1、BRITISH STANDARDBS EN 13232-3:2003Railway applications Track Switches and crossings Part 3: Requirements for wheel/rail interactionICS 45.080g49g50g3g38g50g51g60g44g49g42g3g58g44g55g43g50g56g55g3g37g54g44g3g51g40g53g48g44g54g54g44g50g49g3g40g59g38g40g51g55g3g36g54g3g51g40g53g48g44g55g55g40g39g3g37g6
2、0g3g38g50g51g60g53g44g42g43g55g3g47g36g58+A1:2011National forewordThis British Standard is the UK implementation of EN 13232-3:2003+A1:2011. It supersedes BS EN 13232-3:2003, which is withdrawn.The start and finish of text introduced or altered by amendment is in-dicated in the text by tags. Tags in
3、dicating changes to CEN text carry the number of the CEN amendment. For example, text altered by CEN amendment A1 is indicated by !“.The UK participation in its preparation was entrusted to Technical Committee RAE/2, Railway Applications - Track.A list of organizations represented on this committee
4、can be obtained on request to its secretary.This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application.Compliance with a British Standard cannot confer immunity from legal obligations.BS EN 13232-3:2003+A1:2011This Briti
5、sh Standard, was published under the authority of the Standards Policy and Strategy Committee on29 August 2003 BSI 2011ISBN 978 0 580 71893 9Amendments/corrigenda issued since publicationDate Comments30 November 2011 Implementation of CEN amendment A1:2011EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE
6、 NORM EN 13232-3:2003+A1 October 2011 ICS 93.100 Supersedes EN 13232-3:2003English 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 Ba
7、hnanwendungen - Oberbau - Weichen und Kreuzungen -Anforderungen an das Zusammenspiel Rad/Schiene This 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 whi
8、ch 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 Eu
9、ropean 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
10、are the national standards bodies of Austria, 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, Swe
11、den, Switzerland and United Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION 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.
12、 Ref. No. EN 13232-3:2003+A1:2011: EEN 13232-3:2003+A1:2011 (E) 2 Contents page 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 Cont
13、act profile 83.7.2 Contact danger zone . 83.7.3 Flangeway depth 84 Guidance 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 gui
14、dance 134.4 Entry flares . 135 Wheel load transfer 135.1 Sufficiency 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 be
15、tween this European Standard and the Essential Requirements of EU Directive 2008/57/EC“ . 17Bibliography 20BS EN 13232-3:2003+A1:2011EN 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 secretar
16、iat of which is held by DIN. This European Standard shall be given the 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
17、prepared under a mandate given to CEN/CENELEC/ETSI by the European Commission 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.“
18、 This document includes Amendment 1, approved by CEN on 2011-09-13. This 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
19、the subject of patent rights. CEN and/or CENELEC shall not be held responsible 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
20、of parts is as follows: Part 1 : Definitions Part 2 : Requirements for 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 dev
21、ices Part 9 : Layouts Part 1 contains terminology used throughout all parts 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 function
22、al and geometric dimensions and tolerances for layout assemblies. These 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 Purc
23、haser of the equipment on the Users behalf; BS EN 13232-3:2003+A1:2011EN 13232-3:2003+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
24、 the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Roma
25、nia, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. BS EN 13232-3:2003+A1:2011EN 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
26、 wheel load transfer; deciding whether movable crossings are needed. These are 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 mot
27、ion of wheels and transfer of wheel loads is a complex subject, involving the 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. S
28、ome of these rules assume a 2-axle bogie or vehicle. The need for other special 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 whe
29、els and the track, either for guidance calculations or load transfer calculations. 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 drawin
30、g shall be provided by the customer, with the following key dimensions as defined in Figure 1: flange width, height and flange angle; tyre width and tread angle; wheel diameter or radius. BS EN 13232-3:2003+A1:2011EN 13232-3:2003+A1:2011 (E) 6 Key 1 Tyre width 6 Danger zone 2 Flange angle 7 Contact
31、point 3 Flange width 8 Wheel diameter 4 Wheel back to back 9 Tread angle 5 Flange 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 foll
32、owing parameter values: wheel back-to-back (see Figure 1); axle spacing; number 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 gui
33、dance are shown in Figure 2 and listed below: centreline radius (R); track gauge (G); dimension for nose protection (check gauge) (F); wing flangeway (D). BS EN 13232-3:2003+A1:2011EN 13232-3:2003+A1:2011 (E) 7 Key 1 Highside 2 Wing 3 Check 4 Lowside Figure 2 Key track dimensions and the following s
34、hall be provided by the Customer: maximum permissible check rail height above running 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 Custom
35、er provides worn wheel profiles or amounts of wear, then these should be used. Otherwise 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. Loc
36、ations of typical lateral wheel and track wear are shown in Figure 3. These must be taken into account when designing flangeway gaps. See clause 4. BS EN 13232-3:2003+A1:2011EN 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 (bac
37、k) 6 Vee wear Figure 3 Locations of wheel and rail wear Vertical wear, examples of which 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 Co
38、ntact zone For switch and crossing design, there are issues which shall be verified during 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 dan
39、ger zone for guidance contact, which is that part of the wheel flange which falls on the 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, excep
40、t where it is agreed that flange-running is a normal operating regime. The danger zone 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 sha
41、ll be verified considering the increased depth of flange of a maximum worn wheel and with 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,
42、axle, and track. Note that, in Figures 5, 6 and 7, the wheels are shown in a simplified form as ellipses at the gauge reference plane. BS EN 13232-3:2003+A1:2011EN 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 ba
43、ck face) to provide guidance without load bearing. Figure 4a) Check Rail (normally active) 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 operat
44、ion after incipient derailment and are intended to rerail wheels once they have begun to 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
45、. 4.2 Wheelset guidance In order to determine wheelset guidance, it is necessary to make 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 i
46、s skewed relative to the track running edges. BS EN 13232-3:2003+A1:2011EN 13232-3:2003+A1:2011 (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
47、 mode of running and the resulting angle of attack, it is possible to determine the adequacy 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, a
48、nd subjects the leading wheel to the closest contact with a crossing nose, and subjects the trailing wheel to the poorest load transfer. 4.2.1 Angle of attack The greatest angle of attack is achieved when the wheelset is running around a curve. For curves without check rails, the bogie will travel a
49、s in Figure 5a, with the high-side wheel of the leading axle in contact with the running edge of the high-side rail and the low-side wheel of the trailing axle in contact with the running edge of the low-side rail. The angle of attack is usually reduced if the bogie is constrained as in Figure 5b. The leading axle runs with the low-side inner wheel flange again
