DIN 45673-9-2015 Mechanical vibration - Resilient elements used in railway tracks - Part 9 Laboratory test procedures for discrete resilient rail fastening systems《机械振动 铁路轨道用弹性构件 第.pdf

《DIN 45673-9-2015 Mechanical vibration - Resilient elements used in railway tracks - Part 9 Laboratory test procedures for discrete resilient rail fastening systems《机械振动 铁路轨道用弹性构件 第.pdf》由会员分享，可在线阅读，更多相关《DIN 45673-9-2015 Mechanical vibration - Resilient elements used in railway tracks - Part 9 Laboratory test procedures for discrete resilient rail fastening systems《机械振动 铁路轨道用弹性构件 第.pdf（15页珍藏版）》请在麦多课文档分享上搜索。

1、August 2015DEUTSCHE NORM E n g l i s h p r i c e g r o u p 1 0No 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 17.16

2、0; 93.100!%J“2399658www.din.deDIN 45673-9M e c h a n i c a l v i b r a t i o n R e s i l i e n t e l e m e n t s u s e d i n r a i l w a y t r a c k s P a r t 9 : L a b o r a t o r y t e s t p r o c e d u r e s f o r d i s c r e t e r e s i l i e n t r a i l f a s t e n i n g systems,English transla

3、tion of DIN 45673-9:2015-08M e c h a n i s c h e S c h w i n g u n g e n E l a s t i s c h e E l e m e n t e d e s O b e r b a u s v o n S c h i e n e n f a h r w e g e n T e i l 9 : L a b o r P r f v e r f a h r e n f r d i s k r e t e e l a s t i s c h e S c h i e n e n b e f e s t i g u n g e n ,

4、Englische bersetzung von DIN 45673-9:2015-08V i b r a t i o n s m c a n i q u e s l m e n t s l a s t i q u e s d e s v o i e s f e r r e s P a r t i e 9 : M t h o d e s e n l a b o r a t o i r e p o u r e s s a y e r d e s f i x a t i o n s l a s t i q u e s d e r a i l d i s c r t e s ,Traduction

5、anglaise de DIN 45673-9:2015-08www.beuth.deD o c u m e n t c o m p r i s e s 1 5 p a g e sDNormenausschuss Akustik, Lrmminderung und Schwingungstechnik (NALS) im DIN und VDIDIN-Sprachendienst02.16DIN 45673-9:2015-08 2 A comma is used as the decimal marker. Contents Page 1 Scope 4 2 Normative referen

6、ces 4 3 General principles5 4 Test procedures for discrete rail fastening systems .5 4.1 Overview .5 4.2 Static stiffness kstat,zunder vertical loading .6 4.3 Static stiffness kstat qunder inclined loading 7 4.4 Dynamic stiffness kdyn(f) .9 4.5 Dynamic stiffening ratio kdyn(f) 10 4.6 Loss factor 10

7、5 Fitness for purpose 10 5.1 General . 10 5.2 Mechanical fatigue strength, repeated loading test 11 5.3 Material identification testing 11 5.4 Material and component testing 11 6 Quality assurance . 14 Bibliography . 15 DIN 45673-9:2015-08 3 Foreword This standard has been prepared by Working Group

8、NA 001-03-15 AA (NALS/VDI C 15) Schwingungs-minderung in der Umgebung von Verkehrswegen of Normenausschuss Akustik, Lrmminderung und Schwingungstechnik (Acoustics, Noise Control and Vibration Engineering Standards Committee (NALS) of DIN and VDI. Publication of this standard arose from the need to d

9、etermine in a laboratory the parameters used to describe the static and dynamic properties, as well as the fitness for purpose of resilient and highly resilient rail fastening systems used in all types of railways with particular regard to their subsequent installation conditions, and to report thes

10、e parameters in product descriptions. The aim is to facilitate the comparison of different products and to enable their vibration-reducing effects to be calculated. In DIN EN 13146-9 specifications have already been given for the stiffness of discrete rail fastening systems. In the present standard

11、the specifications of DIN EN 13146-9 in respect of the vibration-reducing effectiveness are given in more detail in some cases and are supplemented in others. DIN 45673 consists of the following parts, under the general title Mechanical vibration Resilient elements used in railway tracks: Part 1: Te

12、rms and definitions, classification, test procedures Part 2: Determination of static 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 evaluatio

13、n of insertion loss of mounted track systems Part 5: Laboratory test procedures for under-ballast mats Supplement 1: Test form; with CD-ROM Part 6: Laboratory test procedures for under-sleeper pads of concrete sleepers Supplement 1: Test form; with CD-ROM Part 7: Laboratory test procedures for resil

14、ient elements of floating slab track systems Supplement 1: Test forms; with CD-ROM Part 8: Laboratory test procedures for continuous elastic rail supports Supplement 1: Test form; with CD-ROM Part 9: Laboratory test procedures for discrete resilient rail fastening systems Supplement 1: Test form; wi

15、th CD-ROM DIN 45673-9:2015-08 4 1 Scope This standard specifies laboratory test procedures for determining the parameters used to describe the static and dynamic properties of discrete resilient rail fastening systems (rail fastening systems for single-support seats) used on all types of railways. T

16、he standard covers those parameters that are relevant for describing the effectiveness of a track structure in mitigating vibration, that is, in reducing the emission of vibration and structure-borne noise. In this standard the specifications of DIN EN 13146-9 in respect of the vibration-reducing ef

17、fectiveness are given in more detail in some cases and are supplemented in others. In addition to specifying the basic testing of relevant properties of resilient elements for rail fastenings and of rail fastening systems, this standard also specifies additional procedures for testing fitness for pu

18、rpose and provides information on quality monitoring as part of quality assurance. However, this standard does not contain requirements pertaining to the properties of resilient and highly resilient rail fastening systems. 2 Normative references The following documents, in whole or in part, are norm

19、atively referenced in this document 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. DIN 45673-1, Mechanical vibration Resilient elements used in

20、railway tracks Part 1: Terms and definitions, classification, test procedures DIN 45673-8, Mechanical vibration Resilient elements used in railway tracks Part 8: Laboratory test procedures for continuous elastic rail supports DIN 53504, Testing of rubber Determination of tensile strength at break, t

21、ensile stress at yield, elongation at break and stress values in a tensile test DIN 53508, Testing of rubber Accelerated ageing DIN EN 13146-4:2012-06, Railway applications Track Test methods for fastening systems Part 4: Effect of repeated loading DIN EN 13146-5, Railway applications Track Test met

22、hods for fastening systems Part 5: Determination of electrical resistance DIN EN 13146-9:2011-12, Railway applications Track Test methods for fastening systems Part 9: Determination of stiffness DIN EN 50122-2 (VDE 0115-4), Railway applications Fixed installations Electrical safety, earthing and the

23、 return circuit Part 2: Provisions against the effects of stray currents caused by d.c. traction systems DIN EN ISO 1798, Flexible cellular polymeric materials Determination of tensile strength and elongation at break DIN EN ISO 10846-2, Acoustics and vibration Laboratory measurement of vibro-acoust

24、ic transfer properties of resilient elements Part 2: Direct method for determination of the dynamic stiffness of resilient supports for translatory motion DIN ISO 815-1, Rubber, vulcanized or thermoplastic Determination of compression set Part 1: At ambient or elevated temperatures DIN 45673-9:2015-

25、08 5 3 General principles Refer to DIN 45673-1 for terms, symbols, test rig requirements, measuring system requirements, documen-tation requirements and types of test procedures. Resilient and highly resilient rail fastening systems reduce the vibration emitted to the environment when the frequency

26、of the vibration lies above the wheel/track resonance frequency. However, when the frequency lies within the resonance frequency range, the vibration is often amplified. Depending on the transmission characteristics of the overall mechanical system and where the resonance frequency lies, resilient a

27、nd highly resilient rail fastening systems can reduce the vibration emission and thereby structure-borne noise immissions in the environment, for example within buildings. Note that the effectiveness of the resilient elements can be significantly impaired by the way in which they are installed. In r

28、esilient and highly resilient rail fastening systems, resilience is provided by the resilient elements of the railway track. Rail pads, baseplate pads and other elastomer components have proven suitable as resilient elements of the railway track for rail fastening systems. Because the aim of the sta

29、ndards series DIN 45673 is to enable better determination of the vibration-reducing effectiveness of railway track systems, tests on the entire rail fastening system are normally necessary. Individual testing of rail pads, baseplate pads or other elastomer components may be suitable for product deve

30、lopment or production monitoring; however, this cannot substitute testing of the entire system. NOTE 1 For standardized rail fastening systems with rail pads and baseplate pads, the testing of the elastic properties of these components may be sufficient if the appropriate prior knowledge of the enti

31、re system is already available. This is the case, for example, when tendering for rail pads for a rail fastening system with known properties and defined load-deflection curve. Rail fastening systems for the reduction of vibration emissions can be designated as being resilient or highly resilient, d

32、epending on their resilience: In a resilient rail fastening system, the rail on a rigid support structure exhibits a static vertical deflection of 1 mm to 2 mm when subjected to maximum axle load. In a highly resilient rail fastening system, the rail on a rigid support structure exhibits a static ve

33、rtical deflection of 3 mm to 4 mm when subjected to maximum axle load. NOTE 2 Static vertical deflection of more than 4 mm is only appropriate in specific cases; a vertical deflection of that magnitude can, however, prove critical. If necessary, evidence of the stress in the rail foot should be prov

34、ided, an inspection of the horizontal rail head displacement should be conducted and the behaviour in the event of a possible rail breakage should be examined. 4 Test procedures for discrete rail fastening systems 4.1 Overview A distinction is made between a) tests that are carried out for standard

35、cases in different applications (e.g. to facilitate the compilation of data sheets), and b) any supplementary tests that are necessary in order to take specific individual cases into consideration. In the latter situation, it is recommended that the test loads are determined by a suitable computatio

36、nal procedure (e.g. the method described by Zimmermann 1 or by an FEM analysis of a beam on elastic support). The following parameters (see DIN 45673-1) are required for a practical assessment of the suitability of a discrete rail fastening system: static stiffness kstat,zunder vertical loading; at-

37、rest value of the static stiffness kstat 0,z; DIN 45673-9:2015-08 6 static stiffnesses kstat q,zand kstat q,yunder inclined loading; dynamic stiffness kdyn(f); dynamic stiffening ratio kdyn(f); loss factor . The test procedures, test parameters, the practical implementation of the test procedures an

38、d the evaluation of the test results needed to determine the above quantities are described below. The tests shall always be carried out on the entire system. 4.2 Static stiffness kstat,zunder vertical loading 4.2.1 Test parameters, procedure and evaluation The static stiffness is determined in a ma

39、nner analogous to the test procedure in DIN EN 13146-9:2011-12, 7.1, under vertical loading. According to the present standard, however, the static stiffness kstat,zshall be determined as a secant stiffness between F1= 1 kN and the vertical loads F2defined for standard cases in Table 1, as well as f

40、rom the associated measured deflections s1and s2as follows: 1212zstat,ssFFk= (1) When determining the compression characteristics (load-deflection curve), a load of 1,2 times the load F2shall be applied as the test upper load Fmax. NOTE 1 The load F1is set at 1 kN so that the initial degree of rail

41、deflection s1can be unambiguously assigned. The load F2is chosen to cover the working range of the load-deflection curve for the rail fastening system, i.e. the load range experienced under realistic service conditions and maximum axle load. Because of the resilience curve that is generated under se

42、rvice conditions, the load actually depends on the resilience of the system. The vertical loads F2to be used for standard situations are listed In Table 1. The loads in Table 1 have been determined for a resilient rail fastening system (1 mm to 2 mm rail deflection) and a highly resilient rail faste

43、ning system (3 mm to 4 mm rail deflection). In the case of a rail deflection of between 2 mm and 3 mm the mean values of the table values shall be used. NOTE 2 The load ranges selected in this standard deviate from those in DIN EN 13146-9. With regard to the aim of better assessment of the vibration

44、-reducing effectiveness of resilient and highly resilient discrete rail fastening systems, it is necessary to take into consideration the actual loads that occur under operation. Furthermore, the prevailing conditions typical for Germany, such as axle loads of the vehicles, rail profiles, elasticiti

45、es, etc. have been taken into account. 4.2.2 At-rest value kstat 0,zof the static stiffness While the rail fastening system is fixed in place and after having allowed it to recover for a period of 5 min in its unloaded state, it shall be subjected to further loading as follows: Step 1: Apply load F1

46、= 1 kN; maintain load for a duration of 10 min; record value of s1Step 2: Increase load at a rate of 1 kN/s to F2; apply load for a duration of 10 min; record value of s2The at-rest value of the vertical static stiffness is then calculated as follows: 1212z,0statssFFk= (2) DIN 45673-9:2015-08 7 Tabl

47、e 1 Vertical load F2for standard cases Vehicle type Maximum axle load Bogie wheelbase Vertical load F2for Example of rail resilient rail fastening system highly resilient rail fastening system kN m kN kN Tramway 100 1,8 22 17 49E1 (S 49) Underground railway/Metro 130 2,1 24 22 49E1 (S 49) Suburban r

48、apid transit system 160 2,5 29 24 54E3 (S 54) Main-line railway 220 2,5 38 33 60E1 (UIC 60) Freight train 250 1,8 52 47 60E1 (UIC 60) 4.3 Static stiffness kstat qunder inclined loading Under inclined loading (see DIN EN 13146-4) the static stiffness is also determined in a manner analogous to the te

49、st procedure specified in DIN EN 13146-9:2011-12, 7.1. The angle is to be measured at zero load. The angle is set to = 31 for curved track with a radius 800 m, and to = 22 for curved track with a radius 800 m. For tramways, the value of is always to be set to 38,6. In addition to the stiffnesses kSAdefined in DIN EN 13146-9, the static stiffnesses kstat q,zand kstat q,yshall be determined as secant stiffne