SIST EN 15734-1:2011
(Main)Railway applications - Braking systems of high speed trains - Part 1: Requirements and definitions
Railway applications - Braking systems of high speed trains - Part 1: Requirements and definitions
This standard describes the functionality, constraints, performance and operation of a brake system for use in high speed trains as described in the TSI High Speed Rolling Stock, operating on routes of the European railways and their infrastructure systems.
This standard covers:
- all new vehicle designs of the high speed trains;
- all new constructions of existing vehicle types;
- 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 fully specified by EN 14198.
Note: This document applies the functional subdivision into subsystems as specified in clause 2.2 of the revised TSI High speed. The braking system is part of the function: "Accelerate, maintain speed, brake and stop".
Bahnanwendungen - Bremssysteme für Hochgeschwindigkeitszüge - Teil 1: Anforderungen und Definitionen
Diese Europäische Norm beschreibt die Anforderungen an die Funktionalität, die Einschränkungen, die Leistungsfähigkeit und den Betrieb von Bremssystemen für die Anwendung in Hochgeschwindigkeitszügen nach TSI Fahrzeuge HGV, die zum Betrieb auf den Strecken der Europäischen Bahnen und deren Infrastruktursystemen bestimmt sind.
Die in der vorliegenden Norm enthaltenen Anforderungen für das Bremssystem gelten für Züge, die bei einer Höchstgeschwindigkeit von bis zu 350 km/h auf speziell für den Hochgeschwindigkeitsverkehr gebauten Strecken verkehren können und legt für Bremsverzögerungen in vier Geschwindigkeitsbereiche abgestufte Werte fest (siehe Abschnitt 6).
Diese Norm gilt für:
- alle neuen Fahrzeugbauarten für Hochgeschwindigkeitszüge;
- alle größeren Grundüberholungen der oben genannten Fahrzeuge, wenn diese Neukonstruktionen oder umfassende Änderungen der Bremsanlage des betreffenden Fahrzeuges mit einschließt.
Diese Norm behandelt nicht lokomotivbespannte Züge, welche in EN 14198 behandelt werden.
ANMERKUNG Dieses Dokument folgt einer funktionalen Einteilung aus der TSI HGV und behandelt das Bremssystem als Teil der Funktion: “Beschleunigen, Geschwindigkeit halten, bremsen und anhalten“.
Applications ferroviaires - Systèmes de freinage pour trains à grande vitesse - Partie 1 : Exigences et définitions
La présente Norme européenne décrit les fonctions, les contraintes, les performances et le fonctionnement
d’un système de freinage destiné à être utilisé sur les trains à grande vitesse décrits dans la STI Grande
vitesse - Matériel roulant, circulant sur des lignes des réseaux ferrés européens et leur infrastructure.
Les exigences du système de freinage spécifiées dans la présente Norme européenne s'appliquent aux trains
pouvant circuler à une vitesse maximale pouvant aller jusqu’à 350 km/h sur des lignes spécialement conçues
pour les trains à grande vitesse et définissent des valeurs de décélération associées à quatre plages de
vitesses (voir Article 6).
La présente Norme européenne couvre :
¾ toutes les nouvelles conceptions de trains à grande vitesse ;
¾ toutes les grandes révisions des véhicules susmentionnés si celles-ci entraînent une reconception ou une
transformation majeure du système de freinage du véhicule concerné.
La présente Norme européenne ne couvre pas les trains remorqués par une locomotive, qui font l’objet de
l’EN 14198.
NOTE Le présent document applique la sous-division fonctionnelle en sous-systèmes comme le spécifie la STI
Grande vitesse - Matériel roulant. Le système de freinage fait partie de la fonction : « Accélérer, maintenir la vitesse,
freiner et s’arrêter ».
Železniške naprave - Zavorni sistemi na vlakih za velike hitrosti - 1. del: Zahteve in definicije
Ta evropski standard opisuje funkcionalnost, omejitve, delovanje in obratovanje zavornega sistema, ki se uporablja na vlakih za visoke hitrosti, kot je opisano v TSI Železniška vozila za visoke hitrosti, ki obratujejo na progah evropskih železnic in njihovih infrastrukturnih sistemih. Zahteve za zavorni sistem, določene v tem evropskem standardu, veljajo za vlake, ki lahko obratujejo pri najvišji hitrosti 350 km/h na linijah, zgrajenih posebej za visoke hitrosti, in opredeljujejo postopne vrednosti zaustavljanja, ki se nanašajo na štiri hitrostne razpone (glej točko 6). Ta evropski standard zajema: vse nove oblike vozil vlakov za visoke hitrosti; - vse večje prenove zgoraj navedenih vozil, če prenove vključujejo preoblikovanje in obširne spremembe zavornega sistema zadevnega vozila. Ta evropski standard ne zajema vlakov, ki jih vlečejo lokomotive; te določa EN 14198.
General Information
Relations
Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Zavorni sistemi na vlakih za velike hitrosti - 1. del: Zahteve in definicijeBahnanwendungen - Bremssysteme für Hochgeschwindigkeitszüge - Teil 1: Anforderungen und DefinitionenApplications ferroviaires - Systèmes de freinage pour trains à grande vitesse - Partie 1 : Exigences et définitionsRailway applications - Braking systems of high speed trains - Part 1: Requirements and definitions45.040Materiali in deli za železniško tehnikoMaterials and components for railway engineeringICS:Ta slovenski standard je istoveten z:EN 15734-1:2010SIST EN 15734-1:2011en,fr,de01-oktober-2011SIST EN 15734-1:2011SLOVENSKI
STANDARD
SIST EN 15734-1:2011
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 15734-1
November 2010 ICS 45.060.01 English Version
Railway applications - Braking systems of high speed trains - Part 1: Requirements and definitions
Applications ferroviaires - Systèmes de freinage pour trains à grande vitesse - Partie 1 : Exigences et définitions
Bahnanwendungen - Bremssysteme für Hochgeschwindigkeitszüge - Teil 1: Anforderungen und Definitionen This European Standard was approved by CEN on 23 October 2010.
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 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 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, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre:
Avenue Marnix 17,
B-1000 Brussels © 2010 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 15734-1:2010: ESIST EN 15734-1:2011
EN 15734-1:2010 (E) 2 Contents Page Foreword .41 Scope .52 Normative references .53 Terms and definitions .74 Symbols, units and abbreviations .85 Design principles .95.1 General requirements .95.1.1 Safety .95.1.2 Fire protection . 115.1.3 Reliability and availability . 115.1.4 Environmental condition . 115.1.5 Train configuration . 125.1.6 Maximum speed and line parameters . 125.1.7 Coupling compatibility/capability . 125.1.8 Longitudinal track forces . 135.1.9 EMC . 135.1.10 Operation in very long tunnels . 135.2 Applicable brakes . 135.2.1 Basic architecture for high speed braking . 135.2.2 Dynamic brakes . 135.2.3 Friction brakes . 145.2.4 Magnetic track brakes . 145.2.5 Non conventional brakes . 145.3 Dynamic brakes . 145.3.1 General aspect . 145.3.2 Electro-dynamic brake (depending on the catenary in function) . 155.3.3 Rheostatic brake . 165.3.4 Control Command of the electro-dynamic brakes . 165.3.5 Brake resistors . 165.3.6 Hydrodynamic brake . 175.4 Friction brake . 175.4.1 General . 175.4.2 Control command . 175.4.3 Installation of the brake equipment . 185.4.4 Leakage . 195.4.5 Mechanical components/bogie equipment . 195.5 Eddy current brake . 215.6 Magnetic track brake . 235.7 Non conventional brakes . 235.8 Emergency brake concept . 235.8.1 General . 235.8.2 General architecture . 245.8.3 Demand phase . 245.8.4 Collecting and distributing brake command signals . 275.9 Service braking . 285.9.1 Brake management – Brake blending. 285.9.2 Brake command . 295.9.3 Signal processing . 305.9.4 ATC Automatic train control system (optional) . 31SIST EN 15734-1:2011
EN 15734-1:2010 (E) 3 5.9.5 Combined braking with two brake handles . 325.9.6 Jerk / Ramps . 325.9.7 Coupling/Decoupling . 325.10 Wheel slide protection and locked wheel detection . 325.10.1 General . 325.10.2 Wheel slide protection . 325.10.3 Locked wheel monitoring system . 345.11 Parking brake . 345.12 Location of the control devices . 365.12.1 Driver's cab . 365.12.2 Operating devices others than in the cab . 375.13 Brake indicators . 385.14 Fault monitoring and diagnostics . 395.15 Driver's brake test . 415.15.1 General . 415.15.2 Regular basic brake test . 415.15.3 Full brake test . 425.15.4 Realisation of brake tests . 435.16 Power supply . 435.16.1 Air pressure supply . 435.16.2 Electrical energy supply . 445.17 Enhancement of wheel-rail adhesion . 445.18 Maintenance . 456 Brake performance . 456.1 General . 456.2 Emergency braking . 466.2.1 General . 466.3 Service braking . 466.4 Thermal requirements . 476.5 Adhesion values . 47Annex A (informative)
Passenger alarm system. 49Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC . 50Bibliography . 52 SIST EN 15734-1:2011
EN 15734-1:2010 (E) 4 Foreword This document (EN 15734-1:2010) 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 2011, and conflicting national standards shall be withdrawn at the latest by May 2011. 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 2008/57/EC. For relationship with the EU Directive, see informative Annex ZA, which is an integral part of this document. EN 15734, Railway applications — Brake systems of high speed trains, consists of the following parts: 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, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and the United Kingdom. SIST EN 15734-1:2011
EN 15734-1:2010 (E) 5 1 Scope This European Standard describes the functionality, constraints, performance and operation of a brake system for use in high speed trains as described in the TSI High Speed Rolling Stock, operating on routes of the European railways and their infrastructure systems. The brake system requirements specified in this European Standard apply to trains that may operate at a maximum speed of up to 350 km/h on lines specifically built for high speed and define graduated values for deceleration related to four speed ranges (see Clause 6).
This European Standard covers: all new vehicle designs of high speed trains; all major overhauls of the above-mentioned vehicles if they involve redesigning or extensive alteration to the brake system of the vehicle concerned. This European Standard does not cover locomotive hauled trains, which are specified by EN 14198.
NOTE This document applies the functional subdivision into subsystems as specified in the TSI High speed. The braking system is part of the function: “Accelerate, maintain speed, brake and stop”. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 837-1:1996, Pressure gauges — Part 1: Bourdon tube pressure gauges — Dimensions, metrology, requirements and testing EN 854, Rubber hoses and hose assemblies — Textile reinforced hydraulic type — Specification EN 10220, Seamless and welded steel tubes — Dimensions and masses per unit length EN 10305-4, Steel tubes for precision applications — Technical delivery conditions — Part 4: Seamless cold drawn tubes for hydraulic and pneumatic power systems EN 10305-6, Steel tubes for precision applications — Technical delivery conditions — Part 6: Welded cold drawn tubes for hydraulic and pneumatic power systems EN 13749:2005, Railway applications — Wheelsets and bogies — Methods of specifying structural requirements of bogie frames EN 14198, Railway applications — Braking — Requirements for the brake system of trains hauled by a locomotive EN 14478:2005, Railway applications — Braking — Generic vocabulary EN 14531-6, Railway applications — Methods for calculation of stopping and slowing distances and immobilisation braking — Part 6: Step by step calculations for train sets or single vehicles
EN 14535-1, Railway applications — Brake discs for railway rolling stock — Part 1: Brake discs pressed or shrunk onto the axle or drive shaft, dimensions and quality requirements SIST EN 15734-1:2011
EN 15734-1:2010 (E) 6 prEN 14535-2, Railway applications — Brake discs for railway rolling stock — Part 2: Brake discs mounted onto the wheel — Dimensions and quality requirements
EN 14601, Railway applications — Straight and angled end cocks for brake pipe and main reservoir pipe EN 15020, Railway applications — Rescue coupler — Performance requirements, specific interface geometry and test methods
EN 15179, Railway applications — Braking — Requirements for the brake system of coaches
EN 15220-1, Railway applications — Brake indicators — Part 1: Pneumatically operated brake indicators EN 15273-2, Railway applications — Gauges — Part 2: Rolling stock gauge prEN 15328, Railway applications — Braking — Brake pads prEN 15329, Railway applications — Braking — Brake block holder and brake shoe key for rail vehicles
EN 15355, Railway applications — Braking — Distributor valves and distributor-isolating devices EN 15566, Railway applications — Railway rolling stock — Draw gear and screw coupling EN 15595, Railway applications — Braking — Wheel slide protection EN 15611, Railway applications — Braking — Relay valves EN 15663, Railway applications — Definition of vehicle reference masses EN 15734-2, Railway applications — Braking systems of high speed trains — Part 2: Test methods CEN/TS 45545 (all parts), Railway applications — Fire protection on railway vehicles
EN 50121-3 (all subparts), Railway applications — Electromagnetic compatibility
EN 50125-1:1999, Railway applications — Environmental conditions for equipment — Part 1: Equipment on board rolling stock EN 50126-1, Railway applications — The specification and demonstration of Reliability, Availability, Maintainability and Safety (RAMS) — Part 1: Basic requirements and generic process EN 50163, Railway applications — Supply voltages of traction systems EN 50215, Railway applications — Rolling stock — Testing of rolling stock on completion of construction and before entry into service
UIC 541-03:1984, Brakes; regulations concerning manufacture of the different brake parts; driver's brake valve UIC 544-1:2004, Brakes — Braking power UIC 557:1998, Diagnosis techniques for coaches UIC 648:2001, Connections for electric cables and air pipes on headstocks of locomotives and driving trailers UIC 651:2002, Layout of driver's cabs in locomotives, railcars, multiple unit trains and driving trailers
SIST EN 15734-1:2011
EN 15734-1:2010 (E) 7 3 Terms and definitions For the purposes of this document, the terms and definitions given in EN 14478:2005 and the following apply. 3.1 active cab single cab in a train consist which is used to control traction and service braking NOTE It is normally the leading cab. 3.2 brake blending controlled merging of brake forces resulting from different brake force generating systems 3.3 brake loop electrical hard wire keeping brakes released when energised 3.4 brake weight percentage brake performance according to UIC 544-1 3.5 control chamber A is called "command reservoir" in EN 14478 3.6 direct brake is called "straight brake" according to EN 14478 3.7 driver’s vigilance device is called "dead man’s device" according to EN 14478 3.8 dynamic brake brakes in which the brake force is produced by the movement of the vehicle or its functional elements, but not involving friction 3.9 parking brake is called "immobilization braking" in the revised TSI 3.10 Ep assist electrically commanded assist system to vent and feed the brake pipe 3.11 holding brake service brake application to stop a slowly moving train to standstill and/or prevent a train from moving for a limited time
3.12 independent brake unit set of equipment, constituting an independent unit, whose function is to generate a retarding force on a vehicle or a part of a vehicle in response to a train brake signal SIST EN 15734-1:2011
EN 15734-1:2010 (E) 8 3.13 local control unit control unit acting upon a vehicle related system or sub-system 3.14 normal service brake 2/3 of full service brake, which corresponds with venting the brake pipe by 1 bar 3.15 overbraking brake application exceeding the available wheel/rail adhesion 3.16 overcharging pressurising the brake pipe above the level of the nominal release pressure 3.17 passenger communication alarm functional part of the passenger alarm system providing information from and to the passenger 3.18 pilot pressure circuit pressure circuit using components of reduced dimensions in order to control a limited flow rate which is subsequently amplified 3.19 power brake means by which the service and emergency brakes are applied 3.20 reference speed signal generated and used by the WSP system as an approximation of the train speed used for comparison with the instantaneous wheel set speed as part of the control set algorithm 3.21 regenerative (mode of electro-dynamic braking) converting the braking energy into electrical energy and generating an energy flow into the main energy supply 3.22 rheostatic (mode of electro-dynamic braking) converting the braking energy into electrical energy and dissipating the electrical energy in a resistor 4 Symbols, units and abbreviations For the purpose of this document, the following symbols, units and abbreviations apply. BP
Air brake pipe EBL
Emergency brake loop ECB Eddy current brake
EP
Electro-pneumatic brake MRP Main reservoir pipe SIST EN 15734-1:2011
EN 15734-1:2010 (E) 9 WSP Wheel slide protection H
Hydrodynamic brake MMI
Man-machine interface sB
Braking distance 1 bar = 105 N/m2 = 105 Pa = 10-1 MPa 5 Design principles 5.1 General requirements 5.1.1 Safety Braking systems shall conform to the following: a) the braking performances defined in Clause 6; b) the design principles listed in the document below; c) the design principles listed in relevant standards on brake systems; d) the requirements for the operator using and maintaining the brake system in the intended manner;
e) keeping within the required limits, in order to reduce the effects on the track, as specified in 5.1.9 and 5.5. In the course of the system design the following risks shall be considered and mitigated. As a minimum, the following hazards shall be taken into account:
f) the brake force applied is greater than the level of brake demanded: 1) impact on standing passengers; NOTE No limits are so far defined to secure passengers, only reference could be made to the TSI requirement considering longitudinal forces which corresponds to 2,5 m/s². 2) excessive jerk; 3) significant damage to the contact surface of the wheels; g) the brake performance is lower than the level of brake demanded: 1) keeping traction effort on the whole train while emergency brake is requested; 2) emergency brake performance not achieved;
3) parking brake: performance not achieved; 4) holding brake for brake test not achieved; h) there is no brake force, when demanded: 1) emergency brake not activated on the whole train when requested; SIST EN 15734-1:2011
EN 15734-1:2010 (E) 10 2) automatic (emergency) brake not initiated in the case of an unintended train separation (loss of train integrity); 3) parking brake: loss of performance over the time; i) there is a brake force when a brake demand has not been made: 1) undue local brake application; 2) locked axle not detected; j) brake component failures that could cause death or injury to personnel or damage to the train or infrastructure, e.g. derailment. The hazards in this list shall be assessed in accordance with EN 50126-1.
Concluding from the hazards listed above the emergency brake shall have a high level of integrity and shall always be available when the brake system is set up for operation, whereas the service brake, whilst it may share subsystems and components, etc. with the emergency brake, need not achieve the same level of integrity. Nevertheless the service brake shall be designed to conform to the following requirements: k) the service brake shall be activated on the whole train when requested; l) in the case of a loss of service brake efficiency and: 1) if detected by the driver there shall be a means available for the driver to immediately apply the emergency brake by using the same lever which is used for service braking; 2) if the driver fails to detect a loss of efficiency then the train protection system (technical intervention system) shall have access to an emergency brake application; m) cut off traction effort on the whole train while service brake is requested; n) provide service brake effort at the level requested. High-speed trains incorporate a speed control system functioning with different deceleration levels. The prescribed performance levels defining the minimum braking power for trains suitable for running on all high-speed lines are given in Clause 6. The compliance of these performance levels and the safety of the braking system shall be fully demonstrated as specified in EN 15734-2. Accepted benchmark safety level for a brake system is the UIC-architecture as described in EN 14198. It is characterized by the following items: o) a continuous, automatic and inexhaustible brake system;
p) the medium is compressed air with its favourable properties; q) an energized (pressurized to release) brake pipe;
r) decentralized brake actuators, developing the brake force; s) proven design components. The components used shall withstand during their period in service any normal or exceptional stresses that have been specified. The safety implication of any failures shall be limited by appropriate means; as described in this standard. SIST EN 15734-1:2011
EN 15734-1:2010 (E) 11 Single point failures shall not cause any relevant malfunctions regarding emergency brake application. That means: t) functions at train level (in the sense used in EN 14198) shall be designed low active; u) functions at train level shall provide redundancy or a back up function for any electrical command chain applying the emergency brake; v) the man machine interface shall provide at least two separate means for demanding an emergency brake application; w) malfunctions on vehicle level (in the sense used in EN 14198) could be tolerated if the loss of a local function is limited to an acceptable effect by means of a sufficient quantity of units in the train. The acceptance criteria is defined by a reduced deceleration level as specified under degraded mode conditions “B” in the TSI as well as in Clause 6 in this document. Further reductions in the deceleration level are only tolerable when the probability of its occurrence is sufficiently low. At least, a qualitative examination shall be carried out. Proper functionality of the br
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