1、BSI Standards Publication PD CEN/TS 15901-15:2014 Road and airfield surface characteristics Part 15: Procedure for determining the skid resistance of a pavement surface using a device with longitudinal controlled slip (LFCI): The IMAGPD CEN/TS 15901-15:2014 PUBLISHED DOCUMENT National foreword This
2、Published Document is the UK implementation of CEN/TS 15901-15:2014. The UK participation in its preparation was entrusted to Technical Committee B/510/5, Surface characteristics. A list of organizations represented on this committee can be obtained on request to its secretary. This publication does
3、 not purport to include all the necessary provisions of a contract. Users are responsible for its correct application. The British Standards Institution 2014. Published by BSI Standards Limited 2014 ISBN 978 0 580 84236 8 ICS 93.080.20; 93.120 Compliance with a British Standard cannot confer immunit
4、y from legal obligations. This Published Document was published under the authority of the Standards Policy and Strategy Committee on 30 November 2014. Amendments issued since publication Date Text affectedPD CEN/TS 15901-15:2014TECHNICAL SPECIFICATION SPCIFICATION TECHNIQUE TECHNISCHE SPEZIFIKATION
5、 CEN/TS 15901-15 October 2014 ICS 93.080.20; 93.120 English Version Road and airfield surface characteristics - Part 15: Procedure for determining the skid resistance of a pavement surface using a device with longitudinal controlled slip (LFCI): The IMAG Caractristiques de surface des routes et arop
6、orts - Partie 15: Mode opratoire de dtermination de ladhrence dun revtement de chausse laide dun dispositif glissement longitudinal contrl (CFLI): IMAG Oberflcheneigenschaften von Straen und Flugpltzen - Teil 15: Verfahren zur Bestimmung der Griffigkeit von Fahrbahndecken durch Verwendung eines Gert
7、s mit geregeltem Schlupf in Lngsrichtung (LFCE): Das IMAG- Gert This Technical Specification (CEN/TS) was approved by CEN on 1 March 2014 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 su
8、bmit their comments, particularly on the question whether the CEN/TS can be converted into a European Standard. CEN members are 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 per
9、missible to keep conflicting national standards in force (in parallel to the CEN/TS) until the final decision about the possible 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, Esto
10、nia, 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, Switzerland, Turkey and United Kingdom. EUROPEAN COMMITTEE FOR STAN
11、DARDIZATION 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 by any means reserved worldwide for CEN national Members. Ref. No. CEN/TS 15901-15:2014 EPD CEN/TS 15901-15:2
12、014 CEN/TS 15901-15:2014 (E) 2 Contents Page Foreword 3 1 Scope 5 2 Normative references 5 3 Recommended uses 5 4 Terms and definitions .6 5 Safety 9 6 Essential characteristics .9 6.1 Principle of measurements .9 6.2 Description of IMAG 9 7 Key characteristics . 11 7.1 General . 11 7.2 Test speed .
13、 11 7.3 Braking system . 11 7.4 Static wheel load . 11 7.5 Dynamic wheel load . 11 7.6 Test wheel arrangement . 11 7.7 Test tyre . 11 7.8 Tyre and rim 12 7.9 Force-measuring transducer . 12 7.10 Pavement wetting system, water film thickness . 12 7.11 Minimum sampling interval . 12 7.12 General requi
14、rements for measuring system 12 8 Test Procedure 12 8.1 Standard test conditions 12 8.2 Prior to testing 13 8.3 Testing . 13 9 Data recording . 14 10 Calibration . 14 10.1 General . 14 10.2 Calibration of the static vertical test wheel force 14 10.3 Calibration of the static braking force 14 10.4 Dy
15、namic calibration of the travelled distance sensor 14 10.5 Calibration of the water delivery system 14 10.6 Dynamic comparison of friction devices . 15 11 Precision 15 12 Test report . 15 Bibliography . 17 PD CEN/TS 15901-15:2014 CEN/TS 15901-15:2014 (E) 3 Foreword This document (CEN/TS 15901-15:201
16、4) 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 elements of this document may be the subject of patent rights other than those identified above. CEN and/or CENELEC shall not be he
17、ld responsible for identifying any or all such patent rights. CEN/TS 15901, Road and airfield surface characteristics, is composed with the following parts: Part 1: Procedure for determining the skid resistance of a pavement surface using a device with longitudinal fixed slip ratio (LFCS): RoadSTAR;
18、 Part 2: Procedure for determining the skid resistance of a pavement surface using a device with longitudinal controlled slip (LFCRNL): ROAR (Road Analyser and Recorder of Norsemeter); Part 3: Procedure for determining the skid resistance of a pavement surface using a device with longitudinal contro
19、lled slip (LFCA): The ADHERA; Part 4: Procedure for determining the skid resistance of pavements using a device with longitudinal controlled slip (LFCT): Tatra Runway Tester (TRT); Part 5: Procedure for determining the skid resistance of a pavement surface using a device with longitudinal controlled
20、 slip (LFCRDK): ROAR (Road Analyser and Recorder of Norsemeter); Part 6: Procedure for determining the skid resistance of a pavement surface by measurement of the sideway force coefficient (SFCS): SCRIM; Part 7: Procedure for determining the skid resistance of a pavement surface using a device with
21、longitudinal fixed slip ratio (LFCG): the GripTester; Part 8: Procedure for determining the skid resistance of a pavement surface by measurement of the sideway-force coefficient (SFCD): SKM; Part 9: Procedure for determining the skid resistance of a pavement surface by measurement of the longitudina
22、l friction coefficient (LFCD): DWWNL skid resistance trailer; Part 10: Procedure for determining the skid resistance of a pavement surface using a device with longitudinal block measurement (LFCSK): the Skiddometer BV-8; Part 11: Procedure for determining the skid resistance of a pavement surface us
23、ing a device with longitudinal block measurement (LFCSR): the SRM; Part 12: Procedure for determining the skid resistance of a pavement surface using a device with longitudinal controlled slip: the BV 11 and Saab friction tester (SFT); Part 13: Procedure for determining the skid resistance of a pave
24、ment surface by measurement of a sideway force coefficient (SFCO): the Odoliograph; Part 15: Procedure for determining the skid resistance of a pavement surface using a device with longitudinal controlled slip (LFCI): The IMAG the present document. According to the CEN-CENELEC Internal Regulations,
25、the national standards organizations of the following countries are bound to announce this Technical Specification: Austria, Belgium, Bulgaria, Croatia, Cyprus, PD CEN/TS 15901-15:2014 CEN/TS 15901-15:2014 (E) 4 Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France
26、, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom. PD CEN/TS 15901-15:2014 CEN/TS 15901-15:2014 (E) 5 1 Scope This Technical Specific
27、ation describes a method only used on airports for determining the skid resistance of pavements by measurement of the longitudinal friction coefficient LFCI. The method provides a measure of the wet skid resistance properties of a bound surface by measurement of the longitudinal friction coefficient
28、 using a trailer with a standard slip ratio of 15 %. The slip ratio can be chosen between 0 % and 100 % for research application. The test tyre is dragged over a pre-wetted pavement under vertical force and constant speed conditions while the test tyre is parallel to the direction of motion. This Te
29、chnical Specification covers the operation of the IMAG device. The skid resistance of a pavement is determined by friction measurements at different speeds. Tests can be performed between 40 km/h and 120 km/h but standard test speeds are 40 km/h, 65 km/h and 95 km/h. Low speed measurements asses the
30、 microtexture while high speed measurements asses the macrotexture. The skid resistance is reported as friction measurements at these speeds and by comparison with the minimum friction level. 2 Normative references The following documents, in whole or in part, are normatively referenced in this docu
31、ment 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 amendments) applies. ISO 5725-2, Accuracy (trueness and precision) of measurement methods and results Part 2: Bas
32、ic method for the determination of repeatability and reproducibility of a standard measurement method ASTM E670-09, Standard Test Method for Side Force Friction on Paved Surfaces Using the Mu-Meter ASTM E2100-04, Standard Practice for Calculating the International Runway Friction Index PIARC Technic
33、al Document. Specification for a standard test tyre for friction coefficient measurement of a pavement surface: Smooth test tyre (2004-03) 3 Recommended uses The IMAG is used in the following fields of application: monitoring of airport pavements (Pavement Management) according to ICAO Annex 14 Atta
34、chment A 7, approval of new surfacing according to ICAO Annex 14 Attachment A 7, investigation of surface skid resistance, measurements on project-level compliance, comparative measurements among different devices, measurements on contaminated (ice or snow covered) airport pavements (not covered by
35、this Technical Specification) according to ICAO Annex 14 Attachment A 6, PD CEN/TS 15901-15:2014 CEN/TS 15901-15:2014 (E) 6 research measurements. 4 Terms and definitions For the purposes of this document, the following terms and definitions apply. 4.1 contact area overall area of the road surface i
36、nstantaneously in contact with a tyre Note 1 to entry: This term describes the overall area generally covered by the tyre. Due to the effects of surface texture or any tyre tread pattern, not all of the tyre or road surface in the contact area may be in contact at any instant. 4.2 friction resistanc
37、e to relative motion between two bodies in contact, the frictional force being the force which acts tangentially in the contact area 4.3 vertical force (load) force applied by the wheel assembly on the contact area Note 1 to entry: Some devices use an assumed load based on the static load. 4.4 horiz
38、ontal force (drag) horizontal force acting tangentially on the test wheel in line with the direction of travel 4.5 slip ratio slip speed divided by the operating speed 4.6 longitudinal friction coefficient LFC ratio between horizontal force (drag) and vertical force (load) for a braked wheel in cont
39、rolled conditions, which is normally a decimal number quoted to two significant figures Note 1 to entry: LFC varies depending on the slip ratio of the device and the operational speed. 4.7 skid resistance characterisation of the friction of a road surface when measured in accordance with a standardi
40、zed method 4.8 wet 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 include the tyre pressure
41、, contact area, tread pattern, and rubber composition; the alignment, texture, surface pollution, and characteristics of the road surface; the vehicle speed; and the weather conditions. The change in skid resistance of a surface in service is affected by the volume of traffic and the composition of
42、the traffic, as the tyres of these vehicles polish and/or wear away the surfacing material in different ways. Rubber debris especially affects wet skid resistance. PD CEN/TS 15901-15:2014 CEN/TS 15901-15:2014 (E) 7 Where the surface contains aggregate with a coating of binder, e.g. bitumen, resin or
43、 Portland cement, the skid resistance will change as the coating is worn away by tyres. 4.9 fixed slip condition in which a braking system forces the test wheel to roll at a fixed reduction of its operating speed 4.10 fixed slip friction friction between a test tyre and a airfield surface when the w
44、heel is controlled to move at a fixed proportion of its natural speed 4.11 longitudinal friction coefficient IMAG LFCI 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 force accomplished under c
45、ontrolled slipping conditions Note 1 to entry: The controlled slipping condition of the test wheel is achieved by a hydraulic pump and a hydraulic servo-valve enslaved by the sensors of the IMAG. 4.12 sampling length or sampling interval distance over which responses of the sensors are sampled to de
46、termine a single measurement of the recorded variables Note 1 to entry: The sampling length depends upon the detailed operation of device and its recording system; a number of samples may be combined to determine a measurement for a subsection. Note 2 to entry: This should not be confused with horiz
47、ontal resolution which is the shortest distance over which a change in the measured parameter can be detected. 4.13 microtexture deviation of a pavement from a true planar pavement with characteristic dimensions along the pavement of less than 0,5 mm, corresponding to texture wavelengths with one-th
48、ird-octave bands and up to 0,5 mm centre wavelengths Note 1 to entry: Peak to peak amplitudes normally vary in the range 0,001 mm to 0,5 mm. Note 2 to entry: Microtexture is a primary component in skid resistance at low speeds. Those devices that utilize a relatively low slip speed primarily measure
49、 the component of friction affected by microtexture. 4.14 macrotexture deviation of a pavement from a true planar pavement with characteristic dimensions along the 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 skid resistance at high speeds but it also has an effect at
