SIST EN 14198:2017+A2:2021
(Main)Railway applications - Braking - Requirements for the brake system of trains hauled by locomotives
Railway applications - Braking - Requirements for the brake system of trains hauled by locomotives
This European Standard specifies basic requirements for the braking of trains hauled by locomotives:
- For trains hauled by locomotives and intended for use in general operation each vehicle is fitted with the traditional brake system with a brake pipe compatible with the UIC brake system.
NOTE This ensures technical compatibility of the brake function between vehicles of various origins in a train (see 5.4).
- For trains hauled by locomotives and intended for use in fixed or predefined formation, the requirements on the vehicle and the train are necessary. In the case of a UIC brake system, this standard applies; if not, the EN 16185 series or the EN 15734 series applies.
If concerned, the UIC brake architecture described in this standard (see 5.4) can be used for brakes for multiple unit train and high speed trains and urban rail described in the EN 13452 series, the EN 16185 series and the EN 15734 series.
This European Standard also takes into account electrical and electronic control functions and additional brake systems like dynamic brakes and adhesion independent brakes.
The brake system requirements, which are specific for on-track machines are set out in EN 14033 1.
This European Standard does not apply to Urban Rail rolling stock braking system, which is specified by EN 13452 1.
Bahnanwendungen - Bremsen - Anforderungen an die Bremsausrüstung lokbespannter Züge
Diese Europäische Norm legt grundsätzliche Anforderungen an die Bremsung von lokbespannten Zügen fest:
- Für lokbespannte Züge zur Verwendung im allgemeinen Betrieb wird jedes Fahrzeug mit einem herkömmlichen Bremssystem mit einer Hauptluftleitung, die mit dem UIC-Bremssystem kompatibel ist, ausgestattet.
ANMERKUNG Dies stellt die technische Kompatibilität der Bremsfunktion zwischen Fahrzeugen verschiedener Herkünfte in einem Zugverband sicher (siehe 5.4).
- Für lokbespannte Züge zur Verwendung in festen oder vordefinierten Zugverbänden sind die Anforderungen bezüglich Fahrzeug und Zug notwendig. Im Falle eines UIC-Bremssystems ist diese Norm anwendbar, falls nicht, greift die Reihe EN 16185 oder die Reihe EN 15734.
Im Zweifelsfall kann die UIC-Bremsenarchitektur, die in dieser Norm beschrieben wird (siehe 5.4), für Bremsen von Triebzügen und Hochgeschwindigkeitszügen sowie für städtische Eisenbahnen, wie in den Reihen EN 13452, EN 16185 und EN 15734 beschrieben, verwendet werden.
Diese Europäische Norm berücksichtigt ebenfalls die elektrischen und elektronischen Steuerungs und Regelungsfunktionen sowie zusätzliche Bremssysteme, wie dynamische Bremsen und kraftschluss-unabhängige Bremsen.
Die Anforderungen an das Bremssystem von schienengebundenen Maschinen sind in EN 14033 1 enthalten.
Diese Europäische Norm ist nicht für Bremssysteme der Schienenfahrzeuge des öffentlichen Nahverkehrs nach EN 13452 1 anzuwenden.
Applications ferroviaires - Freinage - Exigences concernant le système de freinage des trains tractés par locomotive
La présente Norme européenne définit les exigences fondamentales pour le freinage de trains remorqués par locomotive :
- pour les trains remorqués par locomotive et destinés à l’utilisation pour exploitation conventionnelle, chaque véhicule est équipé d’une architecture classique de système de freinage avec une conduite générale, compatible avec un système de freinage UIC ;
NOTE Cela permet d’assurer la compatibilité technique de la fonction de freinage entre différents véhicules d’origines différentes dans un train (voir 5.4).
- pour les trains remorqués par locomotive et destinés à l’utilisation en composition fixe ou prédéfinie, les exigences sont applicables sur le véhicule et sur le train. Dans le cas d’un système de freinage UIC, la présente norme s’applique ; dans d’autres cas la série de normes EN 16185 ou la série de normes EN 15734 s’appliquent.
Le cas échéant, l’architecture du système de freinage UIC décrite dans la présente norme (voir 5.4) peut être utilisée pour les freins des trains à unités multiples, pour les trains à grande vitesse et pour le rail urbain, décrites dans la série de normes EN 13452, EN 16185 et EN 15734.
La présente Norme européenne prend en compte les fonctions de commande électriques et électroniques et des systèmes de freinage supplémentaires, tels que les freins dynamiques et les freins qui ne dépendent pas de l’adhérence.
Les exigences relatives aux systèmes de freinage spécifiques aux machines de construction et de maintenance empruntant exclusivement les voies ferrés sont définies dans l’EN 14033-1.
La présente Norme européenne ne s’applique pas aux systèmes de freinage du matériel roulant du Rail Urbain, qui sont spécifiés dans l’EN 13452-1.
Železniške naprave - Zavore - Zahteve, ki jih morajo izpolnjevati zavorni sistemi vlakov, vlečeni z lokomotivami
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
01-julij-2021
Železniške naprave - Zavore - Zahteve, ki jih morajo izpolnjevati zavorni sistemi
vlakov, vlečeni z lokomotivami
Railway applications - Braking - Requirements for the brake system of trains hauled by
locomotives
Bahnanwendungen - Bremsen - Anforderungen an die Bremsausrüstung lokbespannter
Züge
Applications ferroviaires - Freinage - Exigences concernant le système de freinage des
trains tractés par locomotive
Ta slovenski standard je istoveten z: EN 14198:2016+A2:2021
ICS:
45.040 Materiali in deli za železniško Materials and components
tehniko for railway engineering
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
EN 14198:2016+A2
EUROPEAN STANDARD
NORME EUROPÉENNE
May 2021
EUROPÄISCHE NORM
ICS 45.040; 45.060.01 Supersedes EN 14198:2016+A1:2018
English Version
Railway applications - Braking - Requirements for the
brake system of trains hauled by locomotives
Applications ferroviaires - Freinage - Exigences Bahnanwendungen - Bremsen - Anforderungen an die
concernant le système de freinage des trains tractés Bremsausrüstung lokbespannter Züge
par locomotive
This European Standard was approved by CEN on 5 August 2018 and includes Amendment 2 approved by CEN on 12 April 2021.
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
© 2021 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 14198:2016+A2:2021 E
worldwide for CEN national Members.
Contents Page
European foreword . 4
1 Scope . 5
2 Normative References . 5
3 Terms and definitions . 7
4 Symbols and abbreviations . 9
5 Requirements . 9
5.1 General requirements of the train braking system . 9
5.2 General safety requirements . 9
5.2.1 Design principles . 9
5.2.2 Fire protection . 11
5.2.3 Environmental condition . 11
5.3 Requirements of the main brake system . 11
5.3.1 General requirements . 11
5.3.2 General functions on train level . 12
5.3.3 Additional requirements at the vehicle level . 18
5.4 “EN-UIC” brake system - based on air brake system . 19
5.4.1 Foreword . 19
5.4.2 General architecture . 20
5.4.3 Additional brake systems. 21
5.4.4 Functional requirements at train level . 21
5.4.5 Design requirements . 35
5.4.6 Brake functions at vehicle level . 36
5.5 Direct EP brake control . 41
5.6 Additional brake systems. 41
5.6.1 Dynamic brakes . 41
5.6.2 Direct brake . 44
5.6.3 Magnetic Track brake . 46
5.7 Brake management . 46
5.7.1 Brake blending at vehicle level . 46
5.7.2 Manual mode . 46
5.7.3 Brake blending at train level . 46
5.7.4 Jerk / ramps . 47
5.8 Wheel slide protection . 48
5.9 Compressed air supply . 48
5.9.1 General requirements . 48
5.9.2 Capacity. 49
5.9.3 Air quality . 49
5.10 Enhancement of wheel/rail adhesion . 49
6 Performances . 50
6.1 General aspects . 50
6.2 Performance calculation . 51
6.2.1 General . 51
6.2.2 Calculations for nominal mode . 52
6.2.3 Equivalent response and delay time . 52
6.2.4 Calculations for degraded mode . 53
6.2.5 Calculations for degraded conditions . 53
6.3 Relevant load conditions . 53
6.3.1 Locomotives . 53
6.3.2 Coaches . 53
6.3.3 Wagons . 54
6.4 Service braking . 54
6.5 Thermal capacity . 54
6.6 Adhesion . 55
6.6.1 General requirements . 55
6.6.2 Emergency brake application . 55
6.6.3 Service brake application . 55
6.7 Parking brake performance . 56
Annex A (normative) Vehicle requirements . 57
Annex B (informative) Train related brake performance categories. 59
Annex C (informative) Explanation of “proven design” concept . 63
Annex D (informative) Corresponding standards EN – UIC . 64
Annex E (normative) Brake pipe pressure control system . 66
E.1 General requirements . 66
E.2 Release position . 67
E.3 Service brake application . 68
E.4 Emergency brake application . 68
E.5 Overcharge function . 69
E.6 Quick release function . 70
Annex F (normative) Venting performance of Emergency Valves . 74
F.1 Purpose . 74
F.2 General rules . 74
F.3 Test procedure . 74
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of Directive (EU) 2016/797 aimed to be covered . 76
Bibliography . 80
European foreword
This document (EN 14198:2016+A2:2021) 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 November 2021, and conflicting national standards
shall be withdrawn at the latest by November 2021.
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 2018-08-05.
This document includes Amendment 2 approved by CEN on 2021-04-12.
This document supersedes #EN 14198:2016+A1:2018$.
The start and finish of text introduced or altered by amendment is indicated in the text by tags !",
#$.
#This document has been prepared under a standardization request addressed to CEN by the
European Commission, and it aims to support essential or other requirements of EU Directive(s) or
Regulation(s).
For relationship with EU Directive(s) or Regulation(s), see informative Annex ZA, which is an integral
part of this document.$
!deleted text"
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta,
Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.
1 Scope
This European Standard specifies basic requirements for the braking of trains hauled by locomotives:
— For trains hauled by locomotives and intended for use in general operation each vehicle is fitted
with the traditional brake system with a brake pipe compatible with the UIC brake system.
NOTE This ensures technical compatibility of the brake function between vehicles of various origins in a train
(see 5.4).
— For trains hauled by locomotives and intended for use in fixed or predefined formation, the
requirements on the vehicle and the train are necessary. In the case of a UIC brake system, this
standard applies; if not, the EN 16185 series or the EN 15734 series applies.
If concerned, the UIC brake architecture described in this standard (see 5.4) can be used for brakes for
multiple unit train and high speed trains and urban rail described in the EN 13452 series, the
EN 16185 series and the EN 15734 series.
This European Standard also takes into account electrical and electronic control functions and
additional brake systems like dynamic brakes and adhesion independent brakes.
The brake system requirements, which are specific for on-track machines are set out in EN 14033-1.
This European Standard does not apply to Urban Rail rolling stock braking system, which is specified by
EN 13452-1.
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 286-3, Simple unfired pressure vessels designed to contain air or nitrogen - Part 3: Steel pressure
vessels designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock
EN 286-4, Simple unfired pressure vessels designed to contain air or nitrogen - Part 4: Aluminium alloy
pressure vessels designed for air braking equipment and auxiliary pneumatic equipment for railway
rolling stock
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 13749:2011, Railway applications - Wheelsets and bogies - Method of specifying the structural
requirements of bogie frames
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
EN 14531-2, Railway applications - Methods for calculation of stopping and slowing distances and
immobilization braking - Part 2: 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
EN 14535-2, Railway applications - Brake discs for railway rolling stock - Part 2: Brake discs mounted
onto the wheel, dimensions and quality requirements
EN 14535-3, Railway applications - Brake discs for railway rolling stock - Part 3: Brake discs, performance
of the disc and the friction couple, classification
EN 14601, Railway applications — Straight and angled end cocks for brake pipe and main reservoir pipe
EN 15220, Railway applications - Brake indicators
EN 15273-2, Railway applications - Gauges - Part 2: Rolling stock gauge
EN 15329, Railway applications - Braking - Brake block holder and brake shoe key for railway vehicles
EN 15355, Railway applications — Braking — Distributor valves and distributor-isolating devices
EN 15595, Railway applications — Braking — Wheel slide protection
EN 15611, Railway applications — Braking — Relay valves
EN 15612, Railway applications — Braking — Brake pipe accelerator valve
EN 15663, Railway applications - Definition of vehicle reference masses
EN 15734-1, Railway applications - Braking systems of high speed trains - Part 1: Requirements and
definitions
EN 15807, Railway applications - Pneumatic half couplings
EN 16185-1, Railway applications - Braking systems of multiple unit trains - Part 1: Requirements and
definitions
prEN 16186-2, Railway applications - Driver’s cab - Part 2: Integration of displays, controls and indicators
EN 16207, Railway applications - Braking - Functional and performance criteria of Magnetic Track Brake
systems for use in railway rolling stock
EN 16241, Railway applications - Slack adjuster
EN 16334, Railway applications - Passenger Alarm System - System requirements
EN 16451, Railway applications - Braking - Brake pad holder
EN 16452, Railway applications - Braking - Brake blocks
prEN 16834, Railway applications - Braking - Brake performance
EN 45545 (all parts), Railway applications — Fire protection on railway vehicles
EN 50125-1, Railway applications — Environmental conditions for equipment — Part 1: Rolling stock and
on-board equipment
EN 50163, Railway applications - Supply voltages of traction systems
EN 50553, Railway applications - Requirements for running capability in case of fire on board of rolling
stock
EN ISO 1127, Stainless steel tubes - Dimensions, tolerances and conventional masses per unit length
(ISO 1127)
NF F 11-100:1995, Matériel roulant ferroviaire — Qualité de l’air comprimé destiné aux appareils et
circuits pneumatiques
UIC 541-3, Brakes - Disc brakes and their application - General conditions for the approval of brake pads
UIC 541-5:2005, Brakes — Electropneumatic brake (ep brake) — Electropneumatic emergency brake
override (EBO)
UIC 541-6:2010, Brakes — Electropneumatic brake (ep brake) and Passenger alarm signal (PAS) for
vehicles used in hauled consists
3 Terms and definitions
1)
For the purposes of this document, the terms and definitions given in EN 14478 and the following
apply.
3.1
general operation
mode of operation of units intended to be coupled with other units in a train formation which is not
defined at design stage
3.2
brake mode
in the “EN-UIC” design, mode that defines the brake force build up and release timings – namely “G” for
Goods timings, i.e. slow-acting, “P” for Passenger timings, i.e. fast timing, typically controlled by the
brake distributor in an air brake system
3.3
brake positions G, P, R and others
in the “EN-UIC” design, position that defines the behaviour of the distributor valve in regard of brake
application and release timings and brake cylinder forces, combined with additional brake systems
3.4
automatic brake application
automatic application of the brakes when the brake line is interrupted
1) EN 14478 is under revision and the next edition will include several of the definitions currently contained in
this document.
3.5
power brake
uses compressed air to apply the brake
3.6
unit
assessable entity which may be a single vehicle/locomotive or a group of vehicles that operate in a fixed
formation
3.7
train
operational formation consisting of one or more units
3.8
rear view position
position in the front cab, where the driver can observe the rear end of the train and can command the
traction and brake system for shunting
3.9
active driving cab
only cab enabled to generate and transmit train wide command for traction and brake release
3.10
brake command vehicle
vehicle where the active cab is located
3.11
emergency brake performance
result of an emergency brake application in terms of stopping distances, retardation and brake
response time
3.12
locomotive
traction vehicle (or combination of several vehicles) that is not intended to carry a payload and has the
ability to be uncoupled in normal operation from a train and to operate independently
3.13
braked weight percentage
also known as λ (lambda) brake performance in accordance with prEN 16834
3.14
braked weight
weight which is obtained by multiplying the braked weight percentage by the total mass of the
vehicle/train and dividing the result by 100 and is expressed in tonnes
3.15
build up time
time to create an emergency brake application on a single vehicle starting from the beginning of the
pressure rising until 95 % of the maximum brake cylinder pressure is reached
3.16
release time
time for reducing the brake cylinder or the pre-control brake cylinder pressure on a single vehicle,
starting from the beginning of the pressure drop down to 0,4 bar
Note 1 to entry: The pressure in the brake pipe is increased up to the normal working pressure, starting from
1,5 bar below it, in less than 2 s.
4 Symbols and abbreviations
For the purposes of this document, the following symbols and abbreviations apply.
λ braked weight percentage
AC Alternating Current
BP Brake Pipe
CCS Control Command and Signalling system
CSM Common Safety Methods
CW Marking for freight wagons depending on compliance with TSI WAG requirements, for
application refer to Commission Regulation (EU) No 321/2013, Annex C, Clause 5 “Marking of
units”
DC Direct Current (“Berlin DC-Network” means network of the S-Bahn Berlin, Germany, which runs
on DC)
EMC Electromagnetic Compatibility
ETCS European Train Control System
GE Marking for freight wagons depending on compliance with TSI WAG requirements, for
application refer to Commission Regulation (EU) No 321/2013, Annex C, Clause 5 “Marking of
units”
MRP Main Reservoir Pipe
MTB Magnetic Track Brake
RER Le Réseau Express Regional (Network of Express Train Lines in and around Paris, France)
UIC International Union of Railways (Union internationale des chemins de fer)
UK United Kingdom
WSP Wheel Slide Protection system
5 Requirements
5.1 General requirements of the train braking system
The purpose of the train braking system is to ensure that the train’s speed can be reduced or
maintained on a slope, or that the train can be stopped within the maximum allowable braking distance.
Braking also provides the immobilization of a train either for a certain period of time or permanently
when it is not in operation or without any energy on board.
Units designed and assessed to be operated in general operation (various formations of vehicles from
different origins; train formation not defined at the design stage) shall be fitted with a technically
compatible brake system to ensure the brake function in all vehicles of the train.
5.2 General safety requirements
5.2.1 Design principles
The design, construction or assembly, maintenance and monitoring of safety-critical components, and
more particularly of the components involved in train movements, shall ensure safety at the level
corresponding to the aims laid down for the respective railway network. The braking techniques and
the stresses exerted shall be compatible with the design of the tracks, engineering structures and
signalling systems. Brake systems shall conform to the following:
— the design principles listed in the standards on brake systems referred to in Clause 2 – normative
references;
— the brake performances defined in Clause 6;
— the design principles in accordance with the requirements of this standard;
— keeping within the specified effects on the infrastructure, particularly regarding EMC and noise
emissions.
In the course of the system design, risks shall be considered and mitigated. As a minimum, the following
hazards shall be taken into account:
a) the brake force applied is greater than the maximum design level:
1) impact on track shifting forces;
2) excessive jerk (impact on standing passengers);
3) significant damage to the contact surface of the wheels or friction partners;
4) impact on load assumptions in the fatigue life of the components generating the brake force;
b) the brake performance is lower than the level of brake demanded:
1) keeping traction effort on the train while emergency brake is requested;
2) required emergency brake performance not achieved;
3) required parking brake performance not achieved;
4) holding brake performance not achieved;
c) there is no brake force when demanded:
1) no emergency brake on the whole train when requested;
2) automatic (emergency) brake not initiated in the case of an unintended train separation (loss
of train integrity);
3) parking brake: loss of performance over the time;
d) there is a brake force when a brake demand has not been made:
1) undue local brake application (pneumatic or parking);
e) brake component failures that could cause death or injury or damage to the train or infrastructure,
e.g. derailment.
The hazards in the previous list shall be assessed in accordance with CSM.
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 comply with the following
requirements:
— it shall be activated on the whole train when requested;
— it shall cut off traction effort on the whole train while service brake is requested;
— it shall provide service brake effort as high as requested.
Independently from the service brake:
— it shall be possible for the driver to immediately initiate the emergency brake by using the same
lever which is used for service braking or by using another independent device;
— the train protection systems shall be capable of initiating the emergency brake.
The components shall be of a proven design and withstand any duties expected to occur during their
period in service. The safety implication of any failures shall be limited by appropriate means; as
described in this standard. For more guidance on proven design see Annex C.
Single point failures shall not cause any relevant malfunctions regarding emergency brake application.
Proper functionality of the brake system is also affected by the design of the piping and component
design as specified in 5.4.5.
5.2.2 Fire protection
The brake system shall be protected against the effects of fire and shall not emit toxic fumes. This shall
be achieved by selecting appropriate materials, by an appropriate system architecture and installation
arrangement.
The brake system shall be consistent with the train fire protection requirements as set out in the
EN 45545 series.
The running capability shall be in accordance with EN 50553.
5.2.3 Environmental condition
The rolling stock and the equipment on board shall perform under the conditions as specified in
EN 50125-1. They shall work properly in those climatic zones, for which they have been designed and
where they will be operated.
For certain lines further requirements may be specified, e.g. for the Nordic countries.
The CEN technical report CEN/TR 16251 covers this subject and it may be considered.
5.3 Requirements of the main brake system
5.3.1 General requirements
Trains for general operation shall be equipped with a main brake system providing the following
functions:
— emergency braking;
— service braking;
— functions to keep the train stationary.
The functions shall incorporate the features listed below:
— trainwide brake control (driver's cab equipment, CCS, etc.);
— command distribution;
— local brake control;
— brake force generation;
— indication of brake status;
— energy supply for brake force generation and command control of the main brake system.
The structure of the document is considering general functions on a train wide level and particular
functions for the different vehicles on a local vehicle level. The local vehicle level is considering different
functions for locomotives, coaches and wagons.
Figure 1 shows the basic structure of a brake system (with train and vehicle levels) and transmission
paths for brake control signals and energy for brake force generation, including their conversion into
brake force.
Figure 1 — Basic structure of the main brake system (functions in dotted lines are optional)
5.3.2 General functions on train level
5.3.2.1 Brake control functions
a) Each unit shall be equipped with a brake command line which is intended to transmit the brake
command from the active driving cab to all other units in the train in a dedicated manner.
b) The trainwide brake control, the continuous brake command line and the local control unit in each
single vehicle of the train shall cooperate in a compatible way by using appropriate command
signals.
c) The brake command line shall be capable:
1) to receive a brake apply/release command from a trainwide brake control initiated from the
active cab of the leading vehicle;
2) to receive an emergency brake application command from a trainwide brake control initiated
from decentralized brake command devices if fitted.
d) The brake command line shall be capable of transmitting the brake command information:
1) full release of the brakes;
2) emergency brake application;
3) gradual application or release for service braking.
e) Each unit shall be equipped with a local brake control which is connected to the brake command
line for the purpose of receiving the brake command information and to control the local brakes
accordingly.
f) The level of brake application may be adjusted locally in proportion to the weight of the vehicle.
g) If additional brake systems are intended to be used for emergency braking they shall be controlled
by the brake command line. In case they are intended for use in service braking these additional
brake systems should be capable of being controlled by the brake command line and also
independently.
h) It is permitted to use more than one brake command line (for example pneumatic and emergency
brake loop) if they act continuously and automatically.
i) For the purpose of service braking only it is permitted to establish an additional brake command
line which does not need to act automatically.
5.3.2.2 Automatic brake application
Any loss of integrity of the brake command line (for example: an unintended train separation caused by
a mechanical failure) shall lead to an immediate brake activation on all vehicles of the train.
A release command shall not be capable to override a brake application command except as set out in
5.3.2.6.
The principle to achieve this requirement is the energizing of the brake command line to release the
brake and by de-energizing the brake command line causing an automatic brake application.
5.3.2.3 Inexhaustibility
There shall be sufficient braking energy available on board the train (= stored energy), distributed
along the train consistent with the design of the brake system. Repeated brake application and release
cycles followed by a subsequent emergency brake application shall achieve at least 85 % of the nominal
train brake force.
The nominal brake force is that achieved by an emergency brake application when the local energy
storage devices are fully charged.
The system shall indicate to the driver in the event of the braking energy supply being disrupted, the
power supply failing or other energy source failure at train level. If the inexhaustibility will no longer be
achieved:
— the brakes shall not be capable of being released (see “EN-UIC” brake) or
— there shall be an automatic brake application, if the energy in the local storage drops below a
predetermined value still capable of providing the full service brake performance.
5.3.2.4 Availability
The main brake system shall provide the emergency brake performance commanded by the trainwide
brake control at any time. This shall take priority over any automatic control for reducing brake forces
as a result of any fault detection or material protection such as overheating or overcurrent.
5.3.2.5 Graduability
It shall be possible for the driver to incrementally control the value of service brake force during both
brake application and brake release.
5.3.2.6 Device for decentralized brake command
The design of the brake command line shall permit the attachment of a device for “decentralized brake
command” (such as shown in Figure 1) at any place along the train. Its purpose is to intentionally de-
energize the brake command line and to apply the brakes. For details on vehicle level see 5.3.3.3.
This function includes the brake command as part of the passenger alarm system. It is a coordinated
function on train level as well as on local level. For details see EN 16334. The design of the passenger
alarm decentralized device shall allow the brake application command to be suspended by an override
command initiated from the active driving cab.
5.3.2.7 Brake functions to keep a train stationary
5.3.2.7.1 General
It shall be possible for the train to be kept stationary by the following functions:
— holding brake;
— immobilization brake;
— parking brake.
5.3.2.7.2 Holding brake
It shall be possible:
— to secure the train at standstill during a stop in a station and
— to secure the train on a gradient during a hill start up to a gradient of 40 ‰ unless otherwise
specified.
The application of the holding brake shall be possible by the direct brake (see 5.6.2) alone or combined
with partial or full service brake initiated automatically or by the driver. The holding brake shall be
capable of holding a train under all relevant load conditions as specified in 6.3.
It is recommended that the holding brake is provided by the leading vehicle and/or by the locomotive
alone.
The brake shall release either after a certain traction force has been developed or after a certain period
of time following the traction command or by a manual command.
5.3.2.7.3 Immobilization brake
It shall be possible to hold a train in a stationary position under all relevant load conditions as specified
in 6.3 for a certain period of time and at least on a gradient of 40 ‰ in the event of the braking energy
supply being disrupted or the power supply failing. The period of time:
— shall last at least 30 minutes for any type of train,
— shall last at least two hours for locomotives and passenger trains.
The immobilization brake is normally initiated by an application of the service brake or emergency
brake. The immobilization brake shall not be capable of being released if there is insufficient energy
available to reapply it immediately thereafter.
It is permitted to substitute the immobilization brake function by the parking brake, if this can achieve
the required performance.
5.3.2.7.4 Parking brake
The parking brake shall keep the train stationary in shut down configuration for an indefinite period of
time without energy supply until intentionally released. This applies at least for the stabling point
(depot).
The “indefinite period of time” may be validated by a design review.
For individual units (vehicles) the parking brake capability shall be included in the vehicle specification.
The trainwide capability of the parking brake function shall be determined. If the parking brake is not
sufficient it shall be supplemented by extra on-board facilities for example scotches.
When determining the parking brake performance the available adhesion shall be considered; see 6.6
(adhesion section).
It is recommended that the parking brake force generation should be distributed so when applied the
train is still capable of being dragged without locking any wheelset.
5.3.2.8 Brake status test
5.3.2.8.1 General
In order to ensure the safety integrity of the brake systems certain functions and features shall be
checked.
When at a standstill, as a minimum it shall be possible for the train staff to check from inside and/or
outside of the train:
— the continuity of the brake command line along the whole train;
— the availability of the braking energy supply along the train;
— the status of the parking brake (applied, released and optionally isolated);
— the isolation status of the dynamic brake and brake system linked to traction systems;
— the application of the brakes when commanded including their availability to contribute to the
brake performance. Typically this is achieved by indicating the pressure in the brake cylinders;
— the complete release of the brakes as a response to the corresponding command;
— check the fault status of the WSP.
If the parking brake always depends directly on the state of the main brake system, it is not required to
have an additional and specific indication for the parking brake system.
The brake system shall be designed so that the brake test can be undertaken using one or more of the
following methods:
— manual method: the brake status is checked at the outside or inside of the train using for example
the brake indicators located on each vehicle;
— semi-automatic brake test performed in the active cab using a display to provide step by step
instructions and display electronic status information;
— an automatic brake test (performed by the brake system including target/actual comparison) with
a subsequent functional check of the man-machine interfaces in the cab. (e.g. brake valve, push
button).
Noise emission during brake status tests shall be reduced preferably by fixed installed technical means
and shall be as low as reasonably practicable.
5.3.2.8.2 Manual brake test
The steps of a brake test shall comprise:
a) check if the energy for the brake force generation and the brake control functions is available;
b) check for leakages if relevant;
c) check the release status of all brake force generators;
d) command repeated and dedicated brake applications:
1) activating all relevant components in functional groups or
2) separately, if required by the function,
3) including the manipulation of the driver’s brake lever by the driver;
e) and check:
1) the status “brakes applied” within a defined time window including the correct response of the
involved compo
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