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

Status
Published
Publication Date
24-Nov-2019
Technical Committee
Current Stage
6060 - National Implementation/Publication (Adopted Project)
Start Date
21-Nov-2019
Due Date
26-Jan-2020
Completion Date
25-Nov-2019

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SLOVENSKI STANDARD
SIST EN 16185-2:2015+A1:2020
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
SIST EN 16185-2:2015+A1:2020 en,fr,de

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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SIST EN 16185-2:2015+A1:2020
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SIST EN 16185-2:2015+A1:2020
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.
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SIST EN 16185-2:2015+A1:2020
EN 16185-2:2014+A1:2019 (E)
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

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SIST EN 16185-2:2015+A1:2020
EN 16185-2:2014+A1:2019 (E)

Bibliography ................................................................................................................................................................. 73

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SIST EN 16185-2:2015+A1:2020
EN 16185-2:2014+A1:2019 (E)
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.
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SIST EN 16185-2:2015+A1:2020
EN 16185-2:2014+A1:2019 (E)
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

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.

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SIST EN 16185-2:2015+A1:2020
EN 16185-2:2014+A1:2019 (E)

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

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EN 16185-2:2014+A1:2019 (E)
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:
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SIST EN 16185-2:2015+A1:2020
EN 16185-2:2014+A1:2019 (E)

— 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

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SIST EN 16185-2:2015+A1:2020
EN 16185-2:2014+A1:2019 (E)

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.
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EN 16185-2:2014+A1:2019 (E)
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;
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— 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.

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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

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