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GB/T 5599-2019Specification for dynamic performance assessment and testing verification of rolling stock (English PDF)

机车车辆动力学性能评定及试验鉴定规范

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Issued by

SAMR; SAC

Level / Type

National · Recommended

Issue date

December 10, 2019

Implementation date

July 1, 2020

Scope

GB/T 5599-2019 is the English-translated version of 机车车辆动力学性能评定及试验鉴定规范.

China's national specification for assessing and verifying the dynamic performance of rolling stock on the line. Dynamic performance is what determines whether a vehicle is safe and comfortable at speed, and it cannot be established anywhere but on real track: the vehicle's suspension, its wheel profiles and the track's geometry form one system, and the behaviours that matter - hunting instability, derailment quotient at curves, wheel unloading over twist, and the ride quality the passenger feels - emerge from that interaction rather than from the vehicle alone. China's fleet runs from 120 km/h freight to 350 km/h high speed on the same standard gauge, which is why a single assessment framework matters. The standard specifies the test method and the assessment indices for dynamic performance testing and verification of standard gauge rolling stock, may be referenced for urban rail vehicles and industrial and mining electric and diesel locomotives, and does not apply to railway machinery such as special vehicles, construction machinery or track maintenance machines.

Document preview — GB/T 5599-2019

National Standard of the People's Republic of China

ICS: 45.060.01
Classification: S30

Issued by: State Administration for Market Regulation; Standardization Administration of the PRC

1 Scope
2 Normative references
3 Terms and definitions
4 Symbols
5 Coordinate system of rolling stock
6 General
7 Test conditions
7.2 Test segments and sampling requirements
7.2.2 Straight-line segment
7.2.3 Large radius curve segment
7.2.4 Small radius curve segment
7.2.5 Straight through turnout Design speed of segment
7.2.6 Lateral through turnouts
7.3 Rolling stocks under test
7.3.1 Mechanical characteristics
7.3.2 Load status
7.3.3 Tread profile of wheel rim
7.4 Marshalling and running direction
7.4.2 Position in the rolling stock
8 Measurement parameters
8.2 Vibration acceleration
8.2.1 Vibration acceleration of vehicle
9 Assessment Index
9.1 Operational stability
9.1.2 Derailment coefficient
9.1.3 Wheel load reduction rate
10 Assessment and data processing methods...
32 References...

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.

7.2.3 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

7.3.1 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.

8.2.1 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.).

9.1 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.

9.1.3 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 DeltaP to the average static wheel weight of the axle, that is, the wheel load reduction rate is DeltaP/.

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 alphaty and alphatz of the vehicle.

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This preview omits tables, figures, formulas and parts of the technical clauses. The complete document — 39 pages — is available in the English PDF.

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