SIST EN 14198:2005
(Main)Railway applications - Braking - Requirements for the brake system of trains hauled by a locomotive
Railway applications - Braking - Requirements for the brake system of trains hauled by a locomotive
This document specifies basic requirements for the braking of trains hauled by locomotives, including individual vehicles operating on routes of the European railways and their infrastructure systems.
These minimum requirements apply on 2 levels:
- at the train level, as the braking is dependent upon the braking command being communicated throughout the entire train;
- at the vehicle level, so as to ensure the braking system and equipment is configured and dimensioned upon that vehicle in such a way that the required braking effort is developed for the train.'
This document covers:
- all new vehicle designs;
- all major overhauls if they involve redesigning or extensive alteration to the brake system of the vehicle concerned;
- all new builds of existing vehicle designs.
This document does not cover vehicles that require special operational management (e.g. track-laying machines).
This document applies specifically to the following types of trains, vehicles and infrastructures:
a) trains:
- consisting of one or more locomotives and vehicles hauled by a locomotive (including reversible trains);
- the composition of the train can be changed as required during operation (coupling capability);
- the maximum speed is greater than or equal to 80 km/h to 200 km/h;
- the vehicle gauge and track gauge are not specified;
- the power supply of the locomotive(s) is not specified.
b) vehicles:
- locomotives;
- passenger vehicles (day vehicles, restaurant vehicles, sleeper vehicles, driving trailers, baggage vehicles, etc.);
- freight vehicles
c) infrastructures
The railways have operating rules which are applicable to braking powers and are related to their infrastructure. Tables A.1 and A.2 give a summary of the minimum braking power requirements as a function of the infrastructure and maximum speed of the trains.
For applications not covered by any of these requirements, these requirements are specified by the customer/operator or the r
Bahnanwendungen - Bremsen - Anforderungen für die Bremsausrüstung lokbespannter Züge
Dieses Dokument legt grundsätzliche Anforderungen für die Bremsung von lokbespannten Zügen einschließlich deren Einzelfahrzeugen fest, die auf den Strecken der europäischen Eisenbahnverkehrsunternehmen und ihren Infrastruktursystemen verkehren.
Diese Mindestanforderungen gelten auf zwei Ebenen:
- auf Zugebene, da die Bremsleistungen abhängig vom durchgehenden Bremsbefehl sind;
- auf Fahrzeugebene, um die Bremsorgane so zu dimensionieren, dass sie die geforderten Bremskräfte im Zugverband entwickeln.
Dieses Dokument gilt für:
- alle neu zu konstruierenden Fahrzeuge;
- alle größeren Grundüberholungen, wenn diese Neukonstruktion oder umfassende Änderung der Bremsanlage des betreffenden Fahrzeuges einschließt;
- alle Nachbauten von vorhandenen Fahrzeugbauarten.
Dieses Dokument gilt nicht für Fahrzeuge, die eine besondere betriebliche Behandlung erfordern
(z.B: Gleisbaumaschinen).
Dieseq Dokument gilt im einzelnen für folgende Arten von Zügen und Fahrzeugen sowie Infrastrukturen:
a) Züge:
- bestehend aus einer oder mehreren Lokomotiven und lokbespannten Fahrzeugen (einschließlich Wendezüge);
- die Zusammensetzung des Zuges kann im Betrieb beliebig geändert werden (Kuppelbarkeit);
- die Höchstgeschwindigkeit beträgt größer/gleich 80 km/h bis 200 km/h;
- die Fahrzeugbegrenzung und die Spurweite sind nicht festgelegt (Zahnrad- und Schmalspurbahnen sind ausgenommen);
- die Energieversorgung von der/den Lokomotive/n ist nicht festgelegt.
b) Fahrzeuge:
- Lokomotiven;
- Reisezugwagen (Sitzwagen, Speisewagen, Schlafwagen, Steuerwagen, Gepäckwagen usw.);
- Güterwagen.
c) Infrastrukturen:
Die Eisenbahnverkehrsunternehmen verfügen über Betriebsvorschriften, die für Bremsleistungen gelten und die in Verbindung mit deren Infrastruktur stehen. Tabelle A.1 und A.2 geben einen Überblick über die Mindestanforderungen an die Bremsleistung in Abhängigkeit von der Infrastruktur und der Höchstgeschwindigkeit der Züge.
Für Anwendungen, die von keiner der angeführten An
Applications ferroviaires - Freinage - Exigences concernant le systeme de freinage des trains tractés par locomotive
Le présent document définit les exigences fondamentales pour le freinage de trains tractés par locomotive, incluant les exigences pour leurs véhicules, roulant sur les réseaux européens et leurs systemes d'infrastructure.
Ces exigences minimales s'appliquent a deux niveaux :
- au niveau train, ou les performances de freinage sont dépendantes des moyens utilisés pour la commande ;
- au niveau véhicule, ou les organes de frein doivent etre dimensionnés pour etre capables de développer les efforts de freinage requis.
Le présent document est applicable a :
- tous les véhicules nouvellement construits ;
- toutes les grandes révisions, si elles incluent une ré-étude ou des modifications conséquentes du systeme de freinage ;
- toutes nouvelles constructions de véhicules existants.
Le présent document n'est pas applicable aux véhicules nécessitant un traitement spécial en service (par exemple : véhicules de maintenance de voie).
Cette Norme est applicable aux différents types de trains, véhicules et infrastructures :
a) Trains :
- composés de une ou plusieurs locomotives et de véhicules tractés (comprenant les rames réversibles) ;
- leur composition peut changer, a discrétion, en exploitation (sécabilité) ;
- la vitesse maximale est au moins de 80 km/h et jusqu'a 200 km/h ;
- le gabarit du véhicule et le gabarit de voie ne sont pas spécifiés (les chemins de fer a crémailleres et les voies étroites ne sont as concernées) ;
- l'alimentation en énergie de la locomotive (ou des locomotives) n'est pas spécifiée.
b) Véhicules :
- locomotives ;
- voitures a voyageurs ( voitures a places assises, voiture - restaurants, voiture - lits, remorques a cabine de conduite, fourgons a bagages, etc.) ;
- wagons de marchandises.
c) Infrastructures
Železniške naprave – Zavore – Zahteve, ki jih morajo izpolnjevati zavorni sistemi vlakov, vlečeni z lokomotivami
General Information
Relations
Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Bahnanwendungen - Bremsen - Anforderungen für die Bremsausrüstung lokbespannter ZügeApplications ferroviaires - Freinage - Exigences concernant le systeme de freinage des trains tractés par locomotiveRailway applications - Braking - Requirements for the brake system of trains hauled by a locomotive45.040Materiali in deli za železniško tehnikoMaterials and components for railway engineeringICS:Ta slovenski standard je istoveten z:EN 14198:2004SIST EN 14198:2005en01-marec-2005SIST EN 14198:2005SLOVENSKI
STANDARD
SIST EN 14198:2005
EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 14198December 2004ICS 45.060.01English versionRailway applications - Braking - Requirements for the brakesystem of trains hauled by a locomotiveApplications ferroviaires - Freinage - Exigences concernantle système de freinage des trains tractés par locomotiveBahnanwendungen - Bremsen - Anforderungen für dieBremsausrüstung lokbespannter ZügeThis European Standard was approved by CEN on 22 November 2004.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this EuropeanStandard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such nationalstandards may be obtained on application to the Central Secretariat or to any CEN member.This European Standard exists in three official versions (English, French, German). A version in any other language made by translationunder the responsibility of a CEN member into its own language and notified to the Central Secretariat has the same status as the officialversions.CEN members are the national standards bodies of Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia,Slovenia, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2004 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 14198:2004: ESIST EN 14198:2005
EN 14198:2004 (E) 2 Contents Page Foreword.3 1 Scope.4 2 Normative references.5 3 Terms and definitions.6 4 Symbols and abbreviations.9 5 Requirements.10 5.1
General.10 5.2 Train level.10 5.3
Vehicle level.13 5.4
UIC brake system.13 5.4.1
General.13 5.4.2
Functions at train level.13 5.4.3
Functions at vehicle level.16 5.4.4
Characteristics and braking power of the trains.17 5.4.5
Passenger trains.18 5.4.6
Freight trains.19 5.5
Other brake command and control systems.19 5.5.1
General.19 5.5.2
Pneumatic brake system without air brake pipe.19 5.5.3
Brake system without compressed air.22 5.5.4
Characteristics and braking power of the trains.22 6 Test conditions.22 Annex A (normative)
Infrastructure classes.23 Annex B (normative)
Train composition.24 Annex C (normative)
Brake equipment of vehicles with UIC air brakes.26 Annex D (normative)
Brake types, brake positions.30 Annex E (normative)
Requirements for internal traffic in the United Kingdom.31 E.1 General.31 E.2 Brake systems other than those covered by the requirements of UIC.31 E.2.1 General.31 E.3 Functions at train level.31 E.4 Functions at vehicle level.32 E.4.1 Brake command and control.32 E.4.2 Brake force application system.33 E.5 Braking performance.33 E.5.1 General.33 E.5.2 Braking performance of trains operating on UK infrastructures.34 Annex F (informative)
Common train configurations.35 Bibliography.37
SIST EN 14198:2005
EN 14198:2004 (E) 3 Foreword This document (EN 14198:2004) 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 2005, and conflicting national standards shall be withdrawn at the latest by June 2005. It should be noted that certain suburban and regional trains may fall within the scope of WG 23 "Suburban vehicles". According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden, Switzerland and the United Kingdom. SIST EN 14198:2005
EN 14198:2004 (E) 4 Introduction
Currently, in the standard gauge area of the EU, regulations and specifications for the braking of railway vehicles only exist as internal railway documents in the form of UIC leaflets. Agreements based on these govern the conditions for vehicle transfers between the individual railways. The relationship between the infrastructures and the minimum brake engineering requirements on trains and their individual vehicles is to a large extent unregulated.
With this document, all suppliers will in future be able to offer in response to any invitation to tender vehicles that meet minimum braking requirements, taking into account the applicable infrastructure requirements.
1 Scope This
document specifies basic requirements for the braking of trains hauled by locomotives, including individual vehicles operating on routes of the European railways and their infrastructure systems.
These minimum requirements apply on 2 levels: at the train level, as the braking is dependent upon the braking command being communicated throughout the entire train; at the vehicle level, so as to ensure the braking system and equipment is configured and dimensioned upon that vehicle in such a way that the required braking effort is developed for the train. This document covers: all new vehicle designs; all major overhauls if they involve redesigning or extensive alteration to the brake system of the vehicle concerned; all new builds of existing vehicle designs. This document does not cover vehicles that require special operational management (e.g. track-laying machines). This
document applies specifically to the following types of trains, vehicles and infrastructures: a) trains: consisting of one or more locomotives and vehicles hauled by a locomotive (including reversible trains); the composition of the train can be changed as required during operation (coupling capability); the maximum speed is greater than or equal to 80 km/h to 200 km/h; the vehicle gauge and track gauge are not specified; the power supply of the locomotive(s) is not specified.
SIST EN 14198:2005
EN 14198:2004 (E) 5 b)
vehicles: locomotives; passenger vehicles (day vehicles, restaurant vehicles, sleeper vehicles, driving trailers, baggage vehicles, etc.); freight vehicles c) infrastructures:
The railways have operating rules which are applicable to braking powers and are related to their infrastructure. Tables A.1 and A.2 give a summary of the minimum braking power requirements as a function of the infrastructure and maximum speed of the trains.
For applications not covered by any of these requirements, these requirements are specified by the customer/operator or the railway authority (see Annex A, infrastructure class I 7).
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. prEN 14601, Railway applications – Straight and angled end cocks for brake pipe and main reservoir .pipe.
UIC 410:2002, Composition and calculation of the weight and braking of passenger trains1)
UIC 421:2001, Regulations for the composition and braking of international freight trains1)
UIC 432:2002, Wagons – Running speeds – Technical conditions to be observed1)
UIC 540:2002, Brakes – Air brakes for freight and passenger trains1)
UIC 541-03:1984, Brakes – Regulations concerning the manufacture of different brake parts –- Driver's brake valve1)
UIC 541-04:2004, Brakes – Regulations concerning the manufacture of different brake parts – Self-adjustable load-proportional
braking system and automatic
"empty-loaded" control device1)
UIC 541-06:1992, Brakes – Regulations concerning the manufacture of different brake parts – Magnetic brakes / Note:
Including 1st Amendment up to 1996-01-011)
UIC 541-1:2003, Brakes - Regulations concerning the manufacture of different brake parts1)
UIC 541-5:2002, Brakes – Electro-pneumatic brake (EP brake) – Electro-pneumatic emergency brake override (EBO)1)
UIC 543:2001, Brakes – Regulations governing the equipment of trailing stock1)
UIC 544-1:2004, Brakes – Braking power1)
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1) Available from: UIC, Direction Générale, 16 rue Jean Rey, F-75015 Paris
SIST EN 14198:2005
EN 14198:2004 (E) 6
UIC 544-2:1983, Conditions to be observed by the dynamic brake of locomotives and motor coaches so that the extra braking effort produced can be taken into account for the calculation of the braked weight1)
UIC 546:1980, Brakes – High-power brakes for passenger trains/ Note: Including 5th Amendment up to
1983-01-011)
3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1
coupling capability ability to join individual vehicles in a railway operation quickly and without aids to form a functional unit (group of vehicles, train).
Coupling capability includes separability under the same conditions. The following types of coupling exist: conventional type (screw coupling, side buffer, hose coupling, plug connectors); automatic couplings. Coupling capability does not include a connection between vehicles which can only be undone under workshop conditions (e.g. for maintenance purposes)
3.2
brake type classification term for air brakes as specified in the UIC standard in accordance with their action (G = Goods = slow-acting, P = Passenger = quick-acting)
3.3
brake position classification term for UIC brakes according to their braking power.
Requirements for individual brake positions are contained in the relevant UIC standards 3.4
braking power power which is generated by a brake system during the braking process
3.5 effective braking power dimensionless variable which gives the braked weight as a proportion of the total vehicle or train weight
NOTE In conjunction with the type of brake, it is a variable for assessing the braking effect of the vehicle or train.
In order to make train journeys safe, proof of an adequate braking effect of the train is required (minimum effective braking power).
3.6
braked weight characteristic quantity which describes the braking capacity of a vehicle
NOTE
It is determined by calculation or testing as described in UIC 544-1 and represents a comparative value for the power of the brakes, but does not have any technical/physical basis. The associated braked weight is marked on the vehicle for each brake position.
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1) Available from: UIC, Direction Générale, 16 rue Jean Rey, F-75015 Paris
SIST EN 14198:2005
EN 14198:2004 (E) 7
3.7
braking energy energy dissipated during braking
3.8
braking force force applied by a brake to slow the train or vehicle
3.9
brake device all the interlinked functional components that belong to the brake of the vehicle.
The brake device carries out the tasks of the brake system
3.10
brake system combination of means (equipment and programs) for the complete or partial fulfilment of the train braking requirements with a selected level of safety and availability.
NOTE A train may be equipped with one or more braking systems
3.11
brake equipment all the devices of a vehicle which belong to the brake
3.12
brake installation combination of devices (hardware and software) which meet the braking requirements of a train with a selected degree of safety and availability.
The brake installation includes the control and actuation devices
3.13
brake component individual part or collection of parts as in a module
3.14
automatic application of the brakes braking triggered by devices in the vehicle and/or on the track that cannot be directly influenced (overridden) by the driver
3.15
rapid braking most effective method of braking to achieve the shortest possible response of all available brakes of a train.
Safe signal transmission is ensured
NOTE
in the case of UIC brakes, by the fastest possible drop of pressure in the brake pipe, aided where necessary, by additional brake devices (electro-pneumatic brake, rapid brake accelerator).
3.16
brake response time time from when the braking requirement is triggered to when 95 % of the maximum brake cylinder pressure has been attained
SIST EN 14198:2005
EN 14198:2004 (E) 8 3.17
stopping distance distance covered from the time the brake is demanded to when the train stops
3.18
standard-gauge railway (railway) standard-gauge railways are railways whose technical and operational characteristics are designed for inter-regional traffic and for which international regulations of a mandatory nature exist (keywords: Technical Unity; interoperability; UIC leaflets) and are agreed with the aim of operating commercial traffic
3.19
passenger emergency braking device in vehicles for bringing trains to a standstill in a hazardous situation by means of braking triggered by a passenger or crew member
3.20
hand brake a mechanical, hand-operated brake in an individual vehicle acting on one or more wheelset(s) of this vehicle.
NOTE It operates independently of the air brake state and is typically used as a parking/immobilization brake 3.21
self-adjusting load-proportional braking continuous matching of the maximum braking force of a brake system to the vehicle mass with the aim of keeping the deceleration constant regardless of the vehicle mass (loading)
3.22
rotation monitor device on the vehicle which continuously monitors whether each wheelset of the vehicle is rotating during the journey
3.23
blending combined action of two or more brake systems to attain a specific braking force. It is used for example in normal braking when changing over from the dynamic brake (e.g. electro-dynamic, hydro-dynamic) to the friction brake
3.24
maximum design speed maximum speed at which a vehicle or a train can travel within the limits of the braking capability on a specific infrastructure. Boundary conditions (e.g. steep gradient, poor signal visibility, etc.) are not taken into account
3.25
train composition assembly of the train from individual vehicles
3.26 total weight in the case of passenger vehicles, the sum of the tare weight (including a defined proportion of stock) and allowance for passengers, which is inscribed in the weight grid of the vehicle
NOTE Not applicable to freight vehicles or locomotives. 3.27
allowance for passengers fictitious assumed weight for the passengers in a vehicle. It is based on 100 % seat occupancy. The mandatory allowance for passengers is specified in UIC 410 as applicable for the different types of vehicles.
SIST EN 14198:2005
EN 14198:2004 (E) 9 3.28 additional brake device "decentralized command initiation for automatic application of the brake" initiated by various triggering events thereby activating rapid braking.
These events are detected, e.g. by the passenger-emergency brake (PEB), derailment detection devices (UIC 541-08), device used for ensuring safety of loads
3.29 emergency brake override for the purposes of this document, the emergency brake override is the electro-pneumatic emergency brake override as specified in UIC 541-5.
It is used to override passenger emergency braking according to 3.19 after acknowledgement by the driver
3.30 magnetic track brake brake in which the braking force is generated by the friction between the surface of the rail and the magnet(s) where the pole shoes are drawn onto the rail by the magnetic force
3.31 eddy current brake brake in which the braking force is produced by the generation of eddy currents between the brake and the infrastructure
4 Symbols and abbreviations For the purpose of this document, the following symbols and abbreviations apply according to existing UIC leaflets:
BP:
Air brake pipe
MRP:
Main reservoir pipe
DBV:
Driver's brake valve
EP:
Electro-pneumatic brake
EP (UIC):Electro-pneumatic brake as specified in UIC 541-05
BA:
Rapid brake accelerator
WSP:
Wheel slide protection
H:
Hydrodynamic brake
EBO:
Emergency brake override
Mg:
Magnetic track brake
λ:
Effective braking power
sB:
Braking distance
AR:
Auxiliary reservoir
ECB:
Eddy current brake
S, ss:
Traffic types according to UIC for freight vehicles SIST EN 14198:2005
EN 14198:2004 (E) 10
s/Al:
Traffic type according to UIC with self-adjusting load-controlled braking
G, P, R:
Brake positions according to UIC
5 Requirements 5.1
General The service operators shall ensure that specifications include this standard as part of the requirements for the brake installation.
The manufacturers shall indicate in the tender where the requirements of the standard are not met.
The brake command and control system can be designed in different ways. The UIC brake system is the most commonly used in continental Europe (see 5.4). Other brake systems can be used provided that it is proven that the safety level achieved is at least equivalent to that obtained with the UIC brake system (see 5.5).
The brake system required for a train hauled by a locomotive shall work independently of the type of brake selected on two levels, the train level and the vehicle level.
The following minimum requirements shall be met on both these levels:
5.2 Train level Application of the brake which is controlled from the vehicle by the controls (driver's brake valve) shall meet the following functional and safety requirements in the various vehicles:
Requirement 1: Automaticity
Each individual brake system or combination of them shall operate automatically, i.e. in the event of train separation, the two parts of the train shall automatically be braked, brought to a standstill and be able to be kept in the same position in this way within a period specified by the operator. This braking can be overridden by restoring the brake control function or by other intentional operations.
Requirement 2: Inexhaustibility
The braking power available in the active brake system of the train shall be adequate
once the train is prepared and throughout its journey and
under all track conditions to attain a braking force when the brake is applied in the train, the maximum value of which is not less than that specified for the UIC brake system. A decisive factor here is ensuring the energy supply to the individual vehicle brakes in the train.
Requirement 3: Basic functional diagram
The basic functional diagram of a brake system shall clearly show the basic functional links and transmission paths for the brake energy generation and brake force generation, including their control and conversion into braking energy. Figure 1 shows the basic structure of a brake system (with train and vehicle levels).
SIST EN 14198:2005
EN 14198:2004 (E) 11
Key 1 Central energy source 7 Decentralized command initiation for
automatic brake application device 2 Central command device 8 Energy store 3 Energy medium line(s) 9 Separate energy source 4 Control command line(s) 10 Controller 5 Train level 11 Devices generating braking force 6 Vehicle level
Unbroken line: connection required
Energy medium line
Control command line
Broken lines:
connection also possible
connection via path A and/or path B
1) Number of lines freely selectable; joint transmission of energy medium and control command over the same
line is allowed.
2) MBP is obligatory for EBO/ep, Mg brake, ECB
Figure 1 — Automatic brake application device (basic functional diagram)
SIST EN 14198:2005
EN 14198:2004 (E) 12 Requirement 4: Passenger emergency brake
The passenger emergency brake is a function of the brake control assembly through which a passenger initiated alarm intent is input at train level. (Figure 1) and brings about rapid braking at the train level when activated.
Every train vehicle intended for the transportation of passengers shall be fitted with passenger emergency brake handles that are easily visible and accessible, actuation of which automatically initiates application of the brake. However, this automatic application of the brake can be overridden by the train driver (locomotive driver) in accordance with the railway operating rules.
Requirement 5: Device for decentralized command initiation
A device for "decentralized command initiation of automatic application of the brake" functions in the "Decentralized command initiation for automaticity" block (Figure 1) and when actuated it brings about automatic application of the brake at the train level if the train level is ready for operation.
Its purpose is to react to technical faults in the vehicles that may represent a hazard to normal operation (e.g. derailment detection device, door locking device, device used for ensuring security of loads).
The following requirements shall be met:
the functional characteristics of the brake control line shall not be adversely changed or affected; actuation of this device shall be identifiable from both sides of the vehicle; the device shall be capable of being disconnected from both sides of the vehicle after actuation or in the event of a malfunction; there shall only be one activation device on each side of the vehicle and it shall have a standard appearance as specified in the UIC leaflet.
Requirement 6: Compatibility
Each brake system shall be described such that its compatibility with other vehicle brake systems can be assessed.
If the customer does not specify any other requirements in the clauses on the type of brake, the requirements specified in. 5.4.2 and 5.4.3 apply.
Requirement 7: Safety level
A governing factor for the safety level is the UIC brake system. The safety level specified for this shall be the minimum requirement. Details are given in 5.4.
If the UIC brake system is subordinate to another control system as a back up/redundant system, the safety level is regarded as having been attained.
Requirement
8: Parking brake
The train shall have an adequate number of vehicles that are fitted with parking brakes in order to meet the operational requirements.
Requirement 9: Brake diagnostics
The trains and vehicles shall be fitted with monitoring, inspection and display devices so that the brakes can be tested during operation (brake test) in accordance with the specifications of the railway authorities/operators. The vehicle equipment shall be regularly maintained to ensure that the result of the operational test is correct. SIST EN 14198:2005
EN 14198:2004 (E) 13
Therefore, it shall be possible to maintain the brakes correctly in a simple manner.
5.3
Vehicle level Requirement
10: Brake function
The brake equipment of each vehicle shall be compatible with the brake control system of the train and with the brake systems of the other vehicles.
Requirement 11: Thermal efficiency/energy conversion
The train and each individual vehicle of the train shall be capable of converting the braking energy so that, when operated in accordance with the instructions, no damage occurs to the friction surfaces and all sections of track in the area for which the standard is valid can be travelled with no operational restrictions.
If higher or lower performance requirements are necessary or possible for special application conditions, they shall be defined by the railway operators.
For basic design rules, see 5.4.3.2.
Requirement 12: Braking power
The brake components of the vehicles shall be capable of delivering the required braking power in relation to the braking distance. 5.4
UIC brake system 5.4.1
General
The UIC brake system comprises pneumatic automatic air brakes, the basic requirements for which are described in UIC 540. It is currently the most used brake system on standard gauge railway vehicles.
Therefore, reference will be made in this sub-clause to UIC leaflets.
Tables A.1 and A.2 give the basic requirements for the trains that can be derived from the existing infrastructures.
The infrastructure classes I1 to I5 represented there relate to the preferred pre-signalling distances available.
Infrastructure class I6 takes into account signalling systems providing braking distances greater than those of classes I1 to I5 or are flexible even.
Infrastructure class I7 is intended for special requirements of railways if I1 to I6 are not to be used.
The train class definition LA1 to LA5 for passenger trains and LB 1 to LB 5 for freight trains means trains hauled by locomotives (L) which differ according to the brake equipment and power specifications. These classes are defined in more detail in Table B.1 for passenger trains and Table B.2 for freight trains.
The UIC brake system meets the main requirements listed in 5.2 and 5.3.
For internal traffic within the United Kingdom, the requirements contained in annex E apply.
5.4.2
Functions at train level
Figure 2 shows the block diagram of the UIC brake system.
The minimum requirement for the automatic air brake is the BP in all vehicles controlled by a driver's brake valve in accordance with UIC 541-03 in the locomotive or in the driving trailer.
SIST EN 14198:2005
EN 14198:2004 (E) 14 The braking energy is transmitted via the air brake
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