EN standards and for track alignment. Dr Björn Kufver (Ferroplan)

Transcription

1 EN tandard and for track alignment Dr Björn Kufver Ferroplan

2 Content Introduction ti Line categorie v traffic categorie 4 Tranition curve 1 Length between cant tranition 1 Tilting train Abrupt change of curvature 3 Buffer locking 5 Vertical bending 3

3 Introduction - 1 CEN TC56 - Railway CEN TC56/SC1 - Track CEN TC56/SC1/WG15 Track alignment ENV :00 1 = Pretandard d for Plain Line EN = CEN Standard for S&C EN = CEN tandard for Plain Line pren = merged and updated draft

4 Introduction - IN CEN TC56/SC1/WG15 Umbrella approach avoid introducing criteria and limit that would require a change of exiting track alignment that have proven to be workable and afe while being ued in operation The leat conervative limit among European railway define the Exceptional limit Not necearily good practice, comfortable ride, low wheel/rail force, or eay track maintenance Normal limit in pren jut called limit are more conervative than Exceptional limit The tandard are NOT deign manual - The limit are not intended to be ued a normal deign value

5 Line categorie - 1 The pretandard ENV :00 contained many line categorie uch a: I Mixed traffic line, 80<V<10 km/h II Mixed traffic line, 10<V<00 V 00 km/h III Mixed traffic line, 00<V<300 km/h IV Mixed traffic line, V<50 km/h, with vehicle incorporating pecial deign characteritic V Dedicated paenger line, 50<V<300 km/h I

6 Line categorie - Traffic categorie have alo been ued in UIC Leaflet 703 from 1989: I Mixed traffic line, 80<V<10 km/h II Mixed traffic line, 10<V<00 km/h III Mixed traffic line, 00<V<50 km/h, DB III Mixed traffic line, 00<V<50 km/h, FS IV Dedicated paenger line, 50<V<300 km/h I

7 Line categorie - 3 Problem with the old approach: Lack of proper definition What are pecial deign characteritic Certain freight train are paenger I train Inconitent rule V=115 required a longer cant tranition than V=10 V=00 required larger vertical radiu than V=10 Line cat IV pecial deign characteritic required larger vertical radiu than Line cat III Line cat IV pecial deign characteritic required lower cant deficiency than Line cat III for certain peed interval

8 Line categorie - 4 Old approach had problem with Interoperability: No rule for a traditional paenger train running on Line Category IV Mixed traffic line where the paenger train are uppoed to have pecial deign characteritic I Step change to Line categorie Old approach ued term uch a Paenger train, Special deign characteritic, Freight train, dedicated freight wagon with pecial mechanical characteritic New approach ue Cant deficiency and procedure for approval of vehicle acc. to EN imilar to UIC 518 The level for cant deficiency coordinated with ERTMS ERTMS limit are not table

9 Tranition curve Mot European railway companie ue clothoid and linear cant tranition Information about S-haped ramp in an informative annex of EN Normal limit for rate of change of cant i 50 mm/ for linear ramp and 55 mm/ for S- haped ramp Realigning a linear ramp to an S-haped ramp doe not reult in a higher permiible train peed ince the S-haped ramp i teeper

10 Length between cant tranition Very conervative rule in ENV from 00: Where V<00 km/h: L>V/5 m per km/h Where V>00 km/h: L>V/ / m per km/h Requirement not applied in Sweden, UK and Germany, and therefore deleted from EN informative Annex.

11 Tilting train - 1 Limit for tilting train have been introduced in EN cant tdeficiency, i rate of change of cant, rate of change of cant deficiency Three European rail companie do not have any limit for rate of change of cant deficiency. Due to the umbrella approach, there i no Exceptional limit for rate of change of c.d. Exceptional limit it are intended d to be introduced d in pren 13803

12 Tilting train - Example from the UIC project FACT: Radiu = 000 m, tranition length = 0 m, and applied cant = 0 mm With Enhanced peed = 30 km/h Cant deficiency = 9 mm Rate of change of cant = 65 mm/ Rate of change of cant deficiency = 933 mm/!!!

13 Abrupt change of curvature - 1 Lateral jerk m/ 3 reduced by tranition curve Where no tranition curve, a need for a method to limit the lateral jerk: Contant limit for abrupt change of c.d. Virtual tranition bogie ditance Slightly reduced limit at higher peed

14 Abrupt change of curvature - Eurofima coach Simulation: For all peed, abrupt change of cant deficiency i Later ral jerk m/3 3 1,8 1,3 08 0,8 0,3 100mm Train peed km/h Jerk-Hz-w Jerk-Hz-m Jerk-.3Hz-w Jerk-.3Hz-m Jerk-1-w Jerk-1-m Jerk-Virt.

15 Abrupt change of curvature - 3 Abrupt change of cant deficiency = 100mm Abrupt change of c.d. - CEN high-peed line Lateral jerk m /3 1,8 1,3 0,8 Jerk-Hz-w Jerk-Hz-m Jerk-.3Hz-w Jerk-.3Hz-m Jerk-1-w Jerk-1-m Lateral jerk m /3 1,8 1,3 0,8 Jerk-Hz-w Jerk-Hz-m Jerk-.3Hz-w Jerk-.3Hz-m Jerk-1-w Jerk-1-m 0, , Train peed km/h Train peed km/h Abrupt change Abrupt change of c.d. - of CEN c.d. conventional - BV limit line Abrupt change of c.d. - draft revied BV limit /3 Lateral jerk m/ 1,8 1,3 0,8 Jerk-Hz-w Jerk-Hz-m Jerk-.3Hz-w Jerk-.3Hz-m Jerk-1-w Jerk-1-m Lateral jerk m/ /3 1,8 1,3 0,8 Jerk-Hz-w Jerk-Hz-m Jerk-.3Hz-w Jerk-.3Hz-m Jerk-1-w Jerk-1-m 0, , Train peed km/h Train peed km/h

16 Buffer locking - 1 B = Buffer diplacement = end throw R=radiu, L=vehicle length, W=bogie ditance B = L / W / L W = R R 8 R

17 Buffer locking - B = Buffer diplacement = end throw R i =radiu +/-, L=vehicle length, W=bogie ditance, L S =Length of intermediate traight B = L W 1 1 L S 1 8 R1 R R1 R 1 R id = 1 R 1 1 R B = L W 8 R id L S R = R 1

18 Buffer locking - 3 Intermediate traight L S Lm 8 CEN mm R1=-R R mm R1=150m BV Rid m

19 Buffer locking - 4 Intermediate traight L S Lm 8 CEN mm R1=-R mm R1=150m BV mm R1=-R 373 mm R1=150 m Rid m

20 Buffer locking - 5 Intermediate traight L S Lm 8 CEN mm R1=-R 407 mm R1=150m BV mm R1=-R 373 mm R1=150 m BV draft Rid m

21 Vertical bending - 1 z II D = z y I 1.5m z II i level of track II, z I i level of track I, y i lateral ditance between the two track, D i cant [metre] and i chainage

22 Vertical bending Vertical bending - + = 1.5m 1 y d dd d dy D d dz d dz I II 1 D d dy dd y d z d z d I II + + = 1.5m 1 y d D d d dy d dd d y d D d z d d z d I II 1.5m 1 1.5m arcin co D R D d z d d z d h rp + = h

23 Vertical bending - 3 Example Ex 1 Ex Ex 3 Ex 4 Ex 5 Horizontal radiu, track I [m] Cant [m] Cant gradient [m/m] /400 0 Vertical curvature, track I, 0-1/4500 1/3000 1/3000-1/6000 perpendicular to horizontal convex concave concave convex plane [m -1 ] Cone effect, track I [m -1 ] 1/4500 1/4500 1/4500 1/4500 1/6000 Vertical curvature, track I, perpendicular to the canted running plane [m -1 ] 1/4500 concave 0 1/1800 concave 1/1800 concave Branch diverging outward outward outward outward inward Horizontal radiu, track II [m] Vertical curvature, track II, perpendicular to horizontal plane [m -1 ] 1/18000 concave -1/ /18000 =-1/6000 convex 1/ /18000 =1/571 concave 1/ / /1300 =1/15 concave 0-1/6000-1/18000 =-1/4500 convex Cone effect, track II [m -1 ] 1/6000 1/6000 1/6000 1/6000 1/4500 Vertical curvature, track II, perpendicular to the canted running plane [m -1 ] 1/4500 concave 0 1/1800 concave 1/1584 concave 0

24 Dicuion & Concluion The formulation of criteria i and limit it in a tandard i a balancing act between relevance and accuracy againt uer friendline. The CEN tandard EN i affected by the umbrella approach. The wort limit have been dictating. Company tandard and local pecification may be more conervative.