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Specification for dynamic performance assessment and testing verification of rolling stock
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GB/T 5599-2019: PDF in English (GBT 5599-2019) GB/T 5599-2019
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
Specification for dynamic performance assessment
and testing verification of rolling stock
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).
3.4
Wheel-rail interaction force
The interaction force between the wheel and the rail.
Note: Wheel-rail interaction force is divided into wheel-rail vertical force P and
wheel-rail lateral force Q, which are measured on each wheel. Wheel-rail interaction
force is expressed in kilo-Newtons (kN).
3.5
Wheelset lateral force
The vector sum of the lateral forces of left and right wheel-rails.
Note: The lateral force of the axle is expressed in kilo-Newtons (kN).
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).
radius curve, small radius curve.
d) The actual status of rolling stock, such as unladen status, empty vehicle,
heavy vehicle, etc.
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
7.2.2.1 The maximum test speed Vmax is 1.1 times vmopr OR vmopr +10 km/h,
whichever is larger. The test shall be divided into several speed levels, at the
maximum test speed. The recommended speed level increment is 10 km/h or
20 km/h. The tolerance of speed control is ±5 km/h.
7.2.2.2 The quantity of sampling segments, N, at each speed level, is ≥ 25.
7.2.2.3 The sampling length of each segment: if Vmopr ≤ 220 km/h, then l = 250
m; if Vmopr > 220 km/h, then l = 500 m. The tolerance of sampling length of each
segment is 10%.
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.
7.2.5.1 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
than vopr under difficult conditions. The tolerance of speed control is ±2 km/h.
7.2.6.2 The turnout passing laterally is the No.12 turnout or the No.9 turnout.
7.2.6.3 Each turnout area, through which it passes laterally, shall be regarded
as a sampling segment. The number of sampling segments, N, is ≥ 10.
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.
7.3.1.2 For freight train bogies, which have friction damping devices, it shall
measure the relative friction coefficient. The method is as shown in Appendix A.
The measured results shall be recorded in the test report.
7.3.2 Load status
7.3.2.1 The rolling stock test shall be carried out in the unladen state.
7.3.2.2 The test of passenger trains and EMUs shall be carried out in the
unladen state.
7.3.2.3 The test of freight train shall be carried out under empty and marked
load conditions, respectively.
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.
7.4.2.2 For rolling stocks, the test is carried out in the traction state.
7.4.2.3 For EMUs or trains whose marshalling cannot be changed, it shall
describe the type of tested vehicle AND its position in the rolling stock, in the
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
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
9.1.2.1 The derailment coefficient is used to evaluate, whether the wheel rim of
the vehicle will climb up the rail head and derail, under the action of lateral force.
9.1.2.2 The derailment coefficient is the ratio of the lateral force Q, which is
applied to the rail by the wheels on the rail-climbing side, to the vertical force P,
which is applied to the rail, that is, the derailment coefficient is Q/P.
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.
9.1.5 Lateral stability
Lateral stability is used to evaluate, whether the bogie has a continuous lateral
oscillation, that cannot be damped quickly. It is evaluated by the lateral vibration
acceleration αjy of the bogie frame.
10.1.2 Assessment of lateral stability
10.1.2.1 Sampling method
Carry out real-time continuous sampling of the vibration acceleration of the
frame above the axle box.
10.1.2.2 Data processing method
The lateral stability is evaluated, within the range of the maximum test speed
vmax. Perform the band-pass filtering at 0.5 Hz ~ 10 Hz.
10.1.2.3 Assessment of lateral stability
When the acceleration peak reaches or exceeds 8 m/s2 for more than 6
consecutive times, it is determined that the bogie is laterally unstable.
10.2 Assessment of operational quality
10.2.1 Measurement and data processing methods
The operational quality is evaluated, within the range of the maximum test
speed vmax. Refer to Appendix D, for the measurement and data processing
methods.
10.2.2 Assessment method
The calculated statistical assessment value shall be less than the assessment
limit value, which is specified in 10.2.3.
10.2.3 Assessment of operational quality
The assessment limits of operational quality are as follows, according to
passenger trains, EMUs, freight trains, locomotives:
a) Passenger trains and EMUs: αtz ≤ 2.5 m/s2, αty ≤ 2.5 m/s2;
b) Freight trains: αtz ≤ 5.0 m/s2, αty ≤ 3.0 m/s2;
c) Locomotive: αtz ≤ 3.5 m/s2, αty ≤ 2.5 m/s2.
10.3 Assessment of operational stability
10.3.1 Stability index
10.3.1.1 The stability index W is evaluated, within the range of the maximum
operating speed Vmopr. Refer to Appendix E, for the measurement and data
processing methods.
Appendix C
(Informative)
Measurement of wheel-rail interaction force
C.1 Overview
The wheel-rail interaction force is measured by a force-measuring wheelset.
The force-measuring wheelset is a special sensor, for measuring wheel-rail
interaction force. Usually, strain gauges are arranged on the wheel web of the
force-measuring wheelset, to form a measuring bridge.
C.2 Factors to be considered in the design of the force-measuring
wheelset
The following factors shall be considered when designing the force measuring
wheelset:
a) The indexing lines of the left and right wheel bridges shall be coincident;
b) The output of the vertical force bridge and the lateral force bridge, shall
have higher sensitivity and lower influence coefficient;
c) It shall eliminate the mutual influence of vertical force and lateral force
output;
d) Effectively eliminate the influence of the position of the wheel-rail action
point;
e) Effectively eliminate the influence of thermal stress;
f) Effectively eliminate the influence of centrifugal inertia force.
C.3 Calibration of force-measuring wheelset
C.3.1 The force-measuring wheelset shall be calibrated on a dedicated
calibration test bench.
C.3.2 The vertical force and lateral force are respectively loaded, step by step.
The vertical calibrated load shall not be less than 1.5 times the weight of the
static wheel. The lateral calibrated load shall not be less than 1.2 times the
weight of the static wheel. At the same time, record the output of the loading
force AND the force-measuring wheelset's bridge path.
C.3.3 After the calibration of the force-measuring wheelset, calculate the
proportional coefficients Kpp and Kqq of the vertical force and the lateral force,
Appendix D
(Normative)
Statistical processing method of operational stability and operational
quality data
D.1 Test segment
The dynamics test of complete rolling stock shall generally be carried out, in
different line segments, which include:
a) Straight-line;
b) Large radius curve;
c) Small radius curve;
d) Laterally pass the turnout;
e) Straightly pass the turnout, etc.
D.2 Statistical processing
D.2.1 Processing of each sampling segment
D.2.1.1 Processing of assessment values, such as derailment coefficient,
wheel load reduction rate, wheelset lateral force
Calculate all valid sampling data on the sampling segment; THEN, perform 2 m
sliding average processing.
For each sampling segment, take the 99.85% value, which is corresponding to
the cumulative frequency curve of the absolute value of the sampling data, as
the sample xi of each sampling segment.
D.2.1.2 Processing of operational quality assessment values αty and αtz
The operational quality assessment values, αty and αtz, are calculated and
processed as follows:
a) For rolling stocks, passenger trains, EMUs, use 0.4 Hz ~ 40 Hz for band-
pass filtering. For freight trains, use 0.4 Hz ~ 15 Hz for band-pass filtering.
b) Calculate the absolute value of the maximum value ximax and minimum
value ximin of acceleration, in the sampling segment. Each value serves as
a statistical sample.
......
Source: Above contents are excerpted from the PDF -- translated/reviewed by: www.chinesestandard.net / Wayne Zheng et al.
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