SIST EN 16185-2:2015+A1:2020

SLOVENSKI STANDARD
SIST EN 16185-2:2015+A1:2020
01-januar-2020
Železniške naprave - Zavorni sistemi motornih vlakov - 2. del: Preskusne metode
Railway applications - Braking systems of multiple unit trains - Part 2: Test methods
Bahnanwendungen - Bremssysteme für Triebzüge - Teil 2: Prüfverfahren
Applications ferroviaires - Systèmes de freinage pour trains automoteurs - Partie 2 :
Méthodes d'essai
Ta slovenski standard je istoveten z: EN 16185-2:2014+A1:2019
ICS:
45.040 Materiali in deli za železniško Materials and components
tehniko for railway engineering
SIST EN 16185-2:2015+A1:2020 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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SIST EN 16185-2:2015+A1:2020

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SIST EN 16185-2:2015+A1:2020


EN 16185-2:2014+A1
EUROPEAN STANDARD

NORME EUROPÉENNE

November 2019
EUROPÄISCHE NORM
ICS 45.040 Supersedes EN 16185-2:2014
English Version

Railway applications - Braking systems of multiple unit
trains - Part 2: Test methods
Applications ferroviaires - Systèmes de freinage pour Bahnanwendungen - Bremssysteme für Triebzüge -
trains automoteurs - Partie 2 : Méthodes d'essai Teil 2: Prüfverfahren
This European Standard was approved by CEN on 13 October 2014 and includes Amendment 1 approved by CEN on 9 September
2019.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.

This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.





EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2019 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 16185-2:2014+A1:2019 E
worldwide for CEN national Members.

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Contents Page
European foreword . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 6
4 Symbols and abbreviations . 7
5 Requirements . 7
5.1 General . 7
5.2 Test specification . 8
5.2.1 General . 8
5.2.2 Identification of the parts to be tested . 8
5.2.3 General conditions for the tests . 9
6 Static tests program . 9
6.1 General . 9
6.2 Reports . 10
6.3 Documentation . 10
6.4 Methodology (for type tests only) . 11
6.4.1 Measurement of the friction application force . 11
6.4.2 Measurement of the delay time . 11
6.4.3 Measurement of the application force build-up time . 11
6.4.4 Measurement of the application force release time . 11
6.4.5 Measurement of the brake response time . 11
6.4.6 Measurement of the pressure drop time in the brake pipe or the equalising
reservoir of the driver’s brake valve . 12
6.4.7 Measurement of the pressure rise time in the brake pipe or the equalising reservoir
of the driver’s brake valve . 12
6.4.8 Measurement of the dead time of the WSP dump valves . 12
6.4.9 Measurement of the exhaust time of the WSP dump valves . 12
6.4.10 Measurement of the fill time of the WSP dump valves . 12
6.4.11 Measurement of air tightness . 12
6.4.12 Measurement of braking and release times of EP assist brake . 12
6.4.13 Evaluation of the longitudinal brake force applied to the track by Magnetic Track
Brake or Eddy Current Brake . 12
6.5 Test schedule . 14
7 Dynamic tests schedule . 52
7.1 General for dynamic tests . 52
7.1.1 Preconditions . 52
7.1.2 Test conditions . 52
7.1.3 Measured variables to be recorded . 53
7.1.4 Verification of deceleration and stopping distance . 54
7.1.5 Definition of braked weight percentage (λ) . 55
7.1.6 Measurement of the brake force contribution of the different brakes . 55
7.2 Test program . 56
Annex A (informative) Typical format for a test report for type or routine test. 70
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2008/57/EC aimed to be covered . 71
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Bibliography . 73

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European foreword
This document (EN 16185-2:2014+A1:2019) has been prepared by Technical Committee CEN/TC 256
“Railway applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by May 2020 and conflicting national standards shall be
withdrawn at the latest by May 2020.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document includes Amendment 1 approved by CEN on 9 September 2019.
This document supersedes EN 16185-2:2014.
The start and finish of text introduced or altered by amendment is indicated in the text by tags !".
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC.
For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of
this document.
This series of European Standards Railway applications — Braking systems of multiple unit trains
consists of:
— Part 1: Requirements and definitions;
— Part 2: Test methods.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland,
Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of
North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the
United Kingdom.

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1 Scope
This European Standard specifies test methods and acceptance criteria for a brake system for use in self
propelling thermal and electric trains, in the following document called EMU/DMU, operating on routes
of the European conventional rail system network.
This European Standard is applicable to:
— all new vehicles designs of self-propelling thermal and electric trains;
— all major overhauls of the EMU/DMU if they involve redesigning or extensive alteration to the brake
system of the vehicle concerned.
This European Standard does not cover:
— locomotive hauled trains which are specified by EN 14198;
— mass transit rolling stock which is specified by EN 13452 (all parts);
— high speed trains being operated at speeds greater than 200 km/h which are specified by
EN 15734-1 and tests in EN 15734-2.
The functional testing requirements set out in this European Standard assume the vehicles are fitted
with brake system architecture as defined in EN 16185-1.
The braking performance obtained by applying the tests defined in this European Standard can be used
to assess compliance with the required braking performance as defined in EN 16185-1.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
EN 14478:2005, Railway applications — Braking — Generic vocabulary
EN 15595, Railway applications — Braking — Wheel slide protection
EN 15663, Railway applications — Definition of vehicle reference masses
1)
EN 15734-2:2010 , Railway applications — Braking systems of high speed trains — Part 2: Test methods
EN 16185-1:2014, Railway applications — Braking systems of multiple unit trains — Part 1:
Requirements and definitions
EN 16207:2014, Railway applications — Braking — Functional and performance criteria of Magnetic
Track Brake systems for use in railway rolling stock
EN 16334, Railway applications — Passenger Alarm System — System requirements
EN 50128, Railway applications — Communication, signalling and processing systems — Software for
railway control and protection systems

1) This document is currently impacted by the corrigendum EN 15734-2:2010/AC:2012.
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EN ISO/IEC 17025, General requirements for the competence of testing and calibration laboratories
(ISO/IEC 17025)
!EN 16834:2019, Railway applications — Braking — Brake performance"
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 14478 and the following apply.
3.1
test(ing) institute
institute that conforms to EN ISO/IEC 17025
3.2
check
test performed as a discrete verification and/or visual inspection
3.3
measurement
results recorded numerically, graphically or electronically
3.4
type test
test of one or more devices, system or complete vehicle demonstrating that the design meets the
required specifications and the relevant standards
3.5
routine test
vehicle test that is performed during or after manufacture to confirm conformity to specified criteria
3.6
application force
the force applied at the friction interface (e.g. the force between brake pad and brake disc, or between
brake block and wheel tread, etc.)
3.7
equivalent response time
sum of delay time and half of the brake force build-up time or brake force release time if some
conditions are respected
[SOURCE: EN 14478:2005]
Note 1 to entry: The term is explained in EN 14531–1.
3.8
application force release time
period of time commencing when the application force has reduced to 95 % of the stabilised application
force and ending when 5 % of the stabilised application force has been achieved
3.9
response time
a) sum of the delay time and the application force build-up time during brake application, and
b) sum of the delay time and the application force release time during brake release
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4 Symbols and abbreviations
For the purpose of this document, the following symbols, units and abbreviations apply:
ATC Automatic Train Control
ATP Automatic Train Protection
BC Brake Control
BP Brake Pipe
DP Data Processing
DMU Diesel Multiple Unit
EMU Electric Multiple Unit
EP Electro-Pneumatic Brake
ETCS European Train Control System
MRP Main Reservoir Pipe
MTB Magnetic Track Brake
MU Multiple Unit
R Brake mode R
R+Mg Brake mode R+Mg
SHS Safety loop (German: Sicherheitsschleife)
Sifa Driver’s vigilance control (German: “Sicherheitsfahrschaltung”)
WRMS Wheel Rotation Monitoring System
WSP Wheel Slide Protection System
5 2 5 −1
1 bar = 10 N/m = 10 Pa = 10 MPa
5 Requirements
5.1 General
The tests defined in this European Standard shall be carried out and the results used to verify that the
braking performance and functions of the MU brake system, as a minimum, comply with the
requirements of EN 16185-1. This document identifies relevant data to be documented.
This document defines the static and dynamic tests required for the following phases:
— type tests which demonstrate that the brake system conforms to the requirements in all respects;
these tests are carried out using a MU that is representative of the design/type of the MU being
approved;
— routine tests which are carried out on each and every example of the approved design/type of MU
in order to confirm the technical stability of the production processes; for this purpose only the
basic features and functions of the system and its sub-systems are verified.
It is expected that tests for the purpose of vehicle acceptance are strictly selected from the list of type
tests and performed by a body accredited in accordance with EN ISO/IEC 17025.
The type and routine tests are as follows:
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— tests with one MU (Level 2): these tests serve to check the common functions of the MU and the
interfaces between the vehicles which comprise the MU;
— tests with two or more coupled MU’s (Level 3) up to the maximum MU configuration: these tests
serve to check the common functions of the MU composition and the interfaces between the MUs.
It is sufficient to carry out coupled Multiple Units testing in the tare load state only but with the
maximum number of coupled vehicles (unless otherwise specified).
Figure 1 gives an example of the levels.

Key
1 Level 1: Vehicle
2 Level 2: Single Multiple Unit
3 Level 3: Coupled Multiple Units
NOTE This document addresses testing requirements to Level 2 and Level 3. Testing at Level 1 is not defined
and is the responsibility of the manufacturer.
Figure 1 — Type test and routine test levels
5.2 Test specification
5.2.1 General
The test specification shall be agreed and shall include the following:
— the test schedule;
— the functions to be tested;
— the conditions for the tests;
— the procedures for carrying out the tests;
— the test equipment to be used;
— the pass/fail criteria.
5.2.2 Identification of the parts to be tested
A list of the items of brake system equipment (and any associated equipment) to be tested shall be
included, along with an appropriately detailed technical description of the items concerned and their
intended interactions of relevance to the testing. It is recommended that pneumatic, electrical and/or
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electronic schematic diagrams and graphs etc. are also included as an aid to those carrying out the tests
specified.
5.2.3 General conditions for the tests
5.2.3.1 Temperature
The tests shall be conducted at a temperature included within the range specified for the brake system
being tested.
Static or dynamic tests at the limits of the temperature range specified for the system being tested are
not included within the scope of this document.
5.2.3.2 Energy supply
a) Compressed air supply:
If the system cannot be supplied with compressed air from its own supply, for instance for the static
tests at the single vehicle level, an external air supply is to be used with air quality (solid particles,
humidity and liquid water, oil) and characteristics (flow rate, minimum pressure, etc.) comparable to
that of the system’s normal air supply.
b) Electric supply:
If the system cannot be supplied with electric energy from its own supply, for instance for the tests with
a single vehicle, an external supply is to be used with characteristics comparable to that of the system’s
normal electric supply.
5.2.3.3 Load conditions
For the purposes of this document, the definitions given in EN 15663 for vehicle reference masses shall
be applied with the following correspondence:
— tare = design mass, in working order;
— normal = design mass under normal payload;
— crush = maximum braking load, as defined in EN 16185-1.
6 Static tests program
6.1 General
The items listed in the following schedule describe the minimum to be verified but do not define the
testing procedure.
The actual test schedule shall cover all features of the specific brake system architecture (e.g. automatic
air brake, direct electro-pneumatic air brake, etc.) fitted on the MU.
This list of tests shall be only considered as a basis for building up the dedicated test specification for a
given MU.
Each test shown in the following schedule includes a short and basic description of the function to be
tested. The complete and detailed description for each test shall be included into the test specification.
The type tests shall include the degraded modes tests, with special attention to the redundant functions.
The tests shall start only if the software of the brake function / brake system has been successfully
validated in advance, as far as is practicable, and in accordance with EN 50128.
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6.2 Reports
The tests shall be presented in a report.
This report shall at least include:
a) reference of the test (type test or routine test);
b) date and location of the test;
c) identification and type of the tested vehicle;
d) software release numbers for all the electronic control units involved in brake control;
e) description of the measurement tools, and the way they are used;
f) reference to the test specification completed with the results and the associated records. Each
record shall include:
1) date;
2) identification and type of the tested vehicle;
3) name of the test performed and reference paragraph in the test specification;
4) recording methodology;
5) name and scale for all the recorded parameters;
6) obtained results;
7) identification of the different charts;
8) signature of the responsible person for the test body.
g) table listing all the adjustable parameter settings of the tests (choke diameters, software
configuration, etc.);
h) conclusion for the tests.
The format shall enable an easy access to all the information associated to the tests. An example is given
in Annex A.
6.3 Documentation
As a minimum, it shall be possible, while using the documentation, to determine the relationship with
the following when considering any particular measurement or check:
— braking mode and method of control;
— software versions of all brake-relevant components (all software-controlled systems, contributing
directly or indirectly to the braking performance: drive units, Wheel Slide Protection systems,
brake modules, etc.);
— load cases;
— batch numbers of the friction materials (blocks, inserts, pads, etc.) and results of bench tests in dry
and wet conditions;
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— application forces and brake application time on sufficient vehicles and in sufficient locations to be
able to assess the impact that variables in these parameters have on the overall brake
performances (for type tests only);
— wheels diameter.
6.4 Methodology (for type tests only)
6.4.1 Measurement of the friction application force
The friction application force may be determined using either of the following methods:
— direct measurement of the application force on sufficient vehicles and in sufficient locations on
each actuator;
— measurement of the brake cylinders pressure, on sufficient vehicles and in sufficient locations on
each actuator, providing the relationship between brake cylinder pressure and application force is
known.
6.4.2 Measurement of the delay time
The brake application and release delay time can be directly measured either obtained as a difference
between response time and application force build-up or application force release time.
In case of direct measurement an electrical signal shall be recorded as initiating event e.g. a switch
confirming that the brake handle reached the specified position.
6.4.3 Measurement of the application force build-up time
In a pneumatic brake system the application force build-up time shall be measured at the brake cylinder
which is the furthest from of the brake panel which controls it. It is accepted to add a T-connection for
the type test.
For the routine tests of the MU equipped with variable load relay valves, measurement may be taken of
the automatic or indirect brake pilot pressure providing suitable allowances are incorporated to
account for any time differences.
6.4.4 Measurement of the application force release time
In a pneumatic brake system the application force release time shall be measured at the brake cylinder
which is the furthest from of the brake panel which controls it. It is accepted to add a T-connection for
the type test.
For the routine tests of the MU equipped with variable load relay valves, measurement may be taken of
the automatic or indirect brake pilot pressure providing suitable allowances are incorporated to
account for any time differences.
In any case the full release at the brake cylinder shall be verified.
6.4.5 Measurement of the brake response time
The brake response time can be directly measured or calculated
a) by adding together the delay time and application force build-up time during brake application or
b) by adding together the delay time and application force release time during brake release.
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6.4.6 Measurement of the pressure drop time in the brake pipe or the equalising reservoir of the
driver’s brake valve
The pressure drop time shall be measured from 5 bar to 3,5 bar, but the pressure drop actually created
during the test is to be from 5 bar to 3,2 bar.
6.4.7 Measurement of the pressure rise time in the brake pipe or the equalising reservoir of the
driver’s brake valve
The pressure rise time shall be measured from 1,5 bar below the set value to 0,1 bar below the set value
(normally from 3,5 bar to 4,9 bar).
6.4.8 Measurement of the dead time of the WSP dump valves
The dead time for exhaust and fill shall be measured from the command to fill or release to 5 %
pressure variation at the brake cylinder. This is measured:
— with emergency brake applied (in order to have the maximum brake cylinder pressure);
— fully venting the brake cylinder while measuring the exhaust dead time;
— fully re-filling the brake cylinder while measuring the fill dead time;
at the brake cylinder which is furthest away from the dump valve which controls it.
6.4.9 Measurement of the exhaust time of the WSP dump valves
The exhaust time shall be measured from the maximum stabilized pressure at the brake cylinder down
to 0,4 bar. This is measured at the brake cylinder of the vehicle which is furthest away from the dump
valve which controls it. It is accepted to add a T-connection for the type test.
6.4.10 Measurement of the fill time of the WSP dump valves
The fill time shall be measured from 0 % to 95 % of the maximum stabilized pressure at the brake
cylinder. This is measured at the brake cylinder of the vehicle which is furthest away from the dump
valve which controls it.
6.4.11 Measurement of air tightness
When carrying out pressure leakage tests, sufficient time shall be allowed for pressure stabilization
before starting timing measurements.
6.4.12 Measurement of braking and release times of EP assist brake
The time taken to achieve a local brake pipe pressure change shall be verified on each vehicle with the
BP first being pressurized and then shut-off and with normal main reservoir pipe pressure.
The braking solenoid valves shall be energised and the time taken for the brake pipe pressure to reduce
over 1,5 bar from the Set Value (normally from 5 bar to 3,5 bar) shall be measured and recorded.
The release solenoid valve shall be energised and the time taken for the brake pipe pressure to increase
from 1,5 bar below the set value to 0,1 bar below the set value (normally from 3,5 bar to 4,9 bar) shall
be measured and recorded.
6.4.13 Evaluation of the longitudinal brake force applied to the track by Magnetic Track Brake
or Eddy Current Brake
The longitudinal force shall be evaluated for emergency brake application and if applicable also for full
service brake application from maximum speed under tare and load conditions.
The longitudinal force for the Magnetic Track Brake or Eddy Current Brake shall be calculated from the
deceleration achieved using these brakes. This deceleration shall be calculated as the difference
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