1、January 2012 Translation by DIN-Sprachendienst.English 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, Germany,has the exclusive right of sale for German Standards (DIN-Normen).IC
2、S 93.100!$y(.“1860511www.din.deDDIN EN 13232-3Railway applications Track Switches and crossings Part 3: Requirements for wheel/rail interaction(includes Amendment A1:2011)English translation of DIN EN 13232-3:2012-01Bahnanwendungen Oberbau Weichen und Kreuzungen Teil 3: Anforderungen an das Zusammen
3、spiel Rad/Schiene(enthlt nderung A1:2011)Englische bersetzung von DIN EN 13232-3:2012-01Applications ferroviaires Voie Appareils de voie Partie 3: Exigences pour linteraction Roue/Rail Traduction anglaise de DIN EN 13232-3:2012-01SupersedesDIN EN 13232-3:2004-01www.beuth.deDocument comprises 22 page
4、sIn case of doubt, the German-language original shall be considered authoritative.(Amendement A1:2011 inclus)12.11 DIN EN 13232-3:2012-01 2 A comma is used as the decimal marker. National foreword This standard has been prepared by Technical Committee CEN/TC 256 “Railway applications” (Secretariat:
5、DIN, Germany). The responsible German body involved in its preparation was the Normenausschuss Fahrweg und Schienenfahrzeuge (Railway Standards Committee), Working Committee NA 087-00-01-05 UA Weichen und Kreuzungen. Amendments This standard differs from DIN EN 13232-3:2004-01 as follows: a) Annex Z
6、A (informative) “Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC” has been included. Previous editions DIN EN 13232-3: 2004-01 EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 13232-3:2003+A1 October 2011 ICS 93.100 Supersedes EN 13232-3:2003
7、English Version Railway applications - Track - Switches and crossings - Part 3: Requirements for wheel/rail interaction Applications ferroviaires - Voie - Appareils de voie - Partie 3: Exigences pour linteraction Roue/Rail Bahnanwendungen - Oberbau - Weichen und Kreuzungen -Teil 3: Anforderungen an
8、das Zusammenspiel Rad/SchieneThis European Standard was approved by CEN on 13 February 2003 and includes Amendment 1 approved by CEN on 13 September 2011. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the st
9、atus of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN member. This European Standard exists in three official versions (English, French,
10、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 Management Centre has the same status as the official versions. CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cro
11、atia, 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 United Kingdom. EUROPEAN COMMITTEE FOR STANDARD
12、IZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: Avenue Marnix 17, B-1000 Brussels 2011 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 13232-3:2003+A1:2011: EEN 13232-3:2003+A1:2011 (E) 2 Co
13、ntents age Foreword 31 Scope 52 Normative references 53 Presentation . 53.1 General 53.2 Wheel and track dimensions 53.3 Wheel profiles 53.4 Wheelsets . 63.5 Rail and track . 63.6 Tolerances and wear . 73.7 Contact zone 83.7.1 Contact profile 83.7.2 Contact danger zone . 83.7.3 Flangeway depth 84 Gu
14、idance principles 84.1 Guard and check Rails 94.2 Wheelset guidance 94.2.1 Angle of attack . 104.2.2 Flangeway . 104.2.3 Gauge widening . 114.2.4 Check rail and common crossing nose . 114.2.5 Obtuse Crossings 114.3 Transitional guidance 134.4 Entry flares . 135 Wheel load transfer 135.1 Sufficiency
15、of bearing area . 145.2 Transfer surfaces . 165.3 Method of assessment 166 Insufficient wheel support or guidance . 166.1 Common crossings . 166.2 Obtuse crossings. 166.3 Movable crossings. 16Annex ZA (informative) !Relationship between this European Standard and the Essential Requirements of EU Dir
16、ective 2008/57/EC“ . 17Bibliography 20DIN EN 13232-3:2012-01 PEN 13232-3:2003+A1:2011 (E) 3 Foreword This document (EN 13232-3:2003+A1:2011) has been prepared by Technical Committee CEN/TC 256 “Railway applications“, the secretariat of which is held by DIN. This European Standard shall be given the
17、status of a national standard, either by publication of an identical text or by endorsement, at the latest by April 2012, and conflicting national standards shall be withdrawn at the latest by April 2012. !This document has been prepared under a mandate given to CEN/CENELEC/ETSI by the European Comm
18、ission and the European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC. For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of this document.“ This document includes Amendment 1, approved by CEN on 2011-09-13. Thi
19、s document supersedes EN 13232-3:2003. The start and finish of text introduced or altered by amendment is indicated in the text by tags ! “. 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 resp
20、onsible for identifying any or all such patent rights. This series of European Standards “Railway Applications Track Switches and Crossings” covers the design and quality of switches and crossings in flat bottomed rail. The list of parts is as follows: Part 1 : Definitions Part 2 : Requirements for
21、geometric design Part 3 : Requirements for wheel/rail interaction Part 4 : Actuation, locking and detection Part 5 : Switches Part 6 : Fixed common and obtuse crossings Part 7 : Crossings with movable parts Part 8 : Expansion devices Part 9 : Layouts Part 1 contains terminology used throughout all p
22、arts of this series. Parts 2 to 4 contain basic design guides and are applicable to all switch and crossing assemblies. Parts 5 to 8 deal with particular types of equipment, including their tolerances. Part 9 defines the functional and geometric dimensions and tolerances for layout assemblies. These
23、 use Parts 1 to 4 as a basis. The following terms are used within to define the parties involved in using the European Standard as the technical basis for a transaction: Customer the Operator or User of the equipment, or the Purchaser of the equipment on the Users behalf; DIN EN 13232-3:2012-01 EN 1
24、3232-3:2003+A1:2011 (E) 4 Supplier the body responsible for the use of the European Standard in response to the Customers requirements. According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Au
25、stria, Belgium, Bulgaria, Croatia, 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 United Kingdom. DI
26、N EN 13232-3:2012-01 EN 13232-3:2003+A1:2011 (E) 5 1 Scope This part of this European Standard specifies: characterisation of wheel and track dimensions; geometric design principles for wheel guidance; design principles for wheel load transfer; deciding whether movable crossings are needed. These ar
27、e illustrated by their application to turnout components: switches; crossings; check rails. but the principles apply equally to more complex layouts. 2 Normative references Not applicable. 3 Presentation 3.1 General The motion of wheels and transfer of wheel loads is a complex subject, involving the
28、 accumulation of extensive data and an understanding of dynamic effects. By making certain assumptions it is feasible to define rules which are simple yet rigorous enough for design of all types of switches and crossings. Some of these rules assume a 2-axle bogie or vehicle. The need for other speci
29、al requirements such as those posed by 3-axle or other vehicles must be stated by the Customer. 3.2 Wheel and track dimensions This clause deals with the key dimensions needed for the analysis of the interaction between wheels and the track, either for guidance calculations or load transfer calculat
30、ions. Wheel and track dimensions are defined below. 3.3 Wheel profiles Sufficient dimensions of the cross-section or profile of a wheel are required for switch and crossing design. As a minimum, a dimensioned profile drawing shall be provided by the customer, with the following key dimensions as def
31、ined in Figure 1: flange width, height and flange angle; tyre width and tread angle; wheel diameter or radius. DIN EN 13232-3:2012-01 EN 13232-3:2003+A1:2011 (E) 6 Key 1 Tyre width 6 Danger zone 2 Flange angle 7 Contact point 3 Flange width 8 Wheel diameter 4 Wheel back to back 9 Tread angle 5 Flang
32、e depth Figure 1 Key wheel dimensions (in addition to profile details) 3.4 Wheelsets Additional parameters related to the wheelsets are required for calculations for wheelset guidance. The Customer shall provide the following parameter values: wheel back-to-back (see Figure 1); axle spacing; number
33、of axles; clearance of middle axles, if applicable; bogie spacing and minimum curve radius for vehicles. 3.5 Rail and track The key parameters related to the track geometry which are used in calculations for wheelset guidance are shown in Figure 2 and listed below: centreline radius (R); track gauge
34、 (G); dimension for nose protection (check gauge) (F); wing flangeway (D). DIN EN 13232-3:2012-01 EN 13232-3:2003+A1:2011 (E) 7 Key 1 Highside 2 Wing 3 Check 4 Lowside Figure 2 Key track dimensions and the following shall be provided by the Customer: maximum permissible check rail height above runni
35、ng table (H). 3.6 Tolerances and wear It is necessary to consider tolerances and wear in order to design correctly. These are alternatively referred to as manufacturing tolerances and service tolerances. If the Customer provides worn wheel profiles or amounts of wear, then these should be used. Othe
36、rwise the assumptions made by the Supplier shall form the basis for design, and these shall be stated. Examples of key areas of wear are: back of wheel flanges; front of wheel flanges; false flanges; flange angle. Locations of typical lateral wheel and track wear are shown in Figure 3. These must be
37、 taken into account when designing flangeway gaps. See clause 4. DIN EN 13232-3:2012-01 EN 13232-3:2003+A1:2011 (E) 8 Key 1 False flange 4 Wing wear 2 Guard or check rail wear 5 Wheel wear (front) 3 Wheel wear (back) 6 Vee wear Figure 3 Locations of wheel and rail wear Vertical wear, examples of whi
38、ch are also illustrated in Figure 3, is more relevant to wheel load transfer. See clause 5. False flanges are to be avoided as they will increase wear as well as the rate of damage to switches and crossings. 3.7 Contact zone For switch and crossing design, there are issues which shall be verified du
39、ring design. These are as follows. 3.7.1 Contact profile The relative radii of wheel and rail shall be taken into account. 3.7.2 Contact danger zone The wheel profile supplied by the Customer shall indicate the danger zone for guidance contact, which is that part of the wheel flange which falls on t
40、he flange radius and which therefore exceeds the angle for safe guidance. The switch and crossing Supplier shall ensure that guidance contact does not take place within this zone for both new and worn wheels, except where it is agreed that flange-running is a normal operating regime. The danger zone
41、 is illustrated in Figure 1. 3.7.3 Flangeway depth The depth of the flangeway shall be sufficient to prevent flanges from running on the floor of the flangeway except if otherwise required by the Customer. This shall be verified considering the increased depth of flange of a maximum worn wheel and w
42、ith the shallow flangeway of a maximum worn running surface of a rail. 4 Guidance principles The guidance of a wheelset through switches and crossings concerns mainly the lateral or horizontal dimensions of wheel, axle, and track. Note that, in Figures 5, 6 and 7, the wheels are shown in a simplifie
43、d form as ellipses at the gauge reference plane. DIN EN 13232-3:2012-01 EN 13232-3:2003+A1:2011 (E) 9 4.1 Guard and check Rails Guard and check rails are rails which bear on the face of the wheel (usually the back face) to provide guidance without load bearing. Figure 4a) Check Rail (normally active
44、) Figure 4b) Guard Rail (normally passive) Figure 4 Active v passive guarding Operation of guard and check rails depends on whether they are intended to be passive or active. Passive guard rails come into operation after incipient derailment and are intended to rerail wheels once they have begun to
45、climb the opposite running rail. Active check rails are intended to make contact with the back of the wheel flange under normal conditions of operation in order to protect the opposite running rail. See Figure 4. 4.2 Wheelset guidance In order to determine wheelset guidance, it is necessary to make
46、an assumption of the way in which the wheelset is constrained to move. The assumption is shown in Figure 5. When the wheelset, bogie or vehicle is superimposed upon the track, it moves along a trajectory which is skewed relative to the track running edges. DIN EN 13232-3:2012-01 EN 13232-3:2003+A1:2
47、011 (E) 10 Figure 5a) Unchecked Figure 5b) Checked Key 1 Highside 5 Leading axle 2 Lowside 6 Clearance 3 Angle of attack 7 Check 4 Trailing axle 8 Wing Figure 5 Wheelset trajectory Given the assumption of the mode of running and the resulting angle of attack, it is possible to determine the adequacy
48、 of the flangeway, the effectiveness of protection to the crossing nose, and the support for wheel load transfer. The assumed trajectory provides for the worst case, or the maximum possible angle of attack, and subjects the leading wheel to the closest contact with a crossing nose, and subjects the trailing wheel to the poorest l
