1、BSI Standards PublicationPD CEN/TS 15901-14:2016Road and airfield surfacecharacteristicsPart 14: Procedure for determining the skidresistance of a pavement surface usinga device with longitudinal controlled slip(LFCN): ViaFriction (Road Analyser andRecorder of ViaTech AS)PD CEN/TS 15901-14:2016 PUBL
2、ISHED DOCUMENTNational forewordThis Published Document is the UK implementation of CEN/TS15901-14:2016.The UK participation in its preparation was entrusted to TechnicalCommittee B/510/5, Surface characteristics.A list of organizations represented on this committee can beobtained on request to its s
3、ecretary.This publication does not purport to include all the necessaryprovisions of a contract. Users are responsible for its correctapplication. The British Standards Institution 2016. Published by BSI StandardsLimited 2016ISBN 978 0 580 90538 4ICS 93.080.20; 93.120Compliance with a British Standa
4、rd cannot confer immunity fromlegal obligations.This Published Document was published under the authority of theStandards Policy and Strategy Committee on 30 April 2016.Amendments issued since publicationDate Text affectedPD CEN/TS 15901-14:2016TECHNICAL SPECIFICATION SPCIFICATION TECHNIQUE TECHNISC
5、HE SPEZIFIKATION CEN/TS 15901-14 February 2016 ICS 93.080.20; 93.120 English Version Road and airfield surface characteristics - Part 14: Procedure for determining the skid resistance of a pavement surface using a device with longitudinal controlled slip (LFCN): ViaFriction (Road Analyser and Record
6、er of ViaTech AS) Caractristiques de surface des routes et aroports - Partie 14: Mode opratoire de dtermination de ladhrence dun revtement de chausse laide dun dispositif frottement longitudinal contrl (CFLRDK): le ROAR (Analyseur de Route et Enregistreur du Norsemeter) Oberflcheneigenschaften von S
7、traen und Flugpltzen - Teil 14: Verfahren zur Bestimmung der Griffigkeit von Fahrbahndecken durch Verwendung eines Gerts mit geregeltem Schlupf in Lngsrichtung (LFCN): Das ViaFriction-Messgert (Road Analyser and Recorder of ViaTech AS) This Technical Specification (CEN/TS) was approved by CEN on 3 D
8、ecember 2015 for provisional application. The period of validity of this CEN/TS is limited initially to three years. After two years the members of CEN will be requested to submit their comments, particularly on the question whether the CEN/TS can be converted into a European Standard. CEN members a
9、re required to announce the existence of this CEN/TS in the same way as for an EN and to make the CEN/TS available promptly at national level in an appropriate form. It is permissible to keep conflicting national standards in force (in parallel to the CEN/TS) until the final decision about the possi
10、ble conversion of the CEN/TS into an EN is reached. 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, Lithu
11、ania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey andUnited Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG CEN-CENELEC Management Centre: Avenue Marnix 17, B-1
12、000 Brussels 2016 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. CEN/TS 15901-14:2016 EPD CEN/TS 15901-14:2016CEN/TS 15901-14:2016 (E) 2 Contents Page European foreword . 3 1 Scope 4 2 Normative references 4 3 Terms and definitions .
13、 5 4 Recommended uses 7 5 Safety . 8 6 Essential characteristics . 8 6.1 Principle of measurements . 8 6.2 Description of ViaFriction 9 7 Key characteristics . 9 7.1 General 9 7.2 Test speed 9 7.3 Braking system 9 7.4 Static wheel load 9 7.5 Test wheel arrangement . 9 7.6 Test wheel 9 7.7 Minimum sa
14、mpling interval . 10 7.8 Pavement wetting system, water film thickness 10 7.9 General requirements for measurements 10 7.10 Parameters recorded 10 8 Test procedure 11 8.1 Standard test conditions 11 8.2 Prior to testing 12 8.3 Testing 12 9 Data recording . 12 10 Calibration 13 11 Accuracy 13 12 Test
15、 report 14 Bibliography . 15 PD CEN/TS 15901-14:2016CEN/TS 15901-14:2016 (E) 3 European foreword This document (CEN/TS 15901-14:2016) has been prepared by Technical Committee CEN/TC 227 “Road materials”, the secretariat of which is held by DIN. Attention is drawn to the possibility that some of the
16、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. According to the CEN-CENELEC Internal Regulations, the national standards organizations of the following countries are bound to announce this
17、 Technical Specification: 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, Sl
18、ovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom. PD CEN/TS 15901-14:2016CEN/TS 15901-14:2016 (E) 4 1 Scope This Technical Specification describes a method for determining the wet road skid resistance of a surface by measurement of the longitudinal friction coefficient LFC
19、N. The described method is also used to determine the skid resistance on a surface covered by ice or snow. The method provides friction coefficient measurements of the pavement by using an electrically braked test wheel. ViaFriction can operate in the following modes: Fixed slip: The slip ratio is f
20、ixed. The slip ratio can be set to a value from 1 % to 75 %. Fixed slip speed: The slip speed is fixed. The slip speed has to be lower than the vehicle speed. Variable slip: The test wheel is braked from 0 % to 75 % slip ratio recording F 30, F 60 and the slip ratio/friction curve. The test tyre is
21、dragged over a pre-wetted pavement under controlled speed conditions while the test tyre is parallel to the direction of motion and perpendicular to the pavement. Skid resistance measurement on winter roads do not require pre-wetted pavement. To determine the macrotexture of the pavement surface a l
22、aser system can be added. This system is placed in front of the towing vehicle in order to measure the macrotexture (mean profile depth MPD) on dry pavements and on the same path as the skid resistance measurement is done. The standard for this measurement and the device is described in EN ISO 13473
23、-1. 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 a
24、mendments) applies. EN ISO 13473-1, Characterization of pavement texture by use of surface profiles Part 1: Determination of Mean Profile Depth (ISO 13473-1) ISO 13473-2, Characterization of pavement texture by use of surface profiles Part 2: Terminology and basic requirements related to pavement te
25、xture profile analysis ASTM 1551, Standard Specification for Special Purpose, SmoothTread Tire, Operated on Fixed Braking Slip Continuous Friction Measuring Equipment PD CEN/TS 15901-14:2016CEN/TS 15901-14:2016 (E) 5 3 Terms and definitions For the purposes of this document, the following terms and
26、definitions apply. 3.1 wet road skid resistance property of a trafficked surface that limits relative movement between the surface and the part of a vehicle tyre in contact with the surface, when lubricated with a film of water Note 1 to entry: Factors that contribute to skid resistance are tyre pre
27、ssure, contact area, tread pattern and rubber composition: the alignment, texture, surface contamination and characteristics of the road surface, vehicle speed and weather conditions. Note 2 to entry: The skid resistance of a surface in Europe varies seasonally. Generally, wet skid resistance is hig
28、her in winter as a result of the effects of wet detritus and the effects of frost and wear by tyres on microtexture and macrotexture. Wet skid resistance is lower in summer as a result of dry polishing by tyres in the presence of fine detritus. Note 3 to entry: The change in skid resistance of a sur
29、face in service is affected by the volume of traffic and the composition of the traffic, i.e. cars, buses, commercial vehicles of different sizes, as the tyres of these vehicles polish and/or wear the surfacing material in different ways. The geometry of the road will affect the change in skid resis
30、tance. Generally, tyres polish less on straight roads than on bends. Note 4 to entry: Where the surface contains aggregate with a coating of binders, e.g. bitumen, resin or Portland cement, the skid resistance can change as the coating is worn away by tyres. 3.2 dry road skid resistance property of
31、a trafficked surface that limits relative movement between the surface and the part of a vehicle tyre in contact with the surface. The contact is not lubricated with a film of water 3.3 skid resistance characterisation of the friction of a road surface when measured in accordance with a standardised
32、 method 3.4 friction coefficient ratio between the horizontal force in the direction of the motion that can be activated between the test wheel and the wet pavement and the vertical wheel load accomplished under controlled slipping conditions Note 1 to entry: The controlled slipping condition is ach
33、ieved by an electrical brake system. If the vehicle is in motion, the test wheel slides or slips in the forward direction. 3.5 friction resistance to relative motion between two bodies in contact, the frictional force being the force, acting tangentially in the contact area, which is measured by a f
34、riction-measuring device 3.6 slip ratio slip speed divided by the vehicle speed PD CEN/TS 15901-14:2016CEN/TS 15901-14:2016 (E) 6 3.7 fixed slip speed this is a fixed slip where the slip speed is configurable and independent of the vehicle speed. The vehicle speed has always to be higher than the co
35、nfigured fixed slip speed 3.8 F 30 friction value at 30 km/h slip speed 3.9 F 60 friction value at 60 km/h slip speed 3.10 LFCN longitudinal friction coefficient measured with the ViaFriction 3.11 macrotexture deviation of a pavement from a true planar pavement with characteristic dimensions along t
36、he pavement of 0,5 mm to 50 mm, corresponding to texture wavelengths with one-third-octave bands including the range 0,63 mm to 50 mm centre wavelengths Note 1 to entry: Peak to peak amplitudes normally vary in the range 0,1 mm to 20 mm. Note 2 to entry: Macrotexture is a major factor influencing sk
37、id resistance at high speeds but it also has an effect at low speeds. 3.12 Mean Profile Depth MPD descriptor of macrotexture, obtained from a texture profile measurement as defined in EN ISO 13473-1 and ISO 13473-2 3.13 calibration periodic adjustment of the offset, the gain and the linearity of the
38、 output of a measurement method so that all the calibrated devices of a particular type deliver the same value within a known and accepted range of uncertainty, when measuring under identical conditions within given boundaries or parameters 3.14 retaliation friction devices type of friction device f
39、itted to vehicles Note 1 to entry: When the vehicle brakes are used with full force for a short period, the speed change or deceleration is used to calculate the friction. Note 2 to entry: This type of friction device is used on winter road surfaces covered with ice or snow. 3.15 braking force coeff
40、icient ratio between the longitudinal frictional force and the load on the test wheel PD CEN/TS 15901-14:2016CEN/TS 15901-14:2016 (E) 7 Note 1 to entry: The test wheel mass which is without dimension. 3.16 vehicle speed speed at which the device traverses the test surface 3.17 slip speed relative sp
41、eed between the test wheel and the pavement in the contact area 3.18 wheel path part of the pavement where the majority of the vehicle wheel passes are concentrated Note 1 to entry: The wheel path is not a fixed location on a pavement surface. On a worn pavement, the wheel path can usually be identi
42、fied easily visually. On a new laid surface, the position of the wheel path needs to be estimated by experienced operators. Note 2 to entry: For special circumstances such as acceptance tests, a particular path can be defined, for example (700 150) mm from the edge of the running lane of a road. 3.1
43、9 theoretical water film thickness thickness of a water film between a test wheel and a test pavement, assuming the pavement has zero texture depth 3.20 winter road road surface having a temperature below +5 C Note 1 to entry: The road surface may be covered by snow and ice. The wet road skid resist
44、ance cannot be measured due to the risk of depositing ice on the road. 3.21 summer road road surface having a temperature of 5 C or more where wet road skid resistance can be measured 4 Recommended uses The ViaFriction is used in the following fields of application: road network monitoring (Pavement
45、 Management measuring wet road skid resistance on summer roads and measuring dry road skid resistance on winter roads); approval of new surfacing; measurements after traffic accidents; investigation of surface skid resistance; comparative measurements among different devices; testing of tyres. PD CE
46、N/TS 15901-14:2016CEN/TS 15901-14:2016 (E) 8 5 Safety Safety measures shall be in place to maintain safe working practice in accordance with current regulations, and to ensure the safety of other users of the area being measured, including measures to control traffic as necessary. The wetting of pav
47、ements can have an effect on other road users and every effort should be made to ensure that they do not have to make any sudden changes in speed or direction. When measuring skid resistance on roads under traffic the device may operate at speeds different to normal road speeds and as a result can c
48、reate a hazard for other road users. So the specified test speed for tests in accordance with this document should be taken into account. Tests that involve water deposition should not be carried out if there is a risk of water freezing on the pavement. 6 Essential characteristics 6.1 Principle of m
49、easurements The following principles are used in order to perform continuous measurement of longitudinal friction coefficient. The measurement can be performed on either a wetted surface or a surface covered with snow or ice. Fixed slip: the tangential speed of the test wheel is fixed at given percentage of the vehicle speed. The percentage can be set to any value from 1 % to 75 %. Fixed slip speed the relative speed between the test wheel and the pavement surface is kept constant: this means a lower slip ratio at higher test
