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BS EN 16185-1:2014 pdf free

BS EN 16185-1:2014 pdf free.Railway applications – Braking systems of multiple unit trains Part 1: Requirements and definitions.
The rolling stock and the equipment on board shall perform under the conditions as specified in EN 50125-1. They shall work properly in those climatic zones, for which they have been designed and where they will be operated.
For certain lines, further requirements may be required. e.g. for the Nordic countries.
5.1.5 Train configuration
EMU/DMU can be configured as:
— fixed formations with distributed traction equipment applied to any of the vehicles or as trains with power units (at least one) and additional vehicles without traction equipment;
— a fixed formation train set consisting of single vehicles or articulated coaches:
— single vehicle – also known as a railcar;
— trains with or without tilting equipment;
— single deck or double deck trains.
EMU/OMU with the same brake control architecture may be formed together and their functionality shall be the same as a single unit as far as braking is concerned.
The maximum train length over which the functionality and the performances of the brake system shall be specified. If not defined a train formation of at least 200 m should be considered.
5.1.6 Maximum speed and line parameters
The conventional rail network includes lines of different line characteristics which are determined by the topographic conditions, the track parameters, the signalling equipment, etc. The line conditions over which the train will be operated shall be specified.
5.1.7 Coupling compatibility/capability
EMU/DMU of the same type shall be equipped with couplers at each end of the unit to provide the pneumatic, electrical and electronic connections or others necessary for brake control and shall provide full functionality. This can be achieved by:
1) fully automatic coupler providing full functionality (preferred option);
2) combination of automatic and manual connection o;
3) fully manual connections.
If trains of a different type are coupled then the pneumatic connection may provide sufficient functionality of the brake system to allow hauling a damaged unit by another interoperable unit without adapter. In that case relying upon the pneumatic brake solely may result in operational restrictions: the railway undertaking shall specify the functionalities and the performances of the brake system.
For rescue purposes by a conventional traction unit with a train hook as defined in EN 15566 a special adapter for example in accordance with EN 15020 shall be provided.
For the trainsets equipped with the UIC brake it is not necessary to have electrical energy on board or to be provided with electrical energy by the rescuing trainset or locomotive. For trains with brake systems that are not compatible with the UIC brake pipe an equivalent response as if equipped with UIC brake pipe shall be provided and may require electrical supply on board. In both cases demand is communicating using the BP connection to the unit and the trainset being rescued shall respond in the form of a proportional brake force.
The recommended minimum rescuing speed is 100 km/h.BS EN 16185-1 pdf download.

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