SIST EN 16185-1:2015

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Zavorni sistemi motornih vlakov - 1. del: Zahteve in definicijeBahnanwendungen - Bremssysteme für Triebzüge - Teil 1: Anforderungen und DefinitionenApplications ferroviaires - Systèmes de freinage pour trains automoteurs - Partie 1: Exigences et définitionsRailway applications - Braking systems of multiple unit trains - Part 1: Requirements and definitions45.040Materiali in deli za železniško tehnikoMaterials and components for railway engineeringICS:Ta slovenski standard je istoveten z:EN 16185-1:2014SIST EN 16185-1:2015en,fr,de01-marec-2015SIST EN 16185-1:2015SLOVENSKI
STANDARD



SIST EN 16185-1:2015



EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 16185-1
December 2014 ICS 45.040 English Version
Railway applications - Braking systems of multiple unit trains - Part 1: Requirements and definitions
Applications ferroviaires - Systèmes de freinage pour trains automoteurs - Partie 1 : Exigences et définitions
Bahnanwendungen - Bremssysteme für Triebzüge - Teil 1: Anforderungen und Definitionen This European Standard was approved by CEN on 13 October 2014.
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, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom.
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EN 16185-1:2014 (E) 2 Contents Page Foreword .4 1 Scope .5 2 Normative references .5 3 Terms and definitions .7 4 Symbols and abbreviations .8 5 Design principles .9 5.1 General requirements .9 5.1.1 Safety .9 5.1.2 Fire protection . 11 5.1.3 Reliability and availability . 11 5.1.4 Environmental condition . 12 5.1.5 Train configuration . 12 5.1.6 Maximum speed and line parameters . 12 5.1.7 Coupling compatibility/capability . 12 5.1.8 Longitudinal track forces . 13 5.1.9 EMC . 13 5.1.10 Operation in very long tunnel . 13 5.2 Brake equipment types . 13 5.2.1 Basic architecture for EMU/DMU braking . 13 5.2.2 Dynamic brakes . 13 5.2.3 Friction brakes . 14 5.2.4 Magnetic track brakes . 14 5.2.5 Non-conventional brakes . 15 5.3 Dynamic brakes . 15 5.3.1 Electro dynamic brakes . 15 5.3.2 Control Command of the electro-dynamic brakes . 15 5.3.3 Brake resistors . 16 5.3.4 Hydrodynamic/hydrostatic brake . 16 5.4 Friction brake . 17 5.4.1 General . 17 5.4.2 Brake control requirements . 17 5.4.3 Installation of the brake equipment . 21 5.4.4 Leakage . 21 5.4.5 Mechanical components/bogie equipment . 22 5.5 Eddy current brake . 23 5.6 Magnetic track brake . 23 5.7 Non-conventional brake systems . 23 5.8 Emergency brake concept . 23 5.8.1 General architecture . 23 5.8.2 Demand phase . 25 5.8.3 Collecting and distributing brake command signals . 27 5.9 Service braking . 28 5.9.1 Brake management – brake blending . 28 5.9.2 Brake command . 29 5.9.3 Signal processing . 30 5.9.4 ATC Automatic train control system . 30 5.9.5 Combined braking with two brake handles . 31 5.9.6 Jerk / ramps . 31 5.9.7 Coupling / Decoupling . 31 SIST EN 16185-1:2015



EN 16185-1:2014 (E) 3 5.10 Wheel slide protection . 32 5.10.1 General . 32 5.10.2 Wheel slide protection . 32 5.11 Brake functions to keep a train stationary. 33 5.11.1 General . 33 5.11.2 Holding brake . 33 5.11.3 Immobilization brake . 33 5.11.4 Parking brake . 34 5.12 Location of the control devices . 35 5.12.1 Driver's cab . 35 5.12.2 Operating devices other than in the cab . 37 5.13 Fault monitoring and diagnostics . 37 5.13.1 Brake indicators . 37 5.13.2 Diagnosis System . 38 5.14 Driver's brake test . 40 5.14.1 General . 40 5.14.2 Regular basic brake test . 40 5.14.3 Full brake test . 41 5.14.4 Undertaking brake tests. 42 5.15 Power supply . 42 5.15.1 Air pressure supply . 42 5.15.2 Electrical energy supply . 43 5.16 Enhancement of wheel-rail adhesion . 43 5.17 Maintenance . 44 6 Braking performance . 45 6.1 General . 45 6.2 Emergency braking . 45 6.2.1 General . 45 6.2.2 Particularities of the national lines . 45 6.3 Service braking . 46 6.4 Thermal requirements . 46 6.5 Adhesion values . 46 Annex A (normative)
Brake performance categories . 48 Annex B (informative)
Explanation of “proven design” concept . 52 Annex C (normative)
Minimum values of bending radii for steel pipes . 53 Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC . 54 Bibliography . 59
SIST EN 16185-1:2015



EN 16185-1:2014 (E) 4 Foreword This document (EN 16185-1:2014) 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 2015, and conflicting national standards shall be withdrawn at the latest by June 2015. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights. This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC. For relationship with 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 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, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom. SIST EN 16185-1:2015



EN 16185-1:2014 (E) 5 1 Scope This European Standard describes the functionality, constraints, performance and operation of a brake system for use in self propelling thermal and electric trains operating on routes of the European conventional rail system network. This European Standard covers: — all new vehicle designs of self-propelling thermal and electric trains being operated at a maximum speed up to 200 km/h, in the following text simply called EMU/DMU; — all major overhauls of the above-mentioned vehicles if they involve redesigning or extensive alteration to the brake system of the vehicle concerned. This standard does not cover: — locomotive hauled trains which are specified by EN 14198; — mass transit rolling stock which is specified by EN 13452-1; — high speed trains being operated at speeds greater than 200 km/h which are specified by EN 15734-1. 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 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, Railway applications — Wheelsets and bogies — Method of specifying the structural requirements of bogie frames EN 14198, Railway applications — Braking — Requirements for the brake system of trains hauled by a locomotive EN 14478:2005, Railway applications — Braking — Generic vocabulary EN 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 SIST EN 16185-1:2015



EN 16185-1:2014 (E) 6 EN 15020, Railway applications — Rescue coupler — Performance requirements, specific interface geometry and test methods EN 15179, Railway applications — Braking — Requirements for the brake system of coaches EN 15220-1, Railway applications — Brake indicators — Part 1: Pneumatically operated brake indicators EN 15273-2, Railway applications — Gauges — Part 2: Rolling stock gauge EN 15355, Railway applications — Braking — Distributor valves and distributor-isolating devices EN 15566, Railway applications — Railway rolling stock — Draw gear and screw coupling EN 15595, Railway applications — Braking — Wheel slide protection EN 15611, Railway applications — Braking — Relay valves EN 15663, Railway applications — Definition of vehicle reference masses EN 15734-1:20101), Railway applications — Braking systems of high speed trains — Part 1: Requirements and definitions EN 16185-2, Railway applications — Braking systems of multiple unit trains — Part 2: Test methods EN 16207, 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 45545 (all parts), Railway applications — Fire protection on railway vehicles EN 50121-3-1, Railway applications — Electromagnetic compatibility — Part 3-1: Rolling stock — Train and complete vehicle EN 50121-3-2, Railway applications — Electromagnetic compatibility — Part 3-2: Rolling stock — Apparatus EN 50125-1, Railway applications — Environmental conditions for equipment — Part 1: Rolling stock and on-board equipment EN 50126 (all parts), Railway applications — The specification and demonstration of Reliability, Availability, Maintainability and Safety (RAMS) 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 UIC 541-1, Brakes — Regulations concerning the design of brake components UIC 541-3, Brakes — Disc brakes and their application — General conditions for the approval of brake pads UIC 541-4, Brakes — Brakes with composite brake blocks — General conditions for certification of composite brake blocks
1) This document is currently impacted by the corrigendum EN 15734-1:2010/AC:2013. SIST EN 16185-1:2015



EN 16185-1:2014 (E) 7 UIC 544-1, Brakes — Braking power UIC 557, Diagnosis on passenger rolling stock 3 Terms and definitions For the purposes of this document, the terms and definitions given in EN 14478 and the following apply. 3.1 active cab single cab in a train consist which is used to control traction and service braking and which is normally the leading cab 3.2 brake blending controlled merging of brake forces resulting from different brake force generating systems 3.3 brake weight percentage brake performance in accordance with UIC 544-1 3.4 driver’s vigilance device dead man device brake control interface through which a human driver is caused positively/voluntarily to communicate his vigilance [SOURCE: EN 14478:2005, 4.9.3.1] 3.5 dynamic brake brakes in which the brake force is produced by the movement of the vehicle or its functional elements, but not involving friction 3.6 emergency brake loop EBL dedicated safety loop used to initiate an emergency brake application 3.7 Ep assist electrically commanded assist system to locally vent and feed the brake pipe 3.8 direct ep-brake continuous brake system using electrical command signals to directly apply and release the brakes 3.9 holding brake service brake application to prevent a train from moving for a limited time 3.10 local control unit control unit acting on a system at a level lower than the multiple unit (for example on a bogie or vehicle basis) SIST EN 16185-1:2015



EN 16185-1:2014 (E) 8 3.11 pilot pressure circuit pressure circuit using components of reduced dimensions in order to control a limited flow rate which is subsequently amplified 3.12 reference speed signal generated and generally used by the WSP system as an indication of the train speed used for comparison with the instantaneous wheel set speed as part of the control set algorithm 3.13 regenerative (mode of electro-dynamic braking) converting the braking energy into electrical energy and generating an energy flow into the main energy supply 3.14 rheostatic (mode of electro-dynamic braking) converting the braking energy into electrical energy and dissipating the electrical energy in a resistor 3.15 safety loop hardwired electrical loop following the energize to release principle Note 1 to entry: A safety loop may be used on vehicle level as well as train level. This European Standard assumes a train wide functionality. Examples of safety loops are: — emergency brake loop; — passenger alarm; — door status traction interlock. 3.16 maximum braking load load condition lower or equal to “design mass under exceptional payload” as defined in EN 15663 Note 1 to entry: When a load condition lower to “design mass under exceptional payload” is considered it needs justification and declaration in the vehicle documentation. The maximum braking load is based on the maximum expected density of standing passengers on board in addition to the normal load and is specified for each project. For this purpose the following categories should be considered: 1) 0 kg/m2 in the standing area for trains with restricted seat reservation system which means no standing passengers at all; 2) 160 kg/m2 in the standing area for long distance trains; 3) 300 kg/m2 in the standing area for trains that are worked intensely with a medium volume of passengers (for example as found in regional trains); 4) 500 kg/m2 in the standing area for trains that are worked intensely with high volumes of passengers (for example such as found in inner cities and suburbs for example Paris RER, Berlin DC-network, London). All other conditions (seats occupied, luggage areas, etc.) are in line with the definition for the design mass under exceptional payload in accordance with EN 15663. 4 Symbols and abbreviations For the purposes of this document, the following symbols, units and abbreviations apply: SIST EN 16185-1:2015



EN 16185-1:2014 (E) 9 BP Brake pipe BCU Brake control unit C Brake cylinder CR Conventional rail DMU Diesel multiple unit EBL Emergency brake loop ECB Eddy current brake EMC Electromagnetic compatibility EMU Electrical multiple unit ETCS European train control system CCS Control, command and signalling H Hydrodynamic/Hydrostatic brake IM Infrastructure Manager MMI Man-machine interface MRP Main reservoir pipe MTB Magnetic track brake RST Rolling stock RU Railway undertaking (train operator) SRT Safety in Railway Tunnels TEN Trans European Conventional rail network TSI Technical Specification for Interoperability WSP Wheel slide protection
Effective braking power 1 bar
= 105 N/m2 = 105 Pa = 10−1 MPa 5 Design principles 5.1 General requirements 5.1.1 Safety Braking systems shall conform to the following, subject to the operator using and maintaining the system in the intended manner: a) the braking performances defined in Clause 6; b) the design principles in accordance with the requirements of this European Standard; c) the design principles listed in the standards on brake systems referred to in Clause 2; d) keeping within the specified effects on the track as specified in 5.1.9 and 5.5. In the course of the system design the following risks shall be considered and mitigated. As a minimum, the following hazards shall be taken into account. e) the brake force applied is greater than the maximum design level: SIST EN 16185-1:2015



EN 16185-1:2014 (E) 10 1) impact on standing passengers; NOTE No limits are so far defined to secure passengers. 2) impact on track shifting forces; 3) excessive jerk; 4) significant damage to the contact surface of the wheels; f) 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; g) 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; h) there is a brake force when a brake demand has not been made: 1) undue local brake application (pneumatic or parking); 2) locked axle not detected; i) 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 EN 50126 (all parts). 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, while 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: j) the service brake shall be activated on the whole train when requested; k) independently from the service brake: 1) 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; 2) the train protection system (technical intervention system) shall be capable of initiating the emergency brake; l) cut off traction effort on the whole train while service brake is requested; m) provide service brake effort as high as requested. SIST EN 16185-1:2015



EN 16185-1:2014 (E) 11 The required performance levels for different EMU/DMU categories are given in Clause 6 and Annex A. The compliance of these performance levels and the safety of the braking system shall be fully demonstrated as specified in EN 16185-2. A brake system which is considered to be
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