oSIST prEN 14363-3:2025
(Main)Railway applications - Testing and simulation for the acceptance of running characteristics of railway vehicles operated on the heavy rail network - Part 3: Stationary tests not obligatory on a European level
- Abstract
This document is applicable to all rail vehicles including OTMs and Road-rail machines, which are operated on the heavy rail network with standard track gauge 1 435 mm and nominal static vertical wheelset forces up to 350 kN.
This document may also be applicable (partly or in full) to:
— rail systems with different track layout, e.g. urban rail systems and/or;
— rail systems with other than 1 435 mm nominal track gauge and/or;
— non-public rail networks and vehicles, e.g. mine rail systems.
NOTE For rail systems other than 1 435 mm track gauge or urban rail systems, the related post analysis, limit values and test conditions could be different. They are specified nationally or individually taking into account track design and operating conditions.
This document defines the assessment of rail vehicles according to stationary test methods that are not obligatory on European level:
— determination of displacement characteristics;
— loading of the diverging branch of a switch;
— running safety in curved crossings for vehicles with small wheels.
It includes information about the field of possible applications.
- Status
- Not Published
- Public Enquiry End Date
- 10-Sep-2025
- Technical Committee
- IŽNP - Reilway applications
- Current Stage
- 4020 - Public enquire (PE) (Adopted Project)
- Start Date
- 01-Jul-2025
- Due Date
- 18-Nov-2025
- Completion Date
- 08-Sep-2025
oSIST prEN 14363-3:2025 is a draft European Standard from CEN for assessing the running characteristics of rail vehicles on the heavy rail network by stationary test methods that are not obligatory on a European level. It applies to railway vehicles, including OTM and Road-rail machines, on standard gauge 1 435 mm track with nominal static vertical wheelset forces up to 350 kN, and it covers displacement characteristics, loading of the diverging branch of a switch, and the behaviour of vehicles with small wheels in curved crossings.
What does oSIST prEN 14363-3:2025 specify?
oSIST prEN 14363-3:2025 specifies where these stationary tests can be used, what vehicle types they cover, and how the document is structured. Clause 1 gives the scope, Clause 2 lists the normative references, Clause 3 gives terms and definitions, and Clauses 4 to 6 cover the three test topics.
The scope is written for the heavy rail network, but it also says the document may partly apply to other rail systems, including urban rail systems, other track gauges, and non-public networks such as mine rail systems. For those other cases, the note says that post-analysis, limit values and test conditions can be different and are set nationally or individually according to track design and operating conditions. That matters because users cannot assume the same acceptance basis outside the stated network and gauge.
The document also names safety against derailment under longitudinal compressive forces in S-shaped curves among the stationary test methods it covers. The detailed clauses shown in the document focus on displacement characteristics, switch loading, and curved crossings with small wheels.
What are the key requirements of oSIST prEN 14363-3:2025?
Displacement characteristics - Clause 4
oSIST prEN 14363-3:2025 gives two alternative ways to determine displacement characteristics, and only one method needs to be used. Clause 4 links the assessment to EN 15273-2 and says the results can provide inputs for gauging calculations; in practice, this means the test supports clearance and envelope checks.
Clause 4.3 sets the test conditions for the vehicle. Single vehicles should be tested without inter-vehicle constraints where possible, articulated trains are tested in their normal coupled configuration, and the load condition must follow prEN 14363-1 or EN 15273-2 depending on the purpose of the test. If the intended load cannot be achieved, the load may be simulated, but the applied load and the position of its centre of gravity must be recorded in the test report.
Clause 4.4 describes the standing test method. The test site must be level in both planes and allow accurate application of cant in both directions so the vehicle can be examined under cant excess and cant deficiency. The measured quantities include wheelset roll, bogie roll, body roll and related lateral movements, and the results are used to derive the flexibility coefficient and, where needed, displacement values for gauging.
Clause 4.4.5 and 4.4.6 require diagrams that show the measured relationships for positive and negative cant. For defined gauging, the data must be sufficient to produce a closed hysteresis loop, and for dynamic gauging the test cant must extend well beyond the specified operating cant range. In practice, that gives enough data to judge whether the vehicle behaves consistently and to validate displacement calculations.
Clause 4.5 gives the on-track alternative. oSIST prEN 14363-3:2025 requires measurements over at least 25 curved track sections, with either lateral accelerations or roll movements used to derive the flexibility coefficient. The analysis uses mean values from the curve sections and quasi-static two-dimensional processing as described in prEN 14363-4, which makes the field data suitable for gauging-related assessment.
Loading of the diverging branch of a switch - Clause 5
oSIST prEN 14363-3:2025 gives a test method for evaluating the loading imposed on the diverging branch of a switch, with the aim of reflecting the dynamic response of the vehicle to the nominal switch layout. Clause 5 is presented for cases where a national requirement exists, so the document provides the method and background rather than a universal limit.
The test conditions are specific: the vehicle is loose-coupled, unpowered, running at the test speed with a small tolerance, on dry rails, and with at least three runs. If the vehicle is asymmetrical, additional runs in the opposite orientation are required. That matters because the result is intended to isolate vehicle behaviour from traction, lubrication and other external influences.
Two methods are offered. Method A uses a specially prepared S-curve test site with measuring sections on plain track; Method B uses load measuring wheels on an in-service crossover, preferably with two crossings with slips or two turnouts. Both methods evaluate the track forces Y and Q, and the assessment in Clause 5.6 reduces the measured data to the largest mean value of |Y| + 0.5Q across the measuring sections.
Clause 5.8 adds documentation items that help interpret the result, including the inner-rail Y/Q ratio as an indication of friction and the maintenance state of the S-curve. For users, this means the test report must show both the force result and the track condition behind it.
Small wheels in curved crossings - Clause 6
oSIST prEN 14363-3:2025 sets a method for vehicles with minimum permitted wheel diameters up to 840 mm when they are intended for networks with obtuse crossings located in curves. The clause is aimed at the risk of misdirection at the crossing gap, and it treats either angle of attack with lateral force or angle of attack with wheel impact on the crossing nose.
The test conditions use an empty vehicle on a 450 m radius curve with 0 mm cant, at several speeds from 10 km/h up to the vehicle's maximum service speed, with the highest speed run repeated three times. The wheel diameter, back-to-back distance and flange thickness of the outer guiding wheel must be documented. In practice, this creates a controlled basis for judging whether the wheelset can pass the crossing safely.
Clause 6 offers two assessment methods. Method 1 combines angle of attack with axle box H-forces or sum of lateral wheel forces ΣY, while Method 2 combines angle of attack with inspection of the impact on the crossing nose, often using paint to trace the wheel path. The limit values depend on wheel diameter, and the clause also allows dispensation based on a tested reference vehicle if the stated conditions are met.
What terms does oSIST prEN 14363-3:2025 define?
- Cant excess - The track cant is greater than the balance needed for the vehicle speed, so the vehicle experiences a lateral effect that must be assessed.
- Cant deficiency - The track cant is less than the balance needed for the vehicle speed, so the vehicle body and wheelsets are loaded laterally in the test.
- Flexibility coefficient - A ratio derived from vehicle and wheelset roll behaviour that describes how the vehicle body follows the track cant.
- Defined gauging - The gauging method that uses measured displacement characteristics to support envelope and clearance calculation.
- Dynamic gauging - The gauging method that uses displacement computation from measured roll and lateral movement data.
- Angle of attack - The angle used in the curved-crossing assessment to describe how the wheelset enters the gap or crossing nose.
- OTM - On-track machine, a vehicle type included in the scope of the document.
Who uses oSIST prEN 14363-3:2025?
oSIST prEN 14363-3:2025 is used by rolling stock manufacturers, test laboratories, vehicle owners, operators and conformity or acceptance teams that need evidence for running characteristics on heavy rail networks. It is also relevant to engineers working on gauging, switch loading, crossing behaviour and model validation.
Quality managers and buyers use it when they need to define what test evidence or simulation evidence should support a vehicle project. Infrastructure and vehicle compatibility specialists use it when a vehicle must be checked against clearance, switch, or crossing-related constraints.
What changed in oSIST prEN 14363-3:2025 from the previous edition?
oSIST prEN 14363-3:2025 is part of the EN 14363 series that the foreword says will supersede EN 14363:2016+A2:2022. The foreword also says the series comprises parts 1 to 5, plus a technical report under development for background information.
Which standards are used with oSIST prEN 14363-3:2025?
Clause 2 names three normative references:
- prEN 14363-1:2025 - gives the general rules, including vehicle test conditions and the general application guidance used throughout the series.
- EN 15273-2:2013+A1:2016 - provides the rolling stock gauge rules that frame the displacement-characteristics assessment.
- EN 17343:2023 - supplies the general terms and definitions used in the document.
The body of the document also relies on:
- EN 15273-1:2013+A1:2016 - for gauging calculations and common rules mentioned in the displacement section.
- prEN 14363-4:2025 - for signal processing, low-pass filtering and quasi-static evaluation of on-track and other measured data.
- prEN 14363-5:2025 - for simulation or calculation routes and for dispensation conditions.
What does the oSIST prEN 14363-3:2025 document contain?
oSIST prEN 14363-3:2025 contains the test methods, evaluation paths, and documentation points for the three stationary assessments covered by the draft. Clause 4 includes measured and derived quantities, test-site requirements, hysteresis-style plots, and examples for proving flexibility coefficient and displacement computations.
Clause 5 contains the S-curve layouts, measuring-section arrangements, force-processing steps, and a worked example of the switch-loading assessment. Clause 6 contains the curved-crossing geometry, the associated parameters and limit-value tables, and figures showing the test arrangement and the crossing nose. The bibliography points readers to UIC 510-2, ORE-C9, EN 13803 and EN 15273-1 for background and related geometry rules.
Relations
- Effective Date
- 28-Jan-2026
- Effective Date
- 28-Jan-2026
- Referred By
SIST EN 15566:2022 - Railway applications - Railway Rolling stock - Draw gear and screw coupling - Effective Date
- 28-Jan-2026
- Effective Date
- 28-Jan-2026
- Effective Date
- 28-Jan-2026
- Effective Date
- 14-Sep-2022
- Effective Date
- 20-Oct-2021
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Frequently Asked Questions
oSIST prEN 14363-3:2025 is a draft published by the Slovenian Institute for Standardization (SIST). Its full title is "Railway applications - Testing and simulation for the acceptance of running characteristics of railway vehicles operated on the heavy rail network - Part 3: Stationary tests not obligatory on a European level". This standard covers: This document is applicable to all rail vehicles including OTMs and Road-rail machines, which are operated on the heavy rail network with standard track gauge 1 435 mm and nominal static vertical wheelset forces up to 350 kN. This document may also be applicable (partly or in full) to: — rail systems with different track layout, e.g. urban rail systems and/or; — rail systems with other than 1 435 mm nominal track gauge and/or; — non-public rail networks and vehicles, e.g. mine rail systems. NOTE For rail systems other than 1 435 mm track gauge or urban rail systems, the related post analysis, limit values and test conditions could be different. They are specified nationally or individually taking into account track design and operating conditions. This document defines the assessment of rail vehicles according to stationary test methods that are not obligatory on European level: — determination of displacement characteristics; — loading of the diverging branch of a switch; — running safety in curved crossings for vehicles with small wheels. It includes information about the field of possible applications.
This document is applicable to all rail vehicles including OTMs and Road-rail machines, which are operated on the heavy rail network with standard track gauge 1 435 mm and nominal static vertical wheelset forces up to 350 kN. This document may also be applicable (partly or in full) to: — rail systems with different track layout, e.g. urban rail systems and/or; — rail systems with other than 1 435 mm nominal track gauge and/or; — non-public rail networks and vehicles, e.g. mine rail systems. NOTE For rail systems other than 1 435 mm track gauge or urban rail systems, the related post analysis, limit values and test conditions could be different. They are specified nationally or individually taking into account track design and operating conditions. This document defines the assessment of rail vehicles according to stationary test methods that are not obligatory on European level: — determination of displacement characteristics; — loading of the diverging branch of a switch; — running safety in curved crossings for vehicles with small wheels. It includes information about the field of possible applications.
oSIST prEN 14363-3:2025 is classified under the following ICS (International Classification for Standards) categories: 45.060.01 - Railway rolling stock in general. The ICS classification helps identify the subject area and facilitates finding related standards.
oSIST prEN 14363-3:2025 has the following relationships with other standards: It is inter standard links to SIST EN 15502-2-1:2022+A1:2024, SIST EN 15807:2021, SIST EN 15566:2022, SIST EN 15551:2022, SIST EN 15502-2-1:2022, SIST EN 14363:2016+A2:2022, SIST EN 14363:2016+A1:2019. Understanding these relationships helps ensure you are using the most current and applicable version of the standard.
oSIST prEN 14363-3:2025 is associated with the following European legislation: Standardization Mandates: M/591. When a standard is cited in the Official Journal of the European Union, products manufactured in conformity with it benefit from a presumption of conformity with the essential requirements of the corresponding EU directive or regulation.
oSIST prEN 14363-3:2025 is available in PDF format for immediate download after purchase. The document can be added to your cart and obtained through the secure checkout process. Digital delivery ensures instant access to the complete standard document.
Standards Content (Sample)
SLOVENSKI STANDARD
01-september-2025
Železniške naprave - Preskušanje in simulacija za oceno voznih lastnosti
železniških vozil, ki obratujejo na omrežju težkih železniških prog - 3. del:
Stacionarni preskusi, neobvezni na evropski ravni
Railway applications - Testing and simulation for the acceptance of running
characteristics of railway vehicles operated on the heavy rail network - Part 3: Stationary
tests not obligatory on a European level
Bahnanwendungen - Prüfungen und Simulationen für die Bewertung der fahrtechnischen
Eigenschaften von Schienenfahrzeugen, die auf dem Vollbahnnetz betrieben werden -
Teil 3: Stationäre Prüfungen, die auf Europäischer Ebene nicht obligatorisch sind
Applications ferroviaires - Essais en vue de l'évaluation du comportement dynamique
des véhicules ferroviaires circulant sur un réseau du système ferroviaire lourd - Partie 3 :
Essais stationnaires non obligatoires au niveau européen
Ta slovenski standard je istoveten z: prEN 14363-3
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
DRAFT
EUROPEAN STANDARD
prEN 14363-3
NORME EUROPÉENNE
EUROPÄISCHE NORM
June 2025
ICS Will supersede EN 14363:2016+A2:2022
English Version
Railway applications - Testing and simulation for the
acceptance of running characteristics of railway vehicles -
Part 3: Stationary tests not obligatory on a European level
Applications ferroviaires ¿ Essais en vue de l'évaluation Bahnanwendungen - Versuche und Simulationen für
du comportement dynamique des véhicules die Bewertung der fahrtechnischen Eigenschaften von
ferroviaires circulant sur un réseau du système Schienenfahrzeugen, die auf dem Vollbahnnetz
ferroviaire lourd ¿ Partie 3 : Essais stationnaires non betrieben werden - Teil 3: Stationäre Prüfungen, die
obligatoires au niveau Européen auf Europäischer Ebene nicht obligatorisch sind
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee
CEN/TC 256.
If this draft becomes a European Standard, CEN members are bound to comply with the CEN/CENELEC Internal Regulations
which stipulate the conditions for giving this European Standard the status of a national standard without any alteration.
This draft European Standard was established by CEN in three official versions (English, French, German). A version in any other
language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC
Management Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and
United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are
aware and to provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without
notice and shall not be referred to as a European Standard.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2025 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 14363-3:2025 E
worldwide for CEN national Members.
prEN 14363-3:2025 (E)
Contents Page
European foreword . 4
Introduction . 5
1 Scope . 6
2 Normative references . 6
3 Terms and definitions . 6
4 Determination of displacement characteristics . 7
4.1 General. 7
4.2 Assessment Requirements . 7
4.3 Test conditions . 7
4.3.1 General. 7
4.3.2 Vehicle test conditions . 7
4.3.3 Load condition . 7
4.3.4 Fault mode conditions . 8
4.4 Method 1: Stationary test . 8
4.4.1 General. 8
4.4.2 Vehicles with air springs . 8
4.4.3 Test site . 8
4.4.4 Measured and derived quantities . 8
4.4.5 Data for evaluation of flexibility coefficient (for Defined Gauging) . 9
4.4.6 Data for computation of displacements (for dynamic gauging) . 10
4.5 Method 2 ─ On-track test . 11
4.5.1 General. 11
4.5.2 Measurement of lateral accelerations . 11
4.5.3 Measurement of roll movements . 12
4.5.4 Evaluation . 12
5 Loading of the diverging branch of a switch . 12
5.1 Introduction . 12
5.2 Track alignment and assessment areas . 13
5.3 Test conditions . 13
5.4 Method A . 14
5.5 Method B . 14
5.6 Assessment of the test result . 15
5.7 Dispensation . 15
5.8 Documentation . 15
6 Assessment of the behaviour of vehicles with small wheels in curved crossings . 17
6.1 General. 17
6.2 Area of application . 17
6.3 Description of the crossing geometry. 17
6.4 Test conditions . 20
6.4.1 General. 20
6.4.2 Method 1: Lateral forces and angle of attack . 21
6.4.3 Method 2: Examination of the impact on the crossing nose . 21
6.4.4 Limited values . 21
prEN 14363-3:2025 (E)
6.4.5 Assessment . 22
6.4.6 Dispensation . 22
6.4.7 Simulation . 22
Bibliography . 23
prEN 14363-3:2025 (E)
European foreword
This document (prEN 14363-3:2025) has been prepared by Technical Committee CEN/TC 256 “Railway
Applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document together with prEN 14363-1:2025, prEN 14363-3:2025, prEN 14363-4:2025 and
prEN 14363 5:2025, will supersede EN 14363:2016+A2:2022.
The EN 14363 Series “Railway applications — Testing and Simulation for the assessment of running
characteristics of rail vehicles operated on the heavy rail network” consists of the following parts:
— prEN 14363-1:2025, General;
— prEN 14363-2:2025, Safety against derailment on twisted track;
— prEN 14363-3:2025, Stationary tests that are not obligatory on European level;
— prEN 14363-4:2025, On-track testing;
— prEN 14363-5:2025, Simulations/calculations;
— prCEN/TR 14363-6:2025, Technical Report providing background information to the EN 14363 series
of standards (under development).
prEN 14363-3:2025 (E)
Introduction
General information for the application of this document is given in prEN 14363-1:2025.
prEN 14363-3:2025 (E)
1 Scope
This document applies to all railway vehicles including OTM’s and Road-rail machines, which are
operated on the heavy rail network with standard track gauge 1 435°mm and nominal static vertical
wheelset forces up to 350 kN.
This document may also be applicable (partly or in full) to:
— rail systems with different track layout, e.g. urban rail systems and/or;
— rail systems with other than 1 435 mm nominal track gauge and/or;
— non-public rail networks and vehicles, e.g. mine rail systems.
NOTE For rail systems other than 1 435 mm track gauge or urban rail systems, the related post analysis, limit
values and test conditions could be different. They are specified nationally taking into account track design and
operating conditions.
This document contains the assessment of railway vehicles according to stationary test methods that are
not obligatory on European level:
— determination of displacement characteristics;
— loading of the diverging branch of a switch;
— running safety in curved crossings for vehicles with small wheels;
— safety against derailment under longitudinal compressive forces in S-shaped curves.
It includes information about the field of possible applications.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
prEN 14363-1:2025, Railway applications — Testing and Simulation for the assessment of running
characteristics of rail vehicles operated on the heavy rail network — Part 1: General
EN 15273-2:2013+A1:2016, Railway applications - Gauges - Part 2: Rolling stock gauge
EN 17343:2023, Railway applications - General terms and definitions
3 Terms and definitions
For the purposes of this document, the terms and definitions given in prEN 14363-1:2025 and
EN 17343:2023 apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://www.iso.org/obp/
— IEC Electropedia: available at https://www.electropedia.org/
At draft stage.
prEN 14363-3:2025 (E)
4 Determination of displacement characteristics
4.1 General
The determination of displacement characteristics are related to the requirements of
EN 15273-2:2013+A1:2016.
The tests described in this document evaluate the vehicle body's displacement characteristics caused by
lateral forces acting on the vehicle body arising from cant excess and cant deficiency. With the tests
described here it is possible to determine inputs for gauging calculations, as defined in
EN 15273-1:2013+A1:2016 and required in EN 15273-2:2013+A1:2016.
NOTE It could also be useful to apply the test to confirm that the displacements of the vehicle in roll around
the x-axis and the characteristics for the installed suspension components are within the design limits. It is also
possible to use the results for computer model validation.
Two alternative assessment methods are specified that may be used to determine the displacement
characteristics of the vehicle. Only one assessment method is required to be used.
— Assessment method 1: Vehicle while standing. The determination of the displacement
characteristics is carried out by measurements of the vehicle while standing.
— Assessment method 2: On-track testing. Determination of the displacement characteristics during
on-track tests is carried out either by measurement of accelerations in the vehicle body or by
measurement of the relative movement of parts within the vehicle together with the cant deficiency.
Alternatively, simulation as described in prEN 14363-5:2024, Clause 5 can be used.
4.2 Assessment Requirements
No assessment requirements are specified in this sub clause, only the methods of testing are defined. The
appropriate assessment requirement is determined by reference to EN 15273-2:2013+A1:2016.
4.3 Test conditions
4.3.1 General
Unless stated below, all conditions of the test vehicle shall comply with the requirements specified in
prEN 14363-1:2025, 5.3.
4.3.2 Vehicle test conditions
Single vehicles that are not subject to the influence of adjacent vehicles shall be tested separately without
any inter-vehicle constraints. Where a test on a single vehicle is not possible the influence of inter-vehicle
constraints shall be analysed in order to determine their significance.
Other vehicles such as articulated trains shall be tested with the normal configuration of the connections
to adjacent vehicles.
4.3.3 Load condition
The test vehicle shall comply with the requirements in prEN 14363-1:2025, 5.3.2 or with requirements
specified in EN 15273-2:2013+A1:2016 depending on the aim of the test.
Where test conditions do not allow the defined loading to be achieved it is permitted to simulate the
loaded condition. This load simulation should include, as far as possible, a representation of the position
of the centre of gravity of the loaded vehicle body, including height and offset.
The applied load, including offset of the load and height of centre of gravity above top of rail of the load
shall be documented in the test report.
prEN 14363-3:2025 (E)
4.3.4 Fault mode conditions
The requirements in prEN 14363-1:2025, 5.2.2 shall form the basis of determining which tests are to be
carried out.
4.4 Method 1: Stationary test
4.4.1 General
The requirements in prEN 14363-1:2025, 5.2.2 shall form the basis of determining which tests are to be
carried out.
4.4.2 Vehicles with air springs
The effect of the air spring levelling system’s response time shall be investigated. If the response time of
the levelling system affects body roll of the vehicle during the test, then the levelling valves shall be
disconnected such that the air springs act as passive elements.
4.4.3 Test site
The test shall be carried out at a measurement place consisting of track that is level in both the
longitudinal and transverse planes with provision to apply the inclination accurately. It shall be possible
to incline the plane of all wheelsets in both directions to simulate cant excess and cant deficiency at all
positions of the vehicle. The inclination of the wheelsets shall be applied simultaneously in steps to the
maximum value.
The maximum applied test cant shall be sufficient to represent the forces arising from steady-state cant
deficiency or excess.
The load path through the suspension shall be consistent with that experienced by the vehicle in
operation.
4.4.4 Measured and derived quantities
Vertical deflections or angles of the vehicle body and one wheelset shall be measured on marked points
in such a way that it is possible to derive:
— η roll angle of the wheelsets relative to the un-canted track plane (cant angle);
+ 0
— η bogie roll angle relative to η ;
— η* vehicle body roll angle relative to η ;
— s = η*/η flexibility coefficient;
Depending on the gauging method (see EN 15273-2:2013+A1:2016) additional quantities shall be
measured:
+
— Δy lateral movement of the bogie at a defined point relative to the perpendicular axis of the wheelset;
— Δy* lateral movement in the secondary suspension;
— y* lateral movement of the vehicle body at a defined point P relative to the perpendicular axis of the
wheelsets;
— h the height above the running plane of a defined point P in the longitudinal centre plane of the
P
vehicle.
prEN 14363-3:2025 (E)
Figure 1 shows the condition represented by the test. At each value of cant – from maximum negative to
maximum positive value – measured values and derived values shall be measured and evaluated.
Figure 1 — Standing vehicle on canted track (example of vehicle without bogies)
4.4.5 Data for evaluation of flexibility coefficient (for Defined Gauging)
For evaluation of the flexibility coefficient (as defined in EN 15273-1:2013+A1:2016) diagrams shall be
0 0
produced showing η* = f (η ) and y* = f (η ), if measured. To enable unambiguous evaluation of the
flexibility coefficient the tests shall be carried out for positive and negative cant, the maximum (positive
and negative) test cant shall be at least 10 % higher than the specified maximum operating cant deficiency
or cant excess. The results shall be plotted. Generally, this takes the form of a hysteresis loop. A sufficient
set of data shall be recorded to achieve a closed loop.
Figure 2 shows an example of a diagram η* = f (η ).
NOTE The crosses in the diagram indicate the measured values at different cant angles. It shows a hysteresis
of the measured roll angles which is
...