EN 16185-2:2014+A1:2019
(Main)Railway applications - Braking systems of multiple unit trains - Part 2: Test methods
Railway applications - Braking systems of multiple unit trains - Part 2: Test methods
This European Standard specifies test methods and acceptance criteria for a brake system for use in self propelling thermal and electric trains, in the following document called EMU/DMU, operating on routes of the European conventional rail system network.
This European Standard is applicable to:
- all new vehicles designs of self-propelling thermal and electric trains;
- all major overhauls of the EMU/DMU 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;
- mass transit rolling stock which is specified by EN 13452 (all parts);
- high speed trains being operated at speeds greater than 200 km/h which are specified by EN 15734-1 and tests in EN 15734-2.
The functional testing requirements set out in this European Standard assume the vehicles are fitted with brake system architecture as defined in prEN 16185 1.
The braking performance obtained by applying the tests defined in this European Standard can be used to assess compliance with the required braking performance as defined in prEN 16185-1.
Bahnanwendungen - Bremssysteme für Triebzüge - Teil 2: Prüfverfahren
Diese Europäische Norm legt Prüfverfahren und Annahmekriterien für ein Bremssystem für den Einsatz in selbstfahrenden Zügen mit thermischem oder elektrischem Antrieb - in diesem Dokument als EMU/DMU bezeichnet - fest, die auf Strecken des konventionellen transeuropäischen Eisenbahnsystems betrieben werden.
Diese Europäische Norm ist anzuwenden für:
- alle neuen Fahrzeugbauarten von selbstfahrenden Zügen mit thermischem oder elektrischem Antrieb;
- alle größeren Grundüberholungen der EMUs/DMUs, wenn diese Neukonstruktionen oder umfassende Änderungen des Bremssystems des betreffenden Fahrzeugs mit einschließen.
Diese Europäische Norm ist nicht anzuwenden für:
- lokbespannte Züge, die in EN 14198 festgelegt sind;
- Fahrzeuge des öffentlichen Nahverkehrs, die in EN 13452 (alle Teile) festgelegt sind;
- Hochgeschwindigkeitszüge, die mit Geschwindigkeiten über 200 km/h betrieben werden, in EN 15734-1 festgelegt sind und nach EN 15734-2 geprüft werden.
Die in dieser Europäischen Norm enthaltenen Anforderungen an die Funktionsprüfungen gehen von der Annahme aus, dass die Architektur des Bremssystems der Fahrzeuge EN 16185-1 entspricht.
Die mit den Prüfungen nach dieser Europäischen Norm erhaltene Bremsleistung kann zur Beurteilung der Einhaltung der erforderlichen Bremsleistung nach EN 16185-1 genutzt werden.
Applications ferroviaires - Systèmes de freinage pour trains automoteurs - Partie 2 : Méthodes d'essai
La présente Norme européenne décrit les méthodes d'essai ainsi que les critères d'acceptation relatifs à un système de freinage destiné à être utilisé sur les trains thermiques et électriques automoteurs, qui par la suite dans le document sont désignés par unités EMU/DMU (unité multiple électrique/unité multiple diesel), circulant sur des lignes du réseau de systèmes ferroviaires classiques européens.
La présente Norme européenne est applicable à :
toutes les nouvelles conceptions de véhicules des trains automoteurs thermiques et électriques ;
toutes les grandes révisions des unités EMU/DMU si celles-ci entraînent une nouvelle conception ou une transformation majeure du système de freinage du véhicule concerné.
La présente Norme européenne ne couvre pas :
- les trains tractés par locomotive qui sont spécifiés par l'EN 14198 ;
- les matériels roulants des transports publics et suburbains qui sont spécifiés par l'EN 13452 (toutes les parties) ;
- les trains à grande vitesse circulant à des vitesses supérieures à 200 km/h qui sont spécifiées par l’EN 15734-1 et les essais dans l’EN 15734-2.
Les exigences d'essai fonctionnel établies dans la présente Norme européenne supposent que les véhicules sont équipés d'une architecture du système de freinage comme défini dans l’EN 16185-1.
Les performances de freinage obtenues par l'application des essais définis dans la présente Norme européenne peuvent être utilisées pour évaluer la conformité aux performances de freinage requises comme défini dans l’EN 16185-1.
Železniške naprave - Zavorni sistemi motornih vlakov - 2. del: Preskusne metode
Ta evropski standard določa preskusne metode za zavorni sistem, ki se uporablja v dizelskih in električnih motornih vlakih z lastnim pogonom, v naslednjem dokumentu imenovanih EMU/DMU, ki vozijo po tirih v omrežju evropskega železniškega sistema za konvencionalne hitrosti.
Ta evropski standard se uporablja za:
– vse nove zasnove dizelskih in električnih motornih vlakov z lastnim pogonom;
– vse večje prenove dizelskih in električnih motornih vlakov, če obnova vključuje preoblikovanje ali obsežno spremembo zavornega sistema zadevnega vozila.
Ta evropski standard ne zajema:
– vlakov, ki jih vlečejo lokomotive in so obravnavani v standardu EN 14198;
– železniških vozil za množični prevoz, ki so obravnavani v standardu EN 13452 (vsi deli);
– vlakov z zelo visoko hitrostjo, ki vozijo s hitrostmi, večjimi od 200 km/h, katere obravnava standard EN 15734-1, preskuse zanje pa standard EN 15734-2.
Zahteve za funkcionalno preskušanje, določene v tem evropskem standardu, predvidevajo, da so vozila opremljena z arhitekturo zavornega sistema, kot je opredeljena v standardu prEN 16185-1. Zmogljivost zaviranja, pridobljena z uporabo preskusov, opredeljenih v tem evropskem standardu, je mogoče uporabiti za ocenjevanje skladnosti z zahtevano zmogljivostjo zaviranja, kot je določena v standardu prEN 16185-1.
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
01-januar-2020
Železniške naprave - Zavorni sistemi motornih vlakov - 2. del: Preskusne metode
Railway applications - Braking systems of multiple unit trains - Part 2: Test methods
Bahnanwendungen - Bremssysteme für Triebzüge - Teil 2: Prüfverfahren
Applications ferroviaires - Systèmes de freinage pour trains automoteurs - Partie 2 :
Méthodes d'essai
Ta slovenski standard je istoveten z: EN 16185-2:2014+A1:2019
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 16185-2:2014+A1
EUROPEAN STANDARD
NORME EUROPÉENNE
November 2019
EUROPÄISCHE NORM
ICS 45.040 Supersedes EN 16185-2:2014
English Version
Railway applications - Braking systems of multiple unit
trains - Part 2: Test methods
Applications ferroviaires - Systèmes de freinage pour Bahnanwendungen - Bremssysteme für Triebzüge -
trains automoteurs - Partie 2 : Méthodes d'essai Teil 2: Prüfverfahren
This European Standard was approved by CEN on 13 October 2014 and includes Amendment 1 approved by CEN on 9 September
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, 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
© 2019 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 16185-2:2014+A1:2019 E
worldwide for CEN national Members.
Contents Page
European foreword . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 6
4 Symbols and abbreviations . 7
5 Requirements . 7
5.1 General . 7
5.2 Test specification . 8
5.2.1 General . 8
5.2.2 Identification of the parts to be tested . 8
5.2.3 General conditions for the tests . 9
6 Static tests program . 9
6.1 General . 9
6.2 Reports . 10
6.3 Documentation . 10
6.4 Methodology (for type tests only) . 11
6.4.1 Measurement of the friction application force . 11
6.4.2 Measurement of the delay time . 11
6.4.3 Measurement of the application force build-up time . 11
6.4.4 Measurement of the application force release time . 11
6.4.5 Measurement of the brake response time . 11
6.4.6 Measurement of the pressure drop time in the brake pipe or the equalising
reservoir of the driver’s brake valve . 12
6.4.7 Measurement of the pressure rise time in the brake pipe or the equalising reservoir
of the driver’s brake valve . 12
6.4.8 Measurement of the dead time of the WSP dump valves . 12
6.4.9 Measurement of the exhaust time of the WSP dump valves . 12
6.4.10 Measurement of the fill time of the WSP dump valves . 12
6.4.11 Measurement of air tightness . 12
6.4.12 Measurement of braking and release times of EP assist brake . 12
6.4.13 Evaluation of the longitudinal brake force applied to the track by Magnetic Track
Brake or Eddy Current Brake . 12
6.5 Test schedule . 14
7 Dynamic tests schedule . 52
7.1 General for dynamic tests . 52
7.1.1 Preconditions . 52
7.1.2 Test conditions . 52
7.1.3 Measured variables to be recorded . 53
7.1.4 Verification of deceleration and stopping distance . 54
7.1.5 Definition of braked weight percentage (λ) . 55
7.1.6 Measurement of the brake force contribution of the different brakes . 55
7.2 Test program . 56
Annex A (informative) Typical format for a test report for type or routine test. 70
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2008/57/EC aimed to be covered . 71
Bibliography . 73
European foreword
This document (EN 16185-2:2014+A1:2019) 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 May 2020 and conflicting national standards shall be
withdrawn at the latest by May 2020.
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 includes Amendment 1 approved by CEN on 9 September 2019.
This document supersedes EN 16185-2:2014.
The start and finish of text introduced or altered by amendment is indicated in the text by tags !".
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 series of European Standards Railway applications — Braking systems of multiple unit trains
consists of:
— Part 1: Requirements and definitions;
— Part 2: Test methods.
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 specifies test methods and acceptance criteria for a brake system for use in self
propelling thermal and electric trains, in the following document called EMU/DMU, operating on routes
of the European conventional rail system network.
This European Standard is applicable to:
— all new vehicles designs of self-propelling thermal and electric trains;
— all major overhauls of the EMU/DMU 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;
— mass transit rolling stock which is specified by EN 13452 (all parts);
— high speed trains being operated at speeds greater than 200 km/h which are specified by
EN 15734-1 and tests in EN 15734-2.
The functional testing requirements set out in this European Standard assume the vehicles are fitted
with brake system architecture as defined in EN 16185-1.
The braking performance obtained by applying the tests defined in this European Standard can be used
to assess compliance with the required braking performance as defined in EN 16185-1.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
EN 14478:2005, Railway applications — Braking — Generic vocabulary
EN 15595, Railway applications — Braking — Wheel slide protection
EN 15663, Railway applications — Definition of vehicle reference masses
1)
EN 15734-2:2010 , Railway applications — Braking systems of high speed trains — Part 2: Test methods
EN 16185-1:2014, Railway applications — Braking systems of multiple unit trains — Part 1:
Requirements and definitions
EN 16207:2014, Railway applications — Braking — Functional and performance criteria of Magnetic
Track Brake systems for use in railway rolling stock
EN 16334, Railway applications — Passenger Alarm System — System requirements
EN 50128, Railway applications — Communication, signalling and processing systems — Software for
railway control and protection systems
1) This document is currently impacted by the corrigendum EN 15734-2:2010/AC:2012.
EN ISO/IEC 17025, General requirements for the competence of testing and calibration laboratories
(ISO/IEC 17025)
!EN 16834:2019, Railway applications — Braking — Brake performance"
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 14478 and the following apply.
3.1
test(ing) institute
institute that conforms to EN ISO/IEC 17025
3.2
check
test performed as a discrete verification and/or visual inspection
3.3
measurement
results recorded numerically, graphically or electronically
3.4
type test
test of one or more devices, system or complete vehicle demonstrating that the design meets the
required specifications and the relevant standards
3.5
routine test
vehicle test that is performed during or after manufacture to confirm conformity to specified criteria
3.6
application force
the force applied at the friction interface (e.g. the force between brake pad and brake disc, or between
brake block and wheel tread, etc.)
3.7
equivalent response time
sum of delay time and half of the brake force build-up time or brake force release time if some
conditions are respected
[SOURCE: EN 14478:2005]
Note 1 to entry: The term is explained in EN 14531–1.
3.8
application force release time
period of time commencing when the application force has reduced to 95 % of the stabilised application
force and ending when 5 % of the stabilised application force has been achieved
3.9
response time
a) sum of the delay time and the application force build-up time during brake application, and
b) sum of the delay time and the application force release time during brake release
4 Symbols and abbreviations
For the purpose of this document, the following symbols, units and abbreviations apply:
ATC Automatic Train Control
ATP Automatic Train Protection
BC Brake Control
BP Brake Pipe
DP Data Processing
DMU Diesel Multiple Unit
EMU Electric Multiple Unit
EP Electro-Pneumatic Brake
ETCS European Train Control System
MRP Main Reservoir Pipe
MTB Magnetic Track Brake
MU Multiple Unit
R Brake mode R
R+Mg Brake mode R+Mg
SHS Safety loop (German: Sicherheitsschleife)
Sifa Driver’s vigilance control (German: “Sicherheitsfahrschaltung”)
WRMS Wheel Rotation Monitoring System
WSP Wheel Slide Protection System
5 2 5 −1
1 bar = 10 N/m = 10 Pa = 10 MPa
5 Requirements
5.1 General
The tests defined in this European Standard shall be carried out and the results used to verify that the
braking performance and functions of the MU brake system, as a minimum, comply with the
requirements of EN 16185-1. This document identifies relevant data to be documented.
This document defines the static and dynamic tests required for the following phases:
— type tests which demonstrate that the brake system conforms to the requirements in all respects;
these tests are carried out using a MU that is representative of the design/type of the MU being
approved;
— routine tests which are carried out on each and every example of the approved design/type of MU
in order to confirm the technical stability of the production processes; for this purpose only the
basic features and functions of the system and its sub-systems are verified.
It is expected that tests for the purpose of vehicle acceptance are strictly selected from the list of type
tests and performed by a body accredited in accordance with EN ISO/IEC 17025.
The type and routine tests are as follows:
— tests with one MU (Level 2): these tests serve to check the common functions of the MU and the
interfaces between the vehicles which comprise the MU;
— tests with two or more coupled MU’s (Level 3) up to the maximum MU configuration: these tests
serve to check the common functions of the MU composition and the interfaces between the MUs.
It is sufficient to carry out coupled Multiple Units testing in the tare load state only but with the
maximum number of coupled vehicles (unless otherwise specified).
Figure 1 gives an example of the levels.
Key
1 Level 1: Vehicle
2 Level 2: Single Multiple Unit
3 Level 3: Coupled Multiple Units
NOTE This document addresses testing requirements to Level 2 and Level 3. Testing at Level 1 is not defined
and is the responsibility of the manufacturer.
Figure 1 — Type test and routine test levels
5.2 Test specification
5.2.1 General
The test specification shall be agreed and shall include the following:
— the test schedule;
— the functions to be tested;
— the conditions for the tests;
— the procedures for carrying out the tests;
— the test equipment to be used;
— the pass/fail criteria.
5.2.2 Identification of the parts to be tested
A list of the items of brake system equipment (and any associated equipment) to be tested shall be
included, along with an appropriately detailed technical description of the items concerned and their
intended interactions of relevance to the testing. It is recommended that pneumatic, electrical and/or
electronic schematic diagrams and graphs etc. are also included as an aid to those carrying out the tests
specified.
5.2.3 General conditions for the tests
5.2.3.1 Temperature
The tests shall be conducted at a temperature included within the range specified for the brake system
being tested.
Static or dynamic tests at the limits of the temperature range specified for the system being tested are
not included within the scope of this document.
5.2.3.2 Energy supply
a) Compressed air supply:
If the system cannot be supplied with compressed air from its own supply, for instance for the static
tests at the single vehicle level, an external air supply is to be used with air quality (solid particles,
humidity and liquid water, oil) and characteristics (flow rate, minimum pressure, etc.) comparable to
that of the system’s normal air supply.
b) Electric supply:
If the system cannot be supplied with electric energy from its own supply, for instance for the tests with
a single vehicle, an external supply is to be used with characteristics comparable to that of the system’s
normal electric supply.
5.2.3.3 Load conditions
For the purposes of this document, the definitions given in EN 15663 for vehicle reference masses shall
be applied with the following correspondence:
— tare = design mass, in working order;
— normal = design mass under normal payload;
— crush = maximum braking load, as defined in EN 16185-1.
6 Static tests program
6.1 General
The items listed in the following schedule describe the minimum to be verified but do not define the
testing procedure.
The actual test schedule shall cover all features of the specific brake system architecture (e.g. automatic
air brake, direct electro-pneumatic air brake, etc.) fitted on the MU.
This list of tests shall be only considered as a basis for building up the dedicated test specification for a
given MU.
Each test shown in the following schedule includes a short and basic description of the function to be
tested. The complete and detailed description for each test shall be included into the test specification.
The type tests shall include the degraded modes tests, with special attention to the redundant functions.
The tests shall start only if the software of the brake function / brake system has been successfully
validated in advance, as far as is practicable, and in accordance with EN 50128.
6.2 Reports
The tests shall be presented in a report.
This report shall at least include:
a) reference of the test (type test or routine test);
b) date and location of the test;
c) identification and type of the tested vehicle;
d) software release numbers for all the electronic control units involved in brake control;
e) description of the measurement tools, and the way they are used;
f) reference to the test specification completed with the results and the associated records. Each
record shall include:
1) date;
2) identification and type of the tested vehicle;
3) name of the test performed and reference paragraph in the test specification;
4) recording methodology;
5) name and scale for all the recorded parameters;
6) obtained results;
7) identification of the different charts;
8) signature of the responsible person for the test body.
g) table listing all the adjustable parameter settings of the tests (choke diameters, software
configuration, etc.);
h) conclusion for the tests.
The format shall enable an easy access to all the information associated to the tests. An example is given
in Annex A.
6.3 Documentation
As a minimum, it shall be possible, while using the documentation, to determine the relationship with
the following when considering any particular measurement or check:
— braking mode and method of control;
— software versions of all brake-relevant components (all software-controlled systems, contributing
directly or indirectly to the braking performance: drive units, Wheel Slide Protection systems,
brake modules, etc.);
— load cases;
— batch numbers of the friction materials (blocks, inserts, pads, etc.) and results of bench tests in dry
and wet conditions;
— application forces and brake application time on sufficient vehicles and in sufficient locations to be
able to assess the impact that variables in these parameters have on the overall brake
performances (for type tests only);
— wheels diameter.
6.4 Methodology (for type tests only)
6.4.1 Measurement of the friction application force
The friction application force may be determined using either of the following methods:
— direct measurement of the application force on sufficient vehicles and in sufficient locations on
each actuator;
— measurement of the brake cylinders pressure, on sufficient vehicles and in sufficient locations on
each actuator, providing the relationship between brake cylinder pressure and application force is
known.
6.4.2 Measurement of the delay time
The brake application and release delay time can be directly measured either obtained as a difference
between response time and application force build-up or application force release time.
In case of direct measurement an electrical signal shall be recorded as initiating event e.g. a switch
confirming that the brake handle reached the specified position.
6.4.3 Measurement of the application force build-up time
In a pneumatic brake system the application force build-up time shall be measured at the brake cylinder
which is the furthest from of the brake panel which controls it. It is accepted to add a T-connection for
the type test.
For the routine tests of the MU equipped with variable load relay valves, measurement may be taken of
the automatic or indirect brake pilot pressure providing suitable allowances are incorporated to
account for any time differences.
6.4.4 Measurement of the application force release time
In a pneumatic brake system the application force release time shall be measured at the brake cylinder
which is the furthest from of the brake panel which controls it. It is accepted to add a T-connection for
the type test.
For the routine tests of the MU equipped with variable load relay valves, measurement may be taken of
the automatic or indirect brake pilot pressure providing suitable allowances are incorporated to
account for any time differences.
In any case the full release at the brake cylinder shall be verified.
6.4.5 Measurement of the brake response time
The brake response time can be directly measured or calculated
a) by adding together the delay time and application force build-up time during brake application or
b) by adding together the delay time and application force release time during brake release.
6.4.6 Measurement of the pressure drop time in the brake pipe or the equalising reservoir of the
driver’s brake valve
The pressure drop time shall be measured from 5 bar to 3,5 bar, but the pressure drop actually created
during the test is to be from 5 bar to 3,2 bar.
6.4.7 Measurement of the pressure rise time in the brake pipe or the equalising reservoir of the
driver’s brake valve
The pressure rise time shall be measured from 1,5 bar below the set value to 0,1 bar below the set value
(normally from 3,5 bar to 4,9 bar).
6.4.8 Measurement of the dead time of the WSP dump valves
The dead time for exhaust and fill shall be measured from the command to fill or release to 5 %
pressure variation at the brake cylinder. This is measured:
— with emergency brake applied (in order to have the maximum brake cylinder pressure);
— fully venting the brake cylinder while measuring the exhaust dead time;
— fully re-filling the brake cylinder while measuring the fill dead time;
at the brake cylinder which is furthest away from the dump valve which controls it.
6.4.9 Measurement of the exhaust time of the WSP dump valves
The exhaust time shall be measured from the maximum stabilized pressure at the brake cylinder down
to 0,4 bar. This is measured at the brake cylinder of the vehicle which is furthest away from the dump
valve which controls it. It is accepted to add a T-connection for the type test.
6.4.10 Measurement of the fill time of the WSP dump valves
The fill time shall be measured from 0 % to 95 % of the maximum stabilized pressure at the brake
cylinder. This is measured at the brake cylinder of the vehicle which is furthest away from the dump
valve which controls it.
6.4.11 Measurement of air tightness
When carrying out pressure leakage tests, sufficient time shall be allowed for pressure stabilization
before starting timing measurements.
6.4.12 Measurement of braking and release times of EP assist brake
The time taken to achieve a local brake pipe pressure change shall be verified on each vehicle with the
BP first being pressurized and then shut-off and with normal main reservoir pipe pressure.
The braking solenoid valves shall be energised and the time taken for the brake pipe pressure to reduce
over 1,5 bar from the Set Value (normally from 5 bar to 3,5 bar) shall be measured and recorded.
The release solenoid valve shall be energised and the time taken for the brake pipe pressure to increase
from 1,5 bar below the set value to 0,1 bar below the set value (normally from 3,5 bar to 4,9 bar) shall
be measured and recorded.
6.4.13 Evaluation of the longitudinal brake force applied to the track by Magnetic Track Brake
or Eddy Current Brake
The longitudinal force shall be evaluated for emergency brake application and if applicable also for full
service brake application from maximum speed under tare and load conditions.
The longitudinal force for the Magnetic Track Brake or Eddy Current Brake shall be calculated from the
deceleration achieved using these brakes. This deceleration shall be calculated as the difference
between the decelerations which are measured for brake applications with and without the Magnetic
Track Brake or Eddy Current Brake applied.
For the Eddy Current Brake the recorded brake force information provided by the control equipment
shall be validated.
6.5 Test schedule
Table 1 — Static tests
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
ment check ment check ment check
6.5.1 Basic inspection
6.5.1.1 The conformity of the vehicle — — — — X — X X — — X X —
data shall be verified
concerning:
— vehicle type and number;
— vehicle inscriptions.
6.5.1.2 The conformity of the — — — — X — X X — — X X —
pneumatic, mechanical,
electric and electronic brake
equipment regarding types,
quantity and marking with the
documentation shall be
verified.
6.5.1.3 A record of the serial number — — — — X — X X — — X X —
and configuration of the main
brake system components
(e.g. brake panels) should be
compiled if not already part of
existing documentation.
6.5.1.4 The conformity of all the — — — — X — — X — — — — —
equipments/components in
accordance with the
applicable European Standard
shall be verified.
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
ment check ment check ment check
6.5.1.5 The correct connection — — — — X — X X — — — X —
(mechanical, pneumatic,
electrical) of each Level 1 part
of the unit shall be verified.
6.5.1.6 The continuity of the main
— — — — X — X X — — X X —
brake pipe shall be verified.
6.5.1.7 The continuity of the main — — — — X — X X — — X X —
reservoir pipe shall be
verified.
6.5.1.8 The continuity of the safety — — — — X — X X — — X X —
loop shall be verified.
6.5.1.9 The installation of the brake — — — — X — — X — — — — —
system parts in the vehicle
(e.g. installation position,
movements and clearances of
flexible connections, etc. and
safety features as defined in
the installation
documentation) shall be
verified.
6.5.2 General safety related assessment of the installation
6.5.2.1 The conformity of the position — — — — X — — X — — — — —
of the friction materials
regarding brake discs and/or
running surface of the wheel
with the installation
documentation shall be
verified.
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
ment check ment check ment check
6.5.3 Air tightness
6.5.3.1 The air tightness of the main — — — X — — X X — X — X —
reservoir system with the
ancillary components
connected shall be verified. All
ancillary devices supplied by
the main reservoir pipe shall
be connected but not in
operation; it is permissible to
isolate devices that have a
permanent air consumption
e.g. precision pressure
regulators etc. Air supply shall
be deactivated. A brake
release command shall be
propagated along the brake
command line (brake pipe
pressure shall be 5 bar for
trains equipped with air brake
pipe). Hoses are to be isolated
by dummy couplings and end
cocks shall be opened. The
main reservoir pipe shall be
filled at nominal pressure.
Acceptable pressure reduction
shall be 0 bar to 0,2 bar in
3 min.
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
ment check ment check ment check
6.5.3.2 For trains equipped with a — — — X — — X X — X — X —
brake pipe, its air tightness
shall be verified. All devices
supplied by the brake pipe
shall be connected: brake
panels, emergency valves,
driver’s brake valve, etc.
The brake pipe shall be filled
to normal release pressure
and stabilized. The driver’s
brake valve shall be in neutral
position. The connection
between main reservoir pipe
and auxiliary reservoirs shall
be isolated. Hoses are to be
isolated by dummy couplings
and end cocks shall be
opened. Acceptable pressure
reduction shall be 0 bar to
0,1 bar in 3 min from 5 bar.
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
ment check ment check ment check
6.5.3.3 For systems incorporating a — — — X — — X X — — — — —
brake pipe and brake
distributors, the stability of
the brake command shall be
tested. A service brake shall
be applied. Acceptable
pressure variation in brake
cylinder shall be less than
0,2 bar in 10 min. This test
shall be carried out in normal
train operation as well as in
back-up and in rescue
configurations of the brake
system.
6.5.3.4 The air tightness of the brake — — — X — — X X — — — — —
cylinders shall be verified.
With the auxiliary reservoir
isolated from the main
reservoir pipe, an emergency
brake shall be applied. The
brake cylinder pressure shall
be constant with a tolerance
of +0,2 bar and −0,15 bar,
acceptable auxiliary reservoir
pressure reduction shall be
less than 0,2 bar in 10 min.
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
ment check ment check ment check
6.5.4 Gauging and pressure gauges
6.5.4.1 The functionality of the — — — — X — X X — — — — —
gauges on the desk (MRP, BP if
present, BC, etc.) shall be
verified with regard to:
— the correct connection;
— the correct marking;
— the precision in
accordance with EN 16185–1.
6.5.5 Auxiliary reservoir
6.5.5.1 The functionality of filling of — — — X — — — X — — — — —
the auxiliary reservoirs from
the main reservoir pipe shall
be verified.
The test shall be performed
with the air compressor of the
unit in accordance with
5.2.3.2.
6.5.5.2 The functionality of filling of — — — X — — — X — — — — —
the auxiliary reservoirs from
the brake pipe alone (if
present) shall be verified. The
test shall be done with the air
compressor of the unit in
accordance with 5.2.3.2.
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
ment check ment check ment check
6.5.6 Local control of the brake/distributor valve
6.5.6.1 For direct EP-Brakes verify — — — X — X — X — X — X —
that it acts in accordance with
the design specification
(including trans-
characteristic, hysteresis,
sensitivity, repeatability,
application and release times).
6.5.6.2 If the train is fitted with a — — — — X — — X — — — — —
brake pipe, it is to be verified
that the total volume
associated with each
distributor is less than 25 l.
This verification can be
carried out on documentation.
6.5.6.3 It is to be verified that it is — — — X — — — X — — — — —
possible to properly release
the control pressures of the
direct and indirect brakes.
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
ment check ment check ment check
6.5.7 Main relay valve
6.5.7.1 It is to be verified: X — — X — X — X — — — — —
— whether the brake
cylinder pressure(s) for an
emergency application
conforms/conform to the
design specification
(tolerances +0,2 bar;
−0,15 bar);
— for double stage relay
valves (if any) the change-
over between the “high” and
“low” pressure stage and
whether the brake cylinder
pressures for both stages
comply with the specification
(tolerances +0,2 bar; −0,15
bar).
6.5.7.2 The brake cylinders pressure X — — X — — — X — — — — —
shall be gradually controllable
and proportional to the brake
demand signal. The brake
cylinder pressure values, for
both the increasing and
decreasing brake demand, and
sensitivity shall be measured
and verified against the design
specifications.
It shall be possible to obtain a
number of different brake
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
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cylinder pressure levels in
accordance with EN 16185–1.
6.5.7.3 The relationship between the X X X X — — — X — — — — —
actual weight of the vehicle
(obtained after weighing) and
the load pressure shall be
verified against the design
specifications.
NOTE This test can be
done, for normal and crush
loads, when loading the train
for dynamic tests.
6.5.7.4 For the variable load relay X X X X — X — X — — — — —
valves, the pairs load
pressure/brake cylinder
pressures for the three load
states tare, normal, crush shall
be verified for an emergency
brake application and for an
appropriate number of brake
demand levels. The low
pressure point is measured by
increasing the pressure and
high pressure point is
measured by decreasing the
pressure.
NOTE Load pressures can
be simulated.
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
ment check ment check ment check
6.5.7.5 Tests listed in 6.5.7.1, 6.5.7.2, X X X X — — — X — — — — —
6.5.7.3 and 6.5.7.4 shall be
repeated one time with the
main air supply isolated
during the test (refilling
reservoirs before starting the
next test).
In addition, for variable load
relay valves, the brake
cylinders pressure shall be
verified for load pressures
below the tare value.
6.5.7.6 The application and release X — X X — X — X — — — — —
times at the brake cylinders
during full service and
emergency brake applications
shall be measured.
If the brake system is fitted
with a variable load relay
valve the measurement shall
be performed for two load
states.
NOTE Load pressures can
be simulated.
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
ment check ment check ment check
6.5.8 Emergency brake
6.5.8.1 The functionality of all — — — — X — X X — — — — —
emergency control devices
fitted on the vehicle, including
the emergency position of the
brake controllers, shall be
verified.
The reaction of the systems
fitted on the vehicle to the
emergency brake commands,
shall also be verified. In the
above tests, both electrical
and pneumatic (if applicable)
paths shall be verified.
6.5.8.2 The forces to move any — — — — X — — X — — — — —
manual device into the
emergency position shall be
varified according to the
design specifications.
Level 2: Single Multiple Unit Level 3: Coupled Multiple Units
Load condition
Description of test Test Test
according to 5.2.3.3
Nr. Type test Routine test Type test
procedure condition condition
Measure Test/ Measure Test/ Measure Test/
Tare Normal Crush stat dyn stat dyn
ment check ment check ment check
6.5.8.3 The functionality of all — — — X — X — X — X — X —
emergency control devices
fitted on the vehicle, including
the emergency position of the
brake controllers, shall be
verified:
— the brake delay and brake
force build-up times of the
friction brake shall be
measured during application
and release as close as is
possible to a brake cylinder, at
the front and far end of the
unit;
— the brake delay time (the
brake force application and
release times are established
during dynamic testing) of the
electro-dynamic brake (if
applicable) shall be measured
for all vehicles;
— the brake application and
release times of the Magnetic
Track Brake and of the Eddy
Current Brake (if applicable)
shall be measured.
This test shall be performed
for all paths (electrical,
pneumatic) that propagates
the emergency brake
command along the MU.
SIST EN 1
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