DIN 45673-7-2010 Mechanical vibration - Resilient elements used in railway tracks - Part 7 Laboratory test procedures for resilient elements of floating slab track systems《机械振动 铁路轨.pdf

《DIN 45673-7-2010 Mechanical vibration - Resilient elements used in railway tracks - Part 7 Laboratory test procedures for resilient elements of floating slab track systems《机械振动 铁路轨.pdf》由会员分享，可在线阅读，更多相关《DIN 45673-7-2010 Mechanical vibration - Resilient elements used in railway tracks - Part 7 Laboratory test procedures for resilient elements of floating slab track systems《机械振动 铁路轨.pdf（22页珍藏版）》请在麦多课文档分享上搜索。

1、August 2010DEUTSCHE NORM Normenausschuss Akustik, Lrmminderung und Schwingungstechnik (NALS) im DIN und VDIDIN-SprachendienstEnglish 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

2、, Germany,has the exclusive right of sale for German Standards (DIN-Normen).ICS 17.160; 93.100!$l“1739529www.din.deDDIN 45673-7Mechanical vibration Resilient elements used in railway tracks Part 7: Laboratory test procedures for resilient elements of floating slabtrack systemsEnglish translation of

3、DIN 45673-7:2010-08Mechanische Schwingungen Elastische Elemente des Oberbaus von Schienenfahrwegen Teil 7: Labor-Prfverfahren fr elastische Elemente von Masse-Feder-SystemenEnglische bersetzung von DIN 45673-7:2010-08Vibrations mcaniques lments lastiques des voies ferres Partie 7: Mthodes en laborat

4、oire pour essayer les lments lastiques des systmesmasse-ressortTraduction anglaise de DIN 45673-7:2010-08Together with DIN 45673-1:2010-08, DIN 45673-5:2010-08, DIN 45673-6:2010-08 and DIN 45673-8:2010-08supersedes DIN 45673-1:2000-05Supersedes: see belowwww.beuth.deDocument comprises pages2201.11 D

5、IN 45673-7:2010-08 A comma is used as the decimal marker. Contents Page Foreword. 3 1 Scope . 4 2 Normative references . 4 3 Overview and general principles. 4 4 Discrete supports for floating slab track systems 5 4.1 Vertical static stiffness. 5 4.2 Horizontal static stiffness 8 4.3 Vertical dynami

6、c stiffness kdyn( f ) 9 4.4 Loss factor 10 5 Continuous resilient support mats for floating slab track systems 11 5.1 Vertical static bedding modulus . 11 5.2 Horizontal static bedding modulus Cstat,h13 5.3 Vertical dynamic bedding modulus Cdyn( f ) 13 5.4 Loss factor 14 6 Strip mats (linear support

7、s) for floating slab track systems . 14 7 Fitness for purpose 14 7.1 Summary 14 7.2 Mechanical fatigue strength 14 7.3 Shear stability (shear creep) 15 7.4 Material identification testing 16 7.5 Material and component testing 16 8 Quality monitoring, quality assurance . 19 Annex A (informative) Exam

8、ple of floating slab track systems 20 Bibliography . 22 2 DIN 45673-7:2010-08 Foreword This standard has been prepared by Working Group NA 001-03-15 AA (NALS/VDI C 15) Schwingungs-minderung in der Umgebung von Verkehrswegen of the Normenausschuss Akustik, Lrmminderung und Schwingungstechnik (Acousti

9、cs, Noise Control and Vibration Engineering Standards Committee). It arose from the need to determine in the laboratory the parameters used to describe the static and dynamic properties of resilient elements of floating slab track systems and to assess their fitness for purpose with particular regar

10、d to their subsequent installation conditions. The aim is to facilitate the comparison of different products and to enable the dimensioning of a floating slab track system. However, as a floating slab track system is always an individual engineering solution for a particular application, it is not p

11、ossible to specify generally applicable load ranges for the resilient elements. DIN 45673 consists of the following parts, under the general title Mechanical vibration Resilient elements used in railway tracks: Part 1: Terms and definitions, classification, test procedures Part 2: Determination of s

12、tatic and dynamic characteristics in the track under operation Part 3: Experimental evaluation of insertion loss from artificial excitation of mounted track systems (in a test rig and in situ) Part 4: Analytical evaluation of insertion loss of mounted track systems Part 5: Laboratory test procedures

13、 for under-ballast mats Part 6: Laboratory test procedures for under-sleeper pads of concrete sleepers Part 7: Laboratory test procedures for resilient elements of floating slab track systems Part 8: Laboratory test procedures for continuous elastic rail supports Part 9: Laboratory test procedures f

14、or resilient elements of rail fastening systems and for discrete rail supports1)Amendments This standard differs from DIN 45673-1:2000-05 as follows: a) test parameters and their values have been extended and now take better account of conditions in practice; b) key loads have been explained in more

15、 detail and information about factors affecting the static and dynamic parameters has been provided; c) information on fitness for purpose and details concerning quality assurance have been included. Previous edition DIN 45673-1: 2000-05 1) Under preparation as a supplement to DIN EN 13146-9 which a

16、lready contains a number of specifications on the determination of stiffness in rail fastening systems. 3 DIN 45673-7:2010-08 1 Scope This standard specifies laboratory test procedures for determining the parameters used to describe the static and dynamic properties of resilient elements of floating

17、 slab track systems. The standard covers not only those parameters related to the effectiveness of a track structure in mitigating vibrations, that is, to reducing the emission of vibrations and structure-borne noise, but also the parameters that are needed for the static analysis and for the verifi

18、cation of track safety. However, as a floating slab track system is always an individual engineering solution for a particular application, it is not possible to specify generally applicable load ranges for the resilient elements. In addition to specifying the basic testing of relevant properties of

19、 the resilient elements used in floating slab track systems, this standard also sets out procedures for testing fitness for purpose and provides information on quality monitoring as part of quality assurance procedures. However, this standard does not contain requirements pertaining to the propertie

20、s of floating slab track systems and their resilient elements. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document

21、 (including any amendments) applies. DIN 45673-1, Mechanical vibration Resilient elements used in railway tracks Part 1: Terms and definitions, classification, test procedures DIN 53504, Testing of rubber Determination of tensile strength at break, tensile stress at yield, elongation at break and st

22、ress values in a tensile test DIN 53508, Testing of rubber Accelerated ageing DIN EN 13906-1, Cylindrical helical springs made from round wire and bar Calculation and design Part 1: Compression springs DIN EN ISO 1798, Flexible cellular polymeric materials Determination of tensile strength and elong

23、ation at break DIN EN ISO 1856, Flexible cellular polymeric materials Determination of compression set DIN EN ISO 10846-2, Acoustics and vibration Laboratory measurement of vibro-acoustic transfer properties of resilient elements Part 2: Direct method for determination of the dynamic stiffness of re

24、silient supports for translatory motion DIN ISO 815, Rubber, vulcanized or thermoplastic Determination of compression set 3 Overview and general principles Refer to DIN 45673-1 for definitions, symbols, test rig requirements, measurement system requirements, documentation requirements and classifica

25、tion of test procedures. The dimensioning of a floating slab track system involves not only structural analysis, but also the determination of the systems deformation behaviour (verification of track safety) and its tuning frequency. Floating slab track systems can achieve a significant reduction in

26、 vibrations and structure-borne noise emissions at excitation frequencies above 2 times the tuning frequency. NOTE 1 The tuning frequency of a floating slab track system is the systems lowest natural vertical frequency in the absence of vehicles. The tuning frequency can be measured and can indicate

27、 the presence of structural defects. 4 DIN 45673-7:2010-08 Floating slab track systems in the form of track base plates (see Figures A.1, A.3 and A.4) and track troughs (see Figure A.2) are individual solutions in which there is considerable variation in the engineering design and the types of resil

28、ient elements used. It is therefore not possible to provide generally applicable load ranges for dimensioning the resilient elements used in floating slab track systems. The preferred types of resilient elements are: discrete supports (steel springs or elastomeric pads); strip mats (i.e. linear supp

29、orts); continuous elastomeric mats. Horizontal forces (e.g. centrifugal force, gravitational force acting parallel to cant) that arise during the passage of a train over a section of floating slab track are generally dissipated as shear forces in the supports. These forces are particularly large in

30、discrete supports and strip mats compared with continuous mats. Tests designed to determine the horizontal static stiffnesses or the horizontal static bedding moduli shall be carried out in both horizontal directions. In this part of DIN 45763, the determination of the static and dynamic parameters

31、of a floating slab track system is restricted to the resilient element. The parameters are determined using the test loads calculated during the dimensioning of the floating slab track system. The test loads shall be determined on the basis of the dynamic and track engineering requirements of the fl

32、oating slab track system. Relevant parameters are the vehicles axle loads and wheelbase dimensions, vehicle speeds, track layout parameters such as the longitudinal inclinations and uncompensated centrifugal forces, and the structural design of the track system with respect to its ability to distrib

33、ute loads. A clear distinction shall be made in this regard between the real in-service loads (fitness for purpose) relating to the dynamic configuration of the floating slab track system and the design loads used for the verification of track safety. NOTE 2 With respect to the non-linear elastic pr

34、operties of the support elements, the goal is to base the vibration engineering design of the system on a reference vehicle, such as an ICE 3, which actually runs on the line, rather than using a theoretical load model, such as LM 71 as defined in DIN-Fachbericht (DIN Technical Report) 101. However,

35、 the verification of track safety (deformations, stresses in the rails and base plate, supports, etc.) is carried out on the basis of the load model. To guarantee the long-term functionality of the resilient elements and thus the effectiveness of the floating slab track system, the resilient element

36、s shall be subjected to defined fitness-for-purpose tests. Irrespective of the type of resilient elements used, floating slab track systems should be designed so that no water accumulates at the level at which the elements are located; see 7.5.2 for details. 4 Discrete supports for floating slab tra

37、ck systems 4.1 Vertical static stiffness 4.1.1 Stiffness kstat,z4.1.1.1 General The vertical static stiffness kstat,zdetermines the degree of compression of the floating slab track system under a live load. The vertical stiffness therefore influences the movement of the track base plate or the track

38、 trough during the passage of a train. 5 DIN 45673-7:2010-08 NOTE As the measurement of the static stiffness kstatis carried out repeatedly at the loading and unloading rate specified in 4.1.1.2 without any recovery phase, the measured quantity is actually a quasistatic quantity. However, the design

39、ation kstatand the manner in which the test is carried out ensure that comparisons can be made with existing product descriptions and earlier test procedures. Once kstat,zhas been determined and a full recovery phase has been completed, a further load is applied that yields the at-rest value kstat 0

40、,zof the vertical static stiffness (see 4.1.2). This at-rest value is used to estimate the static deflection under a dead load (e.g. a reference vehicle of known load). 4.1.1.2 Test parameters Dimensions of test object: Dimensions of discrete supports in their ready-to-install state Number of test o

41、bjects: Three Conditioning: Test object shall be dry at the test temperature for at least 16 h prior to the start of the test Test temperature: (23 3) C. If the resilient elements are to be used outdoors, their stiffness shall also be determined by suitable means at a series of temperatures below 0

42、C that are to be specified Manner of load application: Load applied vertically between two flat loading plates each with a sanding disc (K120 grit on a rigid linen backing cloth) inserted between the loading plate and the test object. Test loads: It is not possible to provide generally applicable lo

43、ads for testing discrete supports; the test loads are determined from the dimensioning of the floating slab track system. The following loads shall be used for the laboratory tests: F0(minimum load): Dead load of the track base plate or the track trough including rails, rail fastenings and, if appli

44、cable, ballast F1(service load): Minimum load F0plus the product of the dynamic coefficient (vibration coefficient) and the applicable vertical live load PVon curved track, the vertical force component FFvof the centrifugal load shall also be taken into account. FFvhas a value of about 0,2 PVfor sub

45、urban rapid transit and main-line rail systems, but this value can be significantly higher for low-floor vehicles. F2(evaluation load): Minimum load F0plus the product of the dynamic coefficient and the applicable vertical live load PVBexerted by the reference vehicle, or plus the product of the dyn

46、amic coefficient and the load model used for the verification of track safety F3(maximum load): 1,35 F0plus 1,5 times the product of the dynamic coefficient and the applicable vertical live load PVBexerted by the reference vehicle, or plus 1,45 times the product of the dynamic coefficient and the lo

47、ad model used for the verification of track safety NOTE 1 The dynamic coefficient incorporates the additional dynamic effects associated with the passage of the vehicle. Currently, a dynamic coefficient of = 1,3 is used for running speeds up to 200 km/h. NOTE 2 The applicable vertical live load PVis

48、 determined either by the axle loads of the vehicles used for regular scheduled services or by the agreed line classification. For suburban rapid transit and main-line rail systems (and for some underground railways), the live load PVassumed in mechanical fatigue strength testing (see 7.2) is based on the train types in DIN-Fachbericht 101:2009-03, Annex F “Fatigue calculations”. NOTE 3 In the case of tramways, urban light rail systems and underground railways, the l