1、PD CEN/TR 15874:2009ICS 17.140.30; 93.100NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWPUBLISHED DOCUMENTRailway applications Noise emission Road test of standard for rail roughness measurement EN 15610:2009Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 12/07/2010 07:
2、12, Uncontrolled Copy, (c) BSIThis Published Documentwas published under theauthority of the StandardsPolicy and StrategyCommittee on 31 March2010 BSI 2010ISBN 978 0 580 62516 9Amendments/corrigenda issued since publicationDate CommentsPD CEN/TR 15874:2009National forewordThis Published Document is
3、the UK implementation of CEN/TR15874:2009.The UK participation in its preparation was entrusted to TechnicalCommittee EH/1/2, Transport noise.A list of organizations represented on this committee can be obtained onrequest to its secretary.This publication does not purport to include all the necessar
4、y provisionsof a contract. Users are responsible for its correct application.Compliance with a British Standard cannot confer immunityfrom legal obligations.Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 12/07/2010 07:12, Uncontrolled Copy, (c) BSIPD CEN/TR 15874:2009TECHNICAL REPORTRAPPORT
5、TECHNIQUETECHNISCHER BERICHTCEN/TR 15874May 2009ICS 17.140.30; 93.100English VersionRailway applications - Noise emission - Road test of standard forrail roughness measurement EN 15610:2009Applications ferroviares - Emission de bruit - Essai de routerelatif de norme pour la mesure de rugosit de rail
6、 EN15610:2009Bahnanwendungen - Geruschemission - Feldversuch zuEN 15610:2006 ber Messung der Schienenrauheit imHinblick auf die Entstehung von RollgeruschThis Technical Report was approved by CEN on 28 March 2009. It has been drawn up by the Technical Committee CEN/TC 256.CEN members are the nationa
7、l standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland,France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal,Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and Unite
8、d Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMIT EUROPEN DE NORMALISATIONEUROPISCHES KOMITEE FR NORMUNGManagement Centre: Avenue Marnix 17, B-1000 Brussels 2009 CEN All rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. CEN/TR 15874:2009: ELi
9、censed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 12/07/2010 07:12, Uncontrolled Copy, (c) BSIPD CEN/TR 15874:2009CEN/TR 15874:2009 (E) 2 Contents Page Foreword 31 Introduction 41.1 Background 41.2 Objectives of the road test 52 Brief review of the nature and requirements of the new standard .52.
10、1 Longitudinal position of measurement records and sample length 52.2 Lateral position of the measurements on the rail head .52.3 Processing 63 The measurement programme .63.1 The test procedure.63.2 Test sites 73.2.1 Loriol .73.2.2 Wildenrath 83.3 Teams and instruments 94 Comparison of the practice
11、s of the teams 94.1 Choice of lateral position 94.1.1 Loriol .94.1.2 Wildenrath . 114.1.3 Conclusion on success of the provisions for identifying the reference surface . 124.2 Longitudinal sampling and cleaning the rail head 125 The common analysis applied to the raw data 135.1 Spike processing 135.
12、2 DFT and filtering analysis techniques 135.3 Treatment of long records in which rail-head defects are present . 135.4 Chatter/screech . 135.5 Observations made on results presented in Appendices A and B . 155.5.1 Loriol 155.5.2 Wildenrath . 155.6 Overall observations 176 Comparisons of roughness sp
13、ectra . 176.1 The datum line spectra . 176.2 The 100 m test section results 197 Conclusions 23Annex A (informative) Results from Loriol for all instruments processed using the common processing method . 24Annex B (informative) Results from Wildenrath for all instruments processed using the common pr
14、ocessing method . 39Annex C (informative) Review of rail-head defects encountered at Loriol . 50Bibliography . 52Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 12/07/2010 07:12, Uncontrolled Copy, (c) BSIPD CEN/TR 15874:2009CEN/TR 15874:2009 (E) 3 Foreword This document (CEN/TR 15874:2009) h
15、as 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 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 a
16、ny or all such patent rights. Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 12/07/2010 07:12, Uncontrolled Copy, (c) BSIPD CEN/TR 15874:2009CEN/TR 15874:2009 (E) 4 1 Introduction 1.1 Background It is well established that rolling noise originates in the combined roughnesses of the wheel and
17、 rail running surfaces. Through the rolling interaction of the wheel and rail this roughness imposes a time history of relative displacement across the wheel-rail contact that leads to vibration of the wheel and of the track. This vibration, in turn, gives rise to the noise components radiated by th
18、e wheel, the rail and the sleeper. The fact that at low (normal) levels, the roughness gives rise to noise radiation linearly and accounts for the noise fully, has been shown by the comparison of theoretical models and carefully controlled measurements 1. It has furthermore entered the practice of a
19、 number of railways to control the roughness, even of uncorrugated, track as a measure to reduce noise. In recent years, in line with the European Unions strategy for harmonisation of internationally running train services in Europe, new Technical Specifications for Interoperability (TSI) have been
20、written for the acceptance testing of new rolling stock. The acoustic TSI reflects the understanding of the noise generation mechanisms 2, 3. In order to ensure that the acceptance test, that may be made at different locations on different rolling stock, is a fair test of the rolling stock and depen
21、ds as little as possible on the local track design, the TSI specifies conditions for a reference track on which pass-by noise measurements are to be made. The reference track is controlled in terms of the noise produced per unit level of combined roughness and the roughness of the rail head running
22、surface. The first condition is characterised by a minimum decay rate spectrum that must be obtained on the reference track (for how this relates to the noise performance of the track see 4 and to 5 for the method of measurement). The second condition is a limit to the spectral level of rail roughne
23、ss that may exist on the reference track 6. To ensure comparable and repeatable pass by noise measurements are made, the TSI calls upon ISO 3095. This standard also contains an Annex concerning the measurement of roughness. A programme of measurements of noise from both high-speed and some conventio
24、nal speed rolling stock was undertaken to test the practical applicability of the TSI method of measurements (NOEMIE project 7). In most respects the tests were successful but it was shown, as previously realised, that the part of ISO 3095 concerning roughness measurements is too limited in the foll
25、owing respects: a) the wavelength range specified is too short for use for high speed trains; b) too little data sampling is demanded to give the required certainty in the measured spectrum of roughness over the wavelength required; c) the standard is written on the assumption of a particular measur
26、ement technology; it is preferred that only a performance criterion be implied for the quality of measurements obtained; d) ISO 3095 imposes a fixed pattern of sample records; this sometimes causes the measurement of rail-head defects that are not wanted in the signal and have a significant effect o
27、n the estimated spectrum; e) the standard specified the averaging of the roughness across a number of lines at different distances across the rail head. Since the variation across the rail-head is significant, closer specification of where to measure is required and the data for separate lines shoul
28、d be presented separately. For these reasons the TSI Committee requested CEN/TC 256, Working Group 3, to draft a new standard solely for the measurement of acoustic roughness. It is the intention that the TSI should, in future, refer to the new standard for this aspect. Licensed Copy: Wang Bin, ISO/
29、EXCHANGE CHINA STANDARDS, 12/07/2010 07:12, Uncontrolled Copy, (c) BSIPD CEN/TR 15874:2009CEN/TR 15874:2009 (E) 5 1.2 Objectives of the road test The purpose of the road test is to check that the standard can be interpreted consistently and leads to a consistent estimate of roughness spectrum when u
30、sed by different measurers with different instruments. Many of the instructions of the new standard have not been practiced by measurers before and so these are also being tested for practicability and effectiveness. The exercise is not concerned with testing instruments or measurement technology. T
31、he standard specifies minimum performance criteria but otherwise is designed to be as inclusive as possible with regard to technology. In order to gain a proper understanding of the practical difficulties and the outcome in terms of consistency of practice as well and results, it was seen as essenti
32、al that the road test should take place in an industrial context, i.e. making measurements with instruments used by the industry on running railway lines having normal constraints of access time and safety procedures, etc. 2 Brief review of the nature and requirements of the new standard For the met
33、hod of pass-by noise measurement, the current High Speed Rolling Stock TSI (2008) refers to EN ISO 3095: 2005 8. The current Conventional Rail TSI refers to ISO 3095:2001. Having said this, there is not a significant difference between the two versions. The EN ISO 3095 standard itself already sets a
34、 limit spectrum for the track on which acceptance tests are made and prescribes a method for its measurement. The limit spectrum set in EN ISO 3095 is not used in the TSIs, rather a tighter limit is set from within the TSIs according to what was found possible by the associated NOEMIE project 7. The
35、 project also found, for high speed trains (above 200 km/h), that a minimum wavelength range up to 0,25 m is required. 2.1 Longitudinal position of measurement records and sample length EN ISO 3095 specifies a set of six positions for 1 or 1,2 m records of the rail-head profile. These are fixed with
36、 respect to the microphone position. This leads occasionally to the measurement of rail-head defects, welds etc. Such large localised irregularities are not appropriate to include in the roughness spectrum since they create forces and noise that are not linear with their depth (the contact geometry,
37、 and therefore the contact stiffness, changes radically). They also strongly distort the mean of the six sample records leading to both an overestimate of the level and uncertainty in the true operational roughness level. This has been a problem many times in the past and specifically at one of the
38、test sites in the NOEMIE project. In the new standard, the choice of location of the measurement records is made by the measurers and they are advised not to include such irregularities. Moreover, the new standard envisages that a certain track section is to be characterised rather than assuming a m
39、icrophone position. (The placing of a microphone might be decided on the results or there may be no associated noise measurements at all.) To keep the variance in the estimated spectrum at 0,25 m wavelength consistent with that at 0,1 m in EN ISO 3095, the new standard requires there to be a 15 m sa
40、mple length in total. 2.2 Lateral position of the measurements on the rail head EN ISO 3095 requires that the running band on the rail head be identified (as clearly visible) and 1 or 3 lines of roughness measurement record be taken depending on its width. The new standard refers to a reference surf
41、ace that must be defined by the measurer. The relationship of noise measurements to the measured roughness will then be valid as long as the wheel-rail contact remains inside the reference surface. Its identification from the running band or otherwise is an important subject in the new standard. Thr
42、ee different criteria depending on the situation and the purpose of the measurements are offered: a) the running band is visible and is known to be a product of the rolling stock for which the roughness measurement is to be used, b) the contact position can be measured for the specific rolling stock
43、 at the time of roughness measurement, Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 12/07/2010 07:12, Uncontrolled Copy, (c) BSIPD CEN/TR 15874:2009CEN/TR 15874:2009 (E) 6 c) the contact position can be predicted from the geometry of rail and wheel transverse test section. 2.3 Processing T
44、he data must be processed to remove some unwanted pits and spikes and produce a one-third octave level roughness spectrum. EN ISO 3095 does not prescribe how the processing is done although it recognises that large differences can result. The processing is much more tightly controlled in the new sta
45、ndard. To remove the effects of dust or grains of dirt on the railhead, an algorithm is included that removes spikes, i.e. very short (much shorter than the wheel-rail contact patch), sharp, upward deviations. This recognises that such features would be crushed or strongly deformed in the contact no
46、t leading to significant relative displacement between wheel and rail. A second algorithm, curvature processing is specified to deal with downward features short in the direction along the rail head, found by the small tip radius probe of the instrument and that would not affect a much larger radius
47、 wheel. For the production of the wavelength spectrum of roughness from the measured data, the new standard specifies alternative analysis methods, a) Hanning window, discrete Fourier transform and averaging in one-third octave bands or b) digital one-third octave band filtering. 3 The measurement p
48、rogramme The idea of the road test of the new standard is a) to have a number of different teams measure roughness according to their own interpretation of the standard; b) to observe the practices of the teams; and then c) to examine the data for consistency of output. Thus the standard should be t
49、ested in its practicality, whether it produces a consistent interpretation implemented in the practice of different teams and whether it results in consistent roughness spectra. Two sites were offered for the measurement exercise, one on a running line at Loriol in the south east of France and the second at the Siemens Transportation Systems test track facility at Wildenrath in northern Germany. Since
