SIST EN 14531-2:2016
(Main)Railway applications - Methods for calculation of stopping and slowing distances and immobilisation braking - Part 2: Step by step calculations for train sets or single vehicles
Railway applications - Methods for calculation of stopping and slowing distances and immobilisation braking - Part 2: Step by step calculations for train sets or single vehicles
This European Standard describes the step by step method utilising time step integration which may be used for all types of train sets, units or single vehicles, including high speed, locomotive and passenger coaches, conventional vehicles and wagons.
This standard does not specify the performance requirements. It enables the calculation of the various aspects of the performance: stopping or slowing distances, adhesion requirements, force calculations, etc.
This standard enables the verification by calculation of the stopping and slowing performance for high speed and conventional trains operating on high speed and conventional infrastructure. It may also be used for the detailed investigation of stopping or slowing performance at any design/verification stage.
Other calculation methods may be used providing that the order of accuracy achieved is in accordance with this European Standard.
This standard also includes examples of distance and other dynamic calculations, see Annex B;
Bahnanwendungen - Verfahren zur Berechnung der Anhalte- und Verzögerungsbremswege und der Feststellbremsung - Teil 2: Schrittweise Berechnungen für Zugverbände oder Einzelfahrzeuge
Diese Europäische Norm beschreibt das schrittweise Berechnungsverfahren der Bremsleistung unter Verwendung der Zeitschrittintegration, das für alle Arten von Zugverbänden, Einheiten oder Einzelfahrzeugen, einschließlich Hochgeschwindigkeitsfahrzeugen, Lokomotiven, Reisezugwagen, konventionellen Fahrzeugen und Güterwagen angewendet werden darf.
Diese Europäische Norm legt keine Leistungsanforderungen fest. Sie ermöglicht die Berechnung der verschiedenen Leistungsmerkmale: Anhalte- oder Verzögerungsbremswege, Kraftschlussanforderungen, Berechnungen von Kräften usw.
Diese Europäische Norm ermöglicht die Überprüfung mittels Berechnung der Anforderungen für das Anhalte- und Verzögerungsbremsvermögen für Hochgeschwindigkeitszüge und konventionelle Züge, die auf Hochgeschwindigkeits- und konventionellen Strecken verkehren. Dieses Verfahren darf ebenfalls für die genauere Untersuchung des Anhalte- und Verzögerungsbremsvermögens zu jeder Konstruktions- bzw. Überprüfungsphase herangezogen werden.
Das in dieser Norm vorgeschlagene Verfahren basiert auf einem Algorithmus zur numerischen Zeitintegration. Die Norm erklärt ein einfaches numerisches Integrationsschema, um ein nützliches und direktes Beispiel des vorgeschlagenen Verfahrens bereitzustellen. Es bestehen andere Algorithmen zur numerischen Zeitintegration, vor allem genauere, die jedoch außerhalb des Anwendungsbereichs dieser Norm liegen.
Wenn solche Berechnungsverfahren verwendet werden, muss deren Genauigkeitsgrad der vorliegenden Europäischen Norm entsprechen.
Diese Europäische Norm enthält ebenfalls Beispiele von Wegberechnungen und anderen dynamischen Berechnungen, siehe Anhang B.
Applications ferroviaires - Méthodes de calcul des distances d'arrêt, de ralentissement et d'immobilisation - Partie 2: Calcul pas à pas pour des compositions de trains ou véhicules isolés
La présente Norme européenne décrit la méthode pas à pas en utilisant l’intégration par pas de temps qui peut être utilisée pour tous les types de compositions de trains, d’unités ou de véhicules isolés, ce qui inclut la grande vitesse, les locomotives et les voitures de passagers, les véhicules conventionnels et les wagons.
La présente Norme ne spécifie pas les exigences de performances. Elle permet le calcul des différents aspects des performances : distances d'arrêt ou de ralentissement, exigences d’adhérence, calcul des efforts, etc.
La présente Norme européenne permet de vérifier au moyen de calculs, les performances d’arrêt et de ralentissement des trains conventionnels et à grande vitesse sur lignes classiques et lignes à grandes vitesses. Elle peut aussi être utilisée pour une investigation détaillée des performances d’arrêt et de ralentissement à n’importe quelle étape de la conception/vérification.
D’autres méthodes de calcul peuvent être utilisées à condition que le niveau de précision atteint soit conforme à la présente Norme européenne.
La présente Norme inclut aussi des exemples de distances et autres calculs dynamiques, voir l’Annexe B.
Železniške naprave - Metode za izračun zavornih poti pri ustavljanju in upočasnjevanju ter zavarovanje stoječih vozil - 2. del: Izračun za vlakovne kompozicije ali posamezna vozila s postopkom "korak za korakom"
Ta evropski standard opisuje metodo s postopkom »korak za korakom« z integracijo časovnih korakov, ki se lahko uporablja za vse vrste vlakovnih kompozicij, enot ali posameznih vozil, vključno s hitrimi vlaki, lokomotivami in potniškimi vagoni, konvencionalnimi ter tovornimi vagoni.
Ta standard ne določa zahtev za delovanje. Omogoča izračun različnih vidikov delovanja: zavorne poti pri ustavljanju in upočasnjevanju, zahteve za spojitev, izračuni sil itd.
Ta standard omogoča preverjanje na podlagi izračuna zavorne poti pri ustavljanju in upočasnjevanju za hitre in konvencionalne vlake, ki delujejo z visoko hitrostjo in uporabljajo konvencionalno infrastrukturo. Uporablja se lahko tudi za podrobne preiskave zavorne poti pri ustavljanju in upočasnjevanju na kateri koli stopnji načrtovanja/preverjanja.
Druge računske metode se lahko uporabijo pod pogojem, da je zagotovljeno zaporedje natančnosti v skladu s tem evropskih standardom.
Ta standard vključuje tudi primere razdalj in druge dinamične izračune, glej dodatek B;
General Information
Relations
Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Bahnanwendungen - Verfahren zur Berechnung der Anhalte- und Verzögerungsbremswege und der Feststellbremsung - Teil 2: Schrittweise Berechnungen für Zugverbände oder EinzelfahrzeugeApplications ferroviaires - Méthodes de calcul des distances d'arrêt, de ralentissement et d'immobilisation - Partie 2: Calcul pas à pas pour des compositions de trains ou véhicules isolésRailway applications - Methods for calculation of stopping and slowing distances and immobilisation braking - Part 2: Step by step calculations for train sets or single vehicles45.060.01Železniška vozila na splošnoRailway rolling stock in generalICS:Ta slovenski standard je istoveten z:EN 14531-2:2015SIST EN 14531-2:2016en,fr,de01-marec-2016SIST EN 14531-2:2016SLOVENSKI
STANDARDSIST EN 14531-6:20091DGRPHãþD
SIST EN 14531-2:2016
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 14531-2
December
t r s w ICS
v wä r x rä r s Supersedes EN
s v w u sæ xã t r r {English Version
Railway applications æ Methods for calculation of stopping and slowing distances and immobilization braking æ Part
tã Step by step calculations for train sets or single vehicles Applications ferroviaires æ Méthodes de calcul des distances d 5arrêtá de ralentissement et d 5immobilisation æ Partie
t ã Calcul pas à pas pour des compositions de trains ou véhicules isolés
Bahnanwendungen æ Verfahren zur Berechnung der Anhalteæ
und Verzögerungsbremswege und der Feststellbremsung æ Teil
tã Schrittweise Berechnungen für Zugverbände oder Einzelfahrzeuge This European Standard was approved by CEN on
t y June
t r s wä
egulations which stipulate the conditions for giving this European Standard the status of a national standard without any alterationä Upætoædate lists and bibliographical references concerning such national standards may be obtained on application to the CENæCENELEC Management Centre or to any CEN memberä
translation under the responsibility of a CEN member into its own language and notified to the CENæCENELEC Management Centre has the same status as the official versionsä
CEN members are the national standards bodies of Austriaá Belgiumá Bulgariaá Croatiaá Cyprusá Czech Republicá Denmarká Estoniaá Finlandá Former Yugoslav Republic of Macedoniaá Franceá Germanyá Greeceá Hungaryá Icelandá Irelandá Italyá Latviaá Lithuaniaá Luxembourgá Maltaá Netherlandsá Norwayá Polandá Portugalá Romaniaá Slovakiaá Sloveniaá Spainá Swedená Switzerlandá Turkey andUnited Kingdomä
EUROPEAN COMMITTEE FOR STANDARDIZATION COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre:
Avenue Marnix 17,
B-1000 Brussels
9
t r s w CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Membersä Refä Noä EN
s v w u sæ tã t r s w ESIST EN 14531-2:2016
EN 14531-2:2015 (E) 2 Contents Page European foreword . 4 Introduction . 5 1 Scope . 6 2 Normative references . 6 3 Terms, definitions, symbols and indices . 6 3.1 Terms and definitions . 6 3.2 Symbols and indices . 6 4 General algorithm to conduct a step-by-step calculation . 8 5 Stopping and slowing distances calculation . 8 5.1 Accuracy of input values . 8 5.2 General characteristics . 9 5.2.1 General . 9 5.2.2 Train resistance . 9 5.3 Brake equipment type characteristics . 9 5.3.1 General . 9 5.3.2 Characteristics of friction brake equipment types . 9 5.3.3 Characteristics of the other brake equipment types . 10 5.3.4 Time characteristics of each brake equipment type . 10 5.3.5 Blending concept . 10 5.4 Initial and operating characteristics . 10 5.4.1 Mean gradient of the track . 10 5.4.2 Initial speed . 10 5.4.3 Available coefficient of adhesion . 10 5.4.4 Level of the brake demand . 10 5.4.5 Quantity of each brake equipment type available . 10 5.4.6 Calculation in degraded conditions . 11 5.5 Sharing, proportioning of the brake forces – achieved forces . 11 5.6 Total retarding force at train level . 11 5.7 Time step calculation . 11 5.7.1 General . 11 5.7.2 Time integration . 12 5.8 Time calculations . 13 5.8.1 Slowing time (t). 13 5.8.2 Stopping time (t) . 13 5.8.3 Resultant equivalent response time based on distance (te) . 13 5.9 Distance calculations . 14 5.9.1 General . 14 5.9.2 Slowing distance (s) . 14 5.9.3 Stopping distance (s) . 14 5.9.4 Equivalent free run distance (s0) . 14 5.10 Deceleration calculations . 14 5.10.1 General . 14 5.10.2 Decelerations supplied by each braking force (aj) . 14 5.10.3 Equivalent (mean) deceleration (ae) based on distance . 15 5.11 Other calculations . 15 SIST EN 14531-2:2016
EN 14531-2:2015 (E) 3 5.11.1 Brake energy . 15 5.11.2 Required adhesion value for each axle (req,ax) . 16 5.11.3 Maximum braking power of each brake equipment type . 16 6 Immobilization brake calculation . 16 Annex A (normative)
Workflow of kinetic calculations . 17 Annex B (informative)
Example of distance and other dynamic calculations . 19 B.1 General . 19 B.1.1 Example train formation . 19 B.1.2 Vehicle and train characteristics . 20 B.1.2.1 Train mass . 20 B.1.2.2 Train resistance . 20 B.1.3 Brake equipment type characteristics . 20 B.1.3.1 Electrodynamic brake (depending on adhesion). 20 B.1.3.1.1 Input values . 20 B.1.3.1.2 Time characteristic of the electrodynamic brake . 20 B.1.3.2 Disc brake (depending on adhesion). 21 B.1.3.2.1 Input values . 21 B.1.3.2.2 Time characteristic of the disc brakes . 21 B.1.3.2.3 Speed characteristic of the disc brakes (f(v)) . 22 B.1.4 Blending concept . 22 B.1.5 Initial and operating characteristics . 22 B.1.5.1 Gradient . 22 B.1.5.2 Initial speed . 22 B.1.5.3 Quantity of each brake equipment type available . 22 B.1.6 Wheel data. 23 B.2 Calculation results . 23 B.2.1 Braking force of single brake equipment type related to the entity . 23 B.2.2 Total braking force per braking equipment type and train resistance . 24 B.2.3 Stopping distance . 25 B.2.4 Stopping time . 26 B.2.5 Resultant equivalent response time . 26 B.2.6 Equivalent (mean) deceleration based on distance . 26 B.2.7 Decelerations . 26 B.2.8 Required adhesion . 27 Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC . 29 Bibliography . 32
SIST EN 14531-2:2016
EN 14531-2:2015 (E) 4 European foreword This document (EN 14531-2:2015) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by June 2016, and conflicting national standards shall be withdrawn at the latest by June 2016. This document supersedes EN 14531-6:2009. 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 EN 14531, Railway applications — Methods for calculation of stopping and slowing distances and immobilization braking consists of: — Part 1: General algorithms utilizing mean value calculation for train sets or single vehicles; — Part 2: Step-by-step calculations for train sets or single vehicles. The two parts are interrelated and should be considered together when conducting the step-by-step calculation of stopping and slowing distances. 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. 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, 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. SIST EN 14531-2:2016
EN 14531-2:2015 (E) 5 Introduction This European Standard describes a common calculation method for railway applications. It describes the general algorithms utilizing step by step calculation for use in the design and validation of brake equipment and braking performance for all types of train sets and single vehicles. In addition, the algorithms provide a means of comparing the results of other braking performance calculation methods. The EN 14531 series was originally planned to have six parts covering the calculation methodology to be used when conducting calculations relating to the braking performance of various types of railway vehicles under the heading ‘EN 14531, Railway applications – Methods for calculation of stopping, slowing distances and immobilization braking’. The six parts were as follows:
« Part 1: General algorithms
« Part 2: Application to single freight wagon
« Part 3: Application to mass transit (LRVs and D- and E- MUs)
« Part 4: Application to single passengers coach
« Part 5: Application to locomotive
« Part 6: Application to high speed trains EN 14531-1 was originally published in 2005 followed by EN 14531-6 which was published in 2009. Following the publication of these parts, it was decided that a common methodology could be used for parts 2 to 5 and this should be contained under a revised version of Part 1 and Part 6 with a title of ‘Railway applications — Methods for calculation of stopping and slowing distances and immobilisation braking — Part 2: Step by step calculations for train sets or single vehicles‘ . EN 14531-1:2005 and EN 14531-6:2009 are referenced in the current TSIs (Freight wagons and Locomotive and passenger RST). The tables of the Annex ZA give the equivalence of the TSI referenced clauses of the original EN 14531 series to the clauses of this issue of EN 14531-1 and EN 14531-2. SIST EN 14531-2:2016
EN 14531-2:2015 (E) 6 1 Scope This European Standard describes the step-by-step method for the calculation of brake performance utilizing time step integration which may be used for all types of train sets, units or single vehicles, including high-speed, locomotive and passenger coaches, conventional vehicles and wagons. This European Standard does not specify the performance requirements. It enables the calculation of the various aspects of the performance: stopping or slowing distances, adhesion requirements, force calculations, etc. This European Standard enables the verification by calculation of the stopping and slowing performance for high-speed and conventional trains operating on high-speed and conventional infrastructure. It may also be used for the detailed investigation of stopping or slowing performance at any design/verification stage. The proposed method of this standard is based on a numerical time integration algorithm. The standard explains a simple numerical integration scheme in order to provide a useful straightforward example of the proposed method. Other numerical time integration algorithms exist, especially more accurate ones, but they are not in the scope of this standard. When such methods are used the order of accuracy that they achieve has to be in accordance with this European Standard. This European Standard also includes examples of distance and other dynamic calculations, see Annex B. 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 14067-4, Railway applications - Aerodynamics - Part 4: Requirements and test procedures for aerodynamics on open track EN 14478, Railway applications - Braking - Generic vocabulary EN 14531-1, Railway applications - Methods for calculation of stopping and slowing distances and immobilization braking - Part 1: General algorithms utilizing mean value calculation for train sets or single vehicles 3 Terms, definitions, symbols and indices 3.1 Terms and definitions For the purposes of this document, the terms and definitions given in EN 14478 and EN 14531-1 and the following apply. 3.1.1 step-by-step calculation numerical method with finite time steps 3.2 Symbols and indices For the purposes of this document, the general symbols given in Table 1 and indices given in Table 2 apply. SIST EN 14531-2:2016
EN 14531-2:2015 (E) 7 Table 1 — Symbols Symbol Definition Unit A Area m2 a Deceleration m/s2 D Wheel diameter m F Force N FB Braking force N
Acceptable deviation from vfin used to stop the time step calculation m/s gn Standard acceleration of free fall = 9,806 65 m/s2 (refer to ISO 80000-3) m/s2 i Gradient (rising gradient is positive; e.g. for a gradient of 5 ‰, i = 0,005) - iC Cylinder/unit ratio - irig Rigging ratio - itra Transmission ratio - m Mass kg n Quantity - p Pressure Pa P Power of brake equipment W r Radius m s Distance m t Time s Wb Energy dissipated by brake equipment
J
Coefficient of adhesion - µ Coefficient of friction (brake pad or block) -
Efficiency - SIST EN 14531-2:2016
EN 14531-2:2015 (E) 8 Table 2 — General indices Indices Term ax Axle a Available B Brake/braking BED Electro-dynamic braking force C Cylinder/unit dyn Dynamic fin Final e Equivalent ext External i brake equipment type j Time step max Maximum n Nominal Ra Train resistance to motion req Required rig Rigging rot Rotating st Static tra Transmission 0 or 1 Initial 4 General algorithm to conduct a step-by-step calculation The calculation is presented in a flow chart as shown in Figure A.1. The algorithm uses instantaneous values which are calculated step-by-step. The numerical integration shall be time-based as set out in 5.7. The content of each algorithm, the corresponding definitions of input values and different phases of calculation are given in Clause 5. 5 Stopping and slowing distances calculation 5.1 Accuracy of input values The accuracy of the calculation described here depends directly on the accuracy of the input data. The accuracy of the input data values shall be relevant to the purpose of the calculation and shall be traceable as to how these values were established e.g. engineer´s estimation, test results, manufacturer’s data. Supporting calculations or test reports (or extracts of these documents) should be attached with the performance calculation where applicable. Representative curves of the performance of a type of brake equipment e.g. electrodynamic brake, can be determined by numerical or practical methods. The values can be given as a table. SIST EN 14531-2:2016
EN 14531-2:2015 (E) 9 5.2 General characteristics 5.2.1 General Descriptions of general characteristics e.g. train formation, train mass, static and equivalent rotating mass, dynamic mass and wheel diameter are given in EN 14531-1 if not otherwise specified below. 5.2.2 Train resistance The train resistance is a component of the train retarding force provided by the structure of the train referred as resistance to motion in EN 14067-4; this uses instantaneous values in the formula: 2RavCvBAF⋅+⋅+= (1) where: FRa is the instantaneous value of the train resistance, in N v is the instantaneous speed of the vehicle, in m/s A is the characteristic coefficient of the train independent of speed considered as C1 in EN 14067-4, in N B is the characteristic coefficient of the train proportional to the speed considered as C2 in EN 14067-4, in N(m/s) C is the characteristic coefficient of aerodynamic train resistance considered as C3 in EN 14067-4, in 2N(m/s) NOTE
For a first calculation, the mean train resistance to motion as detailed in EN 14531-1 may be used. 5.3 Brake equipment type characteristics 5.3.1 General The final result of this part is the braking force generated by each brake equipment type as related to the rail. See EN 14531-1 for basic descriptions of brake equipment type and entity. 5.3.2 Characteristics of friction brake equipment types See EN 14531-1 for basic descriptions of tread and disc brake equipment types and the dynamic and static coefficients of friction of the brake block and pad, together with the calculation of tread brake and disc brake forces. SIST EN 14531-2:2016
EN 14531-2:2015 (E) 10 5.3.3 Characteristics of the other brake equipment types See EN 14531-1 for basic descriptions of electrodynamic, fluid retarder, magnetic track brake and eddy current brake equipment types together with the calculation of the respective brake forces. 5.3.4 Time characteristics of each brake equipment type 5.3.4.1 Derivation of characteristics In the step-by-step calculation, an instantaneous characteristic can be expressed by multiplication of the nominal braking force with a dimensionless factor as set out in 5.7. For example, the braking response of a brake equipment type can be considered with such dimensionless factors as a characteristic depending on time. 5.3.4.2 Creation of input data The time characteristics, calculated as set out in 5.3.4.1 can be used directly or converted to a practical approximation, e.g. a linear description (see Annex B). 5.3.5 Blending concept The description of a typical blending concept is described in EN 14531-1. 5.4 Initial and operating characteristics 5.4.1 Mean gradient of the track In general, brake performance calculations are based on the assumption of a straight and level track; EN 14531-1 states the considerations and formulae when considering braking on a gradient. 5.4.2 Initial speed For design, the calculations should as a minimum be performed from the maximum design speed. 5.4.3 Available coefficient of adhesion If the required adhesion exceeds the available adhesion, it can lead to an increase of the stopping distance compared to a theoretical calculation as a consequence of a sliding wheelset or regulation by the wheel slide protection device. The required adhesion of each axle, calculated as set out in 5.11.2 shall be lower than the assumed or specified available adhesion. This available coefficient of adhesion is dependent on the conditions prevalent at the time of braking e. g. sanding, speed, environmental conditions, number of axles, etc. 5.4.4 Level of the brake demand Generally, the emergency brake demand is considered during step-by-step calculations (unless otherwise specified). Other brake demand levels e.g. full service braking may be considered when establishing the design of each functioning brake equipment type. 5.4.5 Quantity of each brake equipment type available Calculations shall be performed with all the brake equipment types in working order and with a specified quantity and, or location of isolated brakes. SIST EN 14531-2:2016
EN 14531-2:2015 (E) 11 5.4.6 Calculation in degraded conditions Generally, brake calculations are performed with nominal parameters of the brake equipment in use. It is recommended that degraded mode conditions which may affect the performance of the brakes are considered, e.g. friction coefficient variation, available coefficient of adhesion variation, or isolation of equipment. NOTE
Such conditions may be stated in the relevant standards and operator specifications. 5.5 Sharing, proportioning of the brake forces – achieved forces EN 14531-1 describes a typical example of the sharing and/ or proportioning of brake forces. 5.6 Total retarding force at train level EN 14531-1 describes the total retarding force at train level. 5.7 Time step calculation 5.7.1 General The following calculations utilize integration as set out in 5.7.2. This is a simple mathematical method which is sufficient for most applications. Other more detailed algorithms may be used if considered necessary. The initial step begins at time t0 = 0 s simultaneous with the braking demand. The time step ût selected for the calculation shall be determined using the distance deviation ratio ûs of the calculation, (i. e. this ratio obtained from the distance calculations with time steps ût and (2 x ût) shall not be greater than the minimum precision required for the application being considered). The value of distance deviation ratio shall be a maximum of 0,001 in order to achieve an acceptable result when used for high speeds. When used for lower speeds or slowing calculations then other values of deviation ratio may be used. The value of the distance deviation ratio is given by the following formula. )()()2(tftftfssss∆
...
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Bahnanwendungen - Verfahren zur Berechnung der Anhalte- und Verzögerungsbremswege und der Feststellbremsung - Teil 2: Schrittweise Berechnungen für Zugverbände oder EinzelfahrzeugeApplications ferroviaires - Méthodes de calcul des distances d'arrêt, de ralentissement et d'immobilisation - Partie 2: Calcul pas à pas pour des compositions de trains ou véhicules isolésRailway applications - Methods for calculation of stopping and slowing distances and immobilisation braking - Part 2: Step by step calculations for train sets or single vehicles45.060.01Železniška vozila na splošnoRailway rolling stock in generalICS:Ta slovenski standard je istoveten z:FprEN 14531-2kSIST FprEN 14531-2:2015en,fr,de01-junij-2015kSIST FprEN 14531-2:2015SLOVENSKI
STANDARD
kSIST FprEN 14531-2:2015
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
FINAL DRAFT
FprEN 14531-2
March 2015 ICS 45.060.01 Will supersede EN 14531-6:2009English Version
Railway applications - Methods for calculation of stopping and slowing distances and immobilisation braking - Part 2: Step by step calculations for train sets or single vehicles
Applications ferroviaires - Méthodes de calcul des distances d'arrêt, de ralentissement et d'immobilisation - Partie 2 : Calcul pas à pas pour des compositions de trains ou véhicules isolés
Bahnanwendungen - Verfahren zur Berechnung der Anhalte-
und Verzögerungsbremswege und der Feststellbremsung - Teil 2: Schrittweise Berechnungen für Zugverbände oder Einzelfahrzeuge This draft European Standard is submitted to CEN members for formal vote. It has been drawn up by the Technical Committee CEN/TC 256.
If this draft becomes a European Standard, 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.
This draft European Standard was established by CEN 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, 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 United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and shall not be referred to as a European Standard.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre:
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B-1000 Brussels © 2015 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. FprEN 14531-2:2015 EkSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 2 Contents Page Foreword .4 Introduction .5 1 Scope .6 2 Normative references .6 3 Terms, definitions, and symbols .6 3.1 Terms and definitions .6 3.2 Symbols and indices .6 4 General algorithm to conduct a step-by-step calculation .8 5 Stopping and slowing distances calculation .8 5.1 Accuracy of input values .8 5.2 General characteristics .9 5.2.1 General .9 5.2.2 Train resistance .9 5.3 Brake equipment type characteristics .9 5.3.1 General .9 5.3.2 Characteristics of friction brake equipment types .9 5.3.3 Characteristics of the other brake equipment types. 10 5.3.4 Time characteristics of each brake equipment type . 10 5.3.5 Blending concept . 10 5.4 Initial and operating characteristics . 10 5.4.1 Mean gradient of the track . 10 5.4.2 Initial speed . 10 5.4.3 Available coefficient of adhesion . 10 5.4.4 Level of the brake demand . 10 5.4.5 Quantity of each brake equipment type available . 10 5.4.6 Calculation in degraded conditions . 11 5.5 Sharing, proportioning of the brake forces – achieved forces . 11 5.6 Total retarding force at train level . 11 5.7 Time step calculation . 11 5.7.1 General . 11 5.7.2 Time integration . 12 5.8 Time calculations . 13 5.8.1 Slowing time (t) . 13 5.8.2 Stopping time (t) . 13 5.8.3 Resultant equivalent response time based on distance (te) . 13 5.9 Distance calculations . 14 5.9.1 General . 14 5.9.2 Slowing distance (s) . 14 5.9.3 Stopping distance (s) . 14 5.9.4 Equivalent free run distance (s0) . 14 5.10 Deceleration calculations . 14 5.10.1 General . 14 5.10.2 Decelerations supplied by each braking force (ai) . 14 5.10.3 Equivalent (mean) deceleration (ae) based on distance . 15 5.11 Other calculations. 15 5.11.1 Brake energy . 15 5.11.2 Required adhesion value for each axle (2req,ax) . 16 kSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 3 5.11.3 Maximum braking power of each brake equipment type . 16 6 Immobilization brake calculation . 16 Annex A (normative)
Workflow of kinetic calculations . 17 Annex B (informative)
Example of distance and other dynamic calculations . 19 B.1 General . 19 B.1.1 Example train formation . 19 B.1.2 Vehicle and train characteristics . 20 B.1.3 Brake equipment type characteristics . 20 B.1.4 Blending concept . 22 B.1.5 Initial and operating characteristics . 22 B.1.6 Wheel data . 23 B.2 Calculation results . 23 B.2.1 Braking force of single brake equipment type related to the entity . 23 B.2.2 Total braking force per braking equipment type and train resistance . 24 B.2.3 Stopping distance . 25 B.2.4 Stopping time . 25 B.2.5 Resultant equivalent response time . 25 B.2.6 Equivalent (mean) deceleration based on distance . 26 B.2.7 Decelerations . 26 B.2.8 Required adhesion . 27 Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EC Directive 2008/27/EC . 28 Bibliography . 31
kSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 4 Foreword This document (FprEN 14531-2:2015) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. This document is currently submitted to the Formal Vote. 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 EN 14531, Railway applications — Methods for calculation of stopping and slowing distances and immobilization braking consists of: — Part 1: General algorithms utilizing mean value calculation for train sets or single vehicles; — Part 2: Step-by-step calculations for train sets or single vehicles. The two parts are interrelated and should be considered together when conducting the step-by-step calculation of stopping and slowing distances. kSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 5 Introduction This European Standard describes a common calculation method for railway applications. It describes the general algorithms utilizing step by step calculation for use in the design and validation of brake equipment and braking performance for all types of train sets and single vehicles. In addition, the algorithms provide a means of comparing the results of other braking performance calculation methods. The EN 14531 series was originally planned to have six parts covering the calculation methodology to be used when conducting calculations relating to the braking performance of various types of railway vehicles under the heading ‘EN 14531, Railway applications – Methods for calculation of stopping, slowing distances and immobilization braking’. The six parts were as follows: − Part 1: General algorithms − Part 2: Application to single freight wagon − Part 3: Application to mass transit (LRVs and D- and E- MUs) − Part 4: Application to single passengers coach − Part 5: Application to locomotive − Part 6: Application to high speed trains EN 14531-1 was originally published in 2005 followed by EN 14531-6 which was published in 2009. Following the publication of these parts, it was decided that a common methodology could be used for parts 2 to 5 and this should be contained under a revised version of Part 1 and Part 6 with a title of ‘Railway applications — Methods for calculation of stopping and slowing distances and immobilisation braking — Part 2: Step by step calculations for train sets or single vehicles‘ . EN 14531-1:2005 and EN 14531-6:2009 are referenced in the current TSIs (Freight wagons and Locomotive and passenger RST). The tables of the Annex ZA give the equivalence of the TSI referenced clauses of the original EN 14531 series to the clauses of this issue of FprEN 14531-1 and FprEN 14531-2. kSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 6 1 Scope This European Standard describes the step-by-step method for the calculation of brake performance utilizing time step integration which may be used for all types of train sets, units or single vehicles, including high-speed, locomotive and passenger coaches, conventional vehicles and wagons. This European Standard does not specify the performance requirements. It enables the calculation of the various aspects of the performance: stopping or slowing distances, adhesion requirements, force calculations, etc. This European Standard enables the verification by calculation of the stopping and slowing performance for high-speed and conventional trains operating on high-speed and conventional infrastructure. It may also be used for the detailed investigation of stopping or slowing performance at any design/verification stage. The proposed method of this standard is based on a numerical time integration algorithm. The standard explains a simple numerical integration scheme in order to provide a useful straightforward example of the proposed method. Other numerical time integration algorithms exist, especially more accurate ones, but they are not in the scope of this Standard. NOTE
When such methods are used the order of accuracy that they achieve has to be in accordance with this European Standard. This European Standard also includes examples of distance and other dynamic calculations, see Annex B. 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, Railway applications −Braking − Generic vocabulary EN 14067-4, Railway applications − Aerodynamics − Part 4: Requirements and test procedures for aerodynamics on open track FprEN 14531-1, Railway applications − Methods for calculation of stopping and slowing distances and immobilisation braking − Part 1: General algorithms utilizing mean value calculation for train sets or single vehicles 3 Terms, definitions, and symbols 3.1 Terms and definitions For the purposes of this standard, the definitions given in EN 14478 and EN 14531-1 and the following apply. 3.1.1 step-by-step calculation numerical method with finite time steps 3.2 Symbols and indices For the purposes of this document, the general symbols given in Table 1 and indices given in Table 2 apply. kSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 7 Table 1 — Symbols Symbol Definition Unit A Area m2 a Deceleration m/s2 D Wheel diameter m F Force N FB Braking force N 0 Acceptable deviation from vfin used to stop the time step calculation m/s gn Standard acceleration of free fall = 9,806 65 m/s2 (refer to ISO 80000-3) m/s2 i Gradient (rising gradient is positive; e.g. for a gradient of 5 ‰, i = 0,005) - i C Cylinder/unit ratio - i rig Rigging ratio - i tra Transmission ratio - m Mass kg n Quantity - p Pressure Pa r Radius m s Distance m t Time s 2 Coefficient of adhesion - µ Coefficient of friction (brake pad or block) -
Efficiency - kSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 8 Table 2 — General indices Symbol Term ax Axle a Available B Brake/braking BED Electro-dynamic braking force C Cylinder/unit dyn Dynamic fin Final e Equivalent ext External i brake equipment type j Time step max Maximum n Nominal Ra Train resistance to motion req Required rig Rigging rot Rotating st Static tra Transmission 0 or 1 Initial 4 General algorithm to conduct a step-by-step calculation The calculation is presented in a flow chart as shown in Figure A.1. The algorithm uses instantaneous values which are calculated step-by-step. The numerical integration shall be time-based as set out in 5.7. The content of each algorithm, the corresponding definitions of input values and different phases of calculation are given in Clause 5. 5 Stopping and slowing distances calculation 5.1 Accuracy of input values The accuracy of the calculation described here depends directly on the accuracy of the input data. The accuracy of the input data values shall be relevant to the purpose of the calculation and shall be traceable as to how these values were established e.g. engineer´s estimation, test results, manufacturer’s data. Supporting calculations or test reports (or extracts of these documents) should be attached with the performance calculation where applicable. kSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 9 Representative curves of the performance of a type of brake equipment e.g. electrodynamic brake, can be determined by numerical or practical methods. The values can be given as a table. 5.2 General characteristics 5.2.1 General Descriptions of general characteristics e.g. train formation, train mass, static and equivalent rotating mass, dynamic mass and wheel diameter are given in FprEN 14531-1 if not otherwise specified below. 5.2.2 Train resistance The train resistance is a component of the train retarding force provided by the structure of the train referred as resistance to motion in EN 14067-4; this uses instantaneous values in the formula: 2RavCvBAF⋅+⋅+= (1) where: Symbol
Description Unit FRa
is the instantaneous value of the train resistance N v
is the instantaneous speed of the vehicle m/s A
Characteristic coefficient of the train independent of speed considered as C1 in EN 14067-4
N B
Characteristic coefficient of the train proportional to the speed considered as C2 in EN 14067-4 N/(m/s) C
Characteristic coefficient of aerodynamic train resistance considered as C3 in EN 14067-4
N/(m/s)2 NOTE
For a first calculation, the mean train resistance to motion as detailed in FprEN 14531-1 may be used. 5.3 Brake equipment type characteristics 5.3.1 General The final result of this part is the braking force generated by each brake equipment type as related to the rail. See FprEN 14531-1 for basic descriptions of brake equipment type and entity. 5.3.2 Characteristics of friction brake equipment types See FprEN 14531-1 for basic descriptions of tread and disc brake equipment types and the dynamic and static coefficients of friction of the brake block and pad, together with the calculation of tread brake and disc brake forces. kSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 10 5.3.3 Characteristics of the other brake equipment types See FprEN 14531-1 for basic descriptions of electrodynamic, fluid retarder, magnetic track brake and eddy current brake equipment types together with the calculation of the respective brake forces. 5.3.4 Time characteristics of each brake equipment type 5.3.4.1 Derivation of characteristics In the step-by-step calculation, an instantaneous characteristic can be expressed by multiplication of the nominal braking force with a dimensionless factor as set out in see 5.7. For example, the braking response of a brake equipment type can be considered with such dimensionless factors as a characteristic depending on time. 5.3.4.2 Creation of input data The time characteristics, calculated as set out in 5.3.4.1 can be used directly or converted to a practical approximation, e.g. a linear description (see Annex B). 5.3.5 Blending concept The description of a typical blending concept is described in EN 14531-1. 5.4 Initial and operating characteristics 5.4.1 Mean gradient of the track In general, brake performance calculations are based on the assumption of a straight and level track; FprEN 14531-1 states the considerations and formulae when considering braking on a gradient. 5.4.2 Initial speed For design, the calculations should as a minimum be performed from the maximum design speed. 5.4.3 Available coefficient of adhesion If the required adhesion exceeds the available adhesion, it can lead to an increase of the stopping distance compared to a theoretical calculation as a consequence of a sliding wheelset or regulation by the wheel slide protection device. The required adhesion of each axle, calculated as set out in 5.11.2 shall be lower than the assumed or specified available adhesion. This available coefficient of adhesion is dependent on the conditions prevalent at the time of braking e. g. sanding, speed, environmental conditions, number of axles, etc. 5.4.4 Level of the brake demand Generally, the emergency brake demand is considered during step-by-step calculations (unless otherwise specified). Other brake demand levels e.g. full service braking may be considered when establishing the design of each functioning brake equipment type. 5.4.5 Quantity of each brake equipment type available Calculations shall be performed with all the brake equipment types in working order and with a specified quantity and, or location of isolated brakes. kSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 11 5.4.6 Calculation in degraded conditions Generally, brake calculations are performed with nominal parameters of the brake equipment in use. It is recommended that degraded mode conditions which may affect the performance of the brakes are considered, e.g. friction coefficient variation, available coefficient of adhesion variation, or isolation of equipment. NOTE
Such conditions may be stated in the relevant standards and operator specifications. 5.5 Sharing, proportioning of the brake forces – achieved forces FprEN 14531-1 describes a typical example of the sharing and/ or proportioning of brake forces. 5.6 Total retarding force at train level FprEN 14531-1 describes the total retarding force at train level. 5.7 Time step calculation 5.7.1 General The following calculations utilize integration as set out in 5.7.2. This is a simple mathematical method which is sufficient for most applications. Other more detailed algorithms may be used if considered necessary. The initial step begins at time t0 = 0 s simultaneous with the braking demand. The time step ût selected for the calculation shall be determined using the distance deviation ratio ûs of the calculation, (i. e. this ratio obtained from the distance calculations with time steps ût and (2 x ût) shall not be greater than the minimum precision required for the application being considered). The value of distance deviation ratio shall be a maximum of 0,001 in order to achieve an acceptable result when used for high speed trains. However, when used for lower speeds or slowing calculations then other values of deviation ratio may be used. The value of the distance deviation ratio is given by the following formula. )()()2(tftftfssss∆∆∆⋅−=∆
(2) where: Symbol
Description Unit ût
is the time step of the integration loop s )(tfs∆
is the distance, calculated with time step ût m )2(tfs∆⋅
is the distance, calculated with doubled time step (2 x ût) m ûs
is the relative distance deviation ratio
In the step-by-step calculation, an instantaneous characteristic, e.g. characteristic depending on time, speed, etc., can be expressed by multiplication of a dimensionless factor as a function of time, speed, etc, for example, time characteristic of the friction brake. ()()()xfvftfFF⋅⋅⋅⋅=.nB,B
(3) kSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 12 where: Symbol
Description Unit FB
is the current brake force N FB,n
is the nominal brake force N f(t) f(v) f(x)
dimensionless factor dependent on time dimensionless factor dependent on speed a dimensionless factor (common characteristic) other than dependent on t and v. NOTE If the force is assumed to be independent of the common characteristic e. g. t or v then this corresponding factor is equal to 1. - - - t
is the current point of time s v
is the current speed m/s 5.7.2 Time integration The time integration should continue until the final speed is achieved, any tolerance defining that the final speed is reached shall be identified in the calculation using formula (3) below for the final step, the time step can be adjusted if necessary to meet the tolerance defining the final speed. ε<−finjvv (4) where: Symbol
Description Unit vj
is the vehicle speed at time tj m/s vfin
is the final vehicle speed m/s ε
is the acceptable deviation from vfin m/s If the final speed has not been achieved, the next time step integration is conducted for example using the following: Speed at step tj+1 tavv∆⋅−=+jj1j
(5) Distance at step tj+1 2jjj1j21tatvss∆⋅⋅−∆⋅+=+
(6) Deceleration at step tj+1 ()dyn1jextiB,1jmFFa++Σ+Σ=
(7) Next time stepttt∆+=+j1j
(8) Next time increment 1+=jj (9) where: kSIST FprEN 14531-2:2015
FprEN 14531-2:2015 (E) 13 Symbol
Description Unit aj
is the vehicle deceleration at time tj m/s2 FB,i
is the braking force of brake type i as function of f(t,v,s) N Fext
is the external force
(for decelerating force positive value,
for accelerating force negative value) N j
is the number of integration step - mdyn
is the dynamic mass (= mst, + mrot) kg sj
is the distance at time tj m ût
is the time step s tj
is the slowing time at integration step j s For the final step, the time step can be adjusted if necessary to meet the tolerance defining the final speed 5.8 Time calculations 5.8.1 Slowing time (t) The slowing time is defined as the time difference beginning with the initial brake demand and ending by achieving the target speed vfin. The slowing time is obtained by conducting the
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