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Specification for dynamic performance assessment and testing verification of rolling stock
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Railway vehicles. Specification for evaluation the dynamic performance and accreditation test
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GB/T 5599-2019: Specification for dynamic performance assessment and testing verification of rolling stock
---This is an excerpt. Full copy of true-PDF in English version (including equations, symbols, images, flow-chart, tables, and figures etc.), auto-downloaded/delivered in 9 seconds, can be purchased online: https://www.ChineseStandard.net/PDF.aspx/GBT5599-2019
GB
NATIONAL STANDARD OF THE
PEOPLE’S REPUBLIC OF CHINA
ICS 45.060.01
S 30
Replacing GB/T 5599-1985
Specification for dynamic performance assessment
and testing verification of rolling stock
Issued on. DECEMBER 10, 2019
Implemented on. JULY 01, 2020
Issued by. State Administration for Market Regulation;
Standardization Administration of PRC.
Table of Contents
Foreword... 3
1 Scope... 5
2 Normative references... 5
3 Terms and definitions... 5
4 Symbols... 7
5 Coordinate system of rolling stock... 7
6 General... 8
7 Test conditions... 9
8 Measurement parameters... 12
9 Assessment Index... 14
10 Assessment and data processing methods... 15
11 Test report... 17
Appendix A (Normative) Method for measuring relative friction coefficient... 19
Appendix B (Normative) Test system... 21
Appendix C (Informative) Measurement of wheel-rail interaction force... 23
Appendix D (Normative) Statistical processing method of operational stability
and operational quality data... 27
Appendix E (Normative) Measurement and data processing method of stability
index W... 29
Appendix F (Normative) Measurement and data processing method of comfort
index NMV... 32
References... 35
1 Scope
This standard specifies the method and assessment index, for the dynamic
performance test and verification of standard gauge rolling stocks along the line.
This standard applies to the dynamic performance assessment and test
verification of standard gauge rolling stocks along the line. For the test
verification of dynamic performance of urban rail vehicles, industrial and mining
electric power, diesel locomotives, it may refer to this standard.
This standard does not apply to test verification of the dynamic performance of
railway machinery, such as the standard gauge railway special vehicles (long-
large freight trains and rail vehicles with and without power), construction
machinery (bridge erecting machines, track laying machines, track cranes, etc.),
road maintenance machinery (screening machines, tamping machines, etc.).
2 Normative references
The following documents are essential to the application of this document. For
the dated documents, only the versions with the dates indicated are applicable
to this document; for the undated documents, only the latest version (including
all the amendments) is applicable to this standard.
TB/T 3332-2013 Railway application - Method for the determination of wheel
track equivalent conical degree
TB/T 3355-2014 Dynamic testing and assessment of geometric state of track
UIC 513.1994 Guidelines for evaluating passenger comfort in relation in
railway vehicle
3 Terms and definitions
The following terms and definitions apply to this document.
3.1
Maximum operating speed
The maximum speed, to which the rolling stock can adapt to, in case of long-
term continuous operation.
Note. The maximum operating speed is expressed in kilometers per hour (km/h).
3.2
Operating speed
The operating speed, which is comprehensively determined based on the
transportation organization, routes, signals, rolling stocks.
Note. The operating speed is expressed in kilometers per hour (km/h).
3.3
Permissible cant deficiency
The maximum unbalanced superelevation allowed, when the rolling stock
passes through a curve.
Note. The permissible cant deficiency is expressed in millimeters (mm).
3.6
Vibration acceleration
Linear acceleration, which is measured on parts, such as axle box, bogie,
vehicle body.
Note. Vibration acceleration is expressed in meters per second (m/s2).
4 Symbols
Symbols and units are as shown in Table 1.
5 Coordinate system of rolling stock
5.1 Coordinate system for dynamics test of rolling stock
The coordinate system for dynamics test of the rolling stock is a right-hand
coordinate system. For the forward-moving direction of the vehicle, the x-axis
is the positive direction.
5.2 Naming rules of measuring points
First, name the sequence, in order, along the running direction, as shown in j of
Figure 1.THEN, name the vehicle side symmetrically according to the xOz
plane, as shown in k of Figure 1.
6 General
6.1 The verification of the dynamic performance of rolling stock shall be carried
out through the method of route test.
6.2 After leaving the factory, the rolling stock shall undergo a running-in
operation of no less than 5 × 103 km.
6.3 The following parameters shall be confirmed before the test.
6.4 The surface of the rail should be in a dry state. The state of the rail, climatic
conditions, test time shall all be stated in the test report.
7 Test conditions
7.1 General rules
The test operating conditions shall consider factors, such as route grade, test
speed, cant deficiency, curve radius, marshalling, running direction.
7.2 Test segments and sampling requirements
7.2.1 Classification of test segments
The test segment is divided into straight line, large radius curve, small radius
curve, straight through turnout, lateral through turnout.
7.2.2 Straight-line segment
7.2.3 Large radius curve segment
7.2.3.1 The curve radius of the large radius curve is selected, according to
different operating conditions, vehicle types, speed levels, actual working
conditions of common routes, with reference to Table 2 and Table 3.
7.2.3.3 The quantity of sampling segments, N, is ≥ 25.
7.2.3.4 The sampling length of each segment. if vopr ≤ 140 km/h, then l = 100
m; if 140 km/h < vopr ≤ 220 km/h, then l = 250 m; if vopr > 220 km/h, then l = 500
m. The allowable deviation of the sampling length of each segment is 10%.
7.2.4 Small radius curve segment
7.2.4.1 The range of radius R of small radius curve. 250 m ≤ R ≤ 400 m.
7.2.5 Straight through turnout
Design speed of segment
7.2.5.1 The maximum test speed vmax is 1.1 times vopr, which shall not be lower
than vopr under difficult conditions. The test shall be divided into a number of
speed levels, at the maximum test speed; the speed level increments are 10
km/h or 20 km/h. The tolerance of speed control is ±5 km/h.
7.2.5.2 Each turnout area, through which it passes straightly, is regarded as a
sampling segment. The number of sampling segments, N, at each speed level,
is ≥ 10.
7.2.6 Lateral through turnouts
7.2.6.1 The maximum test speed vmax is 1.1 times vopr, which shall not be lower
7.3 Rolling stocks under test
7.3.1 Mechanical characteristics
7.3.1.1 During the verification test, the manufacturer shall provide the relevant
characteristic parameters of the rolling stock under test; confirm that its
condition is normal AND meets the specified requirements.
7.3.2 Load status
7.3.2.1 The rolling stock test shall be carried out in the unladen state.
7.3.3 Tread profile of wheel rim
7.3.3.1 There shall be no abnormalities, such as scratches or peeling, on the
tread of the wheel rim.
7.3.3.2 It shall record the rim tread profile of the tested rolling stock. Confirm
that its state is normal. Record it in the test report. The wheel track equivalent
conical degree is calculated in accordance with the provisions of TB/T 3332-
2013.
7.3.4 Air spring
If it is an air spring suspension vehicle, for safety reasons, it should supplement
the operation test of the air spring after losing air, under the same conditions as
specified in 7.2.The test speed is gradually increased; the maximum test speed
is controlled within the allowable range of the operational stability index.
7.4 Marshalling and running direction
7.4.1 General rules
For the marshalling and running direction of the tested rolling stock, it shall
consider the operating conditions that may be encountered, in the operation of
the tested rolling stock. In order to simplify the test, only the most unfavorable
operating conditions proved by the test experience can be used for the test, for
the purpose of simplifying the test.
The test rolling stock runs in a special train mode.
7.4.2 Position in the rolling stock
7.4.2.1 For passenger trains and freight trains, they are generally hung at the
end of the tested rolling stock. If multiple vehicles are tested at the same time,
the marshalling position shall be clearly indicated in the test report.
7.4.3 Running direction
The test of passenger trains and EMUs shall be carried out in both forward and
reverse directions.
7.5 Test system
See Appendix B for the requirements for the test system.
8 Measurement parameters
8.1 Wheel-rail interaction force
The wheel-rail lateral force Q and the wheel-rail vertical force P are measured,
by the force-measuring wheelset method.
8.2 Vibration acceleration
8.2.1 Vibration acceleration of vehicle
8.2.1.1 For the vertical and lateral vibration acceleration of the rolling stock, the
measuring points are arranged on the front traction beam on the longitudinal
centerline of the underframe AND on the base of the driver's seat.
8.2.1.3 For the vertical and lateral vibration acceleration, the measuring points
of the freight train are arranged on the lower cover of the middle beam of the
vehicle underframe, that is less than 1000 mm from the centerline of the center
plate, OR on the corresponding position, at the inner side of the center plate at
position 1 or 2.
8.2.2 Lateral vibration acceleration of bogie frame
The acceleration sensor is installed on the bogie frame, which is used for
measuring wheel-rail force; the position is above the corresponding axle box.
8.3 Displacement
According to the characteristics of the test bogie, select installing the vertical,
lateral or longitudinal displacement sensors, on the relevant locations of the
primary suspension and secondary suspension, to measure the displacement
of the spring (the vertical displacement of the primary spring Sjz, the lateral
displacement of the secondary spring Sty, the vertical displacement of
secondary spring Stz, etc.).
9 Assessment Index
9.1 Operational stability
9.1.1 Overview
Operational stability is evaluated, by the use of index, such as derailment
coefficient, wheel load reduction rate, wheelset lateral force, lateral stability.
9.1.2 Derailment coefficient
9.1.3 Wheel load reduction rate
9.1.3.1 Wheel load reduction rate is another derailment safety index, for
evaluating derailment, which is caused by excessive reduction of wheel load.
9.1.3.2 The wheel load reduction rate is the ratio, of the wheel load reduction
ΔP to the average static wheel weight of the axle, that is, the wheel load
reduction rate is ΔP/.
9.1.4 Wheelset lateral force
The wheelset lateral force H is used to assess, whether the track gauge will be
widened OR the route will be severely deformed, due to excessive lateral force,
during the operation of the vehicle.
9.2 Operational quality
The running quality is evaluated by the vibration acceleration αty and αtz of the
vehicle.
9.3 Operational smoothness
The running smoothness is evaluated by the smoothness index W OR the ride
comfort NMV.
......
Source: Above contents are excerpted from the full-copy PDF -- translated/reviewed by: www.ChineseStandard.net / Wayne Zheng et al.
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