1、July 2014 Translation by DIN-Sprachendienst.English price group 14No 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).ICS 9
2、3.100!%2k“2159572www.din.deDDIN EN 13848-6Railway applications Track Track geometry quality Part 6: Characterisation of track geometryquality;English version EN 13848-6:2014,English translation of DIN EN 13848-6:2014-07Bahnanwendungen Oberbau Qualitt der Gleisgeometrie Teil 6: Charakterisierung der
3、geometrischenGleislagequalitt;Englische Fassung EN 13848-6:2014,Englische bersetzung von DIN EN 13848-6:2014-07Applications ferroviaires Voie Qualit gomtrique de la voie Partie 6: Caractrisation de la qualit gomtrique de lavoie;Version anglaise EN 13848-6:2014,Traduction anglaise de DIN EN 13848-6:2
4、014-07www.beuth.deIn case of doubt, the German-language original shall be considered authoritative.Document comprises 30 pages 05.14 DIN EN 13848-6:2014-07 2 A comma is used as the decimal marker. National foreword This document (EN 13848-6:2014) has been prepared by Technical Committee CEN/TC 256 “
5、Railway applications” (Secretariat: DIN, Germany). The responsible German body involved in its preparation was the Normenausschuss Fahrweg und Schienenfahrzeuge (Railway Standards Committee), Subcommittee NA 087-00-01-06 UA Abnahme von Oberbauarbeiten. This standard is based on the English reference
6、 version. EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 13848-6 March 2014 ICS 93.100 English Version Railway applications - Track - Track geometry quality - Part 6: Characterisation of track geometry quality Applications ferroviaires - Voie - Qualit gomtrique de la voie - Partie 6: Caractris
7、ation de la qualit gomtrique de la voie Bahnanwendungen - Oberbau - Qualitt der Gleisgeometrie -Teil 6: Charakterisierung der geometrischen Gleislagequalitt This European Standard was approved by CEN on 3 February 2014. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which
8、stipulate the conditions for giving this European Standard the status 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 Europ
9、ean Standard exists in three official versions (English, French, 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
10、 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, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Rom
11、ania, 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 17, B-1000 Brussels 2014 CEN All rights of exploitation in any form and b
12、y any means reserved worldwide for CEN national Members. Ref. No. EN 13848-6:2014 EEN 13848-6:2014(E)2 Contents Page Foreword 4 1 Scope 5 2 Normative references 5 3 Terms, definitions, symbols and abbreviations . 5 3.1 Terms and definitions . 5 3.2 Symbols and abbreviations 5 4 Basic principles . 6
13、4.1 Introduction 6 4.2 Transparency . 6 4.3 Complexity 7 4.4 Track-vehicle interaction 7 5 Assessment of track geometry quality: state-of-the-art 7 5.1 General 7 5.2 Standard deviation (SD) 7 5.3 Isolated defects 8 5.4 Combination of various parameters 8 5.4.1 Combined standard deviation (CoSD) . 8
14、5.4.2 Standard deviation of the combinations of parameters 9 5.4.3 Point mass acceleration method (PMA) 10 5.5 Methods based on vehicle response . 10 5.5.1 Use of theoretical model . 10 5.5.2 Use of direct measurement . 11 5.6 Power Spectral Density (PSD) 11 6 Levels of aggregation and calculation m
15、ethods 12 7 Classes of track geometry quality . 12 7.1 General 12 7.2 Description of track quality classes (TQC) . 13 7.3 Values of track quality classes. 14 7.4 Assignment of TQCs . 15 7.5 Possible application of TQCs . 15 Annex A (informative) Point mass acceleration method (PMA) . 17 A.1 Introduc
16、tion 17 A.2 Description of the PMA model 17 A.3 Calculation of the PMA-assessment figure . 17 A.4 Features of the PMA method 18 Annex B (informative) Vehicle Response Analysis methods (VRA) 19 B.1 Introduction 19 B.2 Determination of the assessment functions . 19 B.3 Application of the assessment fu
17、nctions . 21 B.4 Features of VRA methods . 23 Annex C (normative) Method for calculating reference TQIs (TQIref) . 24 C.1 Introduction 24 C.2 Description of the reference method . 24 DINEN 13848-6:2014-07EN 13848-6:2014(E)3 Annex D (informative) Method of classification of alternative TQI using the
18、TQCs 26 D.1 Introduction 26 D.2 Description of the conversion method . 26 Bibliography 28 DIN EN 13848-6:2014-07EN 13848-6:2014 (E) 4 Foreword This document (EN 13848-6:2014) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. This Eur
19、opean Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by September 2014, and conflicting national standards shall be withdrawn at the latest by September 2014. Attention is drawn to the possibility that some of th
20、e 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. This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association. This Europ
21、ean Standard is one of the series EN 13848 “Railway applications Track Track geometry quality” as listed below: Part 1: Characterisation of track geometry Part 2: Measuring systems Track recording vehicles Part 3: Measuring systems Track construction and maintenance machines Part 4: Measuring system
22、s Manual and lightweight devices Part 5: Geometric quality levels Plain line Part 6: Characterisation of track geometry quality According to the CEN-CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, B
23、elgium, 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, Slovakia, Slovenia, Spain, Sweden, Swi
24、tzerland, Turkey and the United Kingdom. DIN EN 13848-6:2014-07 EN 13848-6:2014(E)5 1 Scope This European Standard characterizes the quality of track geometry based on parameters defined in EN 13848-1 and specifies the different track geometry classes which should be considered. This European Standa
25、rd covers the following topics: description of track geometry quality; classification of track quality according to track geometry parameters; considerations on how this classification can be used; this European Standard applies to high-speed and conventional lines of 1 435 mm and wider gauge; this
26、European Standard forms an integral part of EN 13848 series. 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 l
27、atest edition of the referenced document (including any amendments) applies. EN 13848-1, Railway applications - Track - Track geometry quality - Part 1: Characterisation of track geometry 3 Terms, definitions, symbols and abbreviations 3.1 Terms and definitions For the purposes of this document, the
28、 following terms and definitions apply. 3.1.1 re-colouring algorithm which modifies the spectral content of a signal aimed to compensate or apply the characteristics of a specific measuring system Note 1 to entry: The re-colouring is used in EN 13848 series to convert a chord measurement signal into
29、 a D1 or D2 measurement signal. 3.1.2 track quality class (TQC) characterization of track geometry quality as a function of speed and expressed as a range of TQIs 3.1.3 track quality index (TQI) value that characterises track geometry quality of a track section based on parameters and measuring meth
30、ods compliant with EN 13848 series 3.2 Symbols and abbreviations For the purposes of this document, the following symbols and abbreviations apply. DIN EN 13848-6:2014-07EN 13848-6:2014(E)6 Table 1 Symbols and abbreviations Symbol Designation Unit AL Alignment mm ATQI Alternative Track Quality Index
31、CL Cross level mm CoSD Combined standard deviation mm D1 Wavelength range 3 m 3,75 80 2,50 120 1,85 160 1,60 230 1,15 V 300 Not available Not available Not available Not available Not available NOTE 1 Considering that speeds higher than 300 km/h were not taken into account in the survey, no value ca
32、n be provided for this speed range. For speeds higher than 160 km/h standard deviations within wavelength D2 (and D3) may also be considered but the corresponding values have not yet been defined. DIN EN 13848-6:2014-07 EN 13848-6:2014 (E) 15 Table 3 Alignment Standard deviation D1 domain Speed (in
33、km/h) Limit value of standard deviation (in mm) Track quality class A B C D E V 80 2,70 80 1,45 120 1,00 160 0,90 230 0,65 V 300 Not available Not available Not available Not available Not available NOTE 2 Considering that speeds higher than 300 km/h were not taken into account in the survey, no val
34、ue can be provided for this speed range. For speeds higher than 160 km/h standard deviations within wavelength D2 (and D3) may also be considered but the corresponding values have not yet been defined. 7.4 Assignment of TQCs Based on TQIsref, the following methods, amongst others, can be used for th
35、e assignment of TQCs to network sections: Maximum value: the maximum of all the individual TQIsrefon the considered network section is used to describe the track quality for that section; Mean value: the mean TQIrefis calculated from all the individual TQIsrefon the considered network section and is
36、 used to describe the track quality for that section; Percentile of a distribution of TQIsref(e.g. 10 %, 90 %.): after calculating the cumulative distribution of the TQIsrefon the considered network section, a certain percentile is chosen and the corresponding TQIrefvalue is used to describe the tra
37、ck quality for that section; Percentage of a required TQC: Percentage of the length of the considered network section where the track quality meets a minimum required TQC, e.g. “70 % of the cumulative length of a line shall meet at least TQC B”. The methods above can be used for any of the 3 aggrega
38、tion levels described in Clause 7. 7.5 Possible application of TQCs TQCs have been established in this standard to quantify track geometry quality. The non-exhaustive list below gives possible cases where these TQCs could be applied: a possible key performance indicator used in a maintenance strateg
39、y by an infrastructure manager, where typically a lot of information shall be summarized in one or a few numbers; establishment of a detailed working plan by an infrastructure manager; acceptance of track works influencing the track geometry quality (e.g. a renewal work or a tamping work); DIN EN 13
40、848-6:2014-07 EN 13848-6:2014(E)16 monitoring of the global quality of the track for contractual purposes, for example between infrastructure manager and the infrastructure owner; contractual purposes between train operator and infrastructure owner; design of a vehicle according to ride quality requ
41、irements and track quality of the lines where the vehicle will run; selection of track sections for vehicle acceptance. For every possible use of the TQCs the recommended methods are given in the table below where the symbols “+ / + / _ / _ _” range from the most relevant to the least relevant metho
42、d. Table 4 Relevance of assignment method for the application of TQC Application Maximum value Mean value Percentile of a distribution of TQIsrefPercentage of a required TQC Key performance indicator used in a high level maintenance strategy _ _ + + + Detailed working plan for track maintenance + +
43、+ + Acceptance of track works influencing the track geometry quality + + + _ _ Monitoring of the global quality of the track for contractual purposes between infrastructure manager and the infrastructure owner _ _ _ + + Contractual purposes between train operator and infrastructure owner _ _ + + + D
44、esign of a vehicle according to ride quality requirements and track quality of the lines where the vehicle will run + + + + Selection of track sections for vehicle acceptance + + + + DINEN 13848-6:2014-07EN 13848-6:2014 (E) 17 Annex A (informative) Point mass acceleration method (PMA) A.1 Introducti
45、on This annex gives more details about the background and the recommended application of the PMA method described in 5.4.3. A.2 Description of the PMA model The PMA method is based on a simple model as follows: The PMA model considers an unsprung virtual vehicle. It is assumed to be a point mass, th
46、us only the motion of the centre of gravity is investigated. This point mass is guided in a certain distance (z) over the centreline of the actual track gauge. The point mass is moved at a constant speed corresponding to the maximum line speed over a measured track section. The geometrical imperfect
47、ion of a measured track can be described by the longitudinal level and alignment of both rails. Due to the geometrical imperfection of the track, which is described by the longitudinal level and alignment of both rails, the point mass incurs accelerations ayand azin the horizontal and vertical direc
48、tions. The vectorial summation of these accelerations is used to characterize the track quality. A.3 Calculation of the PMA-assessment figure Setting up the equations of motion and neglecting mathematical terms of higher order lead to the formula for the acceleration: )“(“.“( += LLzLLALcany “null)null(“( LLzALLLvcanz+= Vectorial summation of both acceleration components lead to the final assessment figure: 22zy aaayz +=
