Bsi bs en 15612 2008 + a1 2010

www bzfxw com BS EN 15612 2008 ICS 45 060 01 NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW BRITISH STANDARD Railway applications — Braking — Brake pipe accelerator valve +A1 2[.]

General

The design and manufacture of the brake pipe accelerator valves shall take the requirements of this standard into account for all intended operating conditions.

Functional requirements

General

Brake pipe accelerator valves shall be able to operate with all interoperable distributors and existing interoperable brake pipe accelerator valves

The brake pipe accelerator valve must be fully operational once the brake pipe achieves its designated running pressure It is designed to activate in response to a significant drop in brake pipe pressure, ensuring that the pressure continues to decrease rapidly to below 2.5 bar.

Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 11/04/2011 07:20, Uncontrolled Copy, (c) BSI

Operating requirements

The operating requirements for a 5 bar brake pipe pressure specify that during an emergency brake application, the brake pipe accelerator valves must rapidly reduce the brake pipe pressure to ensure a quick increase in brake cylinder pressure across all train vehicles The brake pipe pressure should drop below 2.5 bar within 4 seconds after the accelerator valve starts operating, after which the valve must cease venting to allow for rapid refilling of the brake pipe Compliance with this requirement will be verified through testing as outlined in section 6.2.4.4.

The brake pipe accelerator valve must operate without functional errors at running pressures of (5 ± 1) bar, as verified by testing in accordance with section 6.2.4.10.

Train/vehicle behaviour

The brake pipe accelerator valve must effectively release air from the brake pipe while ensuring that there are no negative impacts on the vehicle or train's performance This requirement will be validated through testing as outlined in section 6.3.

Affect of overcharge

4.2.4.1 Overcharge after full service application

The brake pipe accelerator valve must not activate due to an overcharge of operating pressure exceeding 6 bar following a full service brake application It is important to note that this overcharge can persist for up to 40 seconds in braking mode "G" and 10 seconds in braking mode "P" after a full service application Compliance with this requirement must be demonstrated through testing as outlined in section 6.2.4.8.

4.2.4.2 Overcharge starting from operating pressure

The brake pipe accelerator valve must remain inactive if the brake pipe pressure is increased from the operating pressure to 6 bar for 2 seconds, then decreased to 5.2 bar in 1 second, and finally returned to the operating pressure at a rate of 0.15 bar over 60 seconds Compliance with this requirement must be verified through testing as outlined in section 6.2.4.9.

Affect of individual vehicle

The brake pipe accelerator valve's operation remains unaffected by any individual vehicle with a brake pipe volume of 25 liters or less, regardless of whether it is equipped with a brake pipe accelerator valve or if the brake has been isolated This condition holds true regardless of the vehicle's position within the train consist, and compliance must be demonstrated through testing as outlined in section 6.3.

Subsequent emergency application

The brake pipe accelerator valve activates during an emergency brake application following a full service brake application, and this functionality must be verified through testing as outlined in section 6.2.4.7.

Sensitivity

The brake pipe accelerator valve must activate within 2 seconds after the brake pipe pressure decreases from 5 bar to 3.2 bar within a 3-second timeframe Compliance with this requirement will be verified through testing as outlined in section 6.2.4.4.

Insensitivity to brake pipe pressure fall

The brake pipe accelerator valve will not activate if the brake pipe pressure decreases steadily from 5 bar to 3.2 bar over a duration of 6 seconds while the distributor is not functioning.

2,5 bar shall not cause the brake pipe accelerator valve to operate This requirement shall be proven by testing in accordance with 6.2.4.5.

Insensitivity to distributor valve quick service device operation

The brake pipe accelerator valve must remain inactive during the initial phase of service braking, as dictated by the operation of the distributor valve's internal quick service device Compliance with this requirement will be verified through testing as outlined in section 6.2.4.6.

Isolation

4.2.10.1 If the brake pipe accelerator valve is incorporated in the distributor, it shall be inoperative after the distributor has been isolated This requirement shall be proven by testing in accordance with EN 15355 as part of the distributor valve test

4.2.10.2 If the brake pipe accelerator valve is fitted separately from the distributor it shall be possible to isolate the brake pipe accelerator valve from the brake pipe and vent its pressure, using a suitable valve or device in the pipework such that it can be sealed in the normal open position with the isolating handle in the vertical down position

NOTE This requirement will be specified in the relevant vehicle system standard.

Leakage

Leakage of the brake pipe accelerator valve shall be such that technical performance as specified by this standard is met without restrictions

The sealing arrangement within the brake pipe accelerator valve shall prevent loss of air as follows when considering a brake pipe operating pressure of 6 bar:

At an environmental temperature of (20 ± 5) °C, the brake pipe accelerator valve must demonstrate a leakage rate not exceeding 0.005 Nl/min, as verified through testing in accordance with section 6.2.4.3.

At environmental temperatures ranging from -25 °C to 15 °C and from 25 °C to 70 °C, the brake pipe accelerator valve must maintain a leakage rate not exceeding 0.01 Nl/min under normal working pressures Compliance with this requirement must be demonstrated through testing as specified in section 6.2.5.

At environmental temperatures ranging from -40 °C to -25 °C, the brake pipe accelerator valve must maintain a leakage rate not exceeding 0.1 Nl/min under normal working pressures, as verified by testing in accordance with section 6.2.5.

Vibration and shocks requirements

The brake pipe accelerator valve must function effectively without limitations when subjected to vibration and shock, as outlined in EN 61373:1999, Category 1, Class A or B Compliance with this requirement must be demonstrated through testing as specified in section 6.2.4.11.

Environment requirements

General

The design must ensure that the brake pipe accelerator valve can be effectively put into service and function properly under the specified conditions and climatic zones for which it is intended to operate.

NOTE 1 The environmental conditions are expressed in classes for temperature, humidity etc thereby giving the vehicle designer the choice of a brake pipe accelerator valve suitable for operation on a vehicle all over Europe, or have a restricted use

NOTE 2 The environment range limits specified are those that have a low probability of being exceeded All specified values are maximum or limit values These values can be reached, but do not occur permanently Depending on the situation there can be different frequencies of occurrence related to a certain period of time

NOTE 3 The environment requirements of this document cover the environment requirements of the HS RST TSI which only refers to EN 50125-1

The brake pipe accelerator valve shall be tested in accordance with requirements given in Clause 6 of this standard including where required environmental/climatic testing.

Temperature

Brake pipe accelerator valves covered by this standard shall be able to operate:

 at – 25 °C ≤ environmental temperature ≤ 70 °C, without any deviation from the technical requirements specified in Clause 4 in this standard;

 at – 40 °C ≤ environmental temperature < – 25 °C, with allowed deviation from the technical requirements specified in this standard but without affecting the function of the brake pipe accelerator valve

Deviations from the technical requirements when testing at extremes are defined in 6.2.5

The purchaser has the option to set higher or lower extreme temperature limit values based on operational requirements Consequently, the temperature limits applied in the extreme temperature tests outlined in section 6.2.5 will be adjusted accordingly.

Other environmental conditions

The following environmental conditions shall be considered in the design of the brake pipe accelerator valve

The design of the brake pipe accelerator valve has been developed with careful consideration of environmental conditions The supplier is required to provide a declaration of conformity that outlines how these environmental factors have been addressed in the design process.

Before type testing, suitable tests and design assessments must be conducted to evaluate the impact of various environmental conditions on the brake pipe accelerator valve, unless specific testing is mandated by Clause 6 of this standard.

The brake pipe accelerator valve shall be able to operate without restrictions up to an altitude of 2 000 m

The following external humidity levels shall be considered:

 on 30 days in the year continuously: between 75 % and 95 % relative humidity;

 on the other days occasionally: between 95 % and 100 % relative humidity;

 maximum absolute humidity: 30 g/m 3 occurring in tunnels

An operationally caused infrequent and slight moisture condensation shall not lead to any malfunction or failure

The psychometric charts outlined in EN 50125-1 are essential for determining the acceptable range of relative humidity across various temperature classes, ensuring that these limits are not exceeded for extended periods.

At cooled surfaces, 100 % relative humidity can occur causing condensation on parts of equipment; this shall not lead to any malfunction or failure

Rapid local air temperature changes around the vehicle, with a rate of 3 K/s and a maximum variation of 40 K, can lead to condensation on equipment parts However, these conditions, especially when entering or exiting a tunnel, should not result in any equipment malfunctions or failures.

Rain rate of 6 mm/min shall be taken into account The effect of rain shall be considered depending on the possible equipment installation together with wind and vehicle movement

When assessing the impact of weather conditions, it is essential to consider snow, ice, and hail, with hailstones having a maximum diameter of 15 mm, although larger sizes may occur in rare instances The influence of these elements, along with wind and vehicle movement, must be evaluated in relation to the specific equipment installation.

Equipment design shall allow for direct exposure to solar radiation at the rate of 1 120 W/m 2 for a maximum duration of 8 h

When designing equipment and components, it is essential to consider the effects of pollution Implementing protective measures for the brake pipe accelerator valve can help mitigate pollution The impact of pollution varies based on the equipment's location on the vehicle, so it is crucial to take into account the types of pollution listed in Table 1 as a baseline.

Pollution Class to be considered

Chemically active substances Class 5C2 of EN 60721-3-5:1997

Contaminating fluids Class 5F2 (electrical engine) of EN 60721-3-5:1997

Class 5F3 (thermal engine) of EN 60721-3-5:1997 Biologically active substances Class 5B2 of EN 60721-3-5:1997

Stones and other objects Ballast and other objects of maximum 15 mm diameter

Sea spray Class 5C2 of EN 60721-3-5:1997

Compressed air quality

It shall be possible to operate the brake pipe accelerator valve without restrictions with at least the compressed air quality according to the following classes defined by ISO 8573-1:2001:

 class 4 – for the maximum particle size and the maximum concentration of solid contaminants;

 class 4 – for the water dew point;

 class 4 – for the maximum total (droplets, aerosols and vapours) oil concentration

The brake pipe accelerator valve must function effectively in air supply systems without an air dryer or when the air dryer malfunctions To ensure optimal performance, the air system should incorporate mechanisms to prevent water accumulation in the brake pipe accelerator valve, thereby avoiding the risk of freezing in temperatures below 0 °C.

Service life

No specific requirements for the brake pipe accelerator valve to attain a particular service life are contained in this standard

Any testing to establish the service life of a brake pipe accelerator valve shall be conducted as part of the product development

The service life of the brake pipe accelerator valve depends on the operating environment and conditions in which it functions To ensure a satisfactory service life, it is essential to adhere to the maintenance requirements of the vehicle to which the valve is installed.

Fire behaviour

The brake pipe accelerator valve must be constructed from materials that effectively prevent the release of harmful fumes or gases, especially in the event of a fire, to ensure environmental safety.

The brake pipe accelerator valve is designed to restrict fire ignition, limit its spread, and reduce smoke production during a fire caused by a primary ignition source of 7 kW for a duration of 3 minutes.

External appearance

The dimensions, coordinates, and threading of the ports and fixing points for the brake pipe accelerator valve must adhere to the specifications outlined in the relevant drawings.

The brake pipe accelerator valve must be designed with smooth exterior surfaces, eliminating any sharp edges or corners to ensure safety for individuals handling the valve and those working on nearby equipment when it is installed on a vehicle.

This requirement shall be checked in accordance with 6.2.4.2.

Design requirements regarding pressure stress

The brake pipe accelerator valve must be designed to ensure safe and effective performance at a maximum supply pressure of 10 bar It is essential to account for the possibility of this maximum pressure being reached in other pneumatic circuits associated with the brake pipe accelerator valve, as mandated by current standards.

Interfaces

General

A brake pipe accelerator valve shall be capable of being installed on the vehicle in accordance with 4.10.2 and 4.10.3 or directly mounted to a distributor valve.

Mechanical

The brake pipe accelerator valve must connect to the vehicle through a mounting bracket or manifold, with connectors appropriately sized to handle the specified physical loadings The design of the brake pipe accelerator valve determines the specific interface with the manifold or bracket.

Pneumatic

The pneumatic interface with the vehicle's pipework must utilize a suitable manifold or pipe connection, allowing for the removal of the brake pipe accelerator valve without disturbing the main brake pipe The connections to the brake pipe should be made using a threaded connection of size G 1 or G 1 1/4, in compliance with relevant standards.

The selection of the material and the manufacturing process shall comply with the requirements of this standard, technical specification and/or the relevant manufacturing drawings

General

The following type tests shall be carried out: a) individual brake pipe accelerator tests (see 6.2); b) simulated train consist tests (see 6.3)

All the test requirements shall be achieved to obtain type test compliance.

Individual brake pipe accelerator tests

Test bench for individual brake pipe accelerator tests

Type tests must be conducted on a specially designed test bench to ensure that all requirements outlined in this standard for testing the brake pipe accelerator valve are met.

Figure 1 illustrates the test bench designed to verify the conformity of the brake pipe accelerator valve with the requirements outlined in section 4.2 This test bench setup, or an equivalent, is suitable for both ambient and extreme temperature testing when paired with a thermostatic enclosure To ensure compliance with the specifications, the dimensions and characteristics of the test bench components must be provided, and it is essential to verify that the constructional elements do not compromise the test bench's performance.

X brake pipe accelerator valve on test

T thermostatic enclosure for testing at extreme temperatures

TP1, TP2, TP3, TP4 throttle ports

BP brake pipe with an internal diameter of 1 "

Typical test bench equipment sizes include V1: 8 l, V2: 0.645 l, V3: 0.155 l, and pipe dimensions tp1: 4.5 mm, tp2: 1.5 mm, tp3: 1.9 mm, tp4: 2.6 mm The construction of the test assembly should prioritize compactness, minimizing the distance between components and eliminating unnecessary piping.

Figure 1 — Test bench for testing of leakage, function and operation at ambient and extreme temperatures

Isolating cocks must be positioned so that the pipe volume between isolating cocks A and E, as well as the brake pipe accelerator valve, does not exceed 200 cm³, including the associated pipework and measuring instruments Additionally, the leakage from the test bench should not exceed 0.001 Nl/min in any isolated pipe or tank volume.

The measuring instrumentation on the test bench must be calibrated, ensuring a maximum deviation of 0.02 bar for pressure measurements, with applicable pressure tolerances detailed in the subclauses of section 6.2.

Sampling for type tests

A sample of ten (10) brake pipe accelerator valves shall be taken from the normal production

Test temperature and air quality

All type tests, except for those specified in section 6.2.5, must be conducted at a temperature of (20 ± 5) °C Additionally, these tests require the compressed air to meet a minimum air quality standard of at least class 4-4-4, as outlined in ISO 8573-1:2001.

Procedure for type tests

The tests on the sample of ten brake pipe accelerator valves shall be carried out in the order shown in Table 2

Corresponding subclauses of this standard

Tested brake pipe accelerator valve number

Insensitivity to brake pipe pressure fall

Overcharge after full service application

Tests at other operating pressures

6.2.4.2 Check of physical and geometrical characteristics

Dimensional accuracy must be verified using suitable measuring instruments and form gauges, as specified in the order documentation and approval drawings For instance, threaded connections should be assessed with GO/NOT GO gauges in compliance with EN ISO 228-2 Additionally, external surfaces need to be inspected for sharp edges and corners.

The result is satisfactory if all the specified characteristics are met and no sharp edges and corners are present on the external surfaces

Charge the test volume V1 to approximately 6 bar using the test bench of 6.2.1, and allow the valve under test to fill After waiting 60 seconds for temperature compensation, check for leaks by closing cocks A and E.

The leakage rate shall not be greater than 0,005 Nl/min

Using the test bench of 6.2.1, recharge the test volume V1 to (5 ± 0,05) bar by opening cocks A and E Close cock A

Open cock D to allow the pressure in the test volume to decrease from 5 bar to 3.2 bar within 3 seconds Ensure that the brake pipe accelerator valve activates within 2 seconds of opening cock D Close cock D once the brake pipe accelerator valve is operational When the pressure in the test volume drops below 2.5 bar, verify that the brake pipe accelerator valve ceases to vent air within 4 seconds after it starts operating.

The brake pipe accelerator valve must activate within 2 seconds of opening cock D and cease venting within 4 seconds of operation, ensuring that the brake pipe pressure remains between 2 bar and 2.5 bar.

6.2.4.5 Insensitivity to brake pipe pressure fall

Using the test bench of 6.2.1, recharge the test volume V1 to (5 ± 0,05) bar and close cock A

Open cock C to vent the test volume uniformly from 5 bar to 3,2 bar over 6 s and continues down to 2,5 bar

The brake pipe accelerator valve shall not come into operation during the fall to 2,5 bar

Using the test bench of 6.2.1, recharge the test volume V1 to (5 ± 0,1) bar and close cock A Open cock B to allow pressure of test volume V1 to equalize with test volumes V2 and V3

Drop the brake pipe pressure from nominally 5 bar to 4,5 bar within 1,0 s, with the initial rate of 2,0 bar/s from

5 bar to 4,7 bar as shown in Figure 2

Figure 2 — Brake pipe pressure fall for insensitivity test 6.2.4.6.2 Pass/fail criteria

The brake pipe accelerator valve shall not come into operation during this test

Using the test bench of 6.2.1, recharge the test volume V1 to (5 ± 0,1) bar and close cocks A and B

Open cock C and vent the test volume V1 to (3,35 ± 0,05) bar using cock C Wait 15 s at this pressure and then open cock D to vent the test volume V1

The brake pipe accelerator valve shall come into operation

6.2.4.8 Overcharge after full service application

To conduct the test using the 6.2.1 test bench, first charge the test volume V1 to (3.35 ± 0.05) bar and allow it to stabilize for 1 minute Next, increase the pressure in volume V1 to a nominal value of 6 bar and maintain this for 40 seconds before closing cock A Finally, open cock C to vent the test volume V1 down to a nominal pressure of 5 bar.

The brake pipe accelerator valve shall not come into operation

Using the test bench of 6.2.1, starting with the test volume V1 at (5 ± 0,1) bar, increase the pressure to 6 bar for 2 s, then close cock A

Immediately open cock D to vent the test volume V1 pressure to nominally 5,2 bar and close cock D, simultaneously opening cock C to continue the fall to nominally 5 bar

The brake pipe accelerator valve shall not come into operation

6.2.4.10 Tests at other operating pressures

Conduct tests 6.2.4.4, 6.2.4.5, 6.2.4.6, and 6.2.4.7 using a test volume V1 at an initial pressure of 6 bar, followed by a reduction in pressure to 4.3 bar Subsequently, repeat these tests with the test volume V1 set at 4 bar, then decrease the pressure to 2.3 bar.

There shall be no functional errors in the operation of brake pipe accelerator valve although the times in test 6.2.4.4 may vary

The test will be conducted following the specifications outlined in EN 61373:1999, Category 1, Class B Subsequently, the operation and air tightness will be verified in accordance with sections 6.2.4.3 to 6.2.4.9.

There shall be no functional errors in the operation of brake pipe accelerator valve.

Operation at extreme temperatures

The following tests shall be conducted on a brake pipe accelerator valve at temperatures of – 40 °C, – 25 °C and + 70 °C, with the test bench of 6.2.1 placed in a thermostatic enclosure

To conduct the test, configure the brake pipe accelerator valve on a test bench according to section 6.2.1, utilizing a test volume V1 Pressurize the system to 6 bar and maintain the brake pipe accelerator at each extreme temperature for a minimum of 12 hours.

When the system has stabilised, close the isolating cock A and E After waiting 1 min for settlement, commence the test

Leakage limits are specified for different temperatures: at +70 °C, leakage must not exceed 0.01 Nl/min; at -25 °C, it should also remain below 0.01 Nl/min; and at -40 °C, the maximum allowable leakage is 0.1 Nl/min.

Stabilize the temperature of the brake pipe accelerator valve during testing at the specified value Charge the air system to (5 ± 0.05) bar at extreme temperatures of -40 °C, -25 °C, and +70 °C Once the air pressure stabilizes and the air is cooled within the thermostatic enclosure before reaching the brake pipe accelerator valve, conduct tests at -25 °C and +70 °C.

2) 6.2.4.5 Insensitivity to brake pipe pressure fall;

5) 6.2.4.8 Overcharge after full service application;

6) 6.2.4.9 Overcharge from operating pressure b) at – 40 °C:

2) 6.2.4.5 Insensitivity to brake pipe pressure fall;

4) 6.2.4.8 Overcharge after full service application;

The brake pipe accelerator valve must successfully pass tests 6.2.4.5, 6.2.4.6, 6.2.4.7, 6.2.4.8, and 6.2.4.9, adhering strictly to the original pass/fail criteria Additionally, in test 6.2.4.4, the valve is required to operate without any time constraints.

Simulated train consist tests

Simulated train consist test bench

A test bench shall be constructed to represent a rake of vehicles with a locomotive and a minimum of

Fifteen vehicles are equipped with a full brake pipe length typical of bogie vehicles, featuring pneumatic half couplings and end cocks that comply with EN 14601 standards These vehicles also include operational interoperable distributors and brake pipe accelerator valves.

32 mm for wagons and nominally 25 mm for coaches The test bench shall be able to have the brake pipe accelerator valves isolated individually

All measuring instrumentation utilized on the test bench must be calibrated, ensuring a maximum deviation of 0.02 bar for pressure measurements The applicable pressure tolerances are detailed in the subsequent subclauses.

Sampling for train consist test

A sample of fifteen brake pipe accelerator valves will be selected from regular production At the manufacturer's discretion, some valves from the previous sample of ten, after completing their tests, may be included in this selection.

Test temperature and air quality

All type tests must be conducted at a temperature of (20 ± 5) °C, ensuring that the compressed air quality meets a minimum standard of class 4-4-4, as outlined in ISO 8573-1:2001.

Test procedure

Tests will be conducted on the simulated train consist test bench to demonstrate that isolating a single brake pipe accelerator valve does not impact the operation of the rest of the train, regardless of the vehicle's position within the train consist Additionally, it will ensure that no incorrect operation of any brake pipe accelerator valve takes place.

The test bench shall be monitored for any incorrect operation of any brake pipe accelerator valve

The following tests shall be conducted using brake pipe operating pressures of 4 bar, 5 bar and 6 bar with a tolerance of ± 0,05 bar

All brake pipe accelerator valves shall operate

None of the brake pipe accelerator valves shall operate

6.3.4.4 Emergency brake from full service position

Apply an emergency brake from the full service position

All brake pipe accelerator valves shall operate

6.3.4.5 Emergency brake with the brake pipe accelerator valve fitted to vehicle 14 isolated

Isolate the brake pipe accelerator valve fitted to vehicle 14 and apply an emergency brake

All remaining brake pipe accelerator valves shall operate

Repeat 6.3.4.5 above isolating the brake pipe accelerator valve fitted to vehicle number 8 instead of the one on vehicle 14 which shall be de-isolated

Repeat 6.3.4.6 above isolating the brake pipe accelerator valve fitted to vehicle number 3 instead of the one on vehicle 8 which shall be de-isolated

Each brake pipe accelerator valve must undergo testing after manufacture to ensure compliance with the standards outlined in sections 6.2.4.2 and 6.2.4.4 to 6.2.4.9 These tests are to be performed at an ambient temperature of (20 ± 5) °C and must meet the air quality requirements specified in section 4.5.

The supplier is required to provide documentation to the purchaser, as mutually agreed, to demonstrate the product's design compliance and quality, along with relevant details.

The brake pipe accelerator valve, along with its installation, operation, and maintenance, is detailed in the licensed document by Wang Bin, ISO/EXCHANGE CHINA STANDARDS, dated 11/04/2011 Typical documentation for this equipment may encompass various essential guidelines and procedures.

 certification of conformity to design drawings and test/performance requirements;

 installation drawings to enable the brake pipe accelerator valve to be installed on a vehicle; these shall include all interface data required for connection to the vehicle or vehicle systems;

 part number and type designation together with applicable settings;

 technical description of the brake pipe accelerator valve describing its function and operation;

 safety related documentation e.g handling and disposal instructions, health and safety data sheets

Brake pipe accelerator valves complying with this European Standard shall be designated as follows: a) the number of this European Standard; b) the manufacturers type designation; c) the part number

One or more durable identification plates giving the following information shall be permanently attached to each brake pipe accelerator valve:

 the manufacturer (name or logo);

 the date of manufacturing (the week or month and year);

 the month and year of overhauling and the name (may be coded) of the overhauling company

The identification plate shall be attached to the main body preferably in a position that can be seen when the brake pipe accelerator valve is installed on the vehicle

This European Standard aligns with the Essential Requirements outlined in EU Directive 2008/57/EC, which focuses on the interoperability of the rail system within the Community The directive, established by the European Parliament and Council on June 17, 2008, aims to enhance the seamless operation of rail networks across member states.

This European Standard was developed under a mandate from the European Commission and the European Free Trade Association to ensure compliance with the Essential Requirements of Directive 2008/57/EC.

Once cited in the Official Journal of the European Union and implemented as a national standard in at least one Member State, compliance with the clauses outlined 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 provides a presumption of conformity with the Essential Requirements of the Directive and related EFTA regulations, within the standard's scope.

1) This Directive 2008/57/EC adopted on 17 th 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 trans- European conventional rail system’

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

Clauses/sub-clauses of this European Standard

Chapter/§/Annexes of the TSI

Corresponding text, articles/§/annexes of the Directive 2008/57/EC

The whole standard is applicable 4.Characteristics of the subsystem

4.2 Functional and technical specification of the subsystem

4.2.4 Braking §4.2.4.3 Brake system requirements §4.2.4.8 Brake requirements for rescue purposes §4.2.6.1 Environmental conditions, Environmental conditions §4.2.7.2.2 Measures to prevent fire

In Annex III, Essential Requirements

2 Requirements specific to each Subsystem 2.4 Rolling Stock 2.4.1 Safety §3

Table ZA.2 — Correspondence between this European Standard, the CR TSI RST Freight Wagon dated July 2006, published in the OJEU on 8 December 2006 and its intermediate revision published in the

OJEU on 14 February 2009 and Directive 2008/57/EC

Clauses/sub-clauses of this European

TSI Corresponding text, articles/§/annexes of the Directive 2008/57/EC

The whole standard is applicable 4.Characterisation of the subsystem

4.2 Functional and technical specifications of the subsystem

4.2.4 Braking §4.2.4.1.2.2 Braking performance elements §4.2.4.1.2.7 Air supply §4.2.6 Environmental conditions

5 Interoperability constituents §5.3.3.11 List of constituents, Braking, Brake pipe emptying accelerator valve §5.4.3.12 Constituents performances and specifications, Braking, Brake pipe emptying accelerator valve

The assessment of conformity and suitability for use of constituents in conventional rail rolling stock freight wagons is crucial This includes specific specifications for evaluating the braking subsystem, ensuring safety and efficiency in operations.

1.1 Safety Clauses 1.1.1, 1.1.2, 1.1.3, 1.1.5 1.2 Reliability and availability 1.5 Technical compatibility

2 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

The standard does not address the needs of Directive 2008/57/EC for Annex III, Essential

2 Requirements specific to each Subsystem

2.6 Operation and Traffic Management – 2.6.1 Safety§2

In Annex P of the TSI the design assessment of the accelerator valve is an Open Point

Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 11/04/2011 07:20, Uncontrolled Copy, (c) BSI interoperability constituents

Annex P Braking performance, assessment of interoperability constituents

Annex FF Braking, List of approved brake components

Table ZA.3 — Correspondence between this European Standard, the CR LOC and PASS RST TSI (final draft Rev 4.0 dated 24 November 2009) and Directive 2008/57/EC

WARNING — Other requirements and other EU Directives may be applicable to the product(s) falling within the scope of this standard."

Clauses/sub-clauses of this European

Chapter/§ of the TSI Corresponding text, articles/§/annexes of the Directive 2008/57/EC

The whole standard is applicable 4.Characterisation of the rolling stock subsystem

4.2 Functional and technical specification of the subsystem

4.2.4 Braking §4.2.4.3 Type of brake system §4.2.4.4 Brake command §4.2.4.5 Braking performance §4.2.4.10 Brake requirements for rescue purposes §4.2.6.1 Environmental conditions, Environmental conditions §4.2.10.2 Fire safety and evacuation, Material requirements

2 Requirements specific to each subsystem

2.4 Rolling stock 2.4.2 Reliability and availability

The full compliance with the TSI requirements depends on the way the product is integrated into the rolling stock

[1] UIC 540, Brakes  Air Brakes for freight trains and passenger trains

[2] UIC 541-1, Brakes  Regulations concerning the design of brake components

[3] UIC 543, Brakes  Regulations governing the equipment of trailing stock

[4] UIC 547, Brakes  Air brake  Standard programme of tests

[6] DIN 1343, Referenzzustand, Normzustand, Normvolumen  Begriffe und Werte

[7] 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)

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Tiêu đề	Railway Applications — Braking — Brake Pipe Accelerator Valve
Trường học	British Standards Institution
Chuyên ngành	Standards
Thể loại	British Standard
Năm xuất bản	2010
Thành phố	Brussels

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Số trang	32
Dung lượng	708,34 KB