SIST EN 13452-1:2004

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave – Zavore – Zavorni sistemi za mestni in primestni javni prevoz – 1.del: Zahtevane lastnostiBahnanwendungen - Bremsen - Bremssysteme des öffentlichen Nahverkehrs - Teil 1: Anforderungen an das LeistungsvermögenApplications Ferroviaires - Freinage - Systemes de freinage des transports publics urbains et suburbains - Partie 1: Exigences de performancesRailway applications - Braking - Mass transit brake systems - Part 1: Performance requirements45.040Materiali in deli za železniško tehnikoMaterials and components for railway engineeringICS:Ta slovenski standard je istoveten z:EN 13452-1:2003SIST EN 13452-1:2004en01-junij-2004SIST EN 13452-1:2004SLOVENSKI
STANDARD



SIST EN 13452-1:2004



EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 13452-1March 2003ICS 45.060.01English versionRailway applications - Braking - Mass transit brake systems -Part 1: Performance requirementsApplications ferroviaires - Freinage - Systèmes de freinagedes transports publics et suburbains - Partie 1: Exigencesde performancesBahnanwendungen - Bremsen - Bremssysteme desöffentlichen Nahverkehrs - Teil 1: Anforderungen an dasLeistungsvermögenThis European Standard was approved by CEN on 27 December 2002.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 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 translationunder the responsibility of a CEN member into its own language and notified to the Management Centre has the same status as the officialversions.CEN members are the national standards bodies of Austria, Belgium, Czech Republic, Denmark, Finland, France, Germany, Greece,Hungary, Iceland, Ireland, Italy, Luxembourg, Malta, Netherlands, Norway, Portugal, Slovakia, Spain, Sweden, Switzerland and UnitedKingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2003 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 13452-1:2003 ESIST EN 13452-1:2004



EN 13452-1:2003 (E)2ContentspageForeword.3Introduction.41Scope.52Normative references.53Terms and definitions.63.1Basic terms and definitions.63.2Braking functions.63.3Braking techniques.83.4Load control.93.5Mechanics of braking.93.6Dynamics of braking.103.7Decelerations.104Symbols and abbreviated terms.125Design principles.135.1Brake system.135.2Loading criteria.145.3Braking fundamentals.155.4Operational requirements.155.5Performance requirements.165.6Brake system failure consequences.165.7Automatically controlled systems.175.8Brake system structure.176Requirements for trams and light rail vehicles.186.1Characteristics for trams and light rail vehicles.186.2Brake performance values.196.3Load levels.206.4Implementation.217Requirements for metros with steel wheels.217.1Characteristics for metros with steel wheels.217.2Brake performance values.227.3Implementation.248Requirements for rubber tyred metros.248.1Characteristics for rubber tyred metros.248.2Brake performance values.258.3Load levels.268.4Implementation.279Requirements for commuter/regional trains.279.1Characteristics for commuter/regional trains.279.2Brake performance values.289.3Load levels.309.4Implementation.30Bibliography.31SIST EN 13452-1:2004



EN 13452-1:2003 (E)3ForewordThis document (EN 13452-1:2003) has been prepared by Technical Committee CEN/TC 256, "Railwayapplications", 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 orby endorsement, at the latest by September 2003, and conflicting national standards shall be withdrawn at thelatest by September 2003.This document has been prepared under a mandate given to CEN by the European Commission and the EuropeanFree Trade Association.CEN/TC 256/SC3/WG 23 "Braking/Urban traffic" has been assisted with the preparation of this European Standardby CEN/TC 256/SC3/ WG 25 "Braking/Terminology, calculations and acceptance procedures".This series EN 13452 Railway applications – Braking – Mass transit brake systems consists of two parts:¾ Part 1: Performance requirements¾ Part 2: Methods of test.With regard to clause 9, which concerns Commuter/Regional trains, it should be noted that there might be border-line cases which can also come under the scope of CEN/TC 256/SC3/WG 22, “Braking Operation - MainlineTrains”.According to the CEN/CENELEC Internal Regulations, the national standards organizations of the followingcountries are bound to implement this European Standard: Austria, Belgium, Czech Republic, Denmark, Finland,France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Luxembourg, Malta, Netherlands, Norway, Portugal,Slovak Republic, Spain, Sweden, Switzerland and the United Kingdom.SIST EN 13452-1:2004



EN 13452-1:2003 (E)4IntroductionAt this time, no European rules/regulations exist giving requirements and performances for braking of guidedvehicles for urban transport systems. There are some national rules which cover certain types of rolling stock.With regard to the Europe-wide competition required now, this European Standard will allow all prospective biddersto propose or offer rolling stock meeting specified minimum requirements for braking performances.There is an equivalent European Standard (prEN 14198) covering the braking requirements for Main Line (InterCity) Trains. For any trains whose service operation could be considered to be either Main Line or (long distance)Commuter or Regional, the Transport Authority should define whether the brake performance is to be inaccordance with the Main Line or the Commuter/Regional Section of this European Standard.SIST EN 13452-1:2004



EN 13452-1:2003 (E)51 ScopeThis European Standard specifies minimum and maximum limiting requirements for braking systems andperformance. The Transport Authority defines the particular parameters where required in this European Standardand specifies any additional braking requirements to the vehicle builder/braking system supplier.This European Standard specifies requirements and performances for the braking of vehicles for urban transportsystems, running on steel or rubber tyred wheels and guided by steel rails or other equivalent means.This European Standard applies to vehicles operating on:¾ tramways;¾ light railways;¾ metros on steel wheels;¾ metros on rubber tyred wheels;¾ Commuter/Regional railways;and is applicable to:¾ all newly designed vehicles;¾ all major refurbishments, if these include either redesign or extensive modifications to the brake system;¾ any new builds of existing designs of vehicles. For this type of vehicle, the Transport Authority may specifyperformance values different from those defined in this European Standard.This European Standard does not apply to special transport systems, e.g. suspended monorail, rack and pinionlines, isolated operations such as scenic railways, special duty vehicles, etc.Transport Authorities shall ensure that specifications include this European Standard as part of the brake systemrequirements. Suppliers shall identify, at the time of tendering, any non-compliances against this EuropeanStandard.Compliance with the functional and performance requirements defined in this European Standard is verified bytesting in accordance with EN 13452-2.2 Normative referencesThis European Standard incorporates by dated or undated reference, provisions from other publications. Thesenormative references are cited at the appropriate places in the text, and the publications are listed hereafter. Fordated references, subsequent amendments to or revisions of any of these publications apply to this EuropeanStandard only when incorporated in it by amendment or revision. For undated references the latest edition of thepublication referred to applies (including amendments).EN 13452-2Railway applications - Braking - Mass transit brake systems - Part 2: Methods of test.SIST EN 13452-1:2004



EN 13452-1:2003 (E)63 Terms and definitionsFor the purposes of this European Standard, the following terms and definitions apply:3.1 Basic terms and definitions3.1.1trainsingle vehicle or a number of coupled vehicles/units operating on a guided ground transport system (see Table 1)Table 1 — Definitions of rolling stock formationsArticulatedNon-articulatedVehicle - see UnitVehicle -Any single car on its running gearUnit - minimum operational formation of
articulated carsUnit -Minimum operational formation comprising oneor more vehicles coupled togetherTrain - refers to any formation which may operate in service,it may comprise one or more units coupled togetherTrain -Refers to any formation which may operate inservice, may be either a single vehicle or oneor more units coupled together3.1.2driverperson in manual control of train motion3.1.3retardationresult of a force acting contrary to the direction of the movement3.1.4retarding forcesum of all the forces contributing to the retardation of the train, including train resistance3.1.5brakingprocess by which a force is produced so as to resist train movement which is taking place or to prevent movementof a stationary train3.1.6brakeequipment the principal function of which is to cause braking3.1.7brake systema combination of means (hardware and software) to achieve, with a chosen level of safety, the brakingrequirements of the trainNOTEBrake system includes control, actuation and energy dissipation equipment.3.2 Braking functions3.2.1service brakingbraking used normally either under control of the train driver and/or automatic driving equipment so as to controlthe train’s speedSIST EN 13452-1:2004



EN 13452-1:2003 (E)73.2.2full service brakingmaximum available level of service braking3.2.3emergency brakingbraking provided with the principal objective of maximising the safety of passengers, staff and non-users of therailwayNOTE 1:The emergency brake system is capable of bringing the train to rest within a defined speed distance relationship atdefined levels of deceleration and jerk commensurate with the safety of public and staff.The various emergency brake modes are defined with regard to initiation as follows. The braking performance achieved for eachof these emergency brake modes does not necessarily need to be different. It is acceptable to group two or more modestogether when specifying the emergency brake system for a particular train:Principal Means of InitiationEmergency 1:Driver vigilance, or ATOEmergency 2:Passenger alarmEmergency 3:Driver, via dedicated position on brakecontroller, or ATP systemEmergency 4:Authorised person via control separatefrom brake controllerNOTE 2:It is possible for the different levels of emergency braking to be initiated by means other than those indicated above.3.2.4security brakingbraking intended to achieve a higher level of system integrity than the service and emergency brake (to furtherassure a brake application); the braking performance can be at a lower level than that achieved in emergency orservice brakingNOTECan be required by particular Transport Authority.3.2.5drag brakingbraking used to control the train speed on a gradient to a substantially constant value3.2.6irrevocable brakingbraking maintained until the train is stopped3.2.7immobilisation brakingbraking used to prevent a stationary train from moving, under the specified conditions3.2.7.1holding brakebrake which holds a train stationary with passengers for a defined time and load3.2.7.2parking brakebrake which can permanently hold a train with a defined load on a defined gradientSIST EN 13452-1:2004



EN 13452-1:2003 (E)83.3 Braking techniquesThe following techniques are ways by which the required braking functions (as defined in section 3.2) may beachieved.3.3.1dynamic brakinggeneric term covering a number of braking methods only effective when the train is moving3.3.1.1electro-dynamic brakedynamic braking with traction motors used as generators:¾ when braking current is fed into a resistor, it is called rheostatic braking;¾ when braking current is returned into the power supply, it is called regenerative braking3.3.1.2hydro-dynamic brakedynamic braking where the kinetic energy of the vehicle is converted into heat using a hydraulic medium, e.g. thevehicle hydraulic transmission3.3.2friction brakingbraking achieved by means of the application of either brake blocks (or shoes) to the wheel treads or brake drumsor by means of brake pads to discsNOTEIn all these cases, the friction brake clamping force can be provided by spring force application of thebrake blocks or pads. Release of the brakes is then achieved by compressed air, electrically or hydraulically.3.3.2.1pneumatic brakethe friction brake clamping force and the control are achieved pneumatically3.3.2.2electropneumatic brakethe friction brake clamping force is provided by compressed air and the control is achieved electrically3.3.2.3electromechanical brakethe friction brake clamping force and the control are provided electrically3.3.2.4air over hydraulic brakethe friction brake clamping force is provided hydraulically and the control is by compressed air3.3.2.5electrohydraulic brakethe friction brake clamping force is provided hydraulically and the control is achieved electrically3.3.3magnetic track brakebrake using the friction between magnetic shoes and railsNOTEThis covers both electromagnetic and permanent magnet track brakes.3.3.4eddy current brakebrake using the Foucault currents for providing braking efforts without contact within discs, wheels or railsSIST EN 13452-1:2004



EN 13452-1:2003 (E)93.3.5wheelslide protection (WSP)system to optimise braking performance, and to provide protection against wheel set damage, during braking inpoor wheel/rail adhesion conditions3.3.6brake blendinginteraction between two (or more) methods of braking to attain a required level of retardationNOTEMost often used in service braking with the dynamic and friction brakes being blended together.3.4 Load controlThe adjustment of the braking force on a brake system in accordance with the load, with the objective ofmaintaining the deceleration constant irrespective of load.3.5 Mechanics of braking3.5.1brake forceapplied force provided by any one brake (friction, dynamic, track) to retard the train3.5.2static massmass of a stationary train3.5.3rotational massequivalent mass of the moment of inertia of the wheelsets and coupled rotating parts of the train3.5.4dynamic masssum of the static mass and the rotational mass3.5.5operating massstatic mass of the train when fully equipped for passenger service operation, but with no passengers on board(equal to “EL E”)NOTEIn practice the term operating load is often used instead of operating mass.3.5.6pay loadmass of passengers and luggage carried by the train3.5.7adhesionphysical interface phenomenon used to transmit the tangential force at the wheel/rail or wheel/track contact3.5.8coefficient of adhesionvalue of the relationship between the tangential force and the normal force at the wheel/rail or wheel/track contact3.5.9adhesion dependent brakingbraking in which the retarding force is supported by adhesion3.5.10adhesion independent brakingbraking in which the retarding force is supported other than by adhesionSIST EN 13452-1:2004



EN 13452-1:2003 (E)103.6 Dynamics of brakingThe following timing terms and definitions assume that the timing starts at the change in the brake demand signal.This will be from a fully released state.NOTERefer to EN 13452-2 for methods of measuring or approximating these values.3.6.1delay timeperiod of time commencing when a change (positive or negative) in brake demand is initiated and ending whenachieving 10 % of the established deceleration3.6.2build-up timeperiod of time commencing at the end of the delay time and ending when achieving 90 % of the establisheddeceleration3.6.3response timeperiod of time commencing when a change (positive or negative) in brake demand is initiated and ending whenachieving 90 % of the established deceleration. The response time corresponds to the addition of the delay timeand the build up time3.6.4equivalent response timetheoretical response time used to calculate stopping distances; during this time, the theoretical deceleration isequal to zero; after this time, it is equal to ae. This time is called te.NOTEIn practice, this time can be calculated from the actual braking performance as described in Figure 2.3.6.5stopping distancedistance covered from the initiation of a brake demand until stop3.6.6braking distancetheoretical distance covered, after the time te calculated using the method described in 5.5.13.6.7jerk3.6.7.1instantaneous jerkfirst derivative of the deceleration with the time3.6.7.2average jerkchange of acceleration or deceleration with respect to a defined period of time3.7 DecelerationsThe graphics illustrate the terms and definitions and show details (see Figures 1 and 2).3.7.1instantaneous decelerationabsolute value of the first derivative of the speed with respect to time (during braking)3.7.2equivalent decelerationtheoretical constant value used to calculate stopping distances. This is called aeSIST EN 13452-1:2004



EN 13452-1:2003 (E)11NOTEIn practice, this deceleration can be calculated from the actual braking performance and the initial speed asdescribed below.3.7.3nominal decelerationperformance required by the rolling stock operator or Transport Authority:¾ on level and straight line;¾ with defined loads;¾ well maintained and fully functioning brake system;¾ with a sufficient adhesion coefficient;¾ from defined velocitiesKey1 Deceleration2 Timet10 = delay timet90 = response timeFigure 1 — Calculation method for te and aeSIST EN 13452-1:2004



EN 13452-1:2003 (E)12 S
= V
x
t
10e0V0V t
t
ea = 0a = cst1213Key1 Speed2 Braking distance = S3 - S13 Stopping distance = S3Figure 2 — Theoretical braking4 Symbols and abbreviated termsFor the purposes of this European Standard, the following symbols and abbreviated terms apply:adeceleration, in m/s2;aeequivalent deceleration, m/s2;sdistance, in m;s1theoretical distance without deceleration, in m (known as free run distance);s2Stopping distance, in m;s3Braking distance, in m;ttime, in s;teequivalent response time, in st10delay time, from brake demand to achieving 10 % of the established deceleration, in s(see Figure 1);t90response time, from brake demand to achieving 90 % of the established deceleration, in s (seeFigure 1);vspeed, in m/s;voinitial speed, in m/s.SIST EN 13452-1:2004



EN 13452-1:2003 (E)135 Design principles5.1 Brake system5.1.1 GeneralA brake system shall achieve the following objectives:¾ to decelerate or stop a moving train;¾ to secure a stationary train;¾ to control a train's speed on a downhill gradient.The brake system shall be so designed and built that:¾ vehicles and trains can be stopped without risk to passengers and third parties and with acceptable levels ofjerk (service braking);¾ excessive or unrealistic levels of adhesion are not demanded;¾ the brake system's rating is consistent with the prevailing gradients and specific operating conditions.In achieving the above objectives, a number of functions shall be required, which are described below. The meansof achieving these functions shall be in accordance with the requirements defined in the appropriate clause for thetype of rolling stock. Failure to perform these functions will directly affect the safety of passengers, staff, the generalpublic and the railway.5.1.2 Service braking shall be provided and shall consistently achieve specified levels of performance. It shall bedesigned for frequent use by the driver in controlling the train. Braking parameters shall be set to take account ofpassenger’s comfort.Because of its high frequency of use, the means employed for service braking shall ensure that adverseenvironmental effects (e.g. noise, dust generation) are minimised.NOTEIn addition, Transport Authority will be seeking systems which reduce life cycle costs.5.1.3 Emergency braking shall be provided and shall achieve a specified level of performance and a high level ofintegrity.Whenever the term “emergency” is used, the Transport Authority shall define the type of emergency brake requiredin accordance with 3.2.3.SIST EN 13452-1:2004



EN 13452-1:2003 (E)145.1.4 Security braking is a particular form of braking which may be specified. It shall provide a very high integrityfunction but not necessarily a high level of performance.5.1.5 Holding brake may be provided as a separate function if so specified by the Transport Authority. It is a shortduration brake which is used for ensuring the security against moving of a train once stationary. The load (seeTable 2, EL X), gradient and time for which it shall be effective, shall be defined by the Transport Authority.5.1.6 Parking brake is intended for use while the train is stabled. It shall achieve a specified level of performanceand a high level of integrity. It shall be capable of holding a defined load, on a defined gradient for an indefinite timeperiod. Due to the different characteristics of the various transport systems, the defined load may be any valuebetween empty and maximum. The parking brake shall be designed to ensure that it will automatically secure atrain in the event of loss of the emergency or service brake. The parking brake effort shall not degrade, with time,below that required to meet the specified performance. On newly designed trains, the parking brake shall applyautomatically to ensure the security against movement of the train. Manual control of the parking brake may beprovided in addition.5.1.7 Wheelslide protection systems (WSP) where required, shall be fitted to optimise braking performance andto provide protection against wheelset damage e.g. during braking in poor adhesion conditions. Such systems shallbe designed to ensure that, in providing such protection, the reduction in braking force is minimised so as toachieve the minimum practical stopping distance. As a secondary consideration, the design of the WSP systemshould minimize the consumption of the stored brake energy during operation.5.2 Loading criteriaIn specifying the performance of the brake system, one of the key parameters is the pay load at which theperformance is to be attained. The particular levels shall be defined by the Transport Authority, based upon thecharacteristics of its particular system.The load cases as shown in Table 2 apply.NOTEThese load cases are based upon an average mass per passenger (including baggage) of 75 kg, if not otherwisedefined by the Transport Authority.Table 2 — Load casesLoadDescriptionEL ETrain fully equipped for service operation but with no passengers on boardEL SEL E + all fixed seats occupiedEL TEL E + all seats (fixed, perch, tilting) occupiedEL XEL S + standing passengers at a density of X/m²e.g.EL 6 - 6 standing passengers per square m2EL 6.67 - equivalent to a load of 500 kg/m²NOTE 1
The density of standing passengers is usually much higher than on long distancetrains and can vary significantly between different transport systems. For this reason all loadlevels stated within this European Standard are considered to be minimum recommendedlevels for calculation.NOTE 2EL=European LoadE=EmptyS=Seats (fixed)T=Tilting seatsX=number of standing passengers at a density of X/m2NOTE 3
EL E mass includes all tanks full and driver.SIST EN 13452-1:2004



EN 13452-1:2003 (E)155.3 Braking fundamentals5.3.1 AdhesionOne of the key factors involved in achieving a satisfactory braking performance is the available adhesion betweenthe wheel and the rail/track. This parameter varies not only between different types of transport systems, but alsowith environmental conditions. It is quite possible for the adhesion to be reduced by a factor of ten in adverseconditions. Preventative measures to minimise the risk of poor adhesion and its effects during braking may need tobe provided to ensure a satisfactory level of performance.5.3.2 Stopping distanceThis European Standard defines acceptable performance levels by stating ranges of decelerations which typicallyresult in a satisfactory performance. However, for
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