EN 15734-1:2010+A1:2021
(Main)Railway applications - Braking systems of high speed trains - Part 1: Requirements and definitions
Railway applications - Braking systems of high speed trains - Part 1: Requirements and definitions
This European Standard describes the functionality, constraints, performance and operation of a brake system for use in high speed trains as described in the TSI High Speed Rolling Stock, operating on routes of the European railways and their infrastructure systems.
The brake system requirements specified in this European Standard apply to trains that may operate at a maximum speed of up to 350 km/h on lines specifically built for high speed and define graduated values for deceleration related to four speed ranges (see Clause 6).
This European Standard covers:
- all new vehicle designs of high speed trains;
- all major overhauls of the above-mentioned vehicles if they involve redesigning or extensive alteration to the brake system of the vehicle concerned.
This European Standard does not cover locomotive hauled trains, which are specified by EN 14198.
NOTE This document applies the functional subdivision into subsystems as specified in the TSI High speed. The braking system is part of the function: "Accelerate, maintain speed, brake and stop".
Bahnanwendungen - Bremssysteme für Hochgeschwindigkeitszüge - Teil 1: Anforderungen und Definitionen
Diese Europäische Norm beschreibt die Anforderungen an die Funktionalität, die Einschränkungen, die Leistungsfähigkeit und den Betrieb von Bremssystemen für die Anwendung in Hochgeschwindigkeitszügen nach TSI Fahrzeuge HGV, die zum Betrieb auf den Strecken der europäischen Bahnen und deren Infrastruktursystemen bestimmt sind.
Die in der vorliegenden Norm festgelegten Anforderungen für das Bremssystem sind für Züge anzuwenden, die bei einer Höchstgeschwindigkeit von bis zu 350 km/h auf speziell für den Hochgeschwindigkeitsverkehr gebauten Strecken verkehren können und legt für Bremsverzögerungen in vier Geschwindigkeitsbereiche abgestufte Werte fest (siehe Abschnitt 6).
Diese Norm gilt für:
— alle neuen Fahrzeugbauarten für Hochgeschwindigkeitszüge;
— alle größeren Grundüberholungen der oben genannten Fahrzeuge, wenn sie Neukonstruktionen oder umfassende Änderungen der Bremsanlage des betreffenden Fahrzeuges mit einschließen.
Diese Norm behandelt nicht lokomotivbespannte Züge, welche in EN 14198 behandelt werden.
ANMERKUNG Dieses Dokument folgt einer funktionalen Einteilung aus der TSI HGV und behandelt das Bremssystem als Teil der Funktion „Beschleunigen, Geschwindigkeit halten, bremsen und anhalten“.
Applications ferroviaires - Systèmes de freinage pour trains à grande vitesse - Partie 1 : Exigences et définitions
La présente Norme européenne décrit les fonctions, les contraintes, les performances et le fonctionnement
d’un système de freinage destiné à être utilisé sur les trains à grande vitesse décrits dans la STI Grande
vitesse - Matériel roulant, circulant sur des lignes des réseaux ferrés européens et leur infrastructure.
Les exigences du système de freinage spécifiées dans la présente Norme européenne s'appliquent aux trains
pouvant circuler à une vitesse maximale pouvant aller jusqu’à 350 km/h sur des lignes spécialement conçues
pour les trains à grande vitesse et définissent des valeurs de décélération associées à quatre plages de
vitesses (voir Article 6).
La présente Norme européenne couvre :
¾ toutes les nouvelles conceptions de trains à grande vitesse ;
¾ toutes les grandes révisions des véhicules susmentionnés si celles-ci entraînent une reconception ou une
transformation majeure du système de freinage du véhicule concerné.
La présente Norme européenne ne couvre pas les trains remorqués par une locomotive, qui font l’objet de
l’EN 14198.
NOTE Le présent document applique la sous-division fonctionnelle en sous-systèmes comme le spécifie la STI
Grande vitesse - Matériel roulant. Le système de freinage fait partie de la fonction : « Accélérer, maintenir la vitesse,
freiner et s’arrêter ».
Železniške naprave - Zavorni sistemi na vlakih z velikimi hitrostmi - 1. del: Zahteve in definicije
Ta evropski standard opisuje funkcionalnost, omejitve, izvajanje in delovanje zavornega sistema za uporabo pri vlakih z velikimi hitrostmi, kot je opisano v tehničnih specifikacijah za interoperabilnost hitrih vlakov, ki vozijo po evropskih železnicah in njihove infrastrukturne sisteme.
Zahteve za zavorni sistem, določene v tem evropskem standardu, veljajo za vlake, ki lahko vozijo z največjo hitrostjo do 350 km/h po progah, ki so posebej zgrajene za velike hitrosti, in določajo stopnje pojemka pri štirih razponih hitrosti (glej točko 6).
Ta evropski standard zajema:
– vse nove modele vlakov z velikimi hitrostmi;
– vse večje obnove zgoraj navedenih vozil, če obnova vključuje preoblikovanje ali obsežno spremembo zavornega sistema zadevnega vozila.
Ta evropski standard se ne uporablja za vlake, ki jih vleče lokomotiva in so navedeni v standardu EN 14198.
OPOMBA: V tem dokumentu se uporablja funkcionalna razdelitev na podsisteme, kot je določeno v tehničnih specifikacijah za interoperabilnost hitrih vlakov. Zavorni sistem je del funkcije: »pospeševanje, ohranjanje hitrosti, zaviranje in zaustavitev«.
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
01-februar-2022
Železniške naprave - Zavorni sistemi na vlakih z velikimi hitrostmi - 1. del: Zahteve
in definicije
Railway applications - Braking systems of high speed trains - Part 1: Requirements and
definitions
Bahnanwendungen - Bremssysteme für Hochgeschwindigkeitszüge - Teil 1:
Anforderungen und Definitionen
Applications ferroviaires - Systèmes de freinage pour trains à grande vitesse - Partie 1 :
Exigences et définitions
Ta slovenski standard je istoveten z: EN 15734-1:2010+A1:2021
ICS:
45.040 Materiali in deli za železniško Materials and components
tehniko for railway engineering
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
EN 15734-1:2010+A1
EUROPEAN STANDARD
NORME EUROPÉENNE
December 2021
EUROPÄISCHE NORM
ICS 45.060.01 Supersedes EN 15734-1:2010
English Version
Railway applications - Braking systems of high speed
trains - Part 1: Requirements and definitions
Applications ferroviaires - Systèmes de freinage pour Bahnanwendungen - Bremssysteme für
trains à grande vitesse - Partie 1 : Exigences et Hochgeschwindigkeitszüge - Teil 1: Anforderungen
définitions und Definitionen
This European Standard was approved by CEN on 23 October 2010 and includes Corrigendum 1 issued by CEN on 27 February
2013 and Amendment 1 approved by CEN on 1 November 2021.
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, 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, 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
© 2021 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 15734-1:2010+A1:2021 E
worldwide for CEN national Members.
Contents Page
European foreword . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 7
4 Symbols, units and abbreviations . 9
5 Design principles . 9
5.1 General requirements . 9
5.1.1 Safety . 9
5.1.2 Fire protection . 11
5.1.3 Reliability and availability . 12
5.1.4 Environmental condition . 12
5.1.5 Train configuration . 12
5.1.6 Maximum speed and line parameters . 12
5.1.7 Coupling compatibility/capability . 12
5.1.8 Longitudinal track forces . 13
5.1.9 EMC . 13
5.1.10 Operation in very long tunnels . 13
5.2 Applicable brakes . 13
5.2.1 Basic architecture for high speed braking . 13
5.2.2 Dynamic brakes . 14
5.2.3 Friction brakes . 14
5.2.4 Magnetic track brakes . 14
5.2.5 Non conventional brakes . 15
5.3 Dynamic brakes . 15
5.3.1 General aspect . 15
5.3.2 Electro-dynamic brake (depending on the catenary in function) . 16
5.3.3 Rheostatic brake . 16
5.3.4 Control Command of the electro-dynamic brakes . 16
5.3.5 Brake resistors . 17
5.3.6 Hydrodynamic brake . 17
5.4 Friction brake . 17
5.4.1 General . 17
5.4.2 Control command . 18
5.4.3 Installation of the brake equipment . 19
5.4.4 Leakage . 19
5.4.5 Mechanical components/bogie equipment . 20
5.5 Eddy current brake . 21
5.6 Magnetic track brake . 23
5.7 Non conventional brakes . 24
5.8 Emergency brake concept . 24
5.8.1 General . 24
5.8.2 General architecture . 24
5.8.3 Demand phase . 25
5.8.4 Collecting and distributing brake command signals . 27
5.9 Service braking . 28
5.9.1 Brake management – Brake blending . 28
5.9.2 Brake command . 29
5.9.3 Signal processing . 31
5.9.4 ATC Automatic train control system (optional) . 32
5.9.5 Combined braking with two brake handles . 32
5.9.6 Jerk / Ramps . 32
5.9.7 Coupling/Decoupling . 32
5.10 Wheel slide protection and locked wheel detection . 33
5.10.1 General . 33
5.10.2 Wheel slide protection . 33
5.10.3 Locked wheel monitoring system . 34
5.11 Parking brake . 34
5.12 Location of the control devices . 36
5.12.1 Driver's cab . 36
5.12.2 Operating devices others than in the cab. 37
5.13 Brake indicators . 38
5.14 Fault monitoring and diagnostics . 39
5.15 Driver's brake test . 41
5.15.1 General . 41
5.15.2 Regular basic brake test . 41
5.15.3 Full brake test . 42
5.15.4 Realization of brake tests . 43
5.16 Power supply . 43
5.16.1 Air pressure supply . 43
5.16.2 Electrical energy supply . 44
5.17 Enhancement of wheel-rail adhesion . 44
5.18 Maintenance . 45
6 Brake performance . 45
6.1 General . 45
6.2 Emergency braking . 46
6.2.1 General . 46
6.3 Service braking . 46
6.4 Thermal requirements . 47
6.5 Adhesion values . 47
Annex A (informative) Passenger alarm system . 49
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of Directive (EU) 2016/797 aimed to be covered . 51
Bibliography . 53
European foreword
This document (EN 15734-1:2010+A1:2021) 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 June 2022, and conflicting national standards shall be
withdrawn at the latest by June 2022.
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 supersedes !EN 15734-1:2010".
This document includes Amendment 1, approved by CEN on 2021-11-01.
The start and finish of text introduced or altered by amendment is indicated in the text by tags !".
EN 15734, Railway applications — Brake systems of high speed trains, consists of the following parts:
— Part 1: Requirements and definitions
— Part 2: Test methods
!This document has been prepared under a Standardization Request given to CEN by the European
Commission and the European Free Trade Association, and supports essential requirements of EU
Directive(s) / Regulation(s).
For relationship with EU Directive(s) / Regulation(s), see informative Annex ZA, which is an integral
part of this document."
Any feedback and questions on this document should be directed to the users’ national standards body.
A complete listing of these bodies can be found on the CEN website.
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, 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, Turkey and the
United Kingdom.
1 Scope
This European Standard describes the functionality, constraints, performance and operation of a brake
system for use in high speed trains as described in the TSI High Speed Rolling Stock, operating on routes
of the European railways and their infrastructure systems.
The brake system requirements specified in this European Standard apply to trains that may operate at
a maximum speed of up to 350 km/h on lines specifically built for high speed and define graduated
values for deceleration related to four speed ranges (see Clause 6).
This European Standard covers:
— all new vehicle designs of high speed trains;
— all major overhauls of the above-mentioned vehicles if they involve redesigning or extensive
alteration to the brake system of the vehicle concerned.
This European Standard does not cover locomotive hauled trains, which are specified by EN 14198.
NOTE This document applies the functional subdivision into subsystems as specified in the TSI High speed.
The braking system is part of the function: “Accelerate, maintain speed, brake and stop”.
2 Normative references
The following referenced documents are indispensable for the application 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 837-1:1996, Pressure gauges — Part 1: Bourdon tube pressure gauges — Dimensions, metrology,
requirements and testing
EN 854, Rubber hoses and hose assemblies — Textile reinforced hydraulic type — Specification
EN 10220, Seamless and welded steel tubes — Dimensions and masses per unit length
EN 10305-4, Steel tubes for precision applications — Technical delivery conditions — Part 4: Seamless
cold drawn tubes for hydraulic and pneumatic power systems
EN 10305-6, Steel tubes for precision applications — Technical delivery conditions — Part 6: Welded cold
drawn tubes for hydraulic and pneumatic power systems
EN 13749:2005, Railway applications — Wheelsets and bogies — Methods of specifying structural
requirements of bogie frames
EN 14198, Railway applications — Braking — Requirements for the brake system of trains hauled by a
locomotive
EN 14478:2005, Railway applications — Braking — Generic vocabulary
EN 14531-6, Railway applications — Methods for calculation of stopping and slowing distances and
immobilisation braking — Part 6: Step by step calculations for train sets or single vehicles
EN 14535-1, Railway applications — Brake discs for railway rolling stock — Part 1: Brake discs pressed or
shrunk onto the axle or drive shaft, dimensions and quality requirements
prEN 14535-2, Railway applications — Brake discs for railway rolling stock — Part 2: Brake discs
mounted onto the wheel — Dimensions and quality requirements
EN 14601, Railway applications — Straight and angled end cocks for brake pipe and main reservoir pipe
EN 15020, Railway applications — Rescue coupler — Performance requirements, specific interface
geometry and test methods
EN 15179, Railway applications — Braking — Requirements for the brake system of coaches
EN 15220-1, Railway applications — Brake indicators — Part 1: Pneumatically operated brake indicators
EN 15273-2, Railway applications — Gauges — Part 2: Rolling stock gauge
prEN 15328, Railway applications — Braking — Brake pads
prEN 15329, Railway applications — Braking — Brake block holder and brake shoe key for rail vehicles
EN 15355, Railway applications — Braking — Distributor valves and distributor-isolating devices
EN 15566, Railway applications — Railway rolling stock — Draw gear and screw coupling
EN 15595, Railway applications — Braking — Wheel slide protection
EN 15611, Railway applications — Braking — Relay valves
EN 15663, Railway applications — Definition of vehicle reference masses
EN 15734-2, Railway applications — Braking systems of high speed trains — Part 2: Test methods
CEN/TS 45545 (all parts), Railway applications — Fire protection on railway vehicles
EN 50121-3, (all subparts), Railway applications — Electromagnetic compatibility
EN 50125-1:1999, Railway applications — Environmental conditions for equipment — Part 1: Equipment
on board rolling stock
EN 50126-1, Railway applications — The specification and demonstration of Reliability, Availability,
Maintainability and Safety (RAMS) — Part 1: Basic requirements and generic process
EN 50163, Railway applications — Supply voltages of traction systems
EN 50215, Railway applications — Rolling stock — Testing of rolling stock on completion of construction
and before entry into service
UIC 541-03:1984, Brakes; regulations concerning manufacture of the different brake parts; driver's brake
valve
UIC 544-1:2004, Brakes — Braking power
UIC 557:1998, Diagnosis techniques for coaches
UIC 648:2001, Connections for electric cables and air pipes on headstocks of locomotives and driving
trailers
UIC 651:2002, Layout of driver's cabs in locomotives, railcars, multiple unit trains and driving trailers
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 14478:2005 and the following
apply.
3.1
active cab
single cab in a train consist which is used to control traction and service braking
NOTE It is normally the leading cab.
3.2
brake blending
controlled merging of brake forces resulting from different brake force generating systems
3.3
brake loop
electrical hard wire keeping brakes released when energised
3.4
brake weight percentage
brake performance according to UIC 544-1
3.5
control chamber A
is called “command reservoir” in EN 14478
3.6
direct brake
is called “straight brake” according to EN 14478
3.7
driver’s vigilance device
is called “dead man’s device” according to EN 14478
3.8
dynamic brake
brakes in which the brake force is produced by the movement of the vehicle or its functional elements,
but not involving friction
3.9
parking brake
is called “immobilization braking” in the revised TSI
3.10
Ep assist
electrically commanded assist system to vent and feed the brake pipe
3.11
holding brake
service brake application to stop a slowly moving train to standstill and/or prevent a train from moving
for a limited time
3.12
independent brake unit
set of equipment, constituting an independent unit, whose function is to generate a retarding force on a
vehicle or a part of a vehicle in response to a train brake signal
3.13
local control unit
control unit acting upon a vehicle related system or sub-system
3.14
normal service brake
2/3 of full service brake, which corresponds with venting the brake pipe by 1 bar
3.15
overbraking
brake application exceeding the available wheel/rail adhesion
3.16
overcharging
pressurising the brake pipe above the level of the nominal release pressure
3.17
passenger communication alarm
functional part of the passenger alarm system providing information from and to the passenger
3.18
pilot pressure circuit
pressure circuit using components of reduced dimensions in order to control a limited flow rate which
is subsequently amplified
3.19
power brake
means by which the service and emergency brakes are applied
3.20
reference speed
signal generated and used by the WSP system as an approximation of the train speed used for
comparison with the instantaneous wheel set speed as part of the control set algorithm
3.21
regenerative (mode of electro-dynamic braking)
converting the braking energy into electrical energy and generating an energy flow into the main
energy supply
3.22
rheostatic (mode of electro-dynamic braking)
converting the braking energy into electrical energy and dissipating the electrical energy in a resistor
4 Symbols, units and abbreviations
For the purpose of this document, the following symbols, units and abbreviations apply.
BP Air brake pipe
EBL Emergency brake loop
ECB Eddy current brake
EP Electro-pneumatic brake
MRP Main reservoir pipe
WSP Wheel slide protection
H Hydrodynamic brake
MMI Man-machine interface
s Braking distance
B
5 2 5 −1
1 bar = 10 N/m = 10 Pa = 10 MPa
5 Design principles
5.1 General requirements
5.1.1 Safety
Braking systems shall conform to the following:
a) the braking performances defined in Clause 6;
b) the design principles listed in the document below;
c) the design principles listed in relevant standards on brake systems;
d) the requirements for the operator using and maintaining the brake system in the intended manner;
e) keeping within the required limits, in order to reduce the effects on the track, as specified in 5.1.9
and 5.5.
In the course of the system design the following risks shall be considered and mitigated. As a minimum,
the following hazards shall be taken into account:
f) the brake force applied is greater than the level of brake demanded:
1) impact on standing passengers;
NOTE No limits are so far defined to secure passengers, only reference could be made to the TSI requirement
considering longitudinal forces which corresponds to 2,5 m/s .
2) excessive jerk;
3) significant damage to the contact surface of the wheels;
g) the brake performance is lower than the level of brake demanded:
1) keeping traction effort on the whole train while emergency brake is requested;
2) emergency brake performance not achieved;
3) parking brake: performance not achieved;
4) holding brake for brake test not achieved;
h) there is no brake force, when demanded:
1) emergency brake not activated on the whole train when requested;
2) automatic (emergency) brake not initiated in the case of an unintended train separation (loss
of train integrity);
3) parking brake: loss of performance over the time;
i) there is a brake force when a brake demand has not been made:
1) undue local brake application;
2) locked axle not detected;
j) brake component failures that could cause death or injury to personnel or damage to the train or
infrastructure, e.g. derailment.
The hazards in this list shall be assessed in accordance with EN 50126-1.
Concluding from the hazards listed above the emergency brake shall have a high level of integrity and
shall always be available when the brake system is set up for operation, whereas the service brake,
whilst it may share subsystems and components, etc. with the emergency brake, need not achieve the
same level of integrity. Nevertheless the service brake shall be designed to conform to the following
requirements:
k) the service brake shall be activated on the whole train when requested;
l) in the case of a loss of service brake efficiency and:
1) if detected by the driver there shall be a means available for the driver to immediately apply
the emergency brake by using the same lever which is used for service braking;
2) if the driver fails to detect a loss of efficiency then the train protection system (technical
intervention system) shall have access to an emergency brake application;
m) cut off traction effort on the whole train while service brake is requested;
n) provide service brake effort at the level requested.
High-speed trains incorporate a speed control system functioning with different deceleration levels.
The prescribed performance levels defining the minimum braking power for trains suitable for running
on all high-speed lines are given in Clause 6. The compliance of these performance levels and the safety
of the braking system shall be fully demonstrated as specified in EN 15734-2.
Accepted benchmark safety level for a brake system is the UIC-architecture as described in EN 14198. It
is characterized by the following items:
o) a continuous, automatic and inexhaustible brake system;
p) the medium is compressed air with its favourable properties;
q) an energized (pressurized to release) brake pipe;
r) decentralized brake actuators, developing the brake force;
s) proven design components.
The components used shall withstand during their period in service any normal or exceptional stresses
that have been specified. The safety implication of any failures shall be limited by appropriate means; as
described in this standard.
Single point failures shall not cause any relevant malfunctions regarding emergency brake application.
That means:
t) functions at train level (in the sense used in EN 14198) shall be designed low active;
u) functions at train level shall provide redundancy or a back up function for any electrical command
chain applying the emergency brake;
v) the man machine interface shall provide at least two separate means for demanding an emergency
brake application;
w) malfunctions on vehicle level (in the sense used in EN 14198) could be tolerated if the loss of a local
function is limited to an acceptable effect by means of a sufficient quantity of units in the train.
The acceptance criteria is defined by a reduced deceleration level as specified under degraded mode
conditions “B” in the TSI as well as in Clause 6 in this document. Further reductions in the deceleration
level are only tolerable when the probability of its occurrence is sufficiently low. At least, a qualitative
examination shall be carried out.
Proper functionality of the brake system is also affected by a design of the piping and component design
as specified in 5.4.4.
5.1.2 Fire protection
The braking system shall be protected against the effects of fire and toxic fumes. This shall be achieved
by selecting appropriate materials, by an appropriate system architecture and installation arrangement.
The braking system shall, in a manner, be consistent with the train fire protection requirements
according to CEN/TS 45545-1 to CEN/TS 45545-7 or according to the TSI HS RST. A fire on board the
train shall not cause the brakes to automatically apply within the following times:
a) The brakes shall not automatically apply to bring the train to a halt as a result of system failure
caused by a fire assuming the fire is in a technical compartment or cabinet, sealed or unsealed,
containing electrical supply line and/or traction circuit equipment or a technical area with a
combustion engine.
b) The time which is required to continue train operation with a fire declared to be on board is:
1) 4 min for category A trains according to TSI SRT;
2) 15 min for category B trains according to TSI SRT.
c) In order to prevent fire, materials with low flammability shall be used and electrical installations
shall meet appropriate European Standards.
5.1.3 Reliability and availability
To comply with the essential requirements of the Directive 2008/57/EC and the requirement of the TSI
related to Reliability and Availability, the requirements of 5.13 and 5.17 shall be applied.
5.1.4 Environmental condition
The rolling stock and the equipment on board shall perform under conditions as specified in
EN 50125-1:1999. They shall function properly in those climatic zones for which they have been
designed and where they will be operated.
NOTE For certain lines the operator of the infrastructure and/or the rail authorities may specify further
requirements, e.g. for the Nordic countries.
5.1.5 Train configuration
Interoperable high speed trains can be configured as:
— multiple units with distributed traction equipment applied to any of the intermediate coaches or as
trains with power cars (at least one) and intermediate coaches without traction equipment;
— a fixed formation train set consisting of single coaches or articulated coaches;
— trains with or without tilting equipment;
— single deck or double deck trains.
Trains of the same type may be coupled together however they shall behave in the same way as a single
unit as far as braking is concerned.
Without other particular specifications the functionality and the performances of the brake system shall
be fulfilled when formed up to a maximum train length of 400 m.
5.1.6 Maximum speed and line parameters
The brake system requirements specified in this standard apply to trains that may operate at a
maximum speed of up to 350 km/h on lines specifically built for high speed and define graduated values
for deceleration related to four speed ranges (see Clause 6).
Where trains are permitted to travel at greater speeds the brake requirements shall be specified as a
1)
result of a cooperation between the operator and the relevant transport authority .
The Interoperable European high speed network also includes lines specifically upgraded for high
speed and lines specifically upgraded for high speed but with special features subjected to national
rules determined by the topographic conditions, the track parameters, the signalling equipment, etc.
Those line conditions shall be specified for trains which shall be designed for and operated on those
specific lines.
5.1.7 Coupling compatibility/capability
Interoperable European high speed trains shall:
a) couple automatically and therefore shall be equipped with a coupler at each end of a unit according
to TSI High Speed:
1)
Transport authority means ERA and/or national representative.
1) if trains of the same type are coupled then the pneumatic, electrical and electronic connections
or others necessary for control shall be coupled and they shall provide full functionality;
2) if trains of a different type are coupled then the pneumatic connection shall provide sufficient
functionality of the brake system to allow hauling a damaged unit by another interoperable
unit without adapter. Relying upon the pneumatic brake solely in that case operation
restrictions may apply;
b) for rescue purpose a coupling with a conventional traction unit with UIC train hook according to
EN 15566 by using a special adapter according to EN 15020 shall be provided. The auxiliary
coupling device shall be compatible with the pneumatic pipes according to UIC 648.
If the brake demand is communicated using the brake pipe (in accordance with EN 14198) then the
trainset being rescued shall respond in the form of a proportional brake force. For the rescued trainset
equipped with the UIC brake it is not necessary to have electrical energy on board or to be provided
with electrical energy by the rescuing trainset or locomotive. For trains with unconventional brakes and
not cooperating with the UIC brake pipe an equivalent response as if equipped with UIC brake pipe shall
be provided.
The recommended minimum rescuing speed is 100 km/h according to EN 15020.
NOTE The method used for communicating the braking performances of a train which requires rescuing
services is left to the national railways. For rescue operation restrictions, it is necessary to clearly specify
restriction conditions in the onboard documentation.
If a special procedure is not specified the conventional UIC procedure using the brake weight
percentage in accordance with UIC 544-1 will be applied.
5.1.8 Longitudinal track forces
The maximum longitudinal force applied to the track by the brake equipment shall always be less than
the force that would occur with an acceleration or deceleration of 2,5 m/s .
5.1.9 EMC
The brake equipment shall fulfil the requirements of EN 50121-3 (all subparts) with regard to EMC
when applicable.
CE marking is not required.
5.1.10 Operation in very long tunnels
The brake design shall take into account the particular safety conditions in very long tunnels.
5.2 Applicable brakes
5.2.1 Basic architecture for high speed braking
Interoperable European high speed trains shall be equipped with brakes which are free of wear and
these brakes should play a major part in the brake concept. This could be achieved by application of
sufficiently powered electro-dynamic brakes.
The safety and reliability aspects of the brake system is considered to be satisfied by a system
architecture in accordance with EN 14198. This is also a benchmark for alternative brake systems, if
they are applied in emergency cases.
5.2.2 Dynamic brakes
Applicable dynamic brakes are:
a) The electro-dynamic brake, i.e. operating the traction motors in the generator mode which:
1) develops a retarding force at the wheel/rail interface;
2) returns the braking energy to the main power supply;
3) alternatively, only if the electro-dynamic brake is independent from the main power supply,
the braking energy shall be dissipated in the form of heat by sufficiently dimensioned brake
resistors;
NOTE 1 The preferred method for dissipating the braking energy from an electro-dynamic brake is to
return the energy to the main power supply.
NOTE 2 The member state may allow an exception from this restriction.
4) a blending between the regenerative and rheostatic mode may be considered if the reliability of
the function can be demonstrated, especially if also used for emergency braking;
5) other dynamic brakes utilizing the wheel/rail adhesion.
b) The (linear) eddy current brake which is characterized by non contacting electromagnetic forces in
the magnetic shoe/rail interface.
5.2.3 Friction brakes
Applicable friction brakes are:
— disc brakes, designed as wheel mounted, axle mounted, or transmission mounted discs;
— block brakes − if used, there shall be an appropriate limitation of energy input to the wheel;
— if appropriate, other types of brakes, e.g. drum brakes.
5.2.4 Magnetic track brakes
In order to keep stopping distances within specified limits on certain lines in national infrastructure
with conventional signalling and fixed distances interoperable high speed trains (with reference to a
limited adhesion coefficient) may be equipped with additional magnetic track brakes. They will only be
applied in emergency cases (TSI: below 280 km/h) or separately activated by the driver. It is
permissible to include the contribution made by electromagnetic brakes independently from wheel rail
adhesion for emergency braking on all lines as a means of maintaining the envisaged braking
performance. When magnetic track brakes are used, these shall either be:
— electromagnetically excited, battery supported track brakes, which are kept in an upper position
and clearance free in the bogie frame in the released status;
— permanently magnetically excited track brakes which are kept in an upper position and clearance
free in the bogie frame in the released status. It is permissible for this type of track brake to also
fulfil the parking brake function, if a sufficient brake force development can be demonstrated to
comply with 5.11.
5.2.5 Non conventional brakes
Non conventional brake systems (e.g. electromechanical, hydro-dynamic) may be used providing that
they function and perform in a manner comparable to that of a conventional brake system as described
in this standard.
5.3 Dynamic brakes
5.3.1 General aspect
Interoperable European high speed trains with electrical traction are typically supplied with a voltage
2)
of 15 kV AC (16,7 Hz) or 25 kV AC (50 Hz) and in certain cases 3 kV DC. The corresponding networks
are generally or under certain conditions capable of dissipating the electrical energy which is returned
to the main power supply during braking. This enables the distribution of electrical energy for use by
other trains or consumers. The capacity (of dissipation) generally is in the same range as that of the
provided traction power.
Interoperable European high speed trains shall return the electrical energy which is gained from
electro-dynamic braking according to the braking force versus speed diagram to the main power
supply.
In this mode the electro-dynamic brake works in the regenerative mode and depends on the energy
flow into the main power supply. As it works free from wear and regains a considerable part of the
energy to be spent for traction power this mode is the most economical way for braking. Rheostatic
braking shall be applied, if the regenerative mode is not available and should be used before other types
of braking.
The main power supply networks of the railways may not always be fully receptive – this is a permitted
service condition and features and controls shall be incorporated into the brake system to take account
of it.
The electro-dynamic brakes of the high speed rolling stock therefore shall be designed in a manner that
will facilitate the dissipation of the electrical energy generated during braking. This may be achieved via
a brake resistor. This is electro-dynamic braking in the rheostatic mode.
Furthermore, it is necessary that all of the auxiliary devices used for the conversion of the energy shall
fully function without being dependent on electrical energy from the main power supply (e.g.
conditioning of the converters, for excitation and ventilation of the traction motors, conditioning of the
transformers and the brake resistors, etc.).
In the rheostatic mode working on brake resistors the electro-dynamic brake ag
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