SIST EN 15654-2:2019

SLOVENSKI STANDARD
01-junij-2019
Železniške naprave - Meritve vertikalnih kolesnih in osnih obremenitev - 2. del:
Preskus v delavnici za nova, spremenjena in vzdrževana vozila
Railway applications - Measurement of vertical forces on wheels and wheelsets - Part 2:
Test in workshop for new, modified and maintained vehicles
Bahnanwendungen - Messung von vertikalen Rad- und Radsatzkräften - Teil 2: Test im
Werk für neue, umgebaute und instandgesetzte Fahrzeuge
Applications ferroviaires - Mesurage des forces verticales à la roue et à l'essieu - Partie 2
: Essai en atelier des véhicules neufs, modifiés ou maintenus
Ta slovenski standard je istoveten z: EN 15654-2:2019
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.

EN 15654-2
EUROPEAN STANDARD
NORME EUROPÉENNE
April 2019
EUROPÄISCHE NORM
ICS 45.060.01
English Version
Railway applications - Measurement of vertical forces on
wheels and wheelsets - Part 2: Test in workshop for new,
modified and maintained vehicles
Applications ferroviaires - Mesurage des forces Bahnanwendungen - Messung von vertikalen Rad- und
verticales à la roue et à l'essieu - Partie 2 : Essai en Radsatzkräften - Teil 2: Test im Werk für neue,
atelier des véhicules neufs, modifiés ou maintenus umgebaute und instandgesetzte Fahrzeuge
This European Standard was approved by CEN on 28 February 2019.

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. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists 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, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2019 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 15654-2:2019 E
worldwide for CEN national Members.

Contents Page
European foreword . 4
Introduction . 5
1 Scope . 6
2 Normative references . 6
3 Terms and definitions . 7
4 Measurement process . 7
4.1 General . 7
4.2 Measurement equipment . 8
4.2.1 Description of the measurement equipment . 8
4.2.2 Measurement method . 8
4.2.3 Measurement device . 9
4.3 Vehicle . 13
4.3.1 General . 13
4.3.2 Description of the vehicle . 13
4.3.3 Preparation of vehicle . 14
4.4 Measurement procedure . 15
4.4.1 General . 15
4.4.2 Number of wheels measured simultaneously . 15
4.4.3 Number of repeated measurements . 15
4.4.4 Handling between repeated measurements . 15
4.4.5 Measuring direction / orientation of the vehicle . 15
4.4.6 Vehicle movement (propelling device, crane, coupling status) . 15
4.5 Environment . 16
4.6 Operator . 16
4.7 Measurement report . 16
4.7.1 General . 16
4.7.2 Results to be reported . 16
4.7.3 Other information to be reported . 17
5 Metrological confirmation . 18
5.1 General . 18
5.2 Specification of measurement process . 18
5.3 Calibration . 19
5.3.1 Static calibration of the force measurement unit . 19
5.3.2 Quasi-static calibration of forces . 20
5.4 Verification (Acceptance testing) . 20
5.4.1 Measurement of track . 20
5.4.2 Acceptance criteria of force measuring unit (static) . 20
5.4.3 Acceptance testing for quasi-static (dynamic) measurement systems . 21
5.5 Investigation on total uncertainty of measurement process . 22
5.6 Periodic Verification . 22
5.6.1 Specification of interval . 22
5.6.2 Force measurement device(s) and location of contact point . 22
Annex A (normative) Symbols and units . 23
Annex B (informative) Influence Parameters / components of uncertainty . 26
B.1 Influence of transverse displacement . 26
B.2 Influence of cant/cross level . 26
B.3 Influence of twist . 26
B.4 Influence of damping . 29
B.5 Cross wind effects . 30
B.6 Influence of temperature . 30
Annex C (informative) Investigation on uncertainty of measurement process . 31
C.1 General . 31
C.2 Test procedure . 31
C.3 Test results . 41
Annex D (informative) Gauging procedure . 43
Annex E (informative) Additional quantities relating to the wheel load distribution . 44
E.1 Examples for additional quantities . 44
E.2 Quantities for analysis of wheel load distributions . 45
Annex F (informative) Measurement report form . 48
Annex G (informative) Migration rule for this European Standard . 58
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2008/57/EC aimed to be covered. 59
Bibliography . 61

European foreword
This document (EN 15654-2:2019) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by October 2019, and conflicting national standards shall
be withdrawn at the latest by October 2019.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC.
For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of
this document.
This document is the second part of a three-part standard collectively referred to as Railway
applications — Measurement of vertical forces on wheels and wheelsets and which covers:
— static and quasi-static wheel force measurements of new, modified or maintained rail vehicles in
workshops and
— the evaluation of derived quantities such as the vertical wheelset forces, axle loads and other
quantities that describe the vertical wheel force distribution of a vehicle.
Part 1: On-track measurement sites for vehicles in service deals with the measurement of wheel forces
and axle loads of in-service rail vehicles.
Part 3: Approval and verification of on-track measurement sites for vehicles in service (CEN/TR) is in
preparation and deals with the approval and verification of local measuring sites in-service.
A migration rule is specified in Annex G.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta,
Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.
Introduction
There are many national and local procedures and methods for the measurement of wheel forces of
new, modified and maintained vehicles in use across Europe.
The existing multiplicity of different procedures and methods of calculating parameters can lead to
confusion in the interpretation of test data. By having a common set of defined assessment quantities
the possibility of confusion and misinterpretation is reduced.
To achieve comparable results for the same vehicle, when the wheel forces are measured at different
sites the uncertainty of the whole measurement process needs to be assessed.
The current situation leads in some cases to non-comparable results from different sites. The normative
requirements of this standard are based on current experience but these will not necessarily lead to
comparable results, being obtained, when a vehicle is measured on two or more different systems. In
order to improve this situation, methods are described in the informative part of this standard, to
assess the relevant uncertainties of the whole measuring process.
1 Scope
This document applies to the measurement of vertical wheel forces of railway vehicles in maintenance
workshops and at manufacturing sites. It also deals with derived quantities that are used to describe the
vehicle’s vertical wheel force distribution.
The document defines the assessment and acceptance criteria for the measurement process. The
requirements for this assessment support the specification, the design and the operation of the
measurement process. It is considered that the measurements are made either statically or quasi-
statically. This document is applicable to all railway vehicles.
The commercial weighing of vehicles is not covered by the scope of this document, nor does it define in
which cases the wheel forces of a vehicle will be measured.
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.
EN 13848-1, Railway applications – Track - Track geometry quality – Part 1: Characterisation of track
geometry
EN 14363, Railway applications - Testing and Simulation for the acceptance of running characteristics of
railway vehicles - Running Behaviour and stationary tests
EN 15663, Railway applications - Vehicle reference masses
EN ISO 1101, Geometrical product specifications (GPS) - Geometrical tolerancing - Tolerances of form,
orientation, location and run-out (ISO 1101)
EN ISO 7500-1:2015, Metallic materials - Calibration and verification of static uniaxial testing machines -
Part 1: Tension/compression testing machines - Calibration and verification of the force-measuring system
(ISO 7500-1:2015)
EN ISO 10012, Measurement management systems - Requirements for measurement processes and
measuring equipment (ISO 10012)
ISO/IEC Guide 99:2007, International vocabulary of metrology - Basic and general concepts and
associated terms (VIM)
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO/IEC Guide 99:2007 and those
listed below apply in this document.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at http://www.iso.org/obp
3.1
individual static (vertical) wheel force
Q
F0
static vertical part of the total wheel force at the reference point D of the wheel profile as specified in
EN 13715, when all the reference points of a vehicle are in a horizontal plane and with the vehicle at
rest
Note 1 to entry: Where the symbol Q is used, j is the axle number and k is the side of the vehicle on which
F0,jk
the wheel is located:
— k = R denotes the right-hand side in the coordinate system of the vehicle;
— k = L denotes the left-hand side in the coordinate system of the vehicle.
Note 2 to entry: For standard gauge applications the lateral distance between the reference points of a wheelset
is 1 500 mm. For other applications such as special wheel profiles or other gauges this definition should be
applied using the same principle.
Note 3 to entry: The static vertical wheel force is the result obtained by the measurement process described in
this standard.
3.2
single measurement
value representing the wheel force of one wheel from one measurement unit which forms a part of the
measurement device
3.3
measurement results
documented results
results for wheel forces and derived quantities evaluated in one regular measurement process for the
report
4 Measurement process
4.1 General
The measurement process is the set of operations, devices and procedures, performed on the vehicle to
evaluate its vertical wheel forces.
The measurement process and its influence parameters are illustrated in Figure 1.
Figure 1 — Measurement process of vertical wheel force
4.2 Measurement equipment
4.2.1 Description of the measurement equipment
The measurement equipment shall be described and documented in a manner that all users can
understand.
4.2.2 Measurement method
4.2.2.1 Static Measurements
Static measurements are made with the vehicle at rest and standing on the measurement devices.
Static measurements are performed:
— wheelset by wheelset (requiring for example one measurement section according to Figure 2),
— running gear by running gear (requiring for example one measurement section according to
Figure 2 for each wheelset of the running gear), or
— for the whole vehicle (by one device).
4.2.2.2 Quasi Static (Dynamic) Measurements
Quasi-static measurements are made when the vehicle is moved along the measuring track. The aim is
to obtain from the vehicle running at low speed representative measurements which under ideal
conditions will be similar to those that can be obtained from the vehicle in the stationary condition.
A number of test runs shall be made at a slow and nearly constant speed (for example at up to
5 km/h ± 2 km/h on the measuring track).
To minimize dynamic effects on the uncertainty of the measurement, the speed shall be low and the
track quality good. The vertical movement of the vehicle body shall be negligible.
4.2.2.3 Measurements of vehicle under twist
Measurements with the vehicle under twist are taken with the vehicle located on a device that applies
twist.
Vertical wheel forces and the applied twist are measured continuously while the twist is being applied
to the running gear or to the vehicle both in a positive and in a negative direction with respect to a
horizontal reference plane. A full hysteresis loop shall be performed. The result of this measurement is
the mean value between the maximum and minimum force measured in the horizontal reference plane
(position without twist).
This method reduces the influence of hysteresis on measuring results. The type and the amplitude of
the applied twist (vehicle or bogie twist or both) shall be specified taking into account the
characteristics of the suspension system of the vehicle.
NOTE Results achieved by the application of vehicle and/or bogie test twist according to EN 14363 are
adequate.
4.2.3 Measurement device
4.2.3.1 Force measurement device (load cells, strain gauges, shear-force sensors, etc.)
The force measurement device converts the mechanical force into a proportional signal that is then
processed and transferred to an output device. The measurement device consists of a structure that
supports the wheelset, the measuring sensors, the processing instrumentation and a displaying device.
A force measurement device may consist of different sections that are located at different points along
the track. Each section consists usually of two units. Each unit provides one single measurement
(see Figure 2). Each unit usually contains one or more load cells, strain gauges or shear-force sensors.
Measurement devices shall be manufactured and tested according to generally accepted standards.
NOTE Information about the use of strain gauge installations is given in Annex D.
Key
1 measurement device
2 measurement section including units A and B
3 measurement section including units C and D
4 displaying device
Figure 2 — Example for measurement device consisting of two measurement sections (four
units)
4.2.3.2 Location of contact points (Running surface, flange top, axle boxes)
The contact points between the vehicle wheels and the measurement devices are usually on the wheel
tread profiles at/or near to the reference points shown in Figure 3.
Other contact points on the wheel flange or on the axle box can be used. In these cases, Q (the vertical
F0
wheel forces at the reference points) shall be calculated from the measured values taking into account
the difference between the location of the contact point and the reference point.

Key
1 vertical wheel force Q
F0
2 reference point D
3 possible locations of contact point (running surface, flange, axle box) for measurement device
Figure 3 — Reference points and typical contact point areas on a wheelset
4.2.3.3 Alignment of contact points / Track characteristics definition
The following geometric characteristics are specified with the intention of ensuring that the contact
points of the wheel treads of the vehicle are in a horizontal plane.
The whole section of a track where contact points of the wheelsets of a measured vehicle are positioned
during the measurement procedure shall be nominally plane, straight and untwisted.
For the geometry of the measurement device (usually the track) the following tolerance requirements
shall be applied:
1) the flatness tolerance (see EN ISO 1101) of the rail tops (on running surface, see EN 13848-1) at the
possible positions of the wheelsets along the track inside a measured running gear shall not exceed
1 mm;
2) the algebraic difference in the cross levels (see EN 13848-1) at the positions of any two wheelsets
of a running gear shall not exceed 1 mm;
3) the flatness tolerance (see EN ISO 1101) of the rail tops at possible positions of wheelsets along the
track in a measured running gear and any possible position of the wheelsets of an adjacent running
gear belonging to the same vehicle body shall not exceed 2 mm;
4) the algebraic difference between the mean values of the cross levels (see EN 13848-1) at the
positions of the wheelsets in a measured running gear and any possible position of the wheelsets of
an adjacent running gear belonging to the same vehicle body shall not exceed 2 mm;
5) the straightness tolerance (see EN ISO 1101) of the centre line of the track (evaluated in the range
up to 14 mm below top of rails) shall not exceed 10 mm. This applies to the distance between the
wheelsets in a measured running gear and any possible position of the wheelsets of an adjacent
running gear belonging to the same vehicle body;
6) The longitudinal gradient of a reference plane given by the possible positions of the wheelsets of
two adjacent running gear shall not exceed 0,4 %. The lateral gradient shall not exceed 0,1 %.
NOTE 1 The requirement related to the longitudinal gradient of the reference plane allows to measure one
running gear in a lifted position (for example on the flanges).
If the car bodies of measured vehicles are connected by a device that transfers torsional moments
around the longitudinal axis, the influence of further running gear shall be considered as specified in
Table 1.
It is possible to apply larger tolerances than given in Table 1 for vehicles with more than two connected
car bodies. In this case an analysis shall be performed in order to demonstrate that the uncertainties of
the measured wheel forces are not dominated by these larger tolerances (see Annex B).
If measurements are not taken on a track, the alignment of the contact points on the support (e.g. under
the flange or under the axle box) shall be made in way that it is ensured, that the alignment of the
reference points D of the wheel treads of the vehicle follow equivalent rules. The effect of vertical
deflections due to the load of a representative vehicle shall be respected for the flatness measurements
(see above requirements 1 and 3 and in Table 1).
For the above requirements related to the algebraic differences between two cross levels (2 and 4 and
in Table 1) deflections can be neglected, if the difference between the vertical deflections of the left and
right rail at the same wheelset position does not exceed 0,2 mm.
This specification is a minimum specification. In some cases a better track quality is useful. Annex B
gives more information about the influence of track quality on the measured results.
NOTE 2 Experience has shown that butt welds between rails, rail joints and the use of worn rails lead to
problems with compliance with the requirements.
Table 1 — Requirements of the geometry for the measurement device
Area wheelset 1 Area wheelset 2 Flatness tolerance Algebraic difference in
(see EN ISO 1101) of the cross levels
the rail tops on running (see EN 13848-1) at the
surface positions of any two
mm wheelsets
mm
Possible positions of Possible positions of the
the wheelsets along wheelsets along the track inside
1 1
the track inside a a measured running gear
measurement section
Possible positions of Possible positions of wheelsets
the wheelsets along along the track in a measured
the track inside a running gear and any possible
measurement section position of the wheelsets of an 2 2
adjacent running gear
belonging to the same vehicle
body
Representative Over 20 m up to 30 m distance
position(s) of the from the nearest measurement
wheelsets along the section 3 3
track inside a
measurement device
Representative Over 30 m up to 40 m distance
position(s) of the from the nearest measurement
wheelsets along the section 4 4
track inside a
measurement device
Representative Over 40 m up to 50 m distance
position(s) of the from the nearest measurement
wheelsets along the section 5 5
track inside a
measurement device
Representative Over 50 m up to 60 m distance
position(s) of the from the nearest measurement
wheelsets along the section 6 6
track inside a
measurement device
Representative Over the total length of the
position(s) of the vehicle from the nearest
wheelsets along the measurement section if greater 6 6
track inside a than 60 m
measurement device
4.2.3.4 Lead-on and lead-off track
If the chosen measurement process require lead-on and/or lead-off tracks to improve the
reproducibility the characteristics (for example the length) shall be specified. They will depend on the
measuring method used and on the overall length of the vehicles being measured.
It shall be specified, if special excitation elements for the suspension (for example wedges and/or check
rails) are to be included in the lead-on track(s).
4.3 Vehicle
4.3.1 General
The wheel forces of a vehicle shall be measured after finishing all assembly work on the vehicle and
adjustments of the suspension system. If changes are made to the vehicle, which may result in an
unacceptable distribution of the wheel forces, the measurement shall be repeated.
4.3.2 Description of the vehicle
A vehicle based identification system, such as illustrated in Figure 4, shall be used to identify each wheel
in an unambiguous way.
Key
1 vehicle type 5 wheel index (k = R: right wheel, k = L: left wheel)
2 vehicle body number 6 number of wheelsets per vehicle
3 running gear number 7 first wheelset number in running gear i
4 wheelset number 8 number of wheelsets of running gear i
Figure 4 — Example of a vehicle based identification system for the description of the wheel
arrangement
4.3.3 Preparation of vehicle
4.3.3.1 General
Before the measurement of the wheel forces are made, the vehicle shall be prepared in order to achieve:
1) the intended load condition;
2) the intended suspension status (inflated or deflated);
3) the intended lateral position of the vehicle body on the running gear (for example in some cases by
installation of shims between lateral bump stops and the structure when the suspension has been
deflated).
If it is specified for the vehicle, the dampers shall be removed or disconnected.
If it is specified for a trainset, the single vehicles shall be uncoupled.
4.3.3.2 Load condition
4.3.3.2.1 New and modified vehicles
The reference load condition for new and modified vehicles is the design mass in working order
according to EN 15663. As other load conditions are permitted, it is necessary to specify and report the
load condition of the vehicle used in the measurement process. Deviations from the specified load
condition shall either be corrected by suitable measures or reported with the measured values
(see also 4.7.2 and Annex F), e.g. in case of a vehicle having:
1) wheelsets with reduced wheel diameter (for example with worn wheels);
2) missing parts;
3) missing staff; or
4) incomplete consumables.
4.3.3.2.2 Maintained vehicles
For measurements of maintained vehicles (meaning, without significant change of design mass and its
distribution), it is not necessary to control the amount of wear of the wheels and the amount of
consumables carried, as long as the assessed quantities for the maintained vehicle are not significantly
affected. If for certain vehicle types the influence of consumables and wear is relevant for the assessed
quantities, the necessary load condition needs to be specified and to be stated in the measurement
report (see Annex F, Table F.3).
4.3.3.3 Suspension state
Vehicles equipped with air suspension (or hydraulic suspension) shall be measured in the inflated and
in the deflated conditions. The status of the suspension (for example inflated/deflated) shall be
reported with the measured values (see also 4.7.2 and Annex F). When changing the status of the
suspension the measurement shall be made after the status of the suspension has been changed
completely.
If hysteresis, for example caused by dampers or friction elements, affect the wheel force distribution
significantly, it can be specified for a particular type of vehicle to remove these elements whilst the
measurements are being made.
4.3.3.4 Coupling state
If the design of couplers and inter-vehicle dampers in a trainset influences the wheel force distribution
significantly due to their hysteresis or their internal forces, it may be specified to loosen the coupler or
to decouple the units whilst the measurement is being made for the particular type of vehicle.
4.4 Measurement procedure
4.4.1 General
The measurement procedure used to determine wheel forces shall be specified taking into account the
chosen measurement method and the vehicle type.
All measurement procedures defined for a measurement site shall be described and named
unambiguously.
4.4.2 Number of wheels measured simultaneously
It shall be specified how many wheelsets are measured simultaneously.
If the twist method according to 4.2.2.3 is used, the wheels of one wheelset may be measured wheel by
wheel.
NOTE A simultaneous measurement of both wheel forces from a wheelset enables a check to be made on the
static equilibrium of the wheelset for consecutive measurements.
4.4.3 Number of repeated measurements
It shall be specified, how many measurements shall be performed and in how many measuring
positions. This specification shall include the evaluation process to achieve the result to be documented.
If more than one single measurement is used to evaluate a result to be documented it is useful to
include a repeatability check in the measurement process.
4.4.4 Handling between repeated measurements
The handling of the vehicle between repeated measurements shall be specified, e.g. the distance the
vehicle has to be moved, or if the vehicle shall run over wedges.
4.4.5 Measuring direction / orientation of the vehicle
It shall be specified for each single measurement in which direction (of travel) the vehicle shall be
moved to the measurement section.
NOTE As there is an influence from the direction the vehicle is moved to the measurement section, it will
often be useful to specify measurements in both directions.
It shall be specified whether the vehicle shall be measured in one or in both orientations (both
orientations mean that the vehicle needs to be turned around, see also example in Tables C.1 and C.2).
These specifications shall include the details of the evaluation process to achieve the result to be
documented. The results shall always be reported in the vehicle based identification system according
to 4.3.2.
If the results of both measurement directions and/or of both orientations are used to calculate a result,
special attention should be paid to the correct allocation of the individual wheels to the measurement
sections (see scheme in Figure 2).
4.4.6 Vehicle movement (propelling device, crane, coupling status)
It shall be specified in which manner the vehicle is moved across the measurement device.
4.5 Environment
The tracks shall be free of dirt and other objects that may have a significant influence on the
measurement results.
If the vehicle – or a part of the vehicle – is located outside during the measurement, the effects of cross
winds on vehicles shall be minimized (see B.5).
If the vehicle has been parked or operated outside immediately before being put through the
measurement process, the possible influences of snow, ice, rain and temperature shall be minimized.
When designing or choosing a measurement device the prevailing environmental conditions during its
operation shall be taken into account (see also Bibliography entries [12], [13], [14], [15], [16], [17],
[18]). If certain environmental conditions do not permit the use of the device, this shall be documented
on the test report.
4.6 Operator
The operator of the device shall be qualified and be trained in the use of the measurement process. He
shall be able to recognize deviations from the specified process.
4.7 Measurement report
4.7.1 General
The measurement results (results to be reported) shall be provided together with all necessary
information about the measurement process in order that these can be understood and be assessed.
The results to be reported shall be compared with the limit values specified for the measured vehicle.
All quantities given in kN shall be reported with at least one digit after the decimal point, all quantities
in t with two digits and all quantities given in % (including algebraic sign) with at least one digit.
An example for a measurement report including a schematic diagram of the vehicle is given in Annex F.
4.7.2 Results to be reported
All mentioned forces (and loads) are static vertical forces.
1) “Difference” indicates a difference between forces.
2) “Deviation” indicates a deviation from a mean value of forces.
3) “Relative deviation of a quantity” indicates a quotient between a deviation and a mean value of
forces.
4) “Ratio” is used to quantify a ratio between a high and a low force value.
The fundamental quantities are measured directly (results to be reported) while the derived quantities
are calculated using the fundamental quantities. In Table 2 and Annex E the wheel forces of a vehicle are
the fundamental quantities. For some special applications, wheelset forces (axle loads) or vehicle mass
are used as fundamental quantities. In that case the standard shall be applied in a similar manner and
not all the derived quantities described below will be available.
The quantities specified here and used in Table F.1 are related to a vehicle. An articulated trainset shall
be handled as a single vehicle. For trainsets consisting of more than one single vehicle the total train
mass is defined as the sum of the masses of the individual vehicles. Refer to Table F.2.
The main quantities listed in Table 2 shall be evaluated and documented for every vehicle. The vehicle
based identification system for the wheels described in 4.3.2 shall be used.
NOTE In some cases where additional limitations apply, it may be required to state additional quantities.
Examples for such quantities are given in informative Annex E, Table E.1. Quantities allowing the analysis of a
wheel force distribution are given in informative Annex E, Tables E.2, E.3 and E.4.
Table 2 — Main quantities for the assessment of wheel force distribution
Quantity Unit a
Formula
Individual wheel force kN Q
F0,jk
Individual wheelset force kN P = Q + Q
(1)
F0,j F0,jR F0,jL
Individual axle load t
Q +Q
F0,jR F0,jL
P = (2)
0,j
g
Relative wheel force deviation %
QQ−
F0,jR F0,jL
∆=q
(3)
per wheelset j
QQ+
F0,jjR F0, L
x+−z 1
Mean wheelset force of kN
P
F0, j
running gear P =
(4)
F0,rg,i ∑
z
jx=
x+−z 1
Mean axle load of running gear t
P
0, j
P =
(5)
0,,rg i
∑
z
jx=
Relative front to rear axle load %
PP−
PP−
F0,,jiF0,rg
0,,ji0,rg
deviation / wheelset force
p (6)
∆
j
PP
deviation inside running gear
0,rg,,iiF0,rg
n
veh
Relative side-to-side wheel %
QQ−
( )
∑ F0,jR F0,jL
j=1
force deviation of vehicle
∆q =
(7)
side,veh n
veh
QQ+
( )
∑ F0,jR F0,jL
j=1
nn
Vehicle mass t
veh veh
P
F0, j
mP
(8)
veh 0, j
∑∑
g
jj11
a
Symbols and indices are given in Annex A, Table A.1.
4.7.3 Other information to be reported
4.7.3.1 Description of vehicle
The following information shall be reported:
1) unique name/description of the vehicle (e.g.: vehicle registration number);
2) suspension status (if applicable);
3) load condition including possible deviations and/or correction measures (see 4.3.3.2).
==
==
==
4.7.3.2 Measurement process
The following information shall be reported:
— name of the measuring site;
— reference to measurement procedure according to 4.4;
— information that allows unambiguous allocation of the reported results to the physical wheels and
wheelsets of the vehicle (e.g. orientation of the vehicle);
— date and time of measurement;
— name of the operator;
— a checklist with relevant information to ensure that the process is followed;
— if a deviation has occurred and/or correction measures were applied: A description of these
deviations and correction measures.
5 Metrological confirmation
5.1 General
The metrological confirmation shall be based on the principles set out in EN ISO 10012. The following
sections give information about the application of a wheel force measuring system.
If it has not been otherwise stated, all relative deviations are specified in relation to the measured
values.
5.2 Specification of measurement process
Metrological confirmation is based on a full description of the measurement process. A full description
covers all elements of the measurement process that influence measurement uncertainty. The main
categories are given in Figure 1.
The technical specification shall include, but is not limited to, the following:
a) technical data of the force measurement device:
1) measured quantity (including the unit);
2) display resolution;
3) measurement range;
4) maximum overload;
5) temperature sensitivity;
6) creep sensitivity (mechanical);
7) drift sensitivity (electrical);
8) warm-up time of the force transducers;
9) specification of the force measurement unit;
10) version of firmware;
b) specification of the location of the contact points (alignment/track characteristics):
1) specification of the locations/areas, where the wheelsets of vehicles to be measured have to be
placed during the measurement;
2) specification of track geometry (including unit);
c) technical description of the vehicles to be measured;
d) description of the measurement procedure covering all the dominant
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