1、August 2010DEUTSCHE NORM Normenausschuss Akustik, Lrmminderung und Schwingungstechnik (NALS) im DIN und VDIDIN-SprachendienstEnglish price group 12No part of this translation may be reproduced without prior permission ofDIN Deutsches Institut fr Normung e. V., Berlin. Beuth Verlag GmbH, 10772 Berlin
2、, Germany,has the exclusive right of sale for German Standards (DIN-Normen).ICS 17.160; 93.100!$l?“1739528www.din.deDDIN 45673-8Mechanical vibration Resilient elements used in railway tracks Part 8: Laboratory test procedures for continuous elastic rail supportsEnglish translation of DIN 45673-8:201
3、0-08Mechanische Schwingungen Elastische Elemente des Oberbaus von Schienenfahrwegen Teil 8: Labor-Prfverfahren fr kontinuierliche elastische SchienenlagerungenEnglische bersetzung von DIN 45673-8:2010-08Vibrations mcaniques lments lastiques des voies ferres Partie 8: Mthodes en laboratoire pour essa
4、yer les semelles lastiques sous rail continuesTraduction anglaise de DIN 45673-8:2010-08Together with DIN 45673-1:2010-08, DIN 45673-5:2010-08, DIN 45673-6:2010-08 and DIN 45673-7:2010-08supersedes DIN 45673-1:2000-05Supersedes: see belowwww.beuth.deDocument comprises pages2201.11 DIN 45673-8:2010-0
5、8 A comma is used as the decimal marker. Contents Page Foreword. 3 1 Scope . 4 2 Normative references . 4 3 General principles. 4 4 Test procedures for continuous elastic rail support systems. 5 4.1 Overview 5 4.2 Test objects. 6 4.3 Static stiffness under vertical loading 8 4.4 Static stiffnesses k
6、stat,q,zand kstat,q,yunder inclined loading . 10 4.5 Dynamic stiffness kdyn( f ) . 12 4.6 Dynamic stiffening ratio dyn( f ) . 12 4.7 Loss factor . 12 5 Calculation. 13 6 Fitness for purpose 13 6.1 General. 13 6.2 Mechanical fatigue strength 14 6.3 Material identification testing 14 6.4 Material and
7、component testing 14 6.5 Material properties of other components. 17 7 Quality monitoring, quality assurance . 18 Annex A (informative) Overview of the individual tests and their purpose . 19 Annex B (informative) Example calculation of the vertical compression on Test Object 2 . 20 Bibliography . 2
8、2 2 DIN 45673-8:2010-08 Foreword This standard has been prepared by Working Group NA 001-03-15 AA (NALS/VDI C 15) Schwingungs-minderung in der Umgebung von Verkehrswegen of the Normenausschuss Akustik, Lrmminderung und Schwingungstechnik (Acoustics, Noise Control and Vibration Engineering Standards
9、Committee). It arose from the need to determine in the laboratory the parameters used to describe the static and dynamic properties of continuous elastic rail support systems used in all types of railways with particular regard to their subsequent installation conditions and to specify these paramet
10、ers in product descriptions. The aim is to facilitate the comparison of different products and to enable their vibration-reducing effects to be calculated. It is not possible to specify generally applicable load ranges for continuous elastic rail support systems, as such a load range depends both on
11、 the axle load and on the elasticity of the system itself. For the purposes of standardization, therefore, standard cases are described that can be amended as necessary to accommodate individual special cases. DIN 45673 consists of the following parts, under the general title Mechanical vibration Re
12、silient elements used in railway tracks: Part 1: Terms and definitions, classification, test procedures Part 2: Determination of static and dynamic characteristics in the track under operation Part 3: Experimental evaluation of insertion loss from artificial excitation of mounted track systems (in a
13、 test rig and in situ) Part 4: Analytical evaluation of insertion loss of mounted track systems Part 5: Laboratory test procedures for under-ballast mats Part 6: Laboratory test procedures for under-sleeper pads of concrete sleepers Part 7: Laboratory test procedures for resilient elements of floati
14、ng slab track systems Part 8: Laboratory test procedures for continuous elastic rail supports Part 9: Laboratory test procedures for resilient elements of rail fastening systems and for discrete rail supports1 )Amendments This standard differs from DIN 45673-1:2000-05 as follows: a) the scope of tes
15、ting has been expanded and the test loads have been redefined; b) information on fitness for purpose and details concerning quality assurance have been included. Previous edition DIN 45673-1: 2000-05 1) Under preparation as a supplement to DIN EN 13146-9 which already contains a number of specificat
16、ions on the determination of stiffness in rail fastening systems. 3 DIN 45673-8:2010-08 1 Scope This standard specifies laboratory test procedures for determining the parameters used to describe the static and dynamic properties of continuous elastic rail support systems used on all types of railway
17、s. The standard covers those parameters that are relevant for describing the effectiveness of a track structure in mitigating vibrations, that is, in reducing the emission of vibrations and structure-borne noise. It is not possible to specify generally applicable load ranges for continuous elastic r
18、ail support systems, as such a load range depends both on the axle load and on the elasticity of the system itself. For the purposes of standardization, therefore, standard cases are described that can be amended as necessary to accommodate individual special cases. In addition to specifying the bas
19、ic testing of relevant properties of continuous elastic rail support systems, this standard also specifies procedures for testing fitness for purpose and provides information on quality monitoring as part of quality assurance procedures. However, this standard does not contain requirements pertainin
20、g to the properties of continuous elastic rail support systems. NOTE Refer to DIN EN 13481-5 for information on performance requirements and fitness-for-purpose testing of continuous elastic rail supports of Vignoles rails (header rails) on slab track or on concrete and asphalt plates. Note, however
21、, that DIN EN 13481-5 applies only to type approval of an entire rail fastening system. 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 o
22、f the referenced document (including any amendments) applies. DIN 45673-1, Mechanical vibration Resilient elements used in railway tracks Part 1: Terms and definitions, classification, test procedures DIN 53504, Testing of rubber Determination of tensile strength at break, tensile stress at yield, e
23、longation at break and stress values in a tensile test DIN 53508, Testing of rubber Accelerated ageing DIN EN 50122-2 (VDE 0115-4), Railway applications Fixed installations Part 2: Protective provisions against the effects of stray currents caused by d.c. traction systems DIN EN ISO 1798, Flexible c
24、ellular polymeric materials Determination of tensile strength and elongation at break DIN EN ISO 1856, Flexible cellular polymeric materials Determination of compression set DIN EN ISO 10846-2, Acoustics and vibration Laboratory measurement of vibro-acoustic transfer properties of resilient elements
25、 Part 2: Direct method for determination of the dynamic stiffness of resilient supports for translatory motion DIN ISO 815, Rubber, vulcanized or thermoplastic Determination of compression set 3 General principles Refer to DIN 45673-1 for definitions, symbols, test rig requirements, measurement syst
26、em requirements, documentation requirements and classification of test procedures. 4 DIN 45673-8:2010-08 Continuous elastic rail supports reduce vibrations emitted into the environment when the frequency of the vibration lies above the wheel/track resonance frequency. However, when the frequency lie
27、s within the resonance frequency range, the vibrations are often amplified. Depending on the position of the resonance frequency and the transmission characteristics of the overall mechanical system, continuous elastic rail supports can reduce vibration emissions and therefore structure-borne noise
28、immissions in the environment, for example within buildings. Note that the effectiveness of the resilient elements can be significantly impaired by the way in which they are installed. In a continuous rail support system, the rail foot (also known as: rail base) is fully supported on a (usually) rig
29、id support structure, such as a concrete baseplate. A levelling grouting compound is frequently introduced between the rail foot and the support structure to compensate for any unevenness. The grouting materials that are normally used are classified as hard. A levelling grout that results in vertica
30、l compression of the rail of 0,2 mm under full load is classified as hard. These materials are not expected to have a vibration-reducing effect. A continuous elastic rail support system is created when a suitable resilient element of defined elasticity (e.g. elastic grouting, elastomeric rail foot c
31、ladding) is used. The stiffness required to achieve a defined level of resilience can be calculated and verified by measurement (see DIN 45673-2 for in-situ measurements). Continuous elastic rail support systems are generally used in combination with grooved rails, but can also be used with Vignoles
32、 rails (flat-bottomed rails). The following classification is used for tramways and urban light rail systems based on the degree of vertical compression of the continuous elastic rail support system: a resilient grooved-rail support system is a continuous elastic rail support system used in tramways
33、 or in urban light rail transport in which the rail on the rigid support structure exhibits a vertical static compression of 1 mm to 2 mm when subjected to maximum load; a continuous highly resilient embedded rail system is a continuous elastic rail support system used in tramways or in urban light
34、rail transport in which the rail exhibits a vertical static compression of 3 mm or more when subjected to maximum load. NOTE A vertical static compression of more than 4 mm is only appropriate in certain specific cases; a vertical compression of that magnitude can, however, prove critical. If necess
35、ary, evidence of the stress in the rail foot should be provided and the behaviour in the event of a possible rail fracture should be examined. The determination of the static and dynamic parameters of a continuous elastic rail support system relates both to the resilient element itself (e.g. elastic
36、 rail base, elastic grouting) and to the overall track system (comprising the rail, resilient element and other structural components, such as filler blocks, gauge tie bars, infill concrete, street-level paving and decking). As a rule it is insufficient to test only the resilient element of a groove
37、d-rail track structure as the other structural elements (e.g. sheathed tie bars, street-level paving and decking) can also influence overall resilience. Testing the fitness for purpose shall therefore involve testing the entire track superstructure. 4 Test procedures for continuous elastic rail supp
38、ort systems 4.1 Overview A distinction is made between tests that are carried out for standard cases in different applications (e.g. to facilitate the compilation of data sheets), and any supplementary tests that are necessary in order to take specific individual cases into consideration. In the lat
39、ter situation, it is recommended that the test loads are determined by a suitable computational procedure (e.g. the method described by Zimmermann 5 or by an FEM analysis of the embedded elastic beam). 5 DIN 45673-8:2010-08 The details of the tests for the standard cases are described in the clauses
40、 below. These tests are to be applied analogously for any supplementary testing of specific application cases. The following parameters (see DIN 45673-1) are required for a practical assessment of the suitability of a continuous elastic rail support system: static stiffness per unit length kstat,zan
41、d its at-rest value kstat 0,zunder a vertical load; static stiffnesses per unit length kstat,q,zand kstat,q,yunder inclined loading; dynamic stiffness per unit kdyn( f ); dynamic stiffening ratio dyn( f ); loss factor . The test objects, test procedures, test parameters, the practical implementation
42、 of the test procedures and the analysis of the test results needed to determine these quantities are described below. Table A.1 provides an overview of the individual tests and their purpose. 4.2 Test objects The test of resiliency shall be performed on the following test objects. Test Object 1 Tes
43、t Object 1 comprises a rail, the resilient element and a rigid lateral guide channel (see Figure 1 for an example). NOTE If a lateral guide channel is not used to maintain the position of the elastomeric element below the rail foot, the elastomeric material could be pushed or squeezed out sideways r
44、esulting in too small a value of the measured stiffness. Test Object 1 is 1 m long. The test object shall include the same rail profile that is to be used later in actual service. This test object serves to determine the elastic properties of the resilient element of the selected rail profile. Test
45、Object 1 is also suitable for verifying the fitness for purpose of the resilient element (pulsed-load fatigue test). Test Object 1 is only subjected to vertical loading. If the underside of the test object is uneven, the lower loading plate shall be adapted accordingly. Key 1 Grooved rail 2 Resilien
46、t element 3 Lateral guide channel Figure 1 Test Object 1 (example) 6 DIN 45673-8:2010-08 Test Object 2 Test Object 2 is constructed as a full rail support system. The length of Test Object 2 is 2 m. This test object is used for determining the elastic properties of the track system and for verifying
47、 its fitness of purpose, for example by carrying out a pulsed-load fatigue test. The tests performed on Test Object 2 apply to only one configuration of the track system (see Figure 2 for an example). If a track system is equipped with gauge tie bars (to maintain the track gauge), Test Object 2 cons
48、ists of two embedded rails, plus the resilient elements and other structural components of the track structure. The tie bars shall be positioned centrally and 1,5 m apart. As a rule, the distance between rails shall be selected to be the normal distance of 1 000 mm. The track structure shall extend by about 500 mm from each of the outer sides of the rails so that the test object has overall dimensions of approximately 2 m 2 m. If the test rig is unable to accommodate a test
