussion in WG 10 showed that it wa
42、s not possible to specify the underlying reference conditions by exact boundaries. The only way for clarification was to: state that all vehicles which were successfully assessed are able to be operated on tracks complying with EN 13803; describe the current state of the art in order to allow the EI
43、M (European Infrastructure Managers) to continue to use their implemented process for operation under demanding track conditions in the future (for example on lines with curve radii below 250 m). This includes two notes explaining why vehicles can also be operated safely outside the target test cond
44、itions. A third note clarifies that the methods of this standard may also be applied to determine operating rules under infrastructure conditions that are more severe than the target test conditions. In this context, it was also stated that the document contains target test conditions for the geomet
45、ric track quality, as they have been adjusted compared to the previous version of the standard. As the target test conditions for stability testing were changed with respect of the target conditions of the TEN (Trans European Network), it was necessary to clarify, that the equivalent conicity to be
46、included in the stability assessment might be higher in some national systems for the time being before the infrastructure target conditions are met. In this context, it was found necessary to state in a note that such national requirements do not necessarily have to include the maximum occurring va
47、lues of equivalent conicity. This makes it possible to find practical test conditions and it reflects also testing at overspeed and that vehicles assessed as stable are in most cases far below the limit values. 3.4 Shifted to other sections The allowances to deviate from the rules laid down if evide
48、nce can be furnished that safety is at least the equivalent to that ensured by complying with these rules and of variations from the defined conditions as specified by the article 7.1 of Directive 91/440 of EC which were stated in the scope of the 2005 version are now described more detailed in a se
49、parate clause (4). It is now stated that in case of deviations, these shall be reported, explained and taken into account when assessing the safety. 4 Fault modes 4.1 What was changed? The explicit requirement on testing with deflated air springs was removed. A new subclause 5.2.2 “Fault modes” and a new subclause in Annex T (Simulation of on-track tests), T.2.5 (Investigation of dynamic behaviour in case of fault modes) was introduced. PD CEN/TR 17039:2017
