SIST EN 16185-1:2015+A1:2020
(Main)Railway applications - Braking systems of multiple unit trains - Part 1: Requirements and definitions
Railway applications - Braking systems of multiple unit trains - Part 1: Requirements and definitions
This European Standard describes the functionality, constraints, performance and operation of a brake system for use in self propelling thermal and electric trains operating on routes of the European rail system network.
This European Standard covers:
- all new vehicle designs of self-propelling thermal and electric trains being operated at a maximum speed up to 200 km/h, in the following text simply called EMU/DMU;
- all major overhauls of the above-mentioned vehicles if they involve redesigning or extensive alteration to the brake system of the vehicle concerned.
This standard does not cover:
- locomotive hauled trains which are specified by EN 14198;
- mass transit rolling stock which is specified by EN 13452-1;
- high speed trains being operated at speeds greater than 200 km/h which are specified by EN 15734-1.
Bahnanwendungen - Bremssysteme für Triebzüge - Teil 1: Anforderungen und Definitionen
Diese Europäische Norm beschreibt Funktionalität, Einschränkungen, Leistung und Betrieb eines Brems-systems für den Einsatz in selbstfahrenden Zügen mit thermischem oder elektrischem Antrieb, die auf Strecken des konventionellen transeuropäischen Eisenbahnsystems betrieben werden.
Diese Europäische Norm gilt für:
alle neuen Fahrzeugbauarten von selbstfahrenden Zügen mit thermischem oder elektrischem Antrieb, die bei einer Höchstgeschwindigkeit bis 200 km/h betrieben werden, im Folgenden vereinfachend EMUs/DMUs genannt;
alle größeren Grundüberholungen der vorstehend aufgeführten Fahrzeuge, wenn diese Neukonstruk¬tionen oder umfassende Änderungen des Bremssystems des betreffenden Fahrzeugs mit einschließen.
Diese Norm gilt nicht für:
lokbespannte Züge, die in EN 14198 festgelegt sind;
Fahrzeuge des öffentlichen Nahverkehrs, die in EN 13452 1 festgelegt sind;
Hochgeschwindigkeitszüge, die bei Geschwindigkeiten über 200 km/h betrieben werden und in EN 15734 1 festgelegt sind.
Applications ferroviaires - Systèmes de freinage pour trains automoteurs - 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 dans des trains thermiques et électriques automoteurs circulant sur les voies du réseau de systèmes ferroviaires classiques européens.
La présente Norme européenne couvre :
- toutes les nouvelles conceptions de véhicules des trains thermiques et électriques automoteurs circulant à une vitesse maximale de 200km/h, qui par la suite dans le texte sont simplement désignés par EMU/DMU (unité multiple électrique/unité multiple diesel) ;
- 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 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 13452-1 ;
- les trains à grande vitesse circulant à des vitesses supérieures à 200km/h qui sont spécifiées par l’EN 15734-1.
Železniške naprave - Zavorni sistemi motornih vlakov - 1. del: Zahteve in definicije
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
01-julij-2020
Železniške naprave - Zavorni sistemi motornih vlakov - 1. del: Zahteve in definicije
Railway applications - Braking systems of multiple unit trains - Part 1: Requirements and
definitions
Bahnanwendungen - Bremssysteme für Triebzüge - Teil 1: Anforderungen und
Definitionen
Applications ferroviaires - Systèmes de freinage pour trains automoteurs - Partie 1 :
Exigences et définitions
Ta slovenski standard je istoveten z: EN 16185-1:2014+A1:2020
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 16185-1:2014+A1
EUROPEAN STANDARD
NORME EUROPÉENNE
May 2020
EUROPÄISCHE NORM
ICS 45.040
English Version
Railway applications - Braking systems of multiple unit
trains - Part 1: Requirements and definitions
Applications ferroviaires - Systèmes de freinage pour Bahnanwendungen - Bremssysteme für Triebzüge -
trains automoteurs - Partie 1 : Exigences et définitions Teil 1: Anforderungen und Definitionen
This European Standard was approved by CEN on 13 October 2014 and includes Amendment 1 approved by CEN on 6 April
2020.
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
© 2020 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 16185-1:2014+A1:2020 E
worldwide for CEN national Members.
Contents Page
European foreword . 3
1 Scope . 4
2 Normative references . 4
3 Terms and definitions . 6
4 Symbols and abbreviations . 8
5 Design principles . 8
5.1 General requirements . 8
5.2 Brake equipment types . 12
5.3 Dynamic brakes . 14
5.4 Friction brake . 16
5.5 Eddy current brake . 22
5.6 Magnetic track brake . 22
5.7 Non-conventional brake systems . 22
5.8 Emergency brake concept . 22
5.9 Service braking . 27
5.10 Wheel slide protection . 31
5.11 Brake functions to keep a train stationary . 32
5.12 Location of the control devices . 34
5.13 Fault monitoring and diagnostics . 36
5.14 Driver's brake test . 39
5.15 Power supply . 41
5.16 Enhancement of wheel-rail adhesion . 42
5.17 Maintenance . 43
6 Braking performance. 43
6.1 General . 43
6.2 Relevant load conditions . 44
6.3 Emergency braking. 44
6.4 Service braking . 45
6.5 Thermal requirements . 45
6.6 Adhesion values . 45
Annex A (normative) Brake performance categories . 47
Annex B (informative) Explanation of “proven design” concept. 51
Annex C (normative) Minimum values of bending radii for steel pipes . 52
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2016/797/EU aimed to be covered . 53
Bibliography . 56
European foreword
This document (EN 16185-1:2014+A1:2020) has been prepared by Technical Committee CEN/TC 256
“Railway Applications”, the secretariat of which is held by DIN.
This document includes Amendment 1 approved by CEN on 4 April 2020.
This document supersedes !EN 16185-1:2014".
The start and finish of text introduced or altered by amendment is indicated in the text by tags !".
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 November 2020, and conflicting national standards
shall be withdrawn at the latest by November 2020.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN [and/or CENELEC] 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 2016/797/EU.
For relationship with EU Directive EU Directive 2016/797/EU, 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 organizations 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, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.
1 Scope
!This document describes the functionality, constraints, performance and operation of a brake
system for use in self-propelling thermal and electric trains operating on routes of the European rail
system network."
This European Standard covers:
— all new vehicle designs of self-propelling thermal and electric trains being operated at a maximum
speed up to 200 km/h, in the following text simply called EMU/DMU;
— all major overhauls of the above-mentioned vehicles if they involve redesigning or extensive
alteration to the brake system of the vehicle concerned.
This standard does not cover:
— locomotive hauled trains which are specified by EN 14198;
— mass transit rolling stock which is specified by EN 13452-1;
— high speed trains being operated at speeds greater than 200 km/h which are specified by
EN 15734-1.
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 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, Railway applications — Wheelsets and bogies — Method of specifying the 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 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
EN 14535-2, Railway applications — Brake discs for railway rolling stock — Part 2: Brake discs mounted
onto the wheel, dimensions and quality requirements
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
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 15734-1:2010, , Railway applications — Braking systems of high speed trains — Part 1:
Requirements and definitions
EN 16185-2, Railway applications — Braking systems of multiple unit trains — Part 2: Test methods
EN 16207, 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 45545 (all parts), Railway applications — Fire protection on railway vehicles
EN 50121-3-1, Railway applications — Electromagnetic compatibility — Part 3-1: Rolling stock — Train
and complete vehicle
EN 50121-3-2, Railway applications — Electromagnetic compatibility — Part 3-2: Rolling stock —
Apparatus
EN 50125-1, Railway applications — Environmental conditions for equipment — Part 1: Rolling stock and
on-board equipment
EN 50126 (all parts), Railway applications — The specification and demonstration of Reliability,
Availability, Maintainability and Safety (RAMS)
EN 50163, Railway applications — Supply voltages of traction systems
EN 50553, Railway applications — Requirements for running capability in case of fire on board of rolling
stock
UIC 541-1, Brakes — Regulations concerning the design of brake components
1) This document is currently impacted by the corrigendum EN 15734-1:2010/AC:2013.
UIC 541-3, Brakes — Disc brakes and their application — General conditions for the approval of brake
pads
UIC 541-4, Brakes — Brakes with composite brake blocks — General conditions for certification of
composite brake blocks
UIC 544-1, Brakes — Braking power
UIC 557, Diagnosis on passenger rolling stock
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 14478 and the following apply.
3.1
active cab
single cab in a train consist which is used to control traction and service braking and which is normally
the leading cab
3.2
brake blending
controlled merging of brake forces resulting from different brake force generating systems
3.3
brake weight percentage
brake performance in accordance with UIC 544-1
3.4
driver’s vigilance device
dead man device
brake control interface through which a human driver is caused positively/voluntarily to communicate
his vigilance
[SOURCE: EN 14478:2005, 4.9.3.1]
3.5
dynamic brake
brakes in which the brake force is produced by the movement of the vehicle or its functional elements,
but not involving friction
3.6
emergency brake loop
EBL
dedicated safety loop used to initiate an emergency brake application
3.7
Ep assist
electrically commanded assist system to locally vent and feed the brake pipe
3.8
direct ep-brake
continuous brake system using electrical command signals to directly apply and release the brakes
3.9
holding brake
service brake application to prevent a train from moving for a limited time
3.10
local control unit
control unit acting on a system at a level lower than the multiple unit (for example on a bogie or vehicle
basis)
3.11
pilot pressure circuit
pressure circuit using components of reduced dimensions in order to control a limited flow rate which
is subsequently amplified
3.12
reference speed
signal generated and generally used by the WSP system as an indication of the train speed used for
comparison with the instantaneous wheel set speed as part of the control set algorithm
3.13
regenerative (mode of electro-dynamic braking)
converting the braking energy into electrical energy and generating an energy flow into the main
energy supply
3.14
rheostatic (mode of electro-dynamic braking)
converting the braking energy into electrical energy and dissipating the electrical energy in a resistor
3.15
safety loop
hardwired electrical loop following the energize to release principle
Note 1 to entry: A safety loop may be used on vehicle level as well as train level. This European Standard
assumes a train wide functionality. Examples of safety loops are:
— emergency brake loop;
— passenger alarm;
— door status traction interlock.
3.16
maximum braking load
load condition lower or equal to “design mass under exceptional payload” as defined in EN 15663
!Note deleted"
4 Symbols and abbreviations
For the purposes of this document, the following symbols, units and abbreviations apply:
BP Brake pipe
BCU Brake control unit
C Brake cylinder
CR Conventional rail
DMU Diesel multiple unit
EBL Emergency brake loop
ECB Eddy current brake
EMC Electromagnetic compatibility
EMU Electrical multiple unit
ETCS European train control system
CCS Control, command and signalling
H Hydrodynamic/Hydrostatic brake
IM Infrastructure Manager
MMI Man-machine interface
MRP Main reservoir pipe
MTB Magnetic track brake
RST Rolling stock
RU Railway undertaking (train operator)
SRT Safety in Railway Tunnels
TEN Trans European Conventional rail network
TSI Technical Specification for Interoperability
WSP Wheel slide protection
λ Effective braking power
1 bar 5 2 5 −1
= 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, subject to the operator using and maintaining the
system in the intended manner:
a) the braking performances defined in Clause 6;
b) the design principles in accordance with the requirements of this European Standard;
c) the design principles listed in the standards on brake systems referred to in Clause 2;
d) keeping within the specified 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.
e) the brake force applied is greater than the maximum design level:
1) impact on standing passengers;
NOTE No limits are so far defined to secure passengers.
2) impact on track shifting forces;
3) excessive jerk;
4) significant damage to the contact surface of the wheels;
f) the brake performance is lower than the level of brake demanded:
1) keeping traction effort on the train while emergency brake is requested;
2) required emergency brake performance not achieved;
3) required parking brake performance not achieved;
g) there is no brake force when demanded:
1) no emergency brake 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;
h) there is a brake force when a brake demand has not been made:
1) undue local brake application (pneumatic or parking);
2) locked axle not detected;
i) brake component failures that could cause death or injury or damage to the train or infrastructure,
e.g. derailment.
The hazards in the previous list shall be assessed in accordance with EN 50126 (all parts).
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,
while 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 comply with the following
requirements:
j) the service brake shall be activated on the whole train when requested;
k) independently from the service brake:
1) it shall be possible for the driver to immediately initiate the emergency brake by using the
same lever which is used for service braking or by using another independent device;
2) the train protection system (technical intervention system) shall be capable of initiating the
emergency brake;
l) cut off traction effort on the whole train while service brake is requested;
m) provide service brake effort as high as requested.
The required performance levels for different EMU/DMU categories are given in Clause 6 and Annex A.
The compliance of these performance levels and the safety of the braking system shall be fully
demonstrated as specified in EN 16185-2.
A brake system which is considered to be safe shall incorporate the following items:
n) a continuous, automatic and inexhaustible brake system;
o) an energize to release brake command line, as a minimum for the emergency brake;
p) decentralized brake actuators, developing the brake force; using locally stored energy;
q) proven design components, see Annex B.
An accepted bench mark safety level for a brake system is the UIC-architecture as described in
EN 14198.
If other system architectures are selected, they shall meet the requirements n) to q) in an equivalent
manner.
The components shall withstand any duties expected to occur during their period in service. The safety
implication of any failures shall be limited by appropriate means; as described in this European
Standard.
Single point failures shall not cause any relevant malfunctions regarding emergency brake application.
That means:
r) functions at train level (in the sense used in EN 14198) shall be designed as energized to release;
s) safety relevant functions at train level shall provide redundancy or a back-up function for any
electrical command chain applying the emergency brake;
t) the man machine interface shall provide at least two separate means for demanding an emergency
brake application;
u) malfunctions on local level (in the sense used in EN 14198) could be tolerated if the loss of a local
function is limited to an acceptable effect (for example by means of using sufficient quantity of
independent units in the train).
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 shall not emit toxic fumes. This
shall be achieved by selecting appropriate materials, by an appropriate system architecture and
installation arrangement.
The braking system shall be consistent with the train fire protection requirements according to
EN 45545 (all parts).
Running capability under fire shall be satisfied as well. This shall be achieved by being consistent with
the requirements in accordance with EN 50553.
5.1.3 Reliability and availability
To comply with the essential requirements 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 the conditions as specified in
EN 50125-1. They shall work properly in those climatic zones, for which they have been designed and
where they will be operated.
For certain lines, further requirements may be required, e.g. for the Nordic countries.
5.1.5 Train configuration
EMU/DMU can be configured as:
— fixed formations with distributed traction equipment applied to any of the vehicles or as trains with
power units (at least one) and additional vehicles without traction equipment;
— a fixed formation train set consisting of single vehicles or articulated coaches;
— single vehicle - also known as a railcar;
— trains with or without tilting equipment;
— single deck or double deck trains.
EMU/DMU with the same brake control architecture may be formed together and their functionality
shall be the same as a single unit as far as braking is concerned.
The maximum train length over which the functionality and the performances of the brake system shall
be specified. If not defined a train formation of at least 200 m should be considered.
5.1.6 Maximum speed and line parameters
The conventional rail network includes lines of different line characteristics which are determined by
the topographic conditions, the track parameters, the signalling equipment, etc. The line conditions over
which the train will be operated shall be specified.
5.1.7 Coupling compatibility/capability
EMU/DMU of the same type shall be equipped with couplers at each end of the unit to provide the
pneumatic, electrical and electronic connections or others necessary for brake control and shall provide
full functionality. This can be achieved by:
1) fully automatic coupler providing full functionality (preferred option);
2) combination of automatic and manual connection or;
3) fully manual connections.
If trains of a different type are coupled then the pneumatic connection may provide sufficient
functionality of the brake system to allow hauling a damaged unit by another interoperable unit without
adapter. In that case relying upon the pneumatic brake solely may result in operational restrictions; the
railway undertaking shall specify the functionalities and the performances of the brake system.
For rescue purposes by a conventional traction unit with a train hook as defined in EN 15566 a special
adapter for example in accordance with EN 15020 shall be provided.
For the trainsets 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 brake
systems that are not compatible with the UIC brake pipe an equivalent response as if equipped with UIC
brake pipe shall be provided and may require electrical supply on board. In both cases demand is
communicating using the BP connection to the unit and the trainset being rescued shall respond in the
form of a proportional brake force.
The recommended minimum rescuing speed is 100 km/h.
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 50121-3-1 and/or EN 50121-3-2 with regard
to EMC when applicable.
CE-marking is not required.
5.1.10 Operation in very long tunnel
The brake design shall take into account the particular safety conditions in very long tunnels as set out
in the SRT TSI.
This should be achieved by being consistent with the requirements in accordance with EN 50553.
5.2 Brake equipment types
5.2.1 Basic architecture for EMU/DMU braking
EMU/DMU trains should 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 dynamic brakes.
5.2.2 Dynamic brakes
Applicable dynamic brakes are:
the electro-dynamic brake, i.e. operating the traction motors in the generator mode:
— developing a retarding force at the wheel/rail interface;
— preferably returning the braking energy to the main power supply, which is called the regenerative
mode;
— developing a retarding force independent from the main power supply with the braking energy
being dissipated by sufficiently dimensioned brake resistors, which is called the rheostatic mode;
— 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.
The following operational applications are permitted:
— applied in service brake only, not applied in emergency cases;
— applied in service brake, applied in emergency cases but not considered in the brake calculation;
— applied in service brake, applied in emergency cases and considered in the brake calculation.
If the regenerative brake is included in the emergency brake calculation, the effect of the absence of the
external power supply shall be considered and mitigated.
If the rheostatic brake is included in the emergency brake calculation, the resistor shall have sufficient
thermal capacity to perform an emergency brake application following the most demanding service
braking duty specified and the control-command shall be considered to be sufficiently reliable and safe.
The performance of such dynamic brake shall not depend on the return of energy into the network, nor
does it depend on receiving electrical energy from the network.
The (linear) eddy current brake is characterized by non-contacting electromagnetic forces in the
magnetic shoe/rail interface. This type of brake is presently not used in EMU/DMU, but may be
considered for future applications. As it is presently used for High Speed Trains see EN 15734-1:2010,
2)
5.5 for further details.
5.2.3 Friction brakes
Applicable friction brakes are:
— disc brakes, designed as wheel mounted, axle mounted, or transmission mounted discs;
— tread brakes;
— 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 EMU/DMUs may be
equipped with additional magnetic track brakes. They will only be applied in emergency cases or
separately activated by the driver. It is permissible to include their contribution for emergency braking
as a means of maintaining the envisaged braking performance. When magnetic track brakes are used,
these shall be either:
— 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;
— track brakes, which are constantly kept in the lower position are permitted when agreed between
the RU and IM.
NOTE For further information, see EN 16207.
2) This document is currently impacted by the corrigendum EN 15734-1:2010/AC:2013.
5.2.5 Non-conventional brakes
Non-conventional brake systems (e.g. electromechanical, other energy recovery systems) 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 Electro dynamic brakes
3)
or 3 kV DC
EMU trains are supplied with a nominal voltage of 15 kV AC (16,7 Hz) or 25 kV AC (50 Hz)
or 1,5 kV DC or 750 V DC. The corresponding AC-networks are generally capable and the DC networks
are 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.
EMUs should make use of these features and should return the electrical energy which is gained from
electro-dynamic braking to the main power supply.
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.
If the regenerative mode is not available rheostatic braking should be applied, and should be used
before other types of braking.
If lines of DC networks are to be operated by EMUs, regenerative braking is permitted, but optional.
Restrictions and conditions such as those specified in EN 50163 or imposed by the infrastructure
manager shall be respected.
In addition, in the event that the supply to the catenary is lost, the train shall detect this and shall
suspend the regenerative brake so that it does not impede the line voltage dropping to 0 V.
The maximum brake force of the electro-dynamic brake for each wheelset should be of that value,
which is implied by the maximum adhesion coefficient (see Clause 6), in order to cover a maximum
range of speed without additional application of the friction brake.
In the event of a fault in a power unit, only the electro-dynamic brake of this damaged unit should be
unavailable.
In the case of service braking, train wide blending should be used to compensate for the loss by using
the other dynamic brakes up to their performance limit before the application of the friction brake.
If the loss of electro-dynamic brake performance can be replaced by another brake system on board the
train, then the electro-dynamic brake concerned may be automatically deactivated. However, if not, the
availability of the electro-dynamic brake shall be maintained in the case of an emergency braking even
if this means a degradation of the electro-dynamic brake equipment concerned.
5.3.2 Control Command of the electro-dynamic brakes
It shall be possible to vary the electro-dynamic brake alone or in connection with further brake systems
in a minimum of 7 levels of braking between “OFF” and “MAXIMUM”.
If the electro-dynamic and the friction brakes act simultaneously on the same wheelset, the total
braking force shall be limited so that it does not exceed a maximum design adhesion coefficient as
3) Nominal values.
specified in !6.6" and a maximum design retardation as specified in !6.3". The actual available
adhesion shall be considered by the control system (see also 5.10).
The electro-dynamic brake is controlled by the traction control unit. Target values can be commanded
by:
— separate or combined brake handle;
— emergency push button if permitted by the brake architecture;
— an automatic train control system (e.g. cruise control); if permitted by the brake architecture;
— an automatic train protection system if permitted by the brake architecture;
— brake control system.
The rate of change of the electro-dynamic brake force and of the friction brake force shall be
coordinated.
In emergency cases and when the electro-dynamic brake fails the friction brake shall be set into
operation automatically and immediately. The availability of the electro-dynamic brake should be
continuously monitored and displayed to the driver along with the electro-dynamic brake force
achieved as a proportion of the force demanded. An audible and/or visual warning should be provided
to the driver in the event of an electro-dynamic brake unit failure.
Dynamic brakes used for service and emergency brake applications shall be controlled to make best use
of the available adhesion. Dynamic brakes should not be routinely inhibited when low adhesion is
detected. Dynamic brake systems should incorporate a WSP-functionality in accordance with EN 15595.
5.3.3 Brake resistors
If the electro-dynamic brake is used for emergency cases then the brake resistors should be designed
such that they are capable of dissipating the maximum power and the maximum current generated by
the electro-dynamic brake without time restriction (100 % duty cycle).
If the capacity is less than 100 % only that reduced capacity can be regarded in the brake calculation.
If the capacity is such that time restrictions shall be observed the brake resistors shall at least dissipate
two consecutive emergency brake applications at the rate of 100 % electro-dynamic power. The
interval between the emergency brake application shall take into account the units own traction
performance.
An automatic protection of the resistors against thermal overload or overcurrent may be incorporated
into the design.
5.3.4 Hydrodynamic/hydrostatic brake
Hydrodynamic/hydrostatic brakes may be used providing they respect the functionality specified for
the electro-dynamic brake. The following operational applications are permitted:
— applied in service brake only, not applied in emergency cases;
— applied in service brake, applied in emergency cases but not considered in the brake calculation;
— applied in service brake, applied in emergency cases and considered in the brake calculation.
If it is included in the calculation of braking performances no time limit is permitted on its operation
and the control-command shall be considered to be sufficiently reliable and safe. The hydrodynamic
braking performance shall be verified during the brake type tests.
5.4 Friction brake
5.4.1 General
In general, the friction brake is added to the dynamic brake during emergency braking and service
braking.
An exclusive application of the friction brake may be required at low speeds in order to ensure the
precise and smooth positioning of the train.
The friction brake shall be designed such that it is capable of taking over the full thermal duty of an
emergency brake application from maximum speed. For further requirements see !6.5".
The means to apply the friction brake usually is with compressed air for the EMU/DMUs. Other forms of
energy are permitted providing that equivalent safety can be demonstrated.
It is not permitted to use the compressed air from reservoirs of the braking system and the brake pipe
for any purpose other than braking. In addition to supplying compressed air to the brakes, the MRP may
also be used for supplying energy to other users in the vehicle (e.g. door operating, toilets, air
suspension, etc.).
The energy necessary for braking shall be provided without any interruption, but it is not necessary to
maintain a constant value in the supply pipe. For details see 5.15.
5.4.2 Brake control requirements
5.4.2.1 System architecture
The main functions of the system architecture shall comprise the following:
— creating brake demand level;
— distribution of the brake demand;
— brake force generation in response to the brake demand.
The control command system of the brake shall:
— rely on components and subassemblies of proven design and high availability (see also Annex B);
— arrange the control units per vehicle or per bogie.
Application of the brake in the train which is controlled from the leading vehicle via a train wide brake
command shall meet the following functional and safety requirements in the various vehicles:
5.4.2.2 Requirement 1: Continuity
All brakes in the train shall be capable of being applied from a single control point, normally in the
operational cab.
5.4.2.3 Requirement 2: Automatic application
Each individual brake system or combinations of them shall operate automatically, i.e. in the event of an
unintentional train separation in two or several parts. The brakes on all parts of the train shall apply,
bring each part to a standstill and keep it in the same position until released by other intentional
operations.
Emergency brake devices in non-operational cabs should also be capable of requesting a brake
application.
5.4.2.4 Requirement 3: Inexhaustibility
The braking power available in the active brake system of the train shall be adequate to attain full brake
force:
— at all times during the train journey; and
— under all track conditions.
5.4.2.5 Requirement 4: Basic architecture
— A minimum architecture as shown in the flowchart in Figure 1 shall be considered.
Key
Actuator brake cylinder
CCS control, command and signalling
MTB magnetic track brake
WSP wheel slide protection
Figure 1 — Flowchart of basic structure of a brake system (on unit level and local level)
5.4.2.6 Structure of the brake architecture
The basic brake architecture is based on:
— a central control level;
— a distribution of a central demand and the supply of the brake energy;
— a local control level.
The local control level shall contain the automatic brake function and the service brake function.
5.4.2.7 Energy supply
The automatic/emergency brake function shall apply the emergency brake using the energy from the
local energy storage when the applicable brake command line is de-energized, caused by:
— an intentional action by the driver or a CCS system;
— an unintentional train separation;
— the loss of electrical energy onboard;
— the loss of air supply. This should be a second stage event after a fault message to the driver.
The service brake function shall apply the brake using the energy from the local energy storage in
response to the service brake command line. The service brake command line can operate either on an
energize-to-apply or an energize-to-release basis.
The preferred solution for the service brake is the direct ep-brake operating on an energize to apply
basis. The conventional indirect brake of the UIC type may be added to ensure the rescuing of a
damaged train or in order to upgrade the reliability or availability of the system.
If it is intended to use the conventional UIC brake in an EMU/DMU to provide both the automatic and
service brake functions then the system requirements shall be in accordance with EN 14198.
5.4.2.8 Requirements of the local control unit
As a minimum the output characteristics of the brake control unit (BCU) shall be consistent with the
requirements of EN 15355 and EN 15611, such as: precision, hysteresis, minimum output pressure
(inshot), proportional pressure characteristic, capability of refilling the brake cylinder after WSP
activity.
The load depending function shall be subject to national safety rules:
— default to crush (= maximum braking load) (e.g. in the UK for short trains which is 20 axles or less);
— default to t
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