BRITISH STANDARD BS EN 15595:2009 +A1:2011 Incorporating Corrigendum May 2009 Railway applications — Braking — Wheel slide protection ICS 45.060.01 NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW `,,```,,,,````-`-`,,`,,`,`,,` - Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale BS EN 15595:2009+A1:2011 This British Standard is the UK implementation of EN 15595:2009+A1:2011 It supersedes BS EN 15595:2009, which is withdrawn The start and finish of text introduced or altered by amendment is indicated in the text by tags Tags indicating changes to CEN text carry the number of the CEN amendment For example, text altered by CEN amendment A1 is indicated by !" The UK participation in its preparation was entrusted by Technical Committee RAE/4, Braking The UK Committee would like to emphasize that the requirements contained in this standard are not necessarily representative of all the performance requirements, or the suitability of Wheel Slide Protection systems for all low adhesion service conditions likely to be encountered in the UK In particular: (i) The brake mode designations referenced in this standard (see Subclause 3.3) for passenger and freight train operation are derived from continental European practices and are not used on the UK network (ii) The type test programme for coaches, wagons and trainsets set out in Tables 3, and of this standard assume that the vehicles will be equipped with a level of braking performance that are higher than is needed to operate over the UK network (iii) The testing of the WSP as set out in this standard assumes levels of adhesion will generally be in the range 0.06 to 0.08 (see Subclause 5.3.3) UK experience has shown actual adhesion levels can be significantly lower than this range The mandatory testing methodology included in this standard is based on the use of artificially generated low adhesion conditions (e.g detergent solutions or equivalent) Previous UK experience has shown that WSP systems, tested using such artificially generated low adhesion conditions, have required additional optimization of their performance to satisfy the lower adhesion levels typically encountered on the UK infrastructure Further optimization of WSP systems can be conducted by using simulators as set out in Annexes A and B of this standard This approach has proved to be very effective in achieving the required level of WSP system performance on UK infrastructure, in respect of optimized low adhesion braking performance and minimized wheel and rail damage In order to minimize the risk of avoidable damage to the UK railway infrastructure, WSP systems fitted to rolling stock intended for operation over the UK railway network should be optimized for the lower levels of adhesion typically encountered on the UK infrastructure A list of organizations represented on this committee can be obtained on request to its secretary This publication does not purport to include all the necessary provisions of a contract Users are responsible for its correct application Compliance with a British Standard cannot confer immunity from legal obligations This British Standard was published under the authority of the Standards Policy and Strategy Committee on 30 April 2009 © BSI 2011 Amendments/corrigenda issued since publication Date Comments 31 May 2009 Correction to National foreword 31 July 2010 Implementation of CEN amendment A1:2011 ISBN 978 580 72258 Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale `,,```,,,,````-`-`,,`,,`,`,,` - National foreword EN 15595:2009+A1 EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM May 2011 ICS 45.060.01 Supersedes EN 15595:2009 English Version Railway applications - Braking - Wheel slide protection Applications ferroviaires - Freinage - Anti-enrayeur Bahnanwendungen - Bremse - Gleitschutz This European Standard was approved by CEN on January 2009 and includes Amendment approved by CEN on April 2011 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, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom `,,```,,,,````-`-`,,`,,`,`,,` - EUROPEAN COMMITTEE FOR STANDARDIZATION COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG Management Centre: Avenue Marnix 17, B-1000 Brussels © 2011 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale Ref No EN 15595:2009+A1:2011: E BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Contents Page Foreword 4 1 Scope 6 2 Normative references .6 3 Terms and definitions, symbols, and abbreviations 7 3.1 3.2 3.3 Terms and definitions 7 Symbols 9 Abbreviations 9 4 Requirements 10 4.1 4.2 4.3 4.4 4.5 4.6 General 10 WSP controller 10 Axle speed sensors 13 Dump valves or other device with a similar function 14 Power supply 15 Air supply 15 5 Type test 16 5.1 5.2 5.3 5.4 5.5 5.6 General 16 Overview of required test programmes 16 Tests on simulation rig 17 Test of WSP-controller 18 Actuator tests 19 In-service monitoring 20 6 Vehicle implementation test 21 6.1 6.2 6.3 6.4 General 21 Overview of required test programmes 21 Tests on simulation rig 25 Tests on the vehicle 28 7 Documentation 40 8 Individual inspection 41 9 Production test 41 10 Designation, identification and marking 41 Annex A (normative) Minimum requirements for a WSP simulator 42 A.1 A.2 A.3 General 42 Adhesion model 44 Test and performance model 46 Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale `,,```,,,,````-`-`,,`,,`,`,,` - Introduction 5 BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) A.4 A.5 A.6 Vehicle performance model 48 Vehicle functional model 49 Simulator validation 49 Annex B (informative) Example of Customer Specific Simulator Tests 52 B.1 B.2 B.3 Naturally occurring variable adhesion tests 52 Sustained low adhesion track condition (SLAC) Tests 55 Operating speeds above 160 km/h 56 Annex C (informative) Optional tests 58 C.1 C.2 C.3 Sander system tests 58 Dynamic braking system tests 59 Peripheral output tests 59 Annex D (informative) Stages of a braking test 61 Annex ZA (informative) !Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (Recast)" " 63 Bibliography 68 `,,```,,,,````-`-`,,`,,`,`,,` - Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Foreword This document (EN 15595:2009+A1:2011) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by November 2011, and conflicting national standards shall be withdrawn at the latest by November 2011 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 includes Amendment 1, approved by CEN on 2011-04-03 This document supersedes EN 15595:2009 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/CENELEC/ETSI 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." 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, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom `,,```,,,,````-`-`,,`,,`,`,,` - Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Introduction 1) minimum extension in stopping distance compared to stopping on clean dry rails (i.e good adhesion conditions); 2) minimum level of wheelset damage due to wheel slide or wheel ‘lock-up’; 3) minimum level of track damage; 4) for pneumatic brake systems, minimum increase in air consumption compared to a “non WSP” stop The particular priority of these above objectives may vary for different classes of applications or even for a particular application Trains fitted with WSP systems may consist of single vehicles, locomotive and trailing vehicles or may be high speed trains, multiple units, commuter trains, wagons, etc Such trains will be equipped with a friction brake and may also be equipped with dynamic brakes, magnetic track brakes and/or eddy current brakes and may also be fitted with adhesion improving systems e.g sanding This standard covers both the system acceptance requirements as well as the application specific requirements for WSP Systems Each manufacturer is responsible for taking every necessary step to make sure that the quality of workmanship and construction is such as to ensure accordance with good engineering practice Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale `,,```,,,,````-`-`,,`,,`,`,,` - The objectives of fitting WSP systems to trains are to assist in achieving the following: BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Scope This European Standard specifies the minimum criteria for system acceptance/type approval of a new wheel slide protection system and implementation of accepted WSP to specific vehicle applications and route requirements, as well as requirements for wheel rotation monitoring (WRM) This includes the design, testing and quality assessment of the WSP system and its components This European Standard is applicable to wheel slide protection systems for pneumatic braking systems without taking the type of vehicles and track-gauge into consideration The general principles of this standard can also apply as a reference for other types of braking systems and other kinds of railway vehicles The system is designed to control the sliding of wheels of railway vehicles during braking under degraded adhesion conditions to prevent wheel damage and to minimize the extension of the stopping distance under degraded adhesion conditions by optimizing the available adhesion between wheel and rail This European Standard does not apply to the following categories of vehicles: 1) tramways; 2) light railways; 3) metros on steel wheels; 4) metros on rubber tyred wheels 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 EN 14478:2005, Railway Applications — Braking — Generic Vocabulary 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: Equipment on board rolling stock EN 50126-1, Railway applications — The specification and demonstration of reliability, availability, maintainability and safety (RAMS) — Part 1: Basic requirements and generic process `,,```,,,,````-`-`,,`,,`,`,,` - EN 50128, Railway applications — Communications, Signalling and Processing Systems — Software for Railway Control and Protection Systems EN 50155:2007, Railway applications — Electronic equipment used on rolling stock EN 60529:1991, Degrees of protection provided by enclosures (IP code) (IEC 60529:1989) EN 61373, Railway applications — Rolling stock equipment — Shock and vibration tests (IEC 61373:1999) EN ISO 228-2, Pipe threads where pressure-tight joints are not made on the threads — Part 2: Verification by means of limit gauges (ISO 228-2:1987) Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) EN ISO/IEC 17025, General requirements for the competence of testing and calibration laboratories (ISO/IEC 17025:2005) ISO 8573-1, Compressed air — Part 1: Contaminants and purity classes Terms and definitions, symbols, and abbreviations 3.1 Terms and definitions For the purposes of this European Standard, the terms and definitions given in EN 14478:2005 and the following more specific definitions apply 3.1.1 Wheel slide protection (WSP) terms 3.1.1.1 adhesion profile predefined set of data representing the adhesion characteristics of a section of running line 3.1.1.2 relative air consumption ratio of the total volume of air consumed during a braking stop with WSP activity against that which would be consumed during a stop with no WSP activity 3.1.1.3 auxiliary reservoir protected and dedicated source of pressure energy for local brake actuation and also known as a Brake Supply Reservoir 3.1.1.4 supplementary reservoir pressure reservoir used for determination of relative air consumption 3.1.1.5 crush laden vehicle load condition in excess of the normal fully laden condition that may arise during exceptional operating circumstances 3.1.1.6 low adhesion conditions where the wheel/rail adhesion is insufficient to sustain the required braking rate 3.1.1.7 true train speed vt actual current train speed, also commonly referred to as “ground speed” 3.1.1.8 wheel lock extreme example of wheel slide where the wheel set ceases to rotate during braking, whilst the vehicle is in motion 3.1.1.9 wheel slide condition where a wheel set rotational speed is lower than that corresponding to the true train speed 3.1.1.10 circumferential speed rotational speed of wheel set times radius of wheel `,,```,,,,````-`-`,,`,,`,`,,` - Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) NOTE For vehicles with independent wheels all requirements described for wheelsets apply to the individual wheels 3.1.1.11 reference speed vref signal generated and generally used by the WSP or WRM (wheel rotation monitoring system) to determine an approximation to the true train speed 3.1.1.12 duty cycle percentage of time which the WSP and brake control element is active compared with the total operational time 3.1.1.13 nominal train speed v specified speed at start of braking during brake tests NOTE Real speed may slightly differ 3.1.1.14 uncoupled test slip test method of brake testing where the vehicle under test is uncoupled from the rear of the test train and brakes separately 3.1.1.15 absolute wheel slide difference between true train speed and circumferential speed 3.1.1.16 relative wheel slide absolute wheel slide divided by true train speed 3.1.1.17 undesired venting reduction in braking force not justified by behaviour of wheelsets 3.1.1.18 drag braking test test with auxiliary tractive unit performed as a braking with constant brake application and constant speed 3.1.1.19 dynamic brake blending curve curve describing the characteristics of blending of dynamic brake as function of speed 3.1.2 Components 3.1.2.1 WSP rack/controller device having the power supply interface with the vehicle control supply and the electronic hardware and software to receive the signals from the speed sensors and provide the outputs to the WSP brake control elements, for example dump valves enabling the modulation of the brake cylinder pressure 3.1.2.2 WSP dump valve device used to control the amount of air within the brake cylinder in relation to the adhesion level perceived by the WSP controller Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS `,,```,,,,````-`-`,,`,,`,`,,` - Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) vref above vt may be tolerated if the duration of any such excursion does not exceed seconds and no dump valve is operated spuriously (either hold or vent function) because of this excursion B.3 Operating speeds above 160 km/h B.3.1 Criteria Where a vehicle’s maximum operating speed is greater than 160 km/h, a limited number of additional braking stops should be performed from the vehicle’s maximum operating speed These braking stops may be performed either by: 1) using the standard set of naturally occurring variable adhesion profiles over a limited speed range from the vehicle’s maximum operating speed down to a stop; 2) using an artificially generated profile (may consist of naturally occurring variable adhesion + constant high adhesion curve) which can be used across the complete speed range of the system on test The following vehicle condition should be tested for each significantly different vehicle type: 3) worn wheels (i.e scrapping diameter); 4) crush laden; 5) the maximum available braking rate With trains capable of braking from speeds in excess of 200 km/h, there may be a requirement for a different rate of braking at the higher speed The simulator tests should either include this differential braking rate or split the test into two separate elements B.3.2 Sequence The WSP performance shall be evaluated for each significantly different vehicle type in the following configurations as given in Table B.8 Table B.8 — Evaluation of WSP performance for significantly different vehicle type Speed Max Vehicle Brake Rate Emergency Load Crush laden Wheel size New/worn Where n = total number of low adhesion data sets `,,```,,,,````-`-`,,`,,`,`,,` - B.3.3 Measurement and pass/fail criteria B.3.3.1 Braking distance Not required for acceptance but should be recorded B.3.3.2 Air consumption Not required for acceptance but should be recorded 56 Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale Profile to n BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) B.3.3.3 Wheel Locks For each simulated braking stop, there should be no wheelset lock-ups above 2,8 m/s (10 km/h) The simulator facility should also be capable of identifying conditions during the test that could result in significant damage to the wheel tread B.3.3.4 WSP speed reference (vref) `,,```,,,,````-`-`,,`,,`,`,,` - The WSP reference speed (vref) should not exceed true train speed (vt) at any point during the braking stop and should remain greater than 75 % of vt at all times However, short duration excursions of vref above vt may be tolerated if the duration of any such excursion does not exceed seconds and no dump valve is operated spuriously (either hold or vent function) because of this excursion Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS 57 Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Annex C (informative) Optional tests C.1 Sander system tests C.1.1 Criteria Where a WSP system is configured to provide an external trigger for a sanding system, it is recommended that a limited number of additional braking stops be performed to establish the characteristics of the sander activity on the WSP system control These tests should consider the impact of the change in adhesion upon the regulatory control of the WSP algorithm, in particular when all axles not benefit from sand application (e.g leading unsanded axles) To assess the potential impact upon the train braking performance, this will require a sanding adhesion modifier algorithm within the simulator facility The simulation should take account which axles are receiving sand and, if possible, the progressive railhead conditioning (cleaning) benefits for following axles These braking stops should be performed using the standard set of sustained low adhesion track condition adhesion profiles and from a high brake entry speed of either 160 km/h (44,7 m/s) or the vehicle’s maximum operating speed where this is less than 160 km/h They should be performed for the following vehicle conditions and should be repeated for each significantly different vehicle type: 1) for a crush laden model with worn wheels (i.e scrapping diameter); 2) brake demands of emergency, full service and minimum brake For each of the above tests, the WSP sander trigger signal should be recorded in relation to: 3) train speed and WSP reference speed; 4) individual wheelset speeds; `,,```,,,,````-`-`,,`,,`,`,,` - 5) brake cylinder pressures An assessment of the stability of the WSP control should be made from these results together with an assessment of the suitability of the WSP sander trigger signal A commonly used criterion is that the sanding equipment is activated when any wheelset on the leading vehicle is suffering a significant level of slide due to low adhesion in braking EXAMPLE In this context, a significant level of slide is generally recognized as a wheelset rotational speed at 95 % or less than the true train speed Testing should be conducted at normal (intermediate) service brake rates on standard profiles used for WSP testing The test assessment should include the impact of sanding on the WSP reference speed It should also include some assessment of the impact of the sanding on the low adhesion braking performance achieved 58 Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) C.2 Dynamic braking system tests C.2.1 Criteria Where a WSP system is configured to provide an interface with a modulated control from a dynamic braking system, it is recommended that a limited number of additional braking stops should be performed to establish the characteristics of the dynamic brake upon the WSP system control To assess the potential impact of the dynamic braking system upon the regulatory control of the WSP and upon the train braking performance, it will require a dynamic brake-blending curve to be input into the simulator facility The nature of this simple brakeblending curve will vary according to the system response of the traction equipment and traction equipment algorithm concerned This data will need to be provided by the traction equipment supplier This approach assumes that the dynamic brake-blending curve acts to remove the dynamic braking effort under wheel slide conditions If instead the dynamic brake continues to modulate the brake control as part of the WSP control, it will require a more sophisticated active emulation of the dynamic brake to work alongside the WSP equipment These braking stops should be performed using the standard set of adhesion profiles and from a high brake entry speed of either 160 km/h (44,7 m/s) or the vehicle’s maximum operating speed where this is less than 160 km/h They should be performed for the following vehicle condition and should be repeated for each significantly different vehicle type: 1) for a crush laden model with worn wheels (i.e scrapping diameter); 2) brake demands of emergency, full service; 3) brake demands of emergency and minimum brake For each of the above tests, the WSP to dynamic brake trigger signal should be recorded in relation to: 4) train speed and WSP reference speed; 5) individual wheelset speeds; 6) brake cylinder pressures The test parameters above assume a simple dynamic brake with a fixed blending curve If an active dynamic brake emulation is used, a full suite of naturally occurring variable adhesion and sustained low adhesion track condition tests should be undertaken C.3 Peripheral output tests C.3.1 Criteria Where a WSP system may be used to interface with another train borne system, it is recommended that where appropriate, the control signals to this system from the WSP (and vice versa) are recorded along with the WSP activity To establish the characteristics of these inputs, this data may be recorded whilst undertaking other naturally occurring variable adhesion tests or alternatively as a separate set of tests The criteria for test and the sequences will generally have to be developed specifically for the external equipment concerned As a minimum, it is recommended that braking stops should be performed using a standard set of naturally occurring variable adhesion profiles and from a high brake entry speed of either 160 km/h (44,7 m/s) or the vehicle’s maximum operating speed where this is less than 160 km/h They should be undertaken for the following vehicle condition and should be repeated for each significantly different vehicle type: 1) for a crush laden model with worn wheels (i.e scrapping diameter); 59 `,,```,,,,````-`-`,,`,,`,`,,` - Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) 2) brake demands of emergency, full service and minimum brake For each of the above tests, the WSP activity output should be recorded so that changes in state of the output signal can be easily related to the graphical output from the simulator showing: 3) train speed and WSP reference speed; 4) individual wheelset speeds; 5) brake cylinder pressures `,,```,,,,````-`-`,,`,,`,`,,` - The input/output interface can then be assessed 60 Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS 120 Speed (km/h) 110 100 90 80 70 60 50 40 30 20 10 130 120 110 100 90 80 70 60 50 40 30 20 10 Pressure (bar) 140 130 120 110 100 90 80 70 60 50 40 30 20 10 0 Not for Resale EV1 BV1 EV2 BV2 EV3 BV3 EV4 BV4 EV5 BV5 150 140 130 120 110 100 90 80 70 60 50 40 30 20 10 4 2 10 12 14 16 18 20 22 24 26 28 30 32 1700 1600 1500 1400 1300 1200 1100 1000 900 800 700 600 500 400 300 200 100 170 160 150 140 130 120 110 100 90 80 70 60 50 40 30 20 10 0 (m) `,,```,,,,````-`-`,,`,,`,`,,` - 2,5 1,5 0,5 -0,5 -5 -1,5 -2 -2,5 (m/s2) BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Annex D (informative) Stages of a braking test A typical diagram of a real WSP braking test is shown in Figure D.1 61 BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Key Pressure (bar) main brake pipe distributor pressure cylinder cylinder cylinder cylinder auxiliary reservoir pressure F pressure Speed (km/h) train speed reference speed wheelset wheelset wheelset wheelset braking distance deceleration EV exhaust valve HV holding valve Figure D.1 — Typical diagram of the stages of a braking test `,,```,,,,````-`-`,,`,,`,`,,` - 62 Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Annex ZA (informative) !Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (Recast) This European Standard has been prepared under a mandate given to CEN/CENELEC/ETSI by the European Commission and the European Free Trade Association to provide a means of conforming to Essential Requirements of the Directive 2008/57/EC1) `,,```,,,,````-`-`,,`,,`,`,,` - Once this standard is cited in the Official Journal of the European Union under that Directive and has been implemented as a national standard in at least one Member State, compliance with the clauses of this standard given in Table ZA.1 for HS Rolling Stock, Table ZA.2 for CR Freight Wagons and Table ZA.3 for CR Locomotives and Passenger Rolling Stock, confers, within the limits of the scope of this standard, a presumption of conformity with the corresponding Essential Requirements of that Directive and associated EFTA regulations 1) This Directive 2008/57/EC adopted on 17th June 2008 is a recast of the previous Directives 96/48/EC ‘Interoperability of the trans-European high-speed rail system’ and 2001/16/EC ‘Interoperability of the trans-European conventional rail system’ and revisions thereof by 2004/50/EC ‘Corrigendum to Directive 2004/50/EC of the European Parliament and of the Council of 29 April 2004 amending Council Directive 96/48/EC on the interoperability of the trans-European high-speed rail system and Directive 2001/16/EC of the European Parliament and of the Council on the interoperability of the transEuropean conventional rail system’ Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS 63 Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Table ZA.1 – Correspondence between this European Standard, the HS TSI RST published in the OJEU dated 26 March 2008 and Directive 2008/57/EC Clause/ sub-clauses of this European Standard Chapter/§/annexes of the TSI Corresponding text, articles/§/annexes of the Directive 2008/57/EC Clauses to 10 inclusive 4.Characteristics of the subsystem In Annex III, Annex A of the standard are applicable 4.2 Functional and technical specification of the subsystem Essential Requirements Comments 1.General requirements 1.1 Safety §4.2.4.3 Braking, Brake system requirements Clauses 1.1.1, 1.1.2, 1.1.3, 1.1.5 §4.2.6.1 Environmental 1.2 Reliability and conditions, availability Environmental conditions §4.2.7.2.2 System protection, Fire safety, Measures to prevent fire 1.3 Health Clause 1.3.2 1.4 Environmental protection Clause 1.4.2 1.5 Technical compatibility Requirements specific to each Subsystem 2.3 Control-command and signalling 2.3.2 Technical compatibility§1 2.4 Rolling Stock 2.4.1 Safety §3 2.4.2 Reliability and availability 2.4.3 Technical compatibility §3 64 `,,```,,,,````-`-`,,`,,`,`,,` - Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Table ZA.2 – Correspondence between this European Standard, the CR TSI RST Freight Wagons dated July 2006, published in the OJEU on December 2006 and its intermediate revision published in the OJEU on 14 February 2009 and Directive 2008/57/EC Clause/ sub-clauses of this European Standard Clauses to 10 inclusive Chapter/§/annexes of the TSI 4.Characterisation of the subsystem Corresponding text, articles/§/annexes of the Directive 2008/57/EC Comments Annex III, Essential requirements Annex A of the standard 4.2 Functional and technical are applicable specifications of the subsystem General requirements 1.1 Safety Clauses 1.1.1, 1.1.2, 1.1.3, 1.1.5 4.2.4 Braking §4.2.4.1.2.6 Wheel slide protection (WSP) 1.2 Reliability and availability §4.2.4.1.2.7 Air supply 1.5 Technical compatibility §4.2.6 Environmental conditions Requirements specific to each subsystem Interoperability constituents 2.3 Control-command and signalling §5.3.3.3 List of constituents, Braking, Wheel slide protection device 2.3.2 Technical compatibility§1 2.4 Rolling stock §5.4.3.3 Constituents performances 2.4.1 Safety §3 and specifications, Braking, Wheel 2.4.2 Reliability and slide protection device availability Assessment of conformity and/or 2.4.3 Technical compatibility suitability for use of the constituents §3 and verification of the subsystem §6.2.3.3 Subsystem conventional rail rolling stock freight wagons, Specifications for assessment of the subsystem, Braking Annex I Braking, interfaces of interoperability constituents Annex P Braking performance, assessment of interoperability constituents Annex Q Assessment procedures, Interoperability Constituents Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS `,,```,,,,````-`-`,,`,,`,`,,` - Annex S Braking performance 65 Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Table ZA.3 – Correspondence between this European Standard, the CR LOC and PASS RST TSI (ST05EN05 dated 2010.06.10 accepted by RISC) and Directive 2008/57/EC Corresponding text, articles/§/annexes of the Directive 2008/57/EC Clauses to 10 inclusive 4.Characterisation of the rolling stock subsystem In Annex III, Essential Requirements Interoperability constituents Requirements specific to each Subsystem §5.3.3 Interoperability constituent specification, WSP (Wheel slide protection system) 2.3 Control-command and signalling 2.3.2 Technical compatibility§1 Assessment of conformity and/or suitability for use 2.4 Rolling Stock §6.1.2.2.1 Wheel slide protection system 2.4.2 Reliability and availability Comments The full compliance with the TSI requirements Annex A of the standard 4.2 Functional and 1.General requirements depends on the way are applicable technical specification of the product is 1.1 Safety the subsystem integrated into the Clauses 1.1.1, 1.1.2, 1.1.3, rolling stock 4.2.4 Braking 1.1.5 §4.2.4.2.2 Braking, Safety EN 15595:2009 1.2 Reliability and requirements Clauses and are availability mandated in the TSI 1.3 Health § 4.2.4.6 Wheel rail EN 15595:2009 adhesion profile – wheel Clause 1.3.2 Clause is mandated slide protection in the TSI but with the 1.4 Environmental application of §6.2.3 protection 4.2.10.2 Fire safety and to all types of units evacuation, Material Clause 1.4.2 requirements 1.5 Technical compatibility 2.4.1 Safety §3 2.4.3 Technical compatibility §3 WARNING — Other requirements and other EU Directives may be applicable to the product(s) falling within the scope of this standard." 66 Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale `,,```,,,,````-`-`,,`,,`,`,,` - Clause/ sub-clauses of Chapter/§/annexes of the this European TSI Standard BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) !deleted text" `,,```,,,,````-`-`,,`,,`,`,,` - Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS 67 Not for Resale BS EN 15595:2009+A1:2011 EN 15595:2009+A1:2011 (E) Bibliography [1] UIC 541-05:2005, Brakes — Specifications for the construction of various brake parts — Wheel Slide Protection device (WSP) [2] EN 13452-1, Railway applications — Braking — Mass transit brake systems — Part 1: Performance requirements [3] EN 13452-2, Railway applications — Braking — Mass transit brake systems — Part 2: Methods of test [4] EN 15355, Railway applications — Braking — Distributor valves and distributor-isolating devices [5] prEN 15663, Railway applications — Vehicle Mass definition [6] CEN/TS 45545 - series, Railway applications — Fire protection of railway vehicles `,,```,,,,````-`-`,,`,,`,`,,` - 68 Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale This page deliberately set blank `,,```,,,,````-`-`,,`,,`,`,,` - Copyright British Standards Institution Provided by IHS under license with BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS Not for Resale BS EN 15595:2009 +A1:2011 BSI - British Standards Institution BSI is the independent national body responsible for preparing British Standards It presents the UK view on standards in Europe and at the international level It is incorporated by Royal Charter Revisions British Standards are updated by amendment or revision Users of British Standards should make sure that they possess the latest amendments or editions It is the constant aim of BSI to improve the quality of our products and services We would be grateful if anyone finding an inaccuracy or ambiguity while using this British Standard would inform the Secretary of the technical committee responsible, the identity of which can be found on the inside front cover Tel: +44 (0)20 8996 9000 Fax: +44 (0)20 8996 7400 BSI offers members an individual updating service called PLUS which ensures that subscribers automatically receive the latest editions of standards Buying standards Orders for all BSI, international and foreign standards publications should be addressed to Customer Services Tel: +44 (0)20 8996 9001 Fax: +44 (0)20 8996 7001 Email: orders@bsigroup.com You may also buy directly using a debit/credit card from the BSI Shop on the Website http://www.bsigroup.com/shop `,,```,,,,````-`-`,,`,,`,`,,` - 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