CEN TR 15874-2009 Railway applications - Noise emission - Road test of standard for rail roughness measurement EN 15610 2009《轨道交通 噪音 路试的标准轨表面粗糙度测量 EN 15610-2009》.pdf
《CEN TR 15874-2009 Railway applications - Noise emission - Road test of standard for rail roughness measurement EN 15610 2009《轨道交通 噪音 路试的标准轨表面粗糙度测量 EN 15610-2009》.pdf》由会员分享,可在线阅读,更多相关《CEN TR 15874-2009 Railway applications - Noise emission - Road test of standard for rail roughness measurement EN 15610 2009《轨道交通 噪音 路试的标准轨表面粗糙度测量 EN 15610-2009》.pdf(56页珍藏版)》请在麦多课文档分享上搜索。
1、PD CEN/TR 15874:2009ICS 17.140.30; 93.100NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWPUBLISHED DOCUMENTRailway applications Noise emission Road test of standard for rail roughness measurement EN 15610:2009This Published Documentwas published under theauthority of the Standa
2、rdsPolicy and StrategyCommittee on 31 March2010 BSI 2010ISBN 978 0 580 62516 9Amendments/corrigenda issued since publicationDate CommentsPD CEN/TR 15874:2009National forewordThis Published Document is the UK implementation of CEN/TR15874:2009.The UK participation in its preparation was entrusted to
3、TechnicalCommittee EH/1/2, Transport noise.A list of organizations represented on this committee can be obtained onrequest to its secretary.This publication does not purport to include all the necessary provisionsof a contract. Users are responsible for its correct application.Compliance with a Brit
4、ish Standard cannot confer immunityfrom legal obligations.PD CEN/TR 15874:2009TECHNICAL REPORTRAPPORT TECHNIQUETECHNISCHER BERICHTCEN/TR 15874May 2009ICS 17.140.30; 93.100English VersionRailway applications - Noise emission - Road test of standard forrail roughness measurement EN 15610:2009Applicati
5、ons ferroviares - Emission de bruit - Essai de routerelatif de norme pour la mesure de rugosit de rail EN15610:2009Bahnanwendungen - Geruschemission - Feldversuch zuEN 15610:2006 ber Messung der Schienenrauheit imHinblick auf die Entstehung von RollgeruschThis Technical Report was approved by CEN on
6、 28 March 2009. It has been drawn up by the Technical Committee CEN/TC 256.CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland,France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, N
7、etherlands, Norway, Poland, Portugal,Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMIT EUROPEN DE NORMALISATIONEUROPISCHES KOMITEE FR NORMUNGManagement Centre: Avenue Marnix 17, B-1000 Brussels 2009 CEN All rights of exploitation i
8、n any form and by any means reservedworldwide for CEN national Members.Ref. No. CEN/TR 15874:2009: EPD CEN/TR 15874:2009CEN/TR 15874:2009 (E) 2 Contents Page Foreword 31 Introduction 41.1 Background 41.2 Objectives of the road test 52 Brief review of the nature and requirements of the new standard .
9、52.1 Longitudinal position of measurement records and sample length 52.2 Lateral position of the measurements on the rail head .52.3 Processing 63 The measurement programme .63.1 The test procedure.63.2 Test sites 73.2.1 Loriol .73.2.2 Wildenrath 83.3 Teams and instruments 94 Comparison of the pract
10、ices of the teams 94.1 Choice of lateral position 94.1.1 Loriol .94.1.2 Wildenrath . 114.1.3 Conclusion on success of the provisions for identifying the reference surface . 124.2 Longitudinal sampling and cleaning the rail head 125 The common analysis applied to the raw data 135.1 Spike processing 1
11、35.2 DFT and filtering analysis techniques 135.3 Treatment of long records in which rail-head defects are present . 135.4 Chatter/screech . 135.5 Observations made on results presented in Appendices A and B . 155.5.1 Loriol 155.5.2 Wildenrath . 155.6 Overall observations 176 Comparisons of roughness
12、 spectra . 176.1 The datum line spectra . 176.2 The 100 m test section results 197 Conclusions 23Annex A (informative) Results from Loriol for all instruments processed using the common processing method . 24Annex B (informative) Results from Wildenrath for all instruments processed using the common
13、 processing method . 39Annex C (informative) Review of rail-head defects encountered at Loriol . 50Bibliography . 52PD CEN/TR 15874:2009CEN/TR 15874:2009 (E) 3 Foreword This document (CEN/TR 15874:2009) has been prepared by Technical Committee CEN/TC 256 “Railway Applications”, the secretariat of wh
14、ich 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. CEN and/or CENELEC shall not be held responsible for identifying any or all such patent rights. PD CEN/TR 15874:2009CEN/TR 15874:2009 (E) 4 1 Introduction 1.1 Bac
15、kground It is well established that rolling noise originates in the combined roughnesses of the wheel and rail running surfaces. Through the rolling interaction of the wheel and rail this roughness imposes a time history of relative displacement across the wheel-rail contact that leads to vibration
16、of the wheel and of the track. This vibration, in turn, gives rise to the noise components radiated by the wheel, the rail and the sleeper. The fact that at low (normal) levels, the roughness gives rise to noise radiation linearly and accounts for the noise fully, has been shown by the comparison of
17、 theoretical models and carefully controlled measurements 1. It has furthermore entered the practice of a number of railways to control the roughness, even of uncorrugated, track as a measure to reduce noise. In recent years, in line with the European Unions strategy for harmonisation of internation
18、ally running train services in Europe, new Technical Specifications for Interoperability (TSI) have been written for the acceptance testing of new rolling stock. The acoustic TSI reflects the understanding of the noise generation mechanisms 2, 3. In order to ensure that the acceptance test, that may
19、 be made at different locations on different rolling stock, is a fair test of the rolling stock and depends as little as possible on the local track design, the TSI specifies conditions for a reference track on which pass-by noise measurements are to be made. The reference track is controlled in ter
20、ms of the noise produced per unit level of combined roughness and the roughness of the rail head running surface. The first condition is characterised by a minimum decay rate spectrum that must be obtained on the reference track (for how this relates to the noise performance of the track see 4 and t
21、o 5 for the method of measurement). The second condition is a limit to the spectral level of rail roughness that may exist on the reference track 6. To ensure comparable and repeatable pass by noise measurements are made, the TSI calls upon ISO 3095. This standard also contains an Annex concerning t
22、he measurement of roughness. A programme of measurements of noise from both high-speed and some conventional speed rolling stock was undertaken to test the practical applicability of the TSI method of measurements (NOEMIE project 7). In most respects the tests were successful but it was shown, as pr
23、eviously realised, that the part of ISO 3095 concerning roughness measurements is too limited in the following respects: a) the wavelength range specified is too short for use for high speed trains; b) too little data sampling is demanded to give the required certainty in the measured spectrum of ro
24、ughness over the wavelength required; c) the standard is written on the assumption of a particular measurement technology; it is preferred that only a performance criterion be implied for the quality of measurements obtained; d) ISO 3095 imposes a fixed pattern of sample records; this sometimes caus
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