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UIC CODE 4th edition, October 2004 Translation



Brakes - Braking power Freins - Performance de freinage Bremse - Bremsleistung



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Leaflet to be classified in Volume: V - Rolling Stock



Application: With effect from 1 January 2004 All members of the International Union of Railways



Record of updates 1st edition, January 1948



First issue, revised version of former UIC Leaflet 187, new number: UIC Leaflet 544, and 2 Amendments



2nd edition, August 1954



and 5 Amendments



3rd edition, January 1966



re-coded UIC 9 Amendments



4th edition, October 2004



Overhaul of leaflet, retyped in Frame Maker and adaptation to the editor’s guide M1



Leaflet 544-1,



reprinted



in



March 1979



and



The person responsible for this leaflet is named in the UIC Code



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Contents Summary ..............................................................................................................................1 1-



Importance and principles of determining the braking power ............................... 2 1.1 - Brake assessment for trains running at speeds up to 200 km/h........................... 2 1.2 - Definition of braking power for trains running at more than 200 km/h .................. 3 1.3 - Rules of application .............................................................................................. 3



2-



Determining the braking power of vehicles fitted with a UIC air brake in the "passenger" position ....................................................................................... 4 2.1 - Coaches ............................................................................................................... 4 2.1.1 -



General .............................................................................................................. 4



2.1.2 -



Pre-determining braking power by calculation ................................................... 5



2.1.3 -



Determining the braked weight by means of tests ............................................. 5 2.1.3.1 2.1.3.2 -



Tests with a 400 m long train ......................................................................5 Tests with a single vehicle ..........................................................................6



2.2 - Wagons ................................................................................................................ 7 2.2.1 -



General .............................................................................................................. 7



2.2.2 -



Assessing the braking power by calculation ...................................................... 8 2.2.2.1 2.2.2.2 -



2.2.3 -



Determining the braking power of wagons fitted with cast iron brake blocks (P10) ................................................................................................8 Determining the braking power of wagons other than those fitted with cast iron brake blocks (P10)................................................................ 9



Determining the braked weight by means of tests ........................................... 10 2.2.3.1 2.2.3.2 -



Wagons with a top speed of up to 120 km/h .............................................10 Wagons with a top speed above 120 km/h and up to 160 km/h ...............12



2.3 - Braked weight of trains fitted with the ep brake in accordance with UIC Leaflet 541-5 (with monitoring)............................................................. 12 2.4 - Braked weight of trains fitted with brake accelerators ........................................ 13 2.5 - Braked weight of trains fitted with the magnetic rail brake in accordance with UIC Leaflet 541-06 ...................................................................................... 13 2.5.1 -



General ............................................................................................................ 13



2.5.2 -



Test method ..................................................................................................... 13



2.5.3 -



Indication of braked weight .............................................................................. 14 2.5.3.1 2.5.3.2 -



Vehicles with brake accelerators ..............................................................14 Vehicles without brake accelerators but with ep brake control in accordance with UIC Leaflet 541-5 .......................................................14



2.6 - Braked weight of vehicles fitted with eddy current brakes .................................. 14



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3-



Determining the braking power of vehicles fitted with the UIC air brake in the "goods" position ............................................................................................ 15



4-



Determining the braking power of locomotives..................................................... 16 4.1 - General ............................................................................................................... 16 4.2 - Test method........................................................................................................ 16 4.3 - Evaluation of the test results............................................................................... 16 4.4 - Assessment of braking power by calculation...................................................... 17



5-



Determining the braking power of trains from decelerations............................... 18 5.1 - Physical principles .............................................................................................. 18 5.2 - Determining the parameters required to define the braking power..................... 19 5.3 - Method of assessing braking power ................................................................... 19 5.3.1 -



General ............................................................................................................ 19



5.3.2 -



Load conditions for the tests ............................................................................ 20



5.3.3 -



Determining the time, speed and deceleration parameters ............................. 20



5.3.4 -



Taking account of degraded conditions ........................................................... 20 5.3.4.1 5.3.4.2 -



6-



Reduced coefficient of friction due to humidity .........................................21 Loss of braking distance due to degraded adhesion ................................21



Determining the braking power of multiple units .................................................. 22 6.1 - General ............................................................................................................... 22 6.2 - Test method........................................................................................................ 22 6.3 - Evaluation of the test results............................................................................... 22 6.3.1 -



Determining the braked weight ........................................................................ 22



6.3.2 -



Determining the decelerations ......................................................................... 23 6.3.2.1 6.3.2.2 -



Multiple units running at up to 200 km/h ...................................................23 Multiple units running at over 200 km/h ....................................................23



7-



Determining the braking power of vehicles with a top speed of less than 100 km/h ............................................................................................................ 24



8-



Determining the efficacy of parking brakes ........................................................... 25 8.1 - Definition............................................................................................................. 25 8.2 - Nominal force applied ......................................................................................... 25 8.3 - Calculation method ............................................................................................. 26 8.3.1 -



Manual control using the screw brake ............................................................. 26 8.3.1.1 8.3.1.2 -



Block brakes .............................................................................................26 Disc brakes ...............................................................................................26



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9-



8.3.2 -



Spring-loaded brakes ....................................................................................... 27



8.3.3 -



Calculation of the maximum gradient on which a parking brake will hold a vehicle ........................................................................................................... 27



8.3.4 -



Maximum adhesion required............................................................................ 28



Use of the rules for train operation ......................................................................... 29 9.1 - Trains comprising a locomotive and passenger coaches ................................... 29 9.1.1 -



Principles of use............................................................................................... 29



9.1.2 -



Variation in braked weight according to the length of the train ........................ 29



9.1.3 -



Braked weight of trains fitted with ep brakes in accordance with UIC Leaflet 541-5 ..................................................................................... 30



9.1.4 -



Braked weight of passenger trains equipped with brake accelerators ............. 30



9.1.5 -



Trains for speeds below 120 km/h ................................................................... 30



9.1.6 -



Braked weight of locomotives with dynamic brakes......................................... 30



9.2 - Freight trains braked in the P position ................................................................ 31 9.2.1 -



Principles of use............................................................................................... 31



9.2.2 -



Variations in braked weight according to the length of the train ...................... 31



9.2.3 -



Braked weight of freight trains fitted with ep brakes in accordance with UIC Leaflet 541-5 ..................................................................................... 31



9.2.4 -



Braked weight of freight trains equipped with brake accelerators ................... 31



9.2.5 -



Reduction in the braked weight of a G-braked vehicle in a P-braked train ...... 32



9.3 - Braking distances of freight trains braked in the G position................................ 32 9.3.1 -



Vehicles fitted with P10 cast iron brake blocks ................................................ 32



9.3.2 -



Vehicles fitted with brake blocks made of materials other than P10 ................ 32



9.4 - Trains with braking power defined by decelerations........................................... 32 9.5 - Multiple units....................................................................................................... 32 9.6 - Painted indication of braked weight: old - new .................................................. 33 Appendix A - Brake assessment for trains...................................................................... 34 A.1 - Assessment sheet for trains using brake positions P, R, R + Mg....................... 34 A.2 - Overview of the mathematical formulae for the assessment curves for trains using brake positions P, R, R + Mg ..................................................... 35 Appendix B - Brake assessment for single vehicles...................................................... 36 B.1 - Assessment sheet for single vehicles................................................................. 36 B.2 - Overview of the mathematical formulae for the assessment curves for single vehicles ............................................................................................... 37



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Appendix C - Checking of the friction pairing of disc-braked single vehicles ............ 38 C.1 - Graph for checking the friction pairing of disc-braked single vehicles ................ 38 C.2 - Overview of the mathematical formulae for the assessment curves for checking the friction pairing of disc-braked single vehicles ........................... 39 Appendix D - Diagram of k curves ................................................................................... 40 Appendix E - Tables giving numerical values of k ......................................................... 41 E.1 - k values for Bg-braked vehicles.......................................................................... 41 E.2 - k values for Bgu-braked vehicles........................................................................ 42 Appendix F - Test procedure............................................................................................ 43 F.1 - Method for carrying out the tests ........................................................................ 43 F.1.1 F.1.2 F.1.3 F.1.4 -



Atmospheric conditions .................................................................................... Number of tests................................................................................................ Condition of wheels and brake discs and of the friction components .............. Load conditions for tests with passenger trains and multiple units .................



43 43 44 44



F.2 - Method of evaluating the test results .................................................................. 45 F.2.1 - Correcting the braking distances for each test................................................. F.2.2 - Correcting the mean braking distance ............................................................ F.2.3 - Limitation of the braked weight percentage determined taking into account the envisaged friction materials ....................................................................... F.2.4 - Correcting the determined braked weight of block-braked vehicles ............... F.2.5 - Determination of dynamic force .......................................................................



45 46 47 48 50



Appendix G - Reserved...................................................................................................... 51 Appendix H - Assessment sheet for trains running at speeds of less than 100 km/h using brake position P ...................................................... 52 Appendix I - Assessment of braking power by calculation.......................................... 53 I.1 - Calculation using the time step method.............................................................. 54 I.2 - Calculation using deceleration steps .................................................................. 55 I.3 - Direct pre-determination of the braked weight of a disc brake with one load stage............................................................................................. 55 I.4 - Checking the required adhesion ......................................................................... 56 Appendix J - Calculation of the braked weight from the brake force........................... 57 Appendix K - Correction factor (kappa) for the train length .......................................... 58 K.1 - Correction factor (kappa) for passenger trains longer than 400 m .................... 58 K.2 - Correction factor (kappa) for freight trains longer than 500 m ............................ 59



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Appendix L - Example of how to calculate the braking power of a passenger coach .......................................................................................................... 60 L.1 - Step-by-step calculation on the computer .......................................................... 60 L.2 - Calculating in deceleration stages ..................................................................... 61 L.2.1 L.2.2 L.2.3 L.2.4 -



Speed v = 120 km/h ......................................................................................... Speed v = 140 km/h ......................................................................................... Speed v = 160 km/h ......................................................................................... Summary of the braked weights for various speeds based on the calculated results ..................................................................................



61 62 62 63



L.3 - Direct calculation of the braked weight using the specific formula for disc-braked coaches...................................................................................... 63 Appendix M -Braking distance for a 500 m long train using brake position G and P10 blocks (also applicable for trains up to 700 m in length)......... 64 M.1 -Gradient: - 20 ‰; Speed: 30, 40, ... 120 km/h .................................................... 64 M.2 -Gradient: - 10 ‰; Speed: 30, 40, ... 120 km/h .................................................... 65 M.3 -Gradient: 0 ‰; Speed: 30, 40, ... 120 km/h ........................................................ 66 M.4 -Gradient: 10 ‰; Speed: 30, 40, ... 120 km/h ...................................................... 67 M.5 -Gradient: 20 ‰; Speed: 30, 40, ... 120 km/h ...................................................... 68 Appendix N - Method for determining the equivalent brake application time and the decelerations for high speed trains ............................................ 69 N.1 - Determining the equivalent brake application..................................................... 70 N.2 - Defining the mean test in order to determine the deceleration stages ............... 70 N.3 - Determining the speed ranges ........................................................................... 71 N.4 - Determining the decelerations abi ....................................................................... 72 N.5 - Checking the defined abi values ......................................................................... 73 N.6 - Limits of use........................................................................................................ 73 Appendix O - List of standard brake calculations for wagons ...................................... 74 Appendix P - Sample brake calculations for passenger coaches ................................ 97 Appendix Q - Abbreviations............................................................................................ 102 Glossary ...........................................................................................................................109 Bibliography .....................................................................................................................110



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Summary This Leaflet defines the term braked weight and describes the method for determining it and its relationship to the weight of railway vehicles and railway trains; it also describes the method for determining deceleration. It then deals with conversion of the braked weight to the braked weight percentage of a vehicle or train for operating purposes. Reference is also made to limiting features arising in the event of the operating conversion of the braked weight percentage of a train calculated from specified braked weight, depending on the formation of the train. The brake assessment is made in principle using the "passenger train" brake position. However, the Leaflet also indicates reference values for braking distances which can be obtained in the "freight train" brake position. The assessment curves are presented as graphs and in mathematical terms. This assessment is valid for speeds up to 200 km/h. For trains running at speeds in excess of 200 km/h the braking power is expressed as deceleration. Furthermore the Leaflet provides information for designing a screw brake with hand wheel and a spring-loaded brake.



1



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1 - Importance and principles of determining the braking power The object of defining the braking power of railway brakes using these provisions is to enable them to achieve the required braking distances in defined situations, and for this to be converted into a method which is easy to use. This method originated after the introduction of the compressed air brake. It involve taking a 60-axle passenger train with specified brake equipment, of a known weight excluding the weight of the locomotive, with an allotted braking power as a notional proportion of the train weight, expressed in tonnes [t], and conducting a large number of test runs on level track using different brake settings and initial braking speeds with a view to empirically obtaining "brake assessment curves", so that s = f ( v, λ ) s



= braking distance (m)



v



= speed (km/h)



λ



= braked weight percentage (%)



The reference train was equipped with block brakes with low-phosphorus cast-iron blocks. A brake assessment diagram was used as a basis of reference for determining the braking power of new vehicles using the "passenger brake" setting. Before the 4th edition of this Leaflet was issued the method was only valid up to a v max of 160 km/h. The new brake assessment diagram contained in this 4th edition, however, is applicable for an initial braking speed of up to 200 km/h. This brake assessment diagram can also be used as a basis for determining the permissible line speed of trains having regard to the available braking distances (including a safety margin) and is used in planning documents, drawn up by the railways for their own requirements, when designing the timetable (e.g. braking charts). Moreover, the braking power of trains is expressed as mean decelerations.



1.1 -



Brake assessment for trains running at speeds up to 200 km/h



For vehicles which can be incorporated into trains equipped with the UIC compressed air brake, the braking power (braking strength) of a vehicle using a particular setting is identified by its braked weight. This method is applicable only for the rapid-acting "passenger train" brake up to 200 km/h.



2



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The braked weight is expressed in tonnes. The quotient obtained from the sum of all the braked weights divided by the masses of the train multiplied by 100 gives the braked weight percentage λ of the train and relates to the braking distance in the event of a rapid application. In this Leaflet the relationship between the braked weight percentage λ and the braking distance for a given initial braking speed is expressed by the following formula: C S = -------------λ+D



....(for details, see Appendix A, point A.2 - page 35)



s



= braking distance (m)



C



= constant



D



= constant



λ



= braked weight percentage (%)



The relevant diagram is provided in Appendix A, point A.1 - page 34. The brake assessment is made without any safety margin. The braked weights assigned to the individual vehicles or vehicle segments shall normally be marked on the outside of the vehicles in accordance with UIC regulations. The methods for determining the braking power are described in points 2 - page 4 to 8 - page 25. The conditions governing the execution of the tests are presented in Appendix F - page 43.



1.2 -



Definition of braking power for trains running at more than 200 km/h



For initial braking speeds in excess of 200 km/h, the braking power of a train is expressed in terms of decelerations. The method for determining these decelerations is described in point 5 - page 18.



1.3 -



Rules of application



Special rules of application for the use of this braking power for operating trains are described in point 9 - page 29.



3



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2 - Determining the braking power of vehicles fitted with a UIC air brake in the "passenger" position With the vehicles referred to in this Leaflet using brake positions "P, R, P + Mg, R + Mg", the filling time of the brake cylinder fulfils the conditions for the "passenger position" brake as specified in UIC Leaflet 540 (see Bibliography - page 110).



2.1 2.1.1 -



Coaches General



The designated braked weight for the coach gives the braking power of the coach in a 400 m long hauled train when braked in the position in question. The braked weight of a passenger train is usually the sum of the braked weights painted on those vehicles of the train which have an active brake. This braked weight applies for hauled sets up to 400 m in length. A correction factor is specified in point 9.1.2 - page 29 for hauled sets of coaches longer than 400 m. For trains equipped with electropneumatic brake control, the provisions of point 9.1.3 - page 30 shall be observed. For trains fitted with brake accelerators, the provisions of point 9.1.4 - page 30 apply. This section deals with passenger coaches which have a top speed of at least 120 km/h. The brake assessment is valid for all types of passenger coach brake equipment including the various combinations (e.g. block brakes and disc brakes), but where the coaches are equipped exclusively with the cast iron block brake, it applies only up to 160 km/h. Brake assessments are made by calculation or by means of tests for initial braking speeds of between 120 km/h and the maximum permissible speed. The decisive factor as far as the braked weight is concerned is the lowest braked weight percentage obtained in this speed range. Where the vehicles are equipped with the magnetic rail brake, the provisions of point 2.5 - page 13 should be observed. The braked weight shall be demonstrated by means of the tests specified in point 2.1.3 - page 5. The calculation methods outlined in point 2.1.2 - page 5 may be used to design the brake equipment. Passenger coaches with a top speed of less than 120 km/h are covered in point 7 - page 24. Appendix P - page 97 contains sample sheets for the design of the brakes of passenger coaches including brake calculations and braking power information.



4



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2.1.2 -



Pre-determining braking power by calculation



The calculation methods described in Appendix I - page 53 are for use when designing brake equipment. The braked weight which is finally marked on the vehicle shall be verified by tests.



2.1.3 2.1.3.1 -



Determining the braked weight by means of tests Tests with a 400 m long train



The braked weight of passenger coaches can be experimentally deduced by undertaking a full set of tests with a train in order to enable its braking efficacy to be checked over the whole speed range. The general test conditions are described in Appendix F, point F.1 - page 43. For the purpose of the tests, a 400 m long train shall be used comprising identical empty passenger coaches with the same brake equipment and with the locomotive brake isolated. Rapid brake applications shall be made at speeds of 120, 140, 160, 180 and 200 km/h or up to the maximum permissible speed. For assessing brakes with additional equipment, see points 2.3 to 2.5 page 13. The braking distances obtained in the tests will need to be corrected with respect to the nominal conditions using the method described in Appendix F, point F.2 - page 45. The following method shall be used in order to determine the braked weight using the diagrams: 1. The mean braking distances determined in the course of the tests and where necessary corrected as specified in Appendix F, point F.2, shall be plotted on the relevant speed curves of Appendix A, point A.1 - page 34. 2. If the measuring points plotted on the different speed curves are connected up, a brake assessment line is obtained and according to its position it is possible to read on the X-axis the braked weight percentage range between 120 km/h and the maximum permissible speed, which corresponds to that of the installed braking power being investigated. 3. The lowest value obtained in this way is the decisive braked weight percentage. This value shall be verified using Appendix F, point F.2.3 - page 47. 4. The braked weight percentage determined as indicated in paragraph 3. above, when multiplied by the total mass of the test train (including the rotating masses of the locomotive) and divided by 100, gives the braked weight. 5. The braked weight of each individual vehicle is obtained by dividing the braked weight of the test train by the number of braked vehicles.



5



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2.1.3.2 -



Tests with a single vehicle



The braked weight of passenger coaches can be experimentally determined by undertaking a complete series of tests with a single vehicle. This method is restricted to the following cases: -



in general coaches which have a maximum speed of not more than 160 km/h;



-



coaches suitable for operating at 200 km/h that have a constant level of braking power regardless of speed.



The general test conditions are described in Appendix F, point F.1 - page 43. The braked weight determined by means of these tests corresponds to that of a passenger coach in a 400 m long train in which only the UIC compressed air brake is used. For the purposes of the tests, it is normally sufficient to use only one single coach in the empty condition (tare weight). In the case of coaches with a self-adjusting load-proportional brake, the tests shall be carried out using both the tare weight and the fully loaded weight. Rapid brake applications shall be made from speeds of 120, 140 and 160 km/h. The braking distances obtained in the tests shall be corrected for nominal conditions using the method described in Appendix F, point F.2 - page 45. The following method shall be used to determine the braked weight from the diagrams: 1. The mean braking distances obtained in the tests at 120, 140 and 160 km/h, and corrected if necessary as specified in Appendix F, point F.2, shall be plotted on the curves for each of these speeds in Appendix B, point B.1 - page 36. 2. If the points plotted on the different speed curves are connected up, a brake assessment line is obtained and according to its position it is possible to read on the X-axis the braked weight percentage which corresponds to that of the installed braking power being investigated. 3. For passenger coaches with a top speed of 160 km/h or less, the brake percentage selected is the one obtained if a perpendicular line is drawn from the point furthest to the left of the brake assessment curve down to the X-axis. 4. This value shall be checked using Appendix F, point F.2.3 - page 47. 5. The braked weight of the coach is obtained by multiplying the braked weight percentage determined as specified in paragraph 3. by the mass of the vehicle and dividing the result by 100. 6. For the purposes of this assessment, a combined disc and block brake shall be considered as a purely disc brake. The same diagram is applicable for a combined brake incorporating brake discs and cast iron blocks if the contribution of the blocks is less than 15% of the total brake power.



6



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For disc-braked coaches with a single stage brake and a maximum speed in excess of 160 km/h, the behaviour of the frictional pair (disc/pad) at different speeds shall be checked by plotting the results of the slip tests in the graph in Appendix C, point C.1 - page 38. The λ values thus obtained at all speeds must be at least that of the λ value at 120 km/h. Should this not be the case, the train tests shall be carried out in accordance with point 2.1.3.1 page 5. The same method shall be used for a combined brake using both discs and cast iron blocks if the power contribution of the blocks is less than 15% of the total power. For coaches which are fitted with other types of brake, it is essential to carry out tests with a train formation as specified in point 2.1.3.1.



2.2 2.2.1 -



Wagons General



The brake assessment made using calculations or tests is undertaken for an initial braking speed range of between 100 km/h and the maximum speed. The decisive element as far as the braked weight is concerned is the lowest braked weight percentage determined in this speed range. The brake assessment is valid for all types of brake equipment for wagons with a top speed of at least 100 km/h. For wagons with a maximum speed of less than 100 km/h, point 7 - page 24 applies. The braked weight painted on a wagon shall indicate the braking power of this wagon in a 500 m long train braked in the P position. The braked weight of a freight train is equivalent in principle to the sum of the braked weights painted on the individual wagons with active brakes. This braked weight applies for hauled rakes up to 500 m in length braked using the P position. The operating rules presented in point 9 - page 29 shall, moreover, be applicable. The relation between the braking distance and the braked weight percentage of a train in brake position P for an initial braking speed of 120 km/h or 100 km/h is shown by the curves given in Appendix A, point A.1 - page 34. These curves are defined by their respective mathematical formulae which can be found in Appendix A, point A.2 - page 35.



7



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2.2.2 -



Assessing the braking power by calculation



2.2.2.1 -



Determining the braking power of wagons fitted with cast iron brake blocks (P10)



The braked weight B of a wagon is determined by calculation using the factor k as specified in Appendix D - page 40 where the following requirements are met: -



maximum speed ≤ 120 km/h,



-



maximum axle load 22,5 t,



-



wheels braked on both sides and having a nominal diameter of 920 to 1 000 mm,



-



brake blocks made of P10 cast iron,



-



blocks type Bg (tandem) or Bgu (tandem, split),



-



dynamic force per brake block: in the case of Bg, 5 to 40 kN, and in the case of Bgu, 5 to 55 kN.



The calculation shall be made using the following formula: k × ΣF dyn B = ------------------------g B



= braked weight [t]



k



= assessment factor for determining the braked weight [-]



ΣF dyn = sum of all the brake block forces during the run; for determining F dyn , see Appendix F, point F.2.5 - page 50 g



= acceleration due to gravity [9,81 m/s2]



ΣF dyn is calculated using the following formula: ΣF dyn = ( F t × i G – i* × F R ) × η dyn Ft



= effective force at the brake cylinder [kN] (allowing for the return force of the cylinders and of the rigging)



iG



= total multiplication ratio for the brake rigging



i*



= multiplication ratio after the central rigging (normally 4 for two-axled wagons and 8 for bogie wagons)



η dyn



= mean efficiency of the rigging while the wagon is moving (mean value between two maintenance inspections), which may be up to a maximum of 0,91 depending on the type of rigging. With standard rigging as described in Appendix O - page 74, the value is 0,83



FR



= counteracting force of the brake rigging regulator (generally 2 kN)



8



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The "k" curves used to calculate the braked weight are given by a mathematical formula of the following type: 2



3



k = a 0 + a 1 × F dyn + a 2 × Fdyn + a 3 × Fdyn where: a0



a1



a2



a3



k Bg



2,145



– 5,38 × 10



–2



7,80 × 10



k Bgu



2,137



– 5,14 × 10



–2



8,32 × 10



–4



– 5,36 × 10



–6



–4



– 6,04 × 10



–6



k Bg



= assessment factor for determining the braked weight of wagons with brake blocks type Bg



k Bgu



= assessment factor for determining the braked weight of wagons with brake blocks type Bgu



a 0 – a 3 = constants These curves are shown in Appendix D - page 40, while the relevant numerical values are given in the tables of Appendix E, points E.1 - page 41 and E.2 - page 42. Appendix O - page 74 contains the standard calculations for wagons for which the braking power is determined using the factor k. Calculation sheets are included for wagons used in S traffic with simplified self-adjusting load-proportional brakes and in SS traffic. Railways may require wagons to be built according to these calculations. 2.2.2.2 -



Determining the braking power of wagons other than those fitted with cast iron brake blocks (P10)



The calculation methods are described in Appendix I - page 53 and shall be used for designing the brake equipment of freight wagons. The braked weight which is finally to be painted on the vehicle shall be verified by tests. The calculation methods described shall normally be applied for single wagons or a set of wagons as specified in point 2.2.3.1.1 - page 10. Calculation of the braking distance shall be repeated for the initial braking speeds specified in points 2.2.3.1 - page 10 or 2.2.3.2 - page 12, and in the load conditions indicated; the following requirements shall be satisfied: -



a mean dynamic efficiency between two maintenance inspections;



-



a brake cylinder filling time of 4 s;



-



the lowest coefficient of friction of the friction materials that it is intended to use in this type of goods wagon (usually selected from the friction materials approved for international traffic).



If the braking distances are determined, the braked weight shall be pre-determined using the same method as indicated in points 2.2.3.1 or 2.2.3.2, but adopting the calculated braking distances rather than the mean braking distances measured in the tests.



9



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2.2.3 -



Determining the braked weight by means of tests



This method is absolutely essential in all cases where there are no approved calculation methods. With wagons as specified in point 2.2.2.1 - page 8 (P 10 blocks), such tests are not essential, but they may still be carried out. Where the test results give a greater braked weight than the calculated one, this shall not be changed. In the opposite case, the reason must be sought. Two types of test are possible: -



tests with one single vehicle;



-



tests with trains.



The general test conditions are described in Appendix F, point F.1 - page 43. 2.2.3.1 -



Wagons with a top speed of up to 120 km/h



2.2.3.1.1 - Tests with one single vehicle (slip brake tests) The vehicle to be slipped shall be coupled to a locomotive and accelerated up to a speed v 0 . When this speed has been reached, the mechanical coupler is released. A rapid brake application is then made with the slip wagon. The braking distance shall be measured from the point at which the rapid application was initiated. Composition of the vehicles to be uncoupled: -



one wagon in the case of basic bogie wagons;



-



a set of three wagons in the case of two-axled vehicles;



-



a set of two wagons in the case of articulated wagons with single axles;



-



a set of wagons which cannot be split in service.



The slip brake tests shall be carried out at 100 km/h and 120 km/h. In the case of wagons with an "empty-loaded" changeover device, the slip brake tests shall be carried out: -



in the "empty" load condition with a load approaching the transition point, if the vehicle design allows this. If the wagon has an automatic "empty-loaded" changeover device, the tests shall also be carried out in the "empty" position with a load approaching the transition point, but far enough below it to ensure that the automatic changeover device remains stable in the "empty" position;



-



with maximum load in the "loaded" position.



10



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In the case of wagons with automatic continuous load-proportional braking facilities, the slip brake tests shall be carried out: -



in the empty condition (tare weight) in the "empty" position, in order to check that the maximum permissible λ value as specified in UIC Leaflet 543 (see Bibliography - page 110) has not been exceeded;



-



in the load condition at which the maximum braked weight is obtained.



Slip tests shall also be carried out to verify the braked weight at the point of maximum energy dissipation. The general test conditions are described in Appendix F, point F.1 - page 43. The measured braking distance shall be corrected for nominal test conditions ( v o nom ) using the method given in Appendix F, point F.2 - page 45. From the mean braking distance s, obtained from the permissible corrected mean values, the braked weight percentage of the vehicle shall be determined either from the 120 km/h and/or 100 km/h curves in Appendix B, point B.1 - page 36 or using the formulae in Appendix B, point B.2 - page 37. The resulting minimum braked weight percentage shall be taken. The braked weight percentage thus determined shall be verified using the method given in Appendix F, point F.2.3 - page 47. The braked weight derived from this shall be adjusted, as specified in Appendix F, point F.2.4 - page 48, on the basis of the mean dynamic efficiency between two maintenance inspections. 2.2.3.1.2 - Tests with trains The test shall be carried out with a 500 m long rake consisting of identical wagons. The other test conditions shall correspond to those defined in point 2.2.3.1.1 - page 10. The tests shall be carried out with a non-braked locomotive. The mass of the locomotive must be known. From the mean braking distance, it is possible to derive the braked weight percentage of the train using the curves for 100 km/h or 120 km/h from Appendix A, point A.1 - page 34 or using the formulae from Appendix A, point A.2 - page 35. When multiplied by the mass of the train (including the rotating masses of the locomotive), this gives the braked weight of the train. By dividing this by the number of vehicles, the braked weight of the wagon is obtained. This result shall be adjusted to the mean dynamic efficiency between two maintenance inspections, as described in point 2.2.3.1.1 - page 10.



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2.2.3.2 -



Wagons with a top speed above 120 km/h and up to 160 km/h



2.2.3.2.1 - Tests with a single vehicle The procedure is the same as in point 2.2.3.1 - page 10, but includes one series of tests from 140 km/h and another from 160 km/h if the wagon is suitable for running at speeds up to 160 km/h. The measured braking distance shall be adjusted as specified in Appendix F, point F.2 for the nominal conditions of the test ( V 0 nom ). Using the adjusted mean braking distances, it is possible with the Appendix B, point B.1 curves (or using the relevant formulae from Appendix B, point B.2) to determine four λ values: λ100, λ120, λ140, λ160. The lowest value of λ100, λ120, λ140, λ160 shall be taken. The braked weight percentage thus determined shall be checked using Appendix F, point F.2.3. 2.2.3.2.2 - Tests with trains The method is the same as in point 2.2.3.2.1 but with the addition of one series of tests from 140 km/h and another from 160 km/h. The lowest of the λ100, λ120, λ140, λ160 values read from Appendix A, point A.1 - page 34 curves shall be selected as λ.



2.3 -



Braked weight of trains fitted with the ep brake in accordance with UIC Leaflet 541-5 (with monitoring)



The braked weight of a vehicle fitted with an electropneumatic brake shall in principle be determined by tests in train formation. For a passenger coach in brake position R , the braked weight Bep can be calculated by multiplying the braked weight for an air brake by 1,12. Bep = 1,12 x B R B R



= braked weight in brake position R [t]



Bep



= braked weight obtained with the ep brake [t]



The braked weight Bep obtained with the ep brake is not painted on the vehicle.



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2.4 -



Braked weight of trains fitted with brake accelerators



The braked weight of a train composed of coaches fitted with brake accelerators shall in principle be determined by tests in train formation. Where it is not possible to carry out tests, the braked weight to be painted on vehicles with brake accelerators BSbb can be calculated by taking the braked weight for the air brake in brake position R without brake accelerators and multiplying it by 1,07. BSbb = 1,07 x B R B R



= braked weight in brake position R [t]



BSbb



= braked weight obtained with active brake accelerators [t]



The braked weight obtained with active brake accelerators shall be painted on the vehicle.



2.5 -



2.5.1 -



Braked weight of trains fitted with the magnetic rail brake in accordance with UIC Leaflet 541-06 General



On passenger trains, the electromagnetic brake shall only be used with additional equipment, either in the form of a brake accelerator in accordance with UIC Leaflet 541-1 (see Bibliography - page 110) and/or the ep brake in accordance with UIC Leaflet 541-5 (with monitoring facilities). The Mg brake shall be assessed only where used in conjunction with the UIC compressed-air brake. In the P + Mg position, the brake assessment shall be made for speeds of v ≥ 120 km/h, and in the R + Mg position for speeds of v ≥ 140 km/h.



2.5.2 -



Test method



The braked weight P + Mg or R + Mg shall be determined in tests with a 400 m long train in accordance with point 2.1.3.1 - page 5. The braked weight shall be calculated in the P + Mg position from the lowest braked weight percentage determined in the speed range v ≥ 120 km/h, and in the R + Mg position from v ≥ 140 km/h. At the start of the running tests to assess braking power, the friction surfaces of the poles of the electromagnetic brake shall be run in. After a total of 10 000 braked metres (total braking distance) has been reached, the braked weight shall be determined. The braked weight P + Mg (v ≥ 120 km/h), or R + Mg (v ≥ 140 km/h) may be determined by means of tests with a single vehicle in accordance with point 2.1.3.2 - page 6. The braked weight thus determined is slightly less than that obtained with a 400 m long train because the curves in Appendix B, point B.1 - page 36 do not fully take account of the reduced brake development time of the electromagnetic brake or of the electropneumatic brake as a result of the use of brake accelerators.



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2.5.3 -



Indication of braked weight



2.5.3.1 -



Vehicles with brake accelerators



The braked weight P + Mg or R + Mg determined in accordance with point 2.5.2 - page 13 shall be painted on the vehicle and indicated by a symbol in accordance with UIC Leaflet 545 (see Bibliography - page 110). 2.5.3.2 -



Vehicles without brake accelerators but with ep brake control in accordance with UIC Leaflet 541-5



Reserved.



2.6 -



Braked weight of vehicles fitted with eddy current brakes



Reserved.



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3 - Determining the braking power of vehicles fitted with the UIC air brake in the "goods" position The braked weight shall only be determined in the P position. The figure obtained will also be applicable for the G position. There shall be no separate assessment of the braking power in the G position. The verified braking distance for trains using the G position is given in Appendix M - page 64 as a function of the braked weight percentage for trains from 500 to 700 m in length. The operating use is described in point 9.3 - page 32.



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4 - Determining the braking power of locomotives 4.1 -



General



The braked weight of a locomotive for each brake position shall be determined in tests with a locomotive running in isolation.



4.2 -



Test method



The general test conditions are described in Appendix F, point F.1 - page 43. The brake applications shall be initiated from the following speeds: -



100, 120, 140 km/h, etc. up to the maximum speed in brake position P (P + E, P + H);



-



120, 140 km/h, etc. up to the maximum speed in brake position R (R + E, R + H).



4.3 -



Evaluation of the test results



The braking distances obtained shall be corrected to the nominal conditions in accordance with the method described in Appendix F, point F.2 - page 45. Assessment graphs: 1. The mean braking distances obtained in the tests, adjusted where necessary, shall be plotted on the relevant speed curves in Appendix A, point A.1 - page 34 (assessment sheet for trains) for the P and R positions for v ≥ 120 km/h. 2. If the measuring points plotted on the different speed curves are connected up, a brake assessment line is obtained and, as specified in their position, it is possible to read on the X-axis the braked weight percentage which corresponds to that of the installed braking power being investigated. 3. The brake percentage to be selected is the one obtained if a perpendicular is dropped from the point furthest to the left of the brake assessment curve down to the X-axis. This braked weight percentage shall be verified in accordance with the method given in Appendix F, point F.2.3 page 47. 4. The braked weight of the locomotive in positions P and R is obtained by taking the braked weight percentage of the locomotive obtained in the tests, multiplying it by the mass of the locomotive and dividing the result by 100. 5. The braked weight of the locomotive in position G shall be obtained by transferring the mean braking distance from 100 km/h in position P to the corresponding curve in Appendix B, point B.1 - page 36 (assessment sheet for single vehicles).



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4.4 -



Assessment of braking power by calculation



The calculation methods described in Appendix I - page 53 shall be used to design brake equipment. The braked weight which is finally painted on the locomotive shall be verified by tests. The braking calculation shall be repeated for each brake position and the relevant data incorporated into the calculation. The calculation methods described shall be used for a single locomotive. The calculation of the braking distance must be repeated for all the initial braking speeds used for the assessment of λ (see point 4.2 - page 16). When the braking distances are determined, the braked weight shall be pre-determined adopting the same method as described in point 4.3 - page 16 but using the calculated braking distances rather than the mean braking distances measured in the tests.



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5 - Determining the braking power of trains from decelerations Operating on lines with a signalling system based on permanent control of speed means that the braking power of the trains running on these lines must be known as determined by decelerations over the entire range of permissible speeds. This applies in particular when operating at speeds of > 200 km/h, which is a speed range in which braking power is not defined in terms of braked weight percentage.



5.1 -



Physical principles



The braking power shall be expressed by the equivalent brake build-up time t e and the constant deceleration steps with built-up braking power over the various speed ranges a bi , e.g. the 3 speed ranges in Figure 1. The braking distance shall then be calculated by applying the following formulae: s = s ek + s 1 + s 2 + s 3 2



2



2



2



2



v2 v0 – v1 v1 – v2 s = v 0 × t e + ------------------ + ------------------ + -----------------2 × a b1 2 × a b2 2 × a b3 v



(m/s)



ab



(m/s2)



v0 v1 v2



ab2



ab1



ab3



s (m)



se



s1



s2



s3



Fig. 1 - Deceleration steps ab = braking distance covered during the brake application time [m] s ek s 1 – s 3 = braking distance sections [m] a b1 – a b3 = constant deceleration applicable between the speed ranges v i and v i + 1 ; v 0 – v 1 ; v 1 – v 2 ; v 2 – v 3 [m/s2] v 0 – v 3 = speed at the start of the range [m/s] = equivalent application time [s] te The actual number of deceleration steps may differ from this.



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5.2 -



Determining the parameters required to define the braking power



The braking power shall be determined for each type of braking using the parameters te and a bi , and shall then be entered in Table 1. Each line corresponds to one type of braking and the related conditions. Up to seven deceleration steps can be entered in this table. The actual number will depend on the curve of instantaneous deceleration measured. Table 1 : Determination of the parameters required to obtain the braking power



Type of braking



Related conditions



Equivalent application time te (s) with ep brake



without ep brake



Decelerations a bi for the respective speed ranges (vi-1, vi) (m/s2) v0 = to v1 =



v1 = to v2 =



v2 = to v3 =



v3 = to v4 =



v4 = to v5 =



v5 = to v6 =



v6 = to 0 km/h



The types of braking are as follows: -



rapid brake application with all brakes in service;



-



rapid brake applications in conditions specific to high-speed trains in accordance with UIC Leaflet 660 (see Bibliography - page 110);



-



maximum service brake application;



-



service brake applications are usually made in order to decelerate as required by the timetable and also to ensure easy use of the brakes and minimum wear.



The documentation method described here was developed for high-speed trains but it may also be used for all other types of vehicles. Unless otherwise specified (for high-speed trains, see UIC Leaflet 660), the decelerations indicated are for the whole weight of the train (or of the vehicle).



5.3 5.3.1 -



Method of assessing braking power General



The values for the parameters shown in Table 1 shall be determined by means of line tests. The speed ranges ( v i – 1, v i ) shall cover all types of braking. If they are not identical for the different types of braking in Table 1, then the speed ranges used shall be those defined for the rapid braking application of the critical type of braking (see UIC Leaflet 660 for high-speed trains).



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There may, however, be a significant difference in those cases where different brake systems have been used for service applications and rapid applications. In such cases, it is permissible to depart from the rule mentioned above and specify different ranges for service brake applications and rapid braking.



5.3.2 -



Load conditions for the tests



Generally speaking, the load conditions are defined in Appendix F, point F.1.4 - page 44. It is also permissible, in the case of trains not equipped with automatic load-proportional braking facilities and for high-speed trains, for the load to be taken into account by isolating the brakes or by calculation.



5.3.3 -



Determining the time, speed and deceleration parameters



The method to be used for determining the parameters t e, v i and a bi is given in Appendix N - page 69.



5.3.4 -



Taking account of degraded conditions



Taking these into account is mandatory only for trains with a maximum speed exceeding 200 km/h. In defined degraded conditions, tests shall be carried out for a given brake position in order to determine the value a bi . The degraded conditions shall take account of the effect of damp on the coefficient of friction of the mechanical brake and on wheel-rail adhesion. In order to determine the a bi values in degraded conditions, it is essential to carry out rapid braking tests with initial braking speeds of vmax, 230 km/h and 160 km/h at least five times, adhering to the following conditions: -



train carrying normal load. In cases where loading is not possible, it is permissible for it to be simulated by isolating the brakes at the rear of the train;



-



the rails are initially dry and are then sprayed as specified in UIC Leaflet 541-05 (see Bibliography - page 110);



-



the friction brake forces may be reduced to simulate wet conditions (see point 5.3.4.1 - page 21).



The definitive a bi values to be entered in the table may be determined using one of the following two methods: -



either direct by undertaking tests for each speed range with reduced adhesion as specified in Appendix N, point N.4 - page 72 where dampness has been simulated in the tests;



-



or by calculation on the basis of the test results relating to the reduced coefficient as specified in point 5.3.4.1 - page 21 and reduced adhesion as specified in point 5.3.4.2 - page 21. The a bi values shall be calculated using the following formula in the speed range v i – 1 – v i :



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Σ ( k v × F i + F icorr ) + w i a bi = ---------------------------------------------------------me me



= equivalent mass of the vehicle (including inertia) [t]



wi



= resistance to forward movement [kN]



kv



= factor for adjusting the braking force, minimum ( k h, k w ) , loss of braking power related to the nominal value of the instantaneous F i with k h as specified in point 5.3.4.1 and k w as specified in point 5.3.4.2



F icorr



= braking force of the other wheel-rail adhesion dependent brakes, reduced by the factor k w on the basis of the nominal value F i in order to take account of wet conditions [kN]; F icorr = k w × F i



5.3.4.1 -



Reduced coefficient of friction due to humidity



The loss of braking power shall be equivalent to that observed in rig tests according to the programme set out in UIC Leaflet 541-3 and UIC Leaflet 541-4 (see Bibliography - page 110) for similar loading. This loss of braking power may be taken into account either by reducing the contact force applied by the friction components in the line tests or by calculation. If the calculation method is used then the loss shall be taken into account for each speed range. If humidity reduces the retarding force by k hi in speed range i, the force becomes: F i in humid conditions = Nominal value of F i × k hi for i = 1, 2, 3... k h is the minimum of the measured values from different initial braking speeds. 5.3.4.2 -



Loss of braking distance due to degraded adhesion



The mean loss in braking distance due to degraded adhesion can be calculated from the test results. It should be determined by means of tests at the specified speeds. Then the loss in braking force due to the reduced adhesion can be calculated using the following formula:  S ti  k w = Minimum  ---------  S wi i = 1, ..., n



n≥5



k w = factor for correcting the braking force due to the reduction in adhesion s ti = braking distance in dry tests [m] s wi = braking distance in tests after spraying [m] (with the same initial braking speed in each case)



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6 - Determining the braking power of multiple units 6.1 -



General



Multiple units are autonomous sets of vehicles that cannot be split and have a braking system that may combine several different types of brake (mechanical brake, dynamic brake, electromagnetic brake, etc.). Where several multiple units with the same type of braking equipment may be coupled together, the braking power shall be determined for the least favourable train configuration (length, ratio of power cars to trailers, etc.). In the case of multiple units suitable for running at speeds of ≤ 200 km/h, the braking power shall in principle be expressed in terms of the braked weight percentage as specified in point 6.3.1. It may be necessary to determine the braking power from decelerations as specified in point 6.3.2 - page 23. In the case of multiple units suitable for running at speeds above 200 km/h, the braking power shall be expressed in one of the following forms: -



by decelerations as set down in point 6.3.2 for running on high-speed lines;



-



in braked weight percentage as set down in point 6.3.1 for running on lines with fixed lineside signalling at speeds of up to 200 km/h.



6.2 -



Test method



The braking power of a multiple unit is determined by running tests for all planned brake positions with all brakes active and also in the event of a failure of autonomous braking units. In the case of multiple units, the tests shall be carried out both in the empty condition and with normal loading. The braking power of a multiple unit shall be determined by means of running tests at 120, 140, 160, 180 and 200 km/h with the unit in its most unfavourable formation. The rules provided in point 5 - page 18 shall be applied in order to determine the deceleration. The test conditions given in point 2.1.3.1 - page 5 are also applicable when determining the braked weight.



6.3 6.3.1 -



Evaluation of the test results Determining the braked weight



The evaluation procedure is the same as that given in point 2.1.3.1 - page 5, paragraphs 1. to 3. The braked weight percentage determined as specified in paragraph 3., multiplied by the total mass of the multiple unit and divided by 100, gives the braked weight of the multiple unit. The braked weight of one of the units of the train is the figure obtained above divided by the number of independent units in the train.



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The braked weight of a multiple unit train is divided in the same ratio over the different vehicles (or independent braking units) as the calculated mean braking forces per vehicle (or independent braking unit) for a brake application from the decisive speed.



6.3.2 6.3.2.1 -



Determining the decelerations Multiple units running at up to 200 km/h



The method to be used is the same as that described in point 5 - page 18, but it is restricted to the speed range ≤ 200 km/h. The parameters a bi and t e are defined in Appendix N - page 69. Where there are several deceleration steps, it is necessary to define: -



a b1 for speeds above 160 km/h ;



-



a b2 (and where applicable a b3 , etc.) for speeds below 160 km/h.



Where the ep brake can be isolated, values of t e with and without the ep brake shall both be indicated. 6.3.2.2 -



Multiple units running at over 200 km/h



The method is described in point 5.



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7 - Determining the braking power of vehicles with a top speed of less than 100 km/h Details are given in Appendix H - page 52.



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8 - Determining the efficacy of parking brakes 8.1 -



Definition



The efficiency of the parking brake is expressed as a braked weight in [t] and corresponds to the braking of a vehicle from low speed. This braked weight is calculated using the following formula:



rm B h = 0,88 × ΣF dyn × µ 1 × -----rh ΣF dyn = total dynamic force acting on the blocks or brake pads when a laden vehicle has the parking brake applied with nominal force [kN]; to determine F dyn , see Appendix F, point F.2.5 - page 50 µ1



= coefficient of friction at 50 km/h for the friction material in question [-]. For brake blocks, the following values apply: cast iron blocks composition blocks sintered blocks LL blocks



0,19 0,20 0,20 0,17



For pads, the following values apply: composite pads sintered pads



0,35 0,30



rh



= mean friction radius (in the case of block brakes r m = r h ) [m] = radius of semi-worn wheel [m]



Bh



= braked weight of the handbrake [t]



8.2 -



Nominal force applied



rm



The nominal force applied shall be as follows: -



for a screw brake a force of 0,5 kN at the wheel or lever handle;



-



for a spring-loaded brake the load exerted by the spring where there is no neutralising force of the spring and for the nominal stroke of the spring when the brake is applied.



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8.3 -



Calculation method



8.3.1 8.3.1.1 -



Manual control using the screw brake Block brakes



For vehicles equipped with the block brake, the brake block force F b is calculated using the following general equation: Fb = F K × iH × ηH – FF × i P × η P – FR × iR × ηR Fb



= total static force applied at the blocks on the axles braked by the screw brake [kN]



FK



= force at the hand wheel or handle (0,5 kN) [kN]



FF



= force applied by the brake rigging return spring (usually 1,5 kN) [kN]



FR



= opposing force of the adjuster (usually 2 kN) [kN]



iH



= total multiplication ratio for the screw brake



iP



= multiplication ratio for the compressed-air brake



iR



= multiplication ratio behind the brake rod adjuster. Normally i R = twice the number of axles braked using the screw brake



ηH



= factor = 0,19, which represents the static efficiency with which the force at the hand wheel or handle is transmitted to the brake blocks



ηP



= factor = 0,8, which represents the static efficiency of the brake rigging of the compressed-air brake



ηR



= factor = 0,9, which represents the static efficiency of the brake rigging behind the brake rod adjuster



ΣF dyn for a braked weight B h is in this case 9/8 of F b . 8.3.1.2 -



Disc brakes



For vehicles equipped with disc brakes, the brake pad force F b shall be calculated using the following general equation: F b = F K × i H × η H1 × η H2 – n s × F R × i R × η R Fb



= total force applied at the brake pads [kN]



FK



= total force at the hand wheel or handle (0,5 kN) [kN]



FR



= restoring force of the brake cylinder [kN]



ns



= number of disc-braked units



iH



= total multiplication ratio of the screw brake



iR



= multiplication ratio of the rigging of the compressed-air brake



η H1 = factor = 0,25 which represents the static efficiency of the screw



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η H2 = factor representing the static efficiency of transmission of the force between screw and brake pads or pad holders ηR



= factor = 0,9, which represents the static efficiency of the rigging of the compressed air brake



ΣF dyn for braked weight B h corresponds in this case to F b . NB :



if the force is transmitted by means of a flex ball cable or other special auxiliary device, then the efficiency level for the calculation shall be determined by measurements.



8.3.2 -



Spring-loaded brakes



In the case of spring-loaded brakes, F b is calculated similarly: F b = F sp × i sp × η fi × n Fed Fb



= total static force applied at the brake blocks or pads [kN]



F sp



= net force provided by the spring cylinder at its exit when the spring-loaded brake is applied [kN]



i sp



= multiplication ratio between the spring brake cylinder and the blocks or pads



η fi



= factor representing the efficiency of transmission of the static force between the spring brake cylinder and the blocks or pads: = 1, if the spring brake is applied direct to the blocks = 0,9, if the spring brake is applied via rigging to a disc = a lower value if transmission of the force is more complex. This value shall be determined by measuring the force



n Fed = number of cylinders with a spring brake ΣF dyn for braked weight B h corresponds in this case to F b .



8.3.3 -



Calculation of the maximum gradient on which a parking brake will hold a vehicle



The maximum gradient on which a vehicle with a specific type of parking brake can be securely immobilised is calculated using the following equation: Fb rm i ms = -------------- × µ stat × 1000 × -----m×g rh i ms



= steepness of gradient [‰]



rm rh



= mean friction radius (with block brakes r m = r h ) [m] = radius of semi-worn wheel [m]



Fb



= calculated total static force applied to the blocks or pads of the brake by the hand wheel [kN]



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m



= weight of vehicle [t]



g



= acceleration due to gravity [9,81 m/s2]



µ stat



= coefficient of friction at 0 km/h for a given friction material [-]



8.3.4 -



For brake blocks, the following values apply: cast iron blocks composition blocks sintered blocks LL blocks



0,35 0,20 0,20 0,17



For pads, the following values apply: composite pads sintered pads



0,35 0,30



Maximum adhesion required



rm The braking force generated at the rim of the wheel F b × µ stat × ------ is valid only up to the maximum rh level of adhesion ( τ wheel/rail = 0,12) for each axle on the empty hand-braked wagon. If the calculated braking force is higher than this, then only the holding force for the maximum adhesion required can be taken into account.



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9 - Use of the rules for train operation The purpose of this point shall provide rules governing the use of the specifications of the previous chapters for the operation of trains. The braking distances are for level track and do not include any safety margin to allow for braking distance scatter or the failure of certain equipment. A safety margin shall be added depending on the characteristics of the signalling system.



9.1 9.1.1 -



Trains comprising a locomotive and passenger coaches Principles of use



The braked weight of a train is the sum of the braked weights painted on those vehicles with an active brake and shall apply: -



when using the UIC air brake;



-



for hauled rakes up to a maximum length of 400 m.



For these conditions, Appendix A, point A.1 - page 34 gives the mean braking distances for the train in an emergency brake application on level track as specified in the λ obtained on the train and for speeds between 120 and 200 km/h. Points 9.1.2 to 9.1.6 - page 30 set out certain special aspects of operation.



9.1.2 -



Variation in braked weight according to the length of the train



For trains longer than 400 m, the actual braked weight for operating purposes ( B corr ) is calculated by multiplying B by the correction factor κ , which is dependent on the real length of the hauled rake. B corrtr = κ × B z [ t ] Bz



= braked weight of the train [t]



B corrtr



= adjusted braked weight of the train [t]



κ



= Kappa (correction factor with respect to train length)



The correction factor κ as specified in hauled rake length is given in Appendix K, point K.1 - page 58. This correction factor κ is valid only up to the rake length shown in the graph.



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9.1.3 -



Braked weight of trains fitted with ep brakes in accordance with UIC Leaflet 541-5



The braked weight of a train in position R with an active ep brake shall be equal to the braked weight of the train in position R multiplied by 1,12. This braked weight is still valid if the vehicles are also equipped with brake accelerators. The correction factor shall not be adopted in cases where: -



the ep brake does not meet the provisions of UIC Leaflet 541-5,



-



the ep brake is not active,



-



the ep brake is active but more than 20% of the vehicles in the train do not have an operational solenoid valve,



-



the ep brake is active but monitoring in accordance with UIC Leaflet 541-5 is not guaranteed.



If the train is equipped with the ep brake, then the length correction as specified in point 9.1.2 page 29 is not necessary.



9.1.4 -



Braked weight of passenger trains equipped with brake accelerators



The braked weight B Sbb shall correspond to the sum of the braked weights painted on the individual vehicles. Should there be no brake accelerator on the vehicle or should it be out of operation, the braked weight B Sbb shall be used only in the following cases: -



if only one vehicle is involved;



-



if two vehicles are involved, but they are not immediately next to each other.



If the train is being operated equipped with an ep brake in accordance with point 9.1.3, the braked weight B Sbb need not be taken into account.



9.1.5 -



Trains for speeds below 120 km/h



Reserved.



9.1.6 -



Braked weight of locomotives with dynamic brakes



Provisions concerning the use of the braked weight of the dynamic brake are set out in UIC Leaflet 544-2 (see Bibliography - page 110).



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9.2 -



Freight trains braked in the P position



9.2.1 -



Principles of use



The braked weight of a train is the sum of all the braked weights painted on the individual vehicles with an active brake, and shall be valid: -



when using the UIC air brake;



-



for hauled rakes up to a maximum of 500 m in length.



Appendix A, Point A.1 - page 34 specifies the mean braking distances of the train in these conditions in the event of a rapid brake application on level track, as a function of the λ value of the train for speeds between 100 and 160 km/h. Points 9.2.2 to 9.2.5 cover certain special aspects of operation.



9.2.2 -



Variations in braked weight according to the length of the train



In the case of trains more than 500 m in length the actual braked weight (B corrtr ) required for operating purposes is calculated by multiplying B z by a correction factor κ , which is a function of the actual length of the hauled rake. B corrtr = κ × B z [ t ] Bz



= braked weight of the train [t]



B corrtr



= corrected braked weight of the train [t]



κ



= Kappa (correction factor in respect of train length)



The correction factor κ as specified in the length of the hauled rake is given in Appendix K, point K.2 - page 59. This correction factor κ shall be valid only up to the train length indicated in the graph.



9.2.3 -



Braked weight of freight trains fitted with ep brakes in accordance with UIC Leaflet 541-5



Reserved.



9.2.4 -



Braked weight of freight trains equipped with brake accelerators



Reserved.



31



544-1 O



9.2.5 -



Reduction in the braked weight of a G-braked vehicle in a P-braked train



The braked weight of G-braked vehicles in P-braked trains shall be equal to the braked weight painted on the vehicle in question (for position P) multiplied by a factor of 0,75.



9.3 -



Braking distances of freight trains braked in the G position



9.3.1 -



Vehicles fitted with P10 cast iron brake blocks



Appendix M - page 64 contains graphs in which the braking distance for a rapid brake application in position G of trains with a hauled rake length of 500 m, is plotted against: -



the initial braking speed,



-



the line gradient and



-



the braked weight percentage in brake position P.



For information the graphs for gradients of - 20‰ to + 20‰ are given in Appendix M, points M.1 page 64 to M.5 - page 68. The purpose of these graphs is to make it possible to derive from a given λ the braking distance which is required during a rapid brake application in brake position G. The graphs are valid for train lengths up to 700 m.



9.3.2 -



Vehicles fitted with brake blocks made of materials other than P10



Reserved.



9.4 -



Trains with braking power defined by decelerations



Reserved.



9.5 -



Multiple units



In the event of the failure of one or more brakes in the train, the resulting braking power and the speed to be adhered to shall be displayed on the driver's console and/or shown in a driving instruction document, from which - and depending on which brake or brakes have failed and on the line profile the following direct readings may be taken: -



the braked weight percentage in the new situation;



-



the maximum permissible speed.



Where the braked weight for the particular brake is painted on the vehicle the painted indication must be in accordance with UIC Leaflet 545 and must be close to the device used for isolating that particular brake.



32



544-1 O



9.6 -



Painted indication of braked weight: old - new



With effect from 1 January 2004, all vehicles operating in international services will need to have a painted marking in accordance with the provisions of this Leaflet. Those railways applying braking regulations on the basis of the former assessment method will be required to take suitable steps to comply with this special regulation. For vehicles running at speeds higher than 120 km/h (excluding vehicles fitted with P10 brake blocks) the following applies: Where the vehicles were initially assessed using the old method (UIC Leaflet 544-1, 3rd edition, chapter IV) lower braked weights will in some cases be possible using the brake assessment method defined in this edition of the Leaflet, without the need for any technical modifications. The former braked weights which are still required in some cases for domestic braking can, for this purpose, be roughly estimated using the following equation:



B old = β × B new [ t ] B new = braked weight [t], assessed using this Leaflet (UIC Leaflet 544-1, 4th edition) B old



= braked weight [t], assessed using UIC Leaflet 544-1, 3rd edition, chapter IV



β



= conversion factor for painted indication of braked weight from old to new



The difference can be seen using the following table:



β



P



R



R+Mg



1,0



1,1



1,05



This formula must not be used to calculate the new braked weight to be painted on a vehicle from the old braked weight !



33



544-1 O



34 50



60



70



80



90



100



110



120



130



140



150



160



700



600



500



400



700



600



500



400



Braked weight percentage [%]



800



800



300 170 180 190 200 210 220 230 240 250



900



900



300 40



1000



1100



1100



1000



1200



1300



1300



1200



1400



170 180 190 200 210 220 230 240 250 2600



1500



160



1400



150



1600



140



1500



130



1600



120



1800



110



1800



100



2000



90



2000



80



2200



70



2200



60



2400



50



2400



40 2600



Appendices



Appendix A - Brake assessment for trains



A.1 - Assessment sheet for trains using brake positions P, R, R + Mg



Braking distance [m]



544-1 O



Appendices A.2 - Overview of the mathematical formulae for the assessment curves for trains using brake positions P, R, R + Mg



C s = -------------λ+D



C λ = ---- – D s λ



= braked weight percentage [%]



s



= braking distance for rapid brake applications [m]



C, D = constants v [km/h]



C



D



100



61 300



8,9



120



91 633



11,6



140



130 995



11,6



150



152 640



11,6



160



176 714



11,6



180



228 219



11,6



200



287 620



11,6



The validity limits of the formulae are defined in the diagram.



35



544-1 O



160



170



180 190 200 210 220 230 240 250 1500



36 70



80



90



100



110



120



130



140



150



160



170



Braked weight percentage [%]



300 180 190 200 210 220 230 240 250



400



400



60



500



500



50



600



600



300 40



700



800



700



800



900



150



900



140



1000



130



1000



120



1100



110



1100



100



1200



90



1200



80



1300



70



1300



60



1400



50



1400



40 1500



Appendices



Appendix B - Brake assessment for single vehicles



B.1 - Assessment sheet for single vehicles



Braking distance [m]



544-1 O



Appendices B.2 - Overview of the mathematical formulae for the assessment curves for single vehicles



C s = -------------λ+D



C λ = ---- – D s λ



= braked weight percentage [%]



s



= braking distance for rapid brake applications [m]



C, D = constants v [km/h]



C



D



100



52 840



10



120



83 634



19



140



119 179



19



160



161 280



19



The validity limits of the formulae are defined in the diagram.



37



544-1 O



Appendices



Appendix C - Checking of the friction pairing of disc-braked single vehicles



180 170



180



160



170



140 130 120 110



Braked weight percentage [%]



150



160 150 140 130 120



800



300 90



100



110 100 90 1500



300 200



400 400



190



500 500



900 900



600



1000 1000



600



1100 1100



700



1200 1200



700



1300 1300



800



1400 1400



190



200 1500



C.1 - Graph for checking the friction pairing of disc-braked single vehicles



Braking distance [m]



38



544-1 O



Appendices C.2 - Overview of the mathematical formulae for the assessment curves for checking the friction pairing of disc-braked single vehicles



C s = -------------λ+D



C λ = ---- – D s λ



= braked weight percentage [%]



s



= braking distance for rapid brake applications [m]



C, D = constants v [km/h]



C



D



120



83 634



19



140



113 652



19



160



150 195



19



The validity limits of the formulae are defined in the diagram.



39



544-1 O



40



0,8



0,9



1,0



1,1



1,2



1,3



1,4



1,5



1,6



1,7



1,8



1,9



2,0



4



6



8



10 12



14 16



18 20



22



24



26



30



Fdyn [kN]



28



Bg



32



34



Bgu



36



38



40



42



44 46



48



50



52



54 56



Appendices



Appendix D - Diagram of k curves



k [-]



544-1 O



Appendices



Appendix E - Tables giving numerical values of k E.1 - k values for Bg-braked vehicles Fdyn [kN]



k [-]



B [t]



Fdyn [kN]



k [-]



B [t]



Fdyn [kN]



k [-]



B [t]



Fdyn [kN]



k [-]



B [t]



5,0 5,2 5,4 5,6 5,8 6,0 6,2 6,4 6,6 6,8 7,0 7,2 7,4 7,6 7,8 8,0 8,2 8,4 8,6 8,8 9,0 9,2 9,4 9,6 9,8 10,0 10,2 10,4 10,6 10,8 11,0 11,2 11,4 11,6 11,8 12,0 12,2 12,4 12,6 12,8 13,0 13,2 13,4 13,6



1,895 1,886 1,876 1,867 1,858 1,849 1,840 1,831 1,822 1,814 1,805 1,796 1,787 1,779 1,770 1,762 1,753 1,745 1,737 1,728 1,720 1,712 1,704 1,696 1,688 1,680 1,672 1,664 1,656 1,648 1,640 1,633 1,625 1,618 1,610 1,602 1,595 1,588 1,580 1,573 1,566 1,558 1,551 1,544



0,966 0,999 1,033 1,066 1,099 1,131 1,163 1,195 1,226 1,257 1,288 1,318 1,348 1,378 1,408 1,437 1,466 1,494 1,522 1,550 1,578 1,605 1,633 1,659 1,686 1,712 1,738 1,764 1,789 1,815 1,839 1,864 1,889 1,913 1,937 1,960 1,984 2,007 2,030 2,052 2,075 2,097 2,119 2,141



13,8 14,0 14,2 14,4 14,6 14,8 15,0 15,2 15,4 15,6 15,8 16,0 16,2 16,4 16,6 16,8 17,0 17,2 17,4 17,6 17,8 18,0 18,2 18,4 18,6 18,8 19,0 19,2 19,4 19,6 19,8 20,0 20,2 20,4 20,6 20,8 21,0 21,2 21,4 21,6 21,8 22,0 22,2 22,4



1,537 1,530 1,523 1,516 1,509 1,502 1,495 1,489 1,482 1,475 1,469 1,462 1,455 1,449 1,442 1,436 1,429 1,423 1,417 1,411 1,404 1,398 1,392 1,386 1,380 1,374 1,368 1,362 1,356 1,350 1,344 1,338 1,332 1,327 1,321 1,315 1,310 1,304 1,298 1,293 1,287 1,282 1,276 1,271



2,162 2,183 2,205 2,225 2,246 2,266 2,287 2,307 2,326 2,346 2,365 2,384 2,403 2,422 2,441 2,459 2,477 2,495 2,513 2,531 2,548 2,565 2,582 2,599 2,616 2,632 2,649 2,665 2,681 2,697 2,713 2,728 2,743 2,759 2,774 2,789 2,803 2,818 2,832 2,847 2,861 2,875 2,889 2,902



22,6 22,8 23,0 23,2 23,4 23,6 23,8 24,0 24,2 24,4 24,6 24,8 25,0 25,2 25,4 25,6 25,8 26,0 26,2 26,4 26,6 26,8 27,0 27,2 27,4 27,6 27,8 28,0 28,2 28,4 28,6 28,8 29,0 29,2 29,4 29,6 29,8 30,0 30,2 30,4 30,6 30,8 31,0 31,2



1,266 1,260 1,255 1,250 1,244 1,239 1,234 1,229 1,224 1,219 1,214 1,209 1,204 1,199 1,194 1,189 1,184 1,179 1,174 1,170 1,165 1,160 1,156 1,151 1,146 1,142 1,137 1,132 1,128 1,123 1,119 1,114 1,110 1,106 1,101 1,097 1,093 1,088 1,084 1,080 1,076 1,071 1,067 1,063



2,916 2,929 2,942 2,956 2,969 2,981 2,994 3,007 3,019 3,031 3,044 3,056 3,068 3,079 3,091 3,103 3,114 3,125 3,137 3,148 3,159 3,170 3,180 3,191 3,201 3,212 3,222 3,232 3,242 3,252 3,262 3,272 3,282 3,291 3,300 3,310 3,319 3,328 3,337 3,346 3,355 3,363 3,372 3,381



31,4 31,6 31,8 32,0 32,2 32,4 32,6 32,8 33,0 33,2 33,4 33,6 33,8 34,0 34,2 34,4 34,6 34,8 35,0 35,2 35,4 35,6 35,8 36,0 36,2 36,4 36,6 36,8 37,0 37,2 37,4 37,6 37,8 38,0 38,2 38,4 38,6 38,8 39,0 39,2 39,4 39,6 39,8 40,0



1,059 1,055 1,051 1,046 1,042 1,038 1,034 1,030 1,026 1,022 1,019 1,015 1,011 1,007 1,003 0,999 0,995 0,991 0,988 0,984 0,980 0,976 0,973 0,969 0,965 0,962 0,958 0,954 0,951 0,947 0,944 0,940 0,936 0,933 0,929 0,926 0,922 0,919 0,915 0,912 0,908 0,905 0,901 0,898



3,389 3,397 3,405 3,414 3,422 3,430 3,437 3,445 3,453 3,460 3,468 3,475 3,482 3,489 3,497 3,503 3,510 3,517 3,524 3,530 3,537 3,543 3,550 3,556 3,562 3,568 3,574 3,580 3,586 3,591 3,597 3,603 3,608 3,613 3,619 3,624 3,629 3,634 3,639 3,643 3,648 3,653 3,657 3,661



41



544-1 O



Appendices E.2 - k values for Bgu-braked vehicles Fdyn [kN]



k [-]



B [t]



Fdyn [kN]



k [-]



B [t]



Fdyn [kN]



k [-]



B [t]



Fdyn [kN]



k [-]



B [t]



5,0 5,2 5,4 5,6 5,8 6,0 6,2 6,4 6,6 6,8 7,0 7,2 7,4 7,6 7,8 8,0 8,2 8,4 8,6 8,8 9,0 9,2 9,4 9,6 9,8 10,0 10,2 10,4 10,6 10,8 11,0 11,2 11,4 11,6 11,8 12,0 12,2 12,4 12,6 12,8 13,0 13,2 13,4 13,6 13,8 14,0 14,2 14,4 14,6 14,8



1,900 1,891 1,883 1,874 1,866 1,857 1,849 1,841 1,832 1,824 1,816 1,808 1,800 1,792 1,784 1,776 1,768 1,760 1,753 1,745 1,737 1,730 1,722 1,715 1,708 1,700 1,693 1,686 1,678 1,671 1,664 1,657 1,650 1,643 1,636 1,630 1,623 1,616 1,609 1,603 1,596 1,590 1,583 1,577 1,570 1,564 1,558 1,551 1,545 1,539



0,968 1,003 1,036 1,070 1,103 1,136 1,168 1,201 1,233 1,264 1,296 1,327 1,358 1,388 1,418 1,448 1,478 1,507 1,536 1,565 1,594 1,622 1,650 1,678 1,706 1,733 1,760 1,787 1,814 1,840 1,866 1,892 1,918 1,943 1,968 1,993 2,018 2,043 2,067 2,091 2,115 2,139 2,162 2,186 2,209 2,232 2,255 2,277 2,300 2,322



15,0 15,2 15,4 15,6 15,8 16,0 16,2 16,4 16,6 16,8 17,0 17,2 17,4 17,6 17,8 18,0 18,2 18,4 18,6 18,8 19,0 19,2 19,4 19,6 19,8 20,0 20,2 20,4 20,6 20,8 21,0 21,2 21,4 21,6 21,8 22,0 22,2 22,4 22,6 22,8 23,0 23,2 23,4 23,6 23,8 24,0 24,2 24,4 24,6 24,8



1,533 1,527 1,521 1,515 1,509 1,503 1,497 1,491 1,485 1,480 1,474 1,468 1,463 1,457 1,452 1,446 1,441 1,435 1,430 1,425 1,419 1,414 1,409 1,404 1,399 1,393 1,388 1,383 1,378 1,373 1,369 1,364 1,359 1,354 1,349 1,345 1,340 1,335 1,331 1,326 1,321 1,317 1,312 1,308 1,304 1,299 1,295 1,290 1,286 1,282



2,344 2,366 2,387 2,409 2,430 2,451 2,472 2,493 2,514 2,534 2,554 2,574 2,594 2,614 2,634 2,653 2,673 2,692 2,711 2,730 2,749 2,768 2,786 2,805 2,823 2,841 2,859 2,877 2,895 2,912 2,930 2,947 2,964 2,981 2,998 3,015 3,032 3,049 3,065 3,082 3,098 3,114 3,131 3,147 3,162 3,178 3,194 3,210 3,225 3,241



25,0 25,2 25,4 25,6 25,8 26,0 26,2 26,4 26,6 26,8 27,0 27,2 27,4 27,6 27,8 28,0 28,2 28,4 28,6 28,8 29,0 29,2 29,4 29,6 29,8 30,0 30,2 30,4 30,6 30,8 31,0 31,2 31,4 31,6 31,8 32,0 32,2 32,4 32,6 32,8 33,0 33,2 33,4 33,6 33,8 34,0 34,2 34,4 34,6 34,8



1,278 1,273 1,269 1,265 1,261 1,257 1,253 1,249 1,245 1,241 1,237 1,233 1,229 1,225 1,221 1,217 1,214 1,210 1,206 1,202 1,199 1,195 1,191 1,188 1,184 1,181 1,177 1,174 1,170 1,167 1,163 1,160 1,156 1,153 1,150 1,146 1,143 1,140 1,136 1,133 1,130 1,127 1,123 1,120 1,117 1,114 1,111 1,108 1,104 1,101



3,256 3,271 3,286 3,301 3,316 3,331 3,346 3,361 3,375 3,390 3,404 3,418 3,433 3,447 3,461 3,475 3,489 3,503 3,517 3,530 3,544 3,557 3,571 3,584 3,598 3,611 3,624 3,637 3,650 3,663 3,676 3,689 3,701 3,714 3,727 3,739 3,751 3,764 3,776 3,788 3,801 3,813 3,825 3,837 3,848 3,860 3,872 3,884 3,895 3,907



35,0 35,2 35,4 35,6 35,8 36,0 36,2 36,4 36,6 36,8 37,0 37,2 37,4 37,6 37,8 38,0 38,2 38,4 38,6 38,8 39,0 39,2 39,4 39,6 39,8 40,0 40,2 40,4 40,6 40,8 41,0 41,2 41,4 41,6 41,8 42,0 42,2 42,4 42,6 42,8 43,0 43,2 43,4 43,6 43,8 44,0 44,2 44,4 44,6 44,8



1,098 1,095 1,092 1,089 1,086 1,083 1,080 1,077 1,074 1,071 1,068 1,065 1,062 1,060 1,057 1,054 1,051 1,048 1,045 1,042 1,040 1,037 1,034 1,031 1,028 1,026 1,023 1,020 1,017 1,015 1,012 1,009 1,006 1,004 1,001 0,998 0,996 0,993 0,990 0,988 0,985 0,982 0,980 0,977 0,974 0,972 0,969 0,966 0,964 0,961



3,918 3,930 3,941 3,952 3,963 3,975 3,986 3,997 4,008 4,018 4,029 4,040 4,050 4,061 4,072 4,082 4,092 4,103 4,113 4,123 4,133 4,143 4,153 4,163 4,172 4,182 4,192 4,201 4,211 4,220 4,229 4,238 4,247 4,257 4,265 4,274 4,283 4,292 4,300 4,309 4,317 4,326 4,334 4,342 4,350 4,358 4,366 4,374 4,381 4,389



42



Fdyn [kN]



k [-]



B [t]



45,0 45,2 45,4 45,6 45,8 46,0 46,2 46,4 46,6 46,8 47,0 47,2 47,4 47,6 47,8 48,0 48,2 48,4 48,6 48,8 49,0 49,2 49,4 49,6 49,8 50,0 50,2 50,4 50,6 50,8 51,0 51,2 51,4 51,6 51,8 52,0 52,2 52,4 52,6 52,8 53,0 53,2 53,4 53,6 53,8 54,0 54,2 54,4 54,6 54,8 55,0



0,958 0,956 0,953 0,950 0,948 0,945 0,943 0,940 0,937 0,935 0,932 0,929 0,927 0,924 0,921 0,919 0,916 0,913 0,911 0,908 0,905 0,903 0,900 0,897 0,895 0,892 0,889 0,887 0,884 0,881 0,878 0,876 0,873 0,870 0,867 0,865 0,862 0,859 0,856 0,853 0,851 0,848 0,845 0,842 0,839 0,836 0,834 0,831 0,828 0,825 0,922



4,396 4,404 4,411 4,418 4,425 4,432 4,439 4,446 4,452 4,459 4,465 4,472 4,478 4,484 4,490 4,495 4,501 4,507 4,512 4,517 4,523 4,528 4,532 4,537 4,542 4,546 4,551 4,555 4,559 4,563 4,567 4,570 4,574 4,577 4,580 4,583 4,586 4,589 4,591 4,594 4,596 4,598 4,600 4,601 4,603 4,604 4,605 4,606 4,607 4,608 4,608



544-1 O



Appendices



Appendix F - Test procedure F.1 -



Method for carrying out the tests



General The test train or test vehicle shall be accelerated up to the speed envisaged for braking. At this speed, a rapid brake application shall be effected on level and straight track, after which the tractive effort shall be switched off or a single vehicle uncoupled. In every test, the braking distance is measured from the point at which the rapid brake application was initiated.



F.1.1 -



Atmospheric conditions



In order to prevent adverse atmospheric conditions from affecting the results, the tests should be carried out with minimum wind and dry rails.



F.1.2 -



Number of tests



At least four valid tests shall be carried out from which the mean shall then be calculated. All the braking distances shall be corrected using the method described in Appendix F, point F.2.1 - page 45. For this value to be acceptable, the following two criteria shall be checked simultaneously: Criterion 1: standard deviation of test sample ( σ n ) ---------------------------------------------------------------------------------------------------- ≤ 3,0% mean of test sample ( s ) and Criterion 2: Extreme value ( s e ) – mean value ( s ) ≤ 1,95 × σ n where s e is the braking distance furthest from the mean. If one of these two criteria is not met, then an additional test shall be carried out. If n ≥ 5 and criterion 2 is not met, the extreme value se shall be rejected.



43



544-1 O



Appendices Using the new values, criterion1 and criterion 2 shall again be applied, thus: 2



σn =



∑ si – s -------------------------n



s i = braking distance measured in test "i" and corrected [m] s



= mean braking distance [m]



n



= number of tests



σ n = standard deviation of test sample The number of valid tests shall be at least 70% of the total number of tests performed; tests excluded in accordance with Appendix F, point F.2.1 - page 45, paragraphs 1. and 2., shall not be included in the total number of tests. If after a total of 10 tests, one of the two criteria is not met, the test series shall be interrupted and the braking system checked. This interruption of the test shall be recorded in the test report.



F.1.3 -



Condition of wheels and brake discs and of the friction components



Before the start of the tests, the friction components (brake pads/shoes) shall be run-in to give at least 70% coverage (shorter braking distances are obtained with cast iron blocks with between 3 and 5 mm wear). Where the tests include brake applications in wet conditions, the leading edge of the pad/shoe shall be run-in in the direction of rotation. It is recommended that, when the tests are carried out with block-braked vehicles with new or reprofiled wheels, these wheels should have been run-in for at least 1 200 km. It is recommended that the initial temperature of the wheels/brake discs should be between 50° and 60°C.



F.1.4 -



Load conditions for tests with passenger trains and multiple units



The tests shall as a rule be carried out with an empty vehicle and with nominal load. The nominal load for trains in tests on dry rails may also be simulated by hauling unbraked vehicles. The simulation procedure is as follows: The number of isolated brakes is determined in such a way that the following ratio is essentially adhered to:



∑ sum of the actual braking forces dynamic mass of the test train ------------------------------------------------------------------------------------------------- = ---------------------------------------------------------------------------------------dynamic mass of the loaded train ∑ sum of the installed braking forces For passenger trains without load-proportional braking, the tests may be carried out with just the empty vehicle. In the case of vehicles with automatic load-proportional braking, it is essential that the tests also be carried out with nominal load.



44



544-1 O



Appendices F.2 F.2.1 -



Method of evaluating the test results Correcting the braking distances for each test



The braking distance obtained in test "j" must be corrected in order to take account of the following factors: -



nominal speed in relation to the initial speed measured in the test;



-



gradient of the test track.



The correction shall be made using the following formula:



2



2



v jmeas im v jnom g ---------------------------------------- = ------------------------------------------- – --- × -----------2 2 2 × 3,6 × s jcorr 2 × 3,6 × s jmeas p 1000 Transformation gives the following:



2



3,933 × ρ × v jnom s jcorr = -------------------------------------------------------------------------------------- × s jmeas 2 3,933 × ρ × v jmeas – i m × s jmeas where: s jcorr



= corrected braking distance, which corresponds to the nominal speed in the test j [m]



s jmeas = braking distance measured in test j [m] v jnom



= nominal initial speed in test j [km/h]



v jmeas = initial speed measured in test j [km/h] ρ



= coefficient of inertia of the rotating masses, which is defined as follows: mr ρ = 1 + -----m



where: m



= mass of the test train or test vehicle



mr



= equivalent mass of the rotating components (where no exact value is available then ρ = 1,15 for locomotives and ρ = 1,04 for coaches shall be used)



im



= mean gradient over s jmeas on the test track, with the plus sign for rising gradients and the minus sign for falling gradients [‰]



45



544-1 O



Appendices The following two criteria must be met in order to validate the test: 1. | i | < 3 ‰ (in exceptional cases 5 ‰) and 2.



v jmeas – v jnom ≤ 4 km/h .



F.2.2 -



Correcting the mean braking distance s



The mean braking distance s , obtained in accordance with Appendix F, point F.1.2 - page 43, needs to be corrected in order to take account of the following factors: 1. Dynamic efficiency of the brake rigging of the test vehicle as compared with the envisaged inservice mean and also, in the case of disc-braked vehicles, the mean wheel diameter of the test vehicle as compared to the diameter of the semi-worn wheel. The correction shall be made using the following formulae: η dyn d test F corr = F test × ------------ × -----------η d test



m



and F test + W m s corr = t e × v nom + ----------------------------- × ( s – v nom × t e ) F +W corr



m



where: s corr



= corrected mean braking distance [m]



s



= mean braking distance in the test [m]



te



= equivalent build-up time for the braking force [s]



v nom



= nominal initial speed in the test [m/s]



d test



= mean diameter of the wheels of the test vehicles [mm]



dm F corr



= diameter of the semi-worn wheel [mm]; in the case of block brakes d m = d test = corrected braking force [kN] (mean over the braking distance)



F test



= mean braking force in the test [kN]



η dyn



= mean efficiency of the brake rigging during the run (mean value between two inspections), which, according to the type of brake rigging used, may reach a maximum of 0,91. For standard brake rigging according to Appendix O - page 74 the value is 0,83.



η dyn test = efficiency of the brake rigging in the test Wm



= mean resistance to forward movement [kN]



46



544-1 O



Appendices 2. Actual filling time in relation to the nominal 4 seconds. This correction is applicable only to tests where the vehicle is slipped. The correction formula is as follows: ts s corr =  2 – ---- × v nom + s  2 where: s corr



= corrected mean braking distance [m]



s



= mean braking distance [m]



ts



= measured mean brake cylinder filling time [s]



v nom



= nominal initial speed in the tests [m/s]



F.2.3 -



Limitation of the braked weight percentage determined taking into account the envisaged friction materials



The decisive braked weight percentage shall be limited to at most the value reached on the basis of the nominal coefficient of friction (according to UIC Leaflet 541-3 or UIC Leaflet 541-4). The values obtained for the coefficients of friction throughout the whole speed range relevant to the brake assessment shall be taken into account. A check of the braked weight percentage obtained with the friction material of the test vehicle λ test against the value based on the nominal coefficient of friction may be performed either: -



in a test involving the establishment of the braked weight percentage with another friction material used on the test vehicle which is very close to the nominal coefficient of friction on the test rig and may consequently be taken as determining the maximum value λ marked , or



-



on the basis of the calculated braked weight percentage (according to Appendix L - page 60) for the coefficient of friction ( µ m – actual ) of the friction material used in the test vehicle, as determined on the rig within the context of the acceptance tests, and for the nominal coefficient of friction ( µ m – nom ). If the braked weight percentage calculated on the basis of the coefficient of friction measured on the rig exceeds the braked weight percentage based on the nominal coefficient of friction, then the braked weight percentage determined in the test shall be reduced in proportion to the calculated braked weight percentages, as follows: if: λ calculated ( µ m – actual ) > λ calculated ( µ m – nom )



47



544-1 O



Appendices then correction is as follows: λ calculated ( µ m – nom ) λ marked = λ test × -----------------------------------------------------------(µ ) λ calculated



λ marked



m – actual



= λ value used to determine the braked weight to be painted on the vehicle



λ calculated = calculated braked weight percentage λ test



= braked weight percentage obtained in the test



µ m – actual = coefficient of friction determined in the rig tests µ m – nom



F.2.4 -



= nominal coefficient of friction



Correcting the determined braked weight of block-braked vehicles



If the braked weight is determined by means of tests then the figure to be painted on the vehicle is the braked weight for the "mean" dynamic efficiency η dyn . This shall be a maximum of 0,91. However, in the case of freight wagons with standard brake rigging, on the basis of the design according to Appendix O - page 74, a value of η dyn = 0,83 shall be used instead. This figure takes account of the loss in efficiency between two maintenance inspections. The following methods are used to make the correction to the braked weight: 1. In the test, the dynamic efficiency η dyn test of the brake rigging shall be determined as accurately as possible. For new vehicles with standard brake rigging based on the design according to Appendix O, then if this figure is not available, a value of η dyn test = 0,91 may be used here too. For other vehicles, if the η dyn test value is not measured, it may be determined using the following procedure: 1 + η stat test η dyn test = ------------------------------2 η dyn test



= dynamic efficiency of the brake rigging in the tests



η stat test



= static efficiency of the brake rigging in the tests



This formula may not be used for η stat test values below 0,6. In no circumstances may a value in excess of η dyn test = 0,91 be used. In these cases, the static efficiency of the brake rigging shall be measured. The correction to the determined braked weight is defined by the ratio η dyn test / η dyn .



48



544-1 O



Appendices 2. Where the test with wagons equipped with P10 brake blocks is used to determine the braked weight B test per brake block holder, then the force F dyn test shall be determined using the tables in Appendix E - page 41 or the relevant formula according to point 2.2.2.1 - page 8, by reading the value direct or by linear interpolation. The value of the dynamic brake block force shall be corrected as follows: 0,83 F dyn corr = F dyn test × --------------------η



dyn test



F dyn corr



= corrected dynamic brake force per brake block holder



F dyn test



= dynamic brake force per brake block holder in the tests



With this value F dyn corr , the same tables also give the corrected braked weight per brake block holder B corr . 3. In the case of friction materials other than cast iron P10, the correction to the braked weight is made in the same way as for P10 blocks. However, the procedure differs in that the correction is made by direct conversion of the results obtained in the slip tests. Example for wagons equipped with P10 cast iron brake blocks In a test with a new four-axled wagon (90 t, Bgu brake inserts), a braked weight was obtained of 62 t, i.e. 3,875 t per brake block holder. The dynamic efficiency in the test was estimated at 0,91. Using Appendix E, point E.2 - page 42 and linear interpolation, the following is obtained with B = 3,875 t.



F dyn test = 34,25 kN 0,83 F dyn corr = F dyn test × ----------0,91 0,83 = 34,25 × ----------0,9 = 31,24 kN The corresponding value for B corr is 3,69 t (Appendix E, point E.2) and for B wag corr 59,06 t. The braked weight figure to be painted on the wagon is 59 t. The corresponding braked weight percentage is:



59 λ = ------ × 100 = 65% 90



49



544-1 O



Appendices F.2.5 -



Determination of dynamic force



In order to determine the current dynamic force F dyn , the following possibilities are available: -



measurement of the force F dyn during the run on a sufficiently large number of brake blocks or brake pads;



-



measurement of the force F stat when stationary (static force) with a sufficiently large number of brake blocks or brake pads, followed by calculation of the dynamic force, bearing in mind that the efficiency losses during the run are only half of the statistically measured figure; Decisive formula: 1 + η stat test η dyn test = -----------------------------2



-



in the case of compact braking units, adoption of the dynamic efficiency η dyn from the dynamic component test (information provided by the manufacturer).



This rule applies for every set of brake rigging, i.e. for disc brakes and also for block brakes with central brake cylinder or units per wheel or per disc. For brake units, it is permissible to assume that the dynamic efficiency is the same as the static efficiency.



50



544-1 O



Appendices



Appendix G - Reserved



51



544-1 O



Appendices



Appendix H - Assessment sheet for trains running at speeds of less than 100 km/h using brake position P Reserved.



52



544-1 O



Appendices



Appendix I - Assessment of braking power by calculation The following calculation methods shall be used for designing the brake equipment. The braked weight which is finally to be painted on the wagon shall be verified by tests. As a rule the brake calculation comprises the following two phases: 1. calculation of the braking distance on the basis of the brake force applied in the various speed ranges; 2. determination and calculation of the braked weight percentage from the calculated braking distances using the assessment diagram applicable to the vehicle in question. When calculating the braking distance, the following parameters shall be taken into account: -



weight of the vehicle, empty and with nominal load in accordance with UIC Leaflet 410 (see Bibliography - page 110);



-



moment of inertia and masses of inertia;



-



resistance to forward movement;



and also, for the individual types of brake: -



brake development time;



-



deceleration force once the brake force has been developed, as a function of the speed.



In particular, in the case of a pneumatically controlled friction brake, the following factors have to be taken into account: -



brake cylinder filling time (type of brake);



-



load-proportional regulation of the brake force (single stage, two stage, continuous loadproportional braking);



-



speed-dependent regulation of the brake force (single-stage, two stage, etc.);



-



speed ranges in which the brakes are active;



-



friction materials (coefficient of friction as a function of the surface pressure and speed).



The calculations are generally applied for a single vehicle, the same limiting values applying as those specified for the tests with the single vehicle. These calculations may in special cases be applied to a complete train, provided that the corresponding brake transmission times are allowed for. In this case the assessment of the braked weight shall be made using the method adopted in the tests with trains. If the brake distances have been determined, the braked weight shall be assessed using the same method as in the tests, but using the calculated braking distances rather than the mean braking distances measured in the tests.



53



544-1 O



Appendices I.1 -



Calculation using the time step method



The braking distance can be calculated in steps using the general method based on the equation of motion: Step 1: ΣF i + W i = m e × a i ΣF i



= sum of the deceleration forces of all brakes at time i



Wi



= resistance to forward movement at time i



me



= equivalent mass of vehicle (including rotation masses)



ai



= deceleration at time i



Step 2: ΣF i + W i a i = ---------------------me Step 3: v i + 1 = v i – a i × ∆t ∆t



= time interval for the calculation ( ∆t ≤ 1s )



vi



= speed at the start of the time interval ∆t



v i + 1 = speed at the end of the interval ∆t Step 4: vi + vi + 1 V mi = ---------------------2 v mi



= mean speed during the time interval ∆t



Step 5(a): ∆s i = v mi × ∆t ∆s i



= braking distance covered during the time interval ∆t



The distance ∆s i can also be calculated using the following formulae: Step 5 (b): 2 1 ∆s i = v i × ∆t – --- × a i × ∆t 2



Step 5(c): 2



2



vi – vi + 1 ∆s i = -----------------------2 × ai



54



544-1 O



Appendices Assuming that the force remains constant throughout the interval the different formulae will yield the same results. Step 6: s = s



∑ ( vmi x ∆t )



= total braking distance (down to v = 0 km/h)



I.2 -



Calculation using deceleration steps



Where the vehicles are equipped with brakes whose deceleration force remains constant upon completion of the brake development period for each speed range, and if the mean of the force for each speed range is known, then the following simplified method may be employed: Step 1: ΣF mi + W mi a mi = ------------------------------me F mi, W mi and, consequently, also, a mi are constants or mean values between speed v i and v i + 1 Step 2: 2



2



vi – vi + 1 ∆s i = -----------------------2a mi ∆s i



= distance covered between the two speeds



Step 3: s = t e × v 0 + Σ∆s i



I.3 -



Direct pre-determination of the braked weight of a disc brake with one load stage



With a single stage disc-braked passenger coach in position R, the following formula may be used for the brake calculation:



rm F c = F bR × µ m × -----r h



B = hs × Fc Fc



= brake force at the rim



F bR



= calculated total brake pad force of the air brake



55



544-1 O



Appendices hs



= correlation factor for the pre-determination of the braked weight of a disc brake



µm



= mean coefficient of friction of the brake pads



rm



= mean radius of braking on the brake disc



rh



= radius of semi-worn wheel



With the category of vehicle considered, the correlation factor to be used is:



h s = 1,18 The force F bR shall be calculated on the basis of a dynamic efficiency level which is valid for average operating conditions. For the purposes of this pre-calculation, the nominal coefficient of friction specified in UIC Leaflet 541-3 for a speed of 120 km/h shall be used for µ m .



I.4 -



Checking the required adhesion



In making a calculated pre-assessment of the brake, an additional check shall be made of the adhesion requirements between wheel and rail for each braked wheelset. The adhesion requirement in the case of wheels for which a limit of wear is set may not in any load condition exceed the limit of 0,15. In the case where braking load and vehicle load are evenly distributed over all the wheelsets, the adhesion requirement (disregarding the resistance to forward movement) at each calculation step (Appendix I, point I.1 - page 54) or in each deceleration section (Appendix I, point I.2 - page 55) can be checked using the following formula: Fc m × ai ai ai i τ i ≈ -------------- ≅ --------------- = ---- ≅ -----m × g m × g g 10 τi Fc m



= coefficient of adhesion between wheel and rail at time "i" i



= braking force during calculation step "i" = mass of test vehicle



ai



= deceleration at time "i"



g



= acceleration due to gravity [9,81 m/s2]



Appendix L - page 60 provides an example for the calculated pre-determination of the braking power of a passenger coach.



56



544-1 O



Appendices



Appendix J - Calculation of the braked weight from the brake force Reserved.



57



544-1 O



Appendices



Appendix K - Correction factor (kappa) for the train length K.1 - Correction factor (kappa) for passenger trains longer than 400 m Kappa 1,1



1



1



0,92 0,9



0,83 0,8



0,72 0,7 300



400



500



600



700



Train length [m] Correction factor κ (kappa), by which it is necessary to reduce the braked weight painted on a passenger train with a hauled length exceeding 400 m.



58



544-1 O



Appendices K.2 - Correction factor (kappa) for freight trains longer than 500 m Kappa 1,1



1



1



0,9



0,9



0,8



0,7 300



400



500



600



Train length [m]



700



Correction factor κ (kappa), by which it is necessary to reduce the braked weights painted on a freight train with a hauled length exceeding 500 m.



59



544-1 O



Appendices



Appendix L - Example of how to calculate the braking power of a passenger coach Details for the calculation of the braked weight of a passenger coach fitted with a disc brake: Mass of the coach:



m = 45 t



Rotating masses:



m r = 1,8 t



Contact pressure:



F b = 300 kN



Filling time:



ts = 4 s ( t0 ≈ 0 )



Mean braking radius:



r m = 247 mm



Wheel radius



r r = 470 mm



L.1 - Step-by-step calculation on the computer According to the method advocated in Appendix I, point I.1 - page 54. For a speed of v = 120 km/h, the calculation gave the following result:



s = 512,8 m and according to Appendix B, point B.1 - page 36 :



λ = 145 % B = 65,3 t



60



544-1 O



Appendices L.2 - Calculating in deceleration stages According to Appendix I, point I.2 - page 55.



L.2.1 -



Speed v = 120 km/h



Mean coefficient of friction of the brake pads:



µ m = 0,35



Specific resistance to forward motion (Mean between 120 km/h and standstill)



w m = 6 daN/t



Details of the calculations:



rm F c = F bR × µ m × -----r r



247 F c = 300 × 0,35 × ---------- = 55,18 kN 470 2



me × v ts s = ---- × v + ------------------------------2 2 ( Fc + Wm ) 120 2 46,8 ×  ----------  3,6  120 s = 2 × ---------- + -------------------------------------------------------- = 515,9 m 3,6 45 2 ×  55,18 + 6 × ----------  100 Fc



= braking force at the wheel rim



F bR = calculated total brake pad force of the air brake µm



= mean coefficient of friction of the brake pads



rm



= mean braking radius on the brake disc



W m = mean resistance to forward motion ( W m = w m × m e ⁄ 100 ) rr = radius of wheels in new condition ts



= brake development time, measured from 0 to 95% of the fully developed retarding force



me



= equivalent mass of the vehicle (including rotating masses)



v



= speed



61



544-1 O



Appendices L.2.2 -



Speed v = 140 km/h



Mean coefficient of friction of the brake pads:



µ m = 0,35



Specific resistance to forward motion (Mean between 140 km/h and standstill)



w m = 8 daN/t



Details of the calculations:



rm F c = F bR × µ m × -----r r



247 F c = 300 × 0,35 × ---------- = 55,18 kN 470 2



me × v ts s = ---- × v + ------------------------------2 2 ( Fc + Wm ) 140 2 46,8 ×  ----------  3,6  140 s = 2 × ---------- + -------------------------------------------------------- = 679,8 m 3,6 45 2 ×  55,18 + 8 × ----------  100



L.2.3 -



Speed v = 160 km/h



Mean coefficient of friction of the brake pads:



µ m = 0,34



Specific resistance to forward motion (Mean between 160 km/h and standstill)



w m = 10 daN/t



Details of the calculations:



rm F c = F bR × µ m × -----r r



247 F c = 300 × 0,34 × ---------- = 53,6 kN 470 2



me × v ts s = ---- × v + ------------------------------2 2 ( Fc + Wm ) 160 2 46,8 ×  ----------  3,6  160 s = 2 × ---------- + -------------------------------------------------------- = 884,4 m 3,6 45 2 ×  53,6 + 10 × ----------  100



62



544-1 O



Appendices L.2.4 -



Summary of the braked weights for various speeds based on the calculated results



Initial speed



Calculated braking distance



v [km/h]



s [m]



λ [%]



B [t]



λ [%]



B [t]



120



515,9



144



64,8



144



64,8



140



679,8



156



70,2



148



66,6



160



884,4



164



73,8



151



68,0



Evaluation using the curves in point B.1



Check using the curves in point C.1



Check of the adhesion required The required adhesion τ at the various speeds may be checked by applying the formula given in Appendix I, point I.4 - page 56:



Fc τ = -------------m×g 55,18 τ 120 = τ 140 = ------------------------ = 0,125 45 × 9,81 53,6 τ 160 = ------------------------ = 0,121 45 × 9,81 Fc



= braking force at the wheel rim



τ



= coefficient of adhesion



τ 120,140,160 = required adhesion at speeds 120 km/h; 140 km/h; 160 km/h m



= mass of test vehicle



g



= acceleration due to gravity [9,81 m/s2]



L.3 - Direct calculation of the braked weight using the specific formula for disc-braked coaches According to Appendix I, point I.3 - page 55.



B = 1,18 × F c = 1,18 × 55,18 = 65,1t



63



544-1 O



Appendices



Appendix M - Braking distance for a 500 m long train using brake position G and P10 blocks (also applicable for trains up to 700 m in length) In the following five diagrams, the braking distance is plotted against λ, v and i.



M.1 - Gradient: - 20 ‰; Speed: 30, 40, ... 120 km/h 2000



1800



1600



1400



Braking distance [m]



1200



120 km/h 1000



110 km/h 800



100 km/h 90 km/h



600



80 km/h 70 km/h



400



60 km/h 50 km/h



200



40 km/h 30 km/h 0 40



50



60



80



70



90



100



110



120



Braked weight percentage [%]



64



544-1 O



Appendices M.2 - Gradient: - 10 ‰; Speed: 30, 40, ... 120 km/h



2000



1800



1600



1400



Braking distance [m]



1200



1000



120 km/h



110 km/h



800



100 km/h 600



90 km/h 80 km/h 400



70 km/h 60 km/h 200



50 km/h 40 km/h 30 km/h



0 40



50



60



70



80



90



100



110



120



Braked weight percentage [%]



65



544-1 O



Appendices M.3 - Gradient: 0 ‰; Speed: 30, 40, ... 120 km/h



2000



1800



1600



1400



Braking distance [m]



1200



1000



120 km/h 800



110 km/h 600



100 km/h 90 km/h



400



80 km/h 70 km/h 60 km/h



200



50 km/h 40 km/h 30 km/h



0 40



50



60



80



70



90



100



110



120



Braked weight percentage [%]



66



544-1 O



Appendices M.4 - Gradient: 10 ‰; Speed: 30, 40, ... 120 km/h



2000



1800



1600



1400



Braking distance [m]



1200



1000



800



120 km/h 110 km/h



600



100 km/h 90 km/h



400



80 km/h 70 km/h 60 km/h



200



50 km/h 40 km/h 30 km/h



0 40



50



60



80



70



90



100



110



120



Braked weight percentage [%]



67



544-1 O



Appendices M.5 - Gradient: 20 ‰; Speed: 30, 40, ... 120 km/h



2000



1800



1600



1400



Braking distance [m]



1200



1000



800



120 km/h 600



110 km/h 100 km/h



400



90 km/h 80 km/h 70 km/h



200



60 km/h 50 km/h 40 km/h 30 km/h



0 40



50



60



80



70



90



100



110



120



Braked weight percentage [%]



68



544-1 O



Appendices



Appendix N - Method for determining the equivalent brake application time and the decelerations for high speed trains The equivalent brake application time t e shall be determined by recording the deceleration, which is proportional to the relative braking power in the braking tests, by a direct measurement of the lost time t 0 and of the application time t e :



Decelerations a [ms-2]



amax 0,95 amax



t0



time (s)



ts te



ts 2



ts 2



ts t e = t0 + ---2 t e = equivalent brake application t 0 = lost time between the time of the order to apply the brakes and the start of the increase in braking force t s = brake application time measured from 0 to 95% of the fully developed deceleration force The speed ranges ( v i – 1, v i ) and the decelerations a bi shall be determined from line tests using a graph plotting speed against the distance covered. The lowest instantaneous deceleration a = f(v) is usually obtained when the brake application is initiated from maximum speed. The a bi values must therefore be determined on the basis of line tests carried out at maximum speed. The instantaneous decelerations taken into account shall be the mean values obtained from at least three representative tests (mean test). The values obtained in this way shall be entered in point 5.2, Table 1 - page 19.



69



544-1 O



Appendices N.1 - Determining the equivalent brake application The equivalent application time ( t e ) shall be determined as follows: 1. For each test k, the t ok and t sk values shall be determined on the relevant deceleration curve, for 95% of the F max of the first deceleration stage. t sk 2. t e = max t ok + ------- shall be rounded up to the nearest half second. 2



N.2 - Defining the mean test in order to determine the deceleration stages To define the mean test, the following method shall be applied: 1. For each test k, determination of the speed v pk of the first deceleration stage for 95% of F max (braking power developed). 2. Determination of the lowest speed ( v p ) for the k tests (k ≥ 3) : v p = min ( vpk ) . 3. Division of each v j test into 5 km/h speed intervals starting from v p . 4. Determining the decelerations a jk corresponding to these speed steps v j for each test k, as follows: • if a continuous recording of deceleration a = f(v) is available, then a direct reading is possible: a jk = f ( v j ); • if a step-by-step recording of deceleration a = f(v) is available, then the a jk value for v j can be determined by linear interpolation between the speeds on either side; • if no sufficiently accurate deceleration recording is available, then an interpolation can be made on curve s = f(v) of the following type: 2



2



( v j + ∆v ) – ( v j – ∆v ) a jk = ----------------------------------------------------------------2 × ( s v – ∆v – s v + ∆v ) jk



sv



jk



jk



= braking distance covered in test k



5. Calculation, from the decelerations, of the mean deceleration for each of the speed intervals defined in paragraph 3.: ∑ ajk a j = -------------k These a j values give a continuous curve a = f(v).



70



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Appendices 6. From the speed v p determined in paragraph 2. and the decelerations determined in paragraph 5., the braking distances for each speed range can be calculated using the following formula: 2



2



v j – ( v j – ∆v ) s j = ------------------------------------2 × aj



N.3 - Determining the speed ranges Using the mean instantaneous deceleration as determined in paragraph 5. above, the different speed ranges ( v i – 1, v i ) shall be divided in such a way that: 2



-



a max – a min ≤ 0,15 m/s in the general case;



-



where v i ≠ 0 , then a max – a min > 0,15 m/s (40 km/h when v i = 0 );



-



with constantly increasing deceleration, but where a max – a min ≤ 0,15 m/s from top speed to standstill. It will be necessary to define two or more speed ranges in such a way that the distances covered during them are more or less equal;



-



where one (or more) determined v i values are sufficiently close to the speed (or speeds) characteristic of the signalling system, these characteristic values shall be utilised.



2



is permissible for the speed ranges ∆v ≤ 30 km/h 2



71



544-1 O



Appendices N.4 - Determining the decelerations abi



v0



vp



v1



Fmax 95% of Fmax



v [m/s]



v2 ab3 ab2



a b1



a [m/s2]



se



s1



s3



s2



sp



s s [m]



The value of a bi shall be defined as: 2



2



vi – 1 – vi a bi = ----------------------2 × si



For the first braking stages, an a b1 value from v 0 to v 1 will be permissible, i.e.: 2



2



vp – v1 a b1 = -----------------2×s p



where: s i = mean braking distance (over three tests) between ( v i – 1 ) and v i , which corresponds to the sum of the braking distances for each 5 km/h according to Appendix N, point N.2, paragraph 6 page 71 s p = distance covered between v p and v 1 .



72



544-1 O



Appendices N.5 - Checking the defined abi values Tests at v n < v max shall be carried out to check that the braking distances obtained are shorter than the distances calculated with the a bi defined above using formula (A) from point 5.1 - page 18. If the a bi values calculated on the basis of the initial braking speed (which differs from v max ) are shorter in certain speed ranges than those determined using v max , then the lowest a bi values shall be used.



N.6 - Limits of use With the values defined for the decelerations and the speed ranges, it must be possible, using formula (A) from point 5.1 to determine the deceleration or braking distances for ∆v i ≥ 30 km/h . The values obtained shall be valid provided that the energy dissipated in the equipment powering the brakes, particularly when descending gradients, does not exceed the verified limits according to UIC Leaflet 541-3.



73



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Appendices



Appendix O - List of standard brake calculations for wagons Figure



Designation



Sheet



1



two-axled wagon 20 t axleload, mechanical



1 to 3



2



two-axled wagon 20 t axleload, pneumatic



1 to 3



3



two-axled wagon 22,5 t axleload, pneumatic



1 to 3



4



four-axled wagon 20 t axleload, mechanical



1 to 3



5



four-axled wagon 20 t axleload, pneumatic



1 to 3



6



four-axled wagon 22,5 t axleload, pneumatic



1 to 3



7



two-axled wagon with AL/S (formerly SS/S)



1



8



two-axled wagon with SS brake



1



9



four-axled wagon with AL/S (formerly SS/S)



1



10



four-axled wagon with SS brake



1



74



544-1 O



Appendices



Construction dimensions Lead ........... mm



Piston stroke



.......... mm Vehicle tare mass



Brake block travel



A2



.......... mm Tare weight of vehicle



Dimensions



x



.......... mm max. mass of vehicle on rails



y



.......... mm max. vehicle weight on rails



a



UIC Leaflet 544-1 Point 3



Lead of brake spindle



h



Force applied to wheel



FK



0,50 kN



Efficiency of screw brake



ηH



0,19



Multiplication ratio



iH



x



2 ................



Brake



.......... - GP .................



Brake rigging return spring



FF = 1,5 kN



Distributor valve



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Compressed-air brake



Empty



Loaded



a = 350 mm



c = 515 mm



b = 350 mm



d = 185 mm



Total multiplication ratio i



4,00



∅ 300 mm (12") ; x-sect. 707 cm2



11,14



Brake position G = P



25,37 kN



77,58 kN



227,80 kN



9,70 kN



28,47 kN



1,692 Fdyn x k / 9,81



13 t



26 t



.......... t



Braking system



26 t



Weight on rails at changeover



Weight braked by screw brake



22 t



1,122



13 t



............. mm



Braked weight



25,37 kN



Value of coefficient k



Bg 320 mm (P10)



Rolling circle diameter



Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η Fdyn / 8



.................



Brake block



Net force on piston Ft



.......... kN Calculated "passenger" braked weight



Braked weight



2



Brake rigging adjuster



Force on one brake block Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



40 t 392,40 kN



Handbraked



...........mm Distances from ends of central brake rigging to pivot



Total force on brake blocks (UIC Leaflet 544-1)



107,91 kN to 126,55 kN



Air braked



Opposing forces



d



A2



y



Screw brake



η = 0,83



Brake rigging efficiency



11,0 t to 12,9 t



Number of wheelsets



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Parameters to be used



700



c



Lead ........... mm



Technical data



empty/load.1)



suitable for



22 t



40,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130



Braked weight percentage



120



1) Delete where not applicable



118



118



110 100 No.



90 80



Mod.



70



Checked



65



60 50



20 22



30



40



Modification



Date



Name



Name



Drawn



59



10 11



Date



50



Brake calculation



Issue



for two-axle wagons (20,0 t axle load) with mechanical loaded/empty changeover



Date



Weight on rails [t]



Fig. 1: two-axled wagon 20 t axleload, mechanical - Sheet 1



75



544-1 O



Appendices



Construction dimensions Lead ........... mm



Piston stroke



.......... mm Vehicle tare mass



Brake block travel



A2



.......... mm Tare weight of vehicle



Dimensions



x



.......... mm max. mass of vehicle on rails



y



.......... mm max. vehicle weight on rails



a



Parameters to be used



700



c



Lead ........... mm



Technical data



empty/load.1)



127,53 kN to 146,17 kN 40 t 392,40 kN



Number of wheelsets η = 0,83



Brake rigging efficiency



13,0 t to 14,9 t



2



Air braked



2



b



Handbraked



Tooth number Z1 = .........



A2



y



Screw brake



UIC Leaflet 544-1 Point 3



Lead of brake spindle



h



Force applied to wheel



FK



0,50 kN



Efficiency of screw brake



ηH



0,19



Multiplication ratio



iH



.................



Distributor valve



Brake rigging adjuster



FR = 2 kN



Brake cylinder



∅ 300 mm (12") ; x-sect. 707 cm2



Brake rigging adjuster



Compressed-air brake



Empty



Loaded



a = 370 mm



c = 515 mm



b = 330 mm



d = 185 mm



Total multiplication ratio i



4,48



Net force on piston Ft



25,37 kN



25,37 kN



87,78 kN



227,80 kN



10,97 kN



28,47 kN



1,641



1,122



Fdyn / 8



Value of coefficient k Fdyn x k / 9,81



15 t



Bg 320 mm (P10)



Rolling circle diameter



............. mm



Braked weight Brake position G = P 15 t



Weight braked by screw brake



26 t



.......... t



22 t Braking system



26 t



Weight on rails at changeover



.................



Brake block



11,14



Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η



.......... kN Calculated "passenger" braked weight



Braked weight



.......... - GP



FF = 1,5 kN



...........mm Distances from ends of central brake rigging to pivot



Total force on brake blocks (UIC Leaflet 544-1)



................



Brake



Brake rigging return spring x



Force on one brake block Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



Opposing forces



d



Tooth number Z2 = .........



suitable for



22 t



40,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130



Braked weight percentage



120



115



110 100 No.



90 80



Date



Modification



Date



Name



Name



Mod.



70



Checked



68



Drawn



65



60 50 10



1) Delete where not applicable



118



13



20



22



30



40



50



Brake calculation



Issue



for two-axle wagons (20,0 t axle load) with mechanical loaded/empty changeover



Date



Weight on rails [t]



Fig. 1: two-axled wagon 20 t axleload, mechanical - Sheet 2



76



544-1 O



Appendices



Construction dimensions Lead ........... mm



Piston stroke



.......... mm Vehicle tare mass



Brake block travel



A2



.......... mm Tare weight of vehicle



Dimensions



x



.......... mm max. mass of vehicle on rails



y



.......... mm max. vehicle weight on rails



a



Parameters to be used



c



Brake rigging efficiency



d



Tooth number Z1 = ......... Tooth number Z2 = .........



A2



Opposing forces



y



Screw brake



UIC Leaflet 544-1 Point 3



Lead of brake spindle



h



Force applied to wheel



FK



0,50 kN



Efficiency of screw brake



ηH



0,19



Multiplication ratio



iH



η = 0,83



2 2 .......... - GP .................



Distributor valve



Brake rigging adjuster



FR = 2 kN



Brake cylinder



x



∅ 300 mm (12") ; x-sect. 707 cm2



Brake rigging adjuster



Compressed-air brake



Empty



Loaded



a = 400 mm



c = 515 mm



b = 300 mm



d = 185 mm



Total multiplication ratio i



Force on one brake block



................



Brake FF = 1,5 kN



5,33



Net force on piston Ft Fdyn / 8



Value of coefficient k



.......... kN Calculated "passenger" braked weight



Fdyn x k / 9,81



Bg 320 mm (P10)



Rolling circle diameter



............. mm



Braked weight Brake position G = P



25,37 kN



25,37 kN



105,65 kN



227,80 kN



13,21 kN



28,47 kN



1,558



1,122



17 t



.................



Brake block



11,14



17 t



Weight braked by screw brake



26 t



.......... t



22 t Braking system



26 t



Weight on rails at changeover



Braked weight



40 t 392,40 kN



Air braked



Brake rigging return spring



Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



≥ 147,15 kN



Handbraked



...........mm Distances from ends of central brake rigging to pivot



Total force on brake blocks (UIC Leaflet 544-1)



≥ 15,0 t



Number of wheelsets



b



700



Lead ........... mm



Technical data



empty/load.1)



suitable for



22 t



40,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130 118



Braked weight percentage



120



113



110 100 No.



90 80



50



1) Delete where not applicable



22



Name



Drawn



65



20



Name



Checked



60



15



Modification



Date Mod.



77



70



10



Date



30



40



50



Brake calculation



Issue



for two-axle wagons (20,0 t axle load) with mechanical loaded/empty changeover



Date



Weight on rails [t]



Fig. 1: two-axled wagon 20 t axleload, mechanical - Sheet 3



77



544-1 O



Appendices



Construction dimensions Lead ........... mm



Brake block travel



A2



.......... mm Tare weight of vehicle



Dimensions



x



.......... mm max. mass of vehicle on rails



y



.......... mm max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



UIC Leaflet 544-1 Point 3



107,91 kN to 126,55 kN 40 t 392,40 kN



Number of wheelsets η = 0,83



2



Air braked



2



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 300 mm (12") ; x-sect. 707 cm2



3,8 bar



a = 515 mm



b = 185 mm



Fdyn / 8



Value of coefficient k



.......... kN Calculated "passenger" braked weight



Fdyn x k / 9,81



Brake position G = P



9,11 kN



25,37 kN 227,80 kN



9,69 kN



28,47 kN



13 t



13 t



Weight braked by screw brake



26 t



.......... t



22 t



1,122



Braking system



26 t



Weight on rails at changeover



............. mm



Braked weight



77,51 kN 1,692



Bg 320 mm (P10)



Rolling circle diameter



11,14



Net force on piston Ft



.................



Brake block



Loaded



1,5 bar



Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



11,0 t to 12,9 t



Handbraked A2



y



Screw brake



.......... mm Vehicle tare mass



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



700



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



22 t



40,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130



Braked weight percentage



120



1) Delete where not applicable



118



118



110 100 No.



90 80



Date



Modification



Date



Name



Name



Mod. Checked



70



65



60



Drawn



59



50 10 11



20



22



30



40



50



Brake calculation



Issue



for two-axle wagons (20,0 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 2: two-axled wagon 20 t axleload, pneumatic - Sheet 1



78



544-1 O



Appendices



Construction dimensions Lead ........... mm



UIC Leaflet 544-1 Point 3



A2



.......... mm Tare weight of vehicle



Dimensions



x



.......... mm max. mass of vehicle on rails



y



.......... mm max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



127,53 kN to 146,17 kN 40 t 392,40 kN



Number of wheelsets η = 0,83



2



Air braked



2



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 300 mm (12") ; x-sect. 707 cm2



1,75 bar



3,8 bar



a = 515 mm



b = 185 mm



10,87 kN



25,37 kN



Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η



93,85 kN



227,80 kN



11,73 kN



28,47 kN



1,613



1,122



Value of coefficient k Fdyn x k / 9,81



15 t



Rolling circle diameter



............. mm



Braked weight 15 t



Weight braked by screw brake



26 t



.......... t



22 t Braking system



26 t



Weight on rails at changeover



Bg 320 mm (P10)



Brake position G = P



Net force on piston Ft Fdyn / 8



.................



Brake block



Loaded



11,14



.......... kN Calculated "passenger" braked weight



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



Brake block travel



13,0 t to 14,9 t



Handbraked A2



y



Screw brake



.......... mm Vehicle tare mass



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



700



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



22 t



40,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130 115



Braked weight percentage



120 110 100



No.



90 80



Mod.



70



Checked



68



60



13



20



22



30



40



Date



Modification



Date



Name



Name



Drawn



65



50 10



1) Delete where not applicable



118



50



Brake calculation



Issue



for two-axle wagons (20,0 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 2: two-axled wagon 20 t axleload, pneumatic - Sheet 2



79



544-1 O



Appendices



Construction dimensions Lead ........... mm



Brake block travel



A2



.......... mm Tare weight of vehicle



Dimensions



x



.......... mm max. mass of vehicle on rails



y



.......... mm max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



UIC Leaflet 544-1 Point 3



≥ 147,15 kN 40 t 392,40 kN



Number of wheelsets η = 0,83



2



Air braked



2



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 300 mm (12") ; x-sect. 707 cm2



3,8 bar



a = 515 mm



b = 185 mm



Fdyn / 8



Value of coefficient k



.......... kN Calculated "passenger" braked weight



Fdyn x k / 9,81



11,93 kN



25,37 kN 227,80 kN



12,96 kN



28,47 kN



Braked weight 17 t



26 t



.......... t



Braking system



26 t



Weight on rails at changeover



Weight braked by screw brake



22 t



1,122



17 t



............. mm



Brake position G = P



103,65 kN 1,567



Bg 320 mm (P10)



Rolling circle diameter



11,14



Net force on piston Ft



.................



Brake block



Loaded



1,9 bar



Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



≥ 15,0 t



Handbraked A2



y



Screw brake



.......... mm Vehicle tare mass



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



700



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



22 t



40,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130



Braked weight percentage



120



113



110 100 No.



90 80



50



22



Name



Name



Drawn



65



20



Modification



Date Checked



60



15



Date



Mod.



77



70



10



1) Delete where not applicable



118



30



40



50



Brake calculation



Issue



for two-axle wagons (20,0 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 2: two-axled wagon 20 t axleload, pneumatic - Sheet 3



80



544-1 O



Appendices



Construction dimensions Lead ........... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



UIC Leaflet 544-1 Point 3



112,82 kN to 136,36 kN 45 t 441,5 kN



Number of wheelsets η = 0,83



2



Air braked



2



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot a/b



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 300 mm (12") ; x-sect. 707 cm2



3,8 bar



a = 524 mm



b = 176 mm



Fdyn / 8



Value of coefficient k



.......... kN Calculated "passenger" braked weight



Fdyn x k / 9,81



............. mm



Braked weight Brake position G = P



9,11 kN



25,37 kN



83,36 kN



244,09 kN



10,42 kN



30,51 kN



1,685



1,172



14 t



14 t



Weight braked by screw brake



29 t



.......... t



24 t Braking system



29 t



Weight on rails at changeover



Bgu 2x250 mm (P10)



Rolling circle diameter



11,91



Net force on piston Ft



.................



Brake block



Loaded



1,5 bar



Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



11,5 t to 13,9 t



Handbraked A2



y



Screw brake



.......... mm



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



700



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



24 t



45,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130



Braked weight percentage



120



1) Delete where not applicable



122



121



110 100 No.



90 80



Date



Modification



Date



Name



Name



Mod. Checked



70



65



60



Drawn



58



50 10 11,5



20



24



30



40



45



50



Brake calculation



Issue



for two-axle wagons (22,5 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 3: two-axled wagon 22,5 t axleload, pneumatic - Sheet 1



81



544-1 O



Appendices



Construction dimensions Lead ........... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



UIC Leaflet 544-1 Point 3



137,34 kN to 165,79 kN 45 t 441,5 kN



Number of wheelsets η = 0,83



2



Air braked



2



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot a/b



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 300 mm (12") ; x-sect. 707 cm2



3,8 bar



a = 524 mm



b = 176 mm



Fdyn / 8



Value of coefficient k



.......... kN Calculated "passenger" braked weight



Fdyn x k / 9,81



Brake position G = P



10,87 kN



25,37 kN 244,09 kN



12,60 kN



30,51 kN



1,609



1,172



17 t



Weight braked by screw brake



29 t



.......... t



24 t Braking system



29 t



Weight on rails at changeover



............. mm



Braked weight



100,83 kN



17 t



Bgu 2x250 mm (P10)



Rolling circle diameter



11,91



Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η



.................



Brake block



Loaded



1,75 bar



Net force on piston Ft



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



14,0 t to 16,9 t



Handbraked A2



y



Screw brake



.......... mm



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



700



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



24 t



45,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130 121



Braked weight percentage



120 110 100



No.



90 80



Date



Modification



Date



Name



Name



Mod. Checked



71



70



65



Drawn



60 50 10



1) Delete where not applicable



121



14



20



24



30



40



45



50



Brake calculation



Issue



for two-axle wagons (22,5 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 3: two-axled wagon 22,5 t axleload, pneumatic - Sheet 2



82



544-1 O



Appendices



Construction dimensions Lead ........... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



UIC Leaflet 544-1 Point 3



≥ 166,77 kN 45 t 441,5 kN



Number of wheelsets η = 0,83



2



Air braked



2



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 300 mm (12") ; x-sect. 707 cm2



3,8 bar



a = 524 mm



b = 176 mm



Fdyn / 8



Value of coefficient k



.......... kN Calculated "passenger" braked weight



Fdyn x k / 9,81



..................



Rolling circle diameter



............. mm



Braked weight Brake position G = P



13,35 kN



25,37 kN



125,29 kN



244,09 kN



15,66 kN



30,51 kN



1,513



1,172



19 t



19 t



Weight braked by screw brake



29 t



.......... t



24 t Braking system



29 t



Weight on rails at changeover



Bgu 2x250 mm (P10)



Bogie



11,14



Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η



.................



Brake block



Loaded



2,1 bar



Net force on piston Ft



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



≥ 17 t



Handbraked A2



y



Screw brake



.......... mm



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



700



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



24 t



45,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130 121



Braked weight percentage



120 112



110 100



No.



90 80



Modification



Date



Name



Name



Mod.



79



Checked



70



Drawn



65



60 50 10



1) Delete where not applicable



Date



17



20



24



30



40



45



50



Brake calculation



Issue



for two-axle wagons (22,5 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 3: two-axled wagon 22,5 t axleload, pneumatic - Sheet 3



83



544-1 O



Appendices



Construction dimensions Lead ........... mm



Piston stroke



.......... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



a



UIC Leaflet 544-1 Point 3



Lead of brake spindle



h



Force applied to wheel



FK



0,50 kN



Efficiency of screw brake



ηH



0,19



Multiplication ratio



iH



x



................



Brake



.......... - GP .................



FF = 1,5 kN



Distributor valve



Brake rigging adjuster



FR = 2 kN



Brake cylinder



∅ 406 mm (16") ; x-sect. 1 295cm2



Brake rigging adjuster



Compressed-air brake



Empty



Loaded



a = 285 mm



c = 500 mm



b = 555 mm



d = 340 mm



Total multiplication ratio i



4,11



Net force on piston Ft Force on one brake block



Fdyn / 16



Value of coefficient k Fdyn x k / 9,81



Bogie



..................



Rolling circle diameter



............. mm



Brake position G = P



47,71 kN



47,71 kN 452,59 kN



9,34 kN



28,29 kN



26 t



Weight braked by screw brake



52 t



.......... t



44 t



1,126



Braking system



52 t



Weight on rails at changeover



Bg 320 mm (P10)



Braked weight



149,40 kN



26 t



.................



Brake block



11,76



1,706



.......... kN Calculated "passenger" braked weight



Braked weight



4 4



Brake rigging return spring



Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



80 t 784,80 kN



Handbraked



...........mm Distances from ends of central brake rigging to pivot



Total force on brake blocks (UIC Leaflet 544-1)



196,20 kN to 234,46 kN



Air braked



Opposing forces



d



A2



y



Screw brake



η = 0,83



Brake rigging efficiency



20,0 t to 23,9 t



Number of wheelsets



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Parameters to be used



840



c



Lead ........... mm



Technical data



empty/load.1)



suitable for



44 t



80,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130



130



Braked weight percentage



120



118



110 100 No.



90 80



Mod.



70



Checked



59



50 10



1) Delete where not applicable



20



30



40



44



50



60



70



80



Modification



Date



Name



Name



Drawn



65



60



Date



90



100



Brake calculation



Issue



for bogie wagons (20,0 t axle load) with mechanical loaded/empty changeover



Date



Weight on rails [t]



Fig. 4: four-axled wagon 20 t axleload, mechanical - Sheet 1



84



544-1 O



Appendices



Construction dimensions Lead ........... mm



Piston stroke



.......... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



a



Parameters to be used



c



Brake rigging efficiency



d



Opposing forces



24,0 t to 26,9 t 235,44 kN to 263,89 kN 80 t 784,80 kN



Number of wheelsets η = 0,83



4



Air braked



4



b



840



Lead ........... mm



Technical data



empty/load.1)



Handbraked



Tooth number Z1 = ......... Tooth number Z2 = .........



A2



y



Screw brake



UIC Leaflet 544-1 Point 3



Lead of brake spindle



h



Force applied to wheel



FK



0,50 kN



Efficiency of screw brake



ηH



0,19



Multiplication ratio



iH



Distributor valve



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Compressed-air brake



Empty



Loaded



a = 305 mm



c = 500 mm



b = 535 mm



d = 340 mm



Total multiplication ratio i



4,56



Net force on piston Ft



47,71 kN



47,71 kN 452,59 kN



10,46 kN



28,29 kN



1,662



1,126



Value of coefficient k Fdyn x k / 9,81



28 t



Bg 320 mm (P10)



Bogie



..................



Rolling circle diameter



............. mm



Braked weight Brake position G = P 28 t



Weight braked by screw brake



52 t



.......... t



44 t Braking system



52 t



Weight on rails at changeover



.................



Brake block



11,76



167,32 kN



Fdyn / 16



.......... kN Calculated "passenger" braked weight



Braked weight



∅ 406 mm (16") ; x-sect. 1 295 cm2



Brake rigging adjuster



Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



.................



FF = 1,5 kN



...........mm Distances from ends of central brake rigging to pivot



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



Brake rigging return spring x



Force on one brake block



................



Brake



suitable for



44 t



80,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130



Braked weight percentage



110 100 No.



90 80



Mod.



70



Checked



50 20



24 30



40



44



50



60



70



80



Date



Modification



Date



Name



Name



Drawn



65



64



60



10



1) Delete where not applicable



118



117



120



90



100



Brake calculation



Issue



for bogie wagons (20,0 t axle load) with mechanical loaded/empty changeover



Date



Weight on rails [t]



Fig. 4: four-axled wagon 20 t axleload, mechanical - Sheet 2



85



544-1 O



Appendices



Construction dimensions Lead ........... mm



Piston stroke



.......... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



a



Parameters to be used



c



Brake rigging efficiency



d



Tooth number Z1 = ......... Tooth number Z2 = .........



A2



Opposing forces



y



Screw brake



UIC Leaflet 544-1 Point 3



Lead of brake spindle



h



Force applied to wheel



FK



0,50 kN



Efficiency of screw brake



ηH



0,19



Multiplication ratio



iH



η = 0,83



4 4 ................



Brake



.......... - GP .................



FF = 1,5 kN



Distributor valve



Brake rigging adjuster



FR = 2 kN



Brake cylinder



x



∅ 406 mm (16") ; x-sect. 1 295 cm2



Brake rigging adjuster



Compressed-air brake



Empty



Loaded



a = 335 mm



c = 500 mm



b = 505 mm



d = 340 mm



Total multiplication ratio i



5,31



Net force on piston Ft Fdyn / 16



Force on one brake block Value of coefficient k



.......... kN Calculated "passenger" braked weight



Fdyn x k / 9,81



Bg 320 mm (P10)



Bogie



..................



Rolling circle diameter



............. mm



Braked weight Brake position G = P



47,71 kN



47,71 kN



196,87 kN



452,59 kN



12,30 kN



28,29 kN



1,591



1,126



32 t



.................



Brake block



11,76



32 t



Weight braked by screw brake



52 t



.......... t



44 t Braking system



52 t



Weight on rails at changeover



Braked weight



80 t 784,80 kN



Air braked



Brake rigging return spring



Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



≥ 264,87 kN



Handbraked



...........mm Distances from ends of central brake rigging to pivot



Total force on brake blocks (UIC Leaflet 544-1)



≥ 27,0 t



Number of wheelsets



b



840



Lead ........... mm



Technical data



empty/load.1)



suitable for



44 t



80,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130 119



Braked weight percentage



120 110 100



No.



90 80



60



30



40



44



50



Name



Name



Drawn



50 27



Modification



Date Checked



65



20



Date



Mod.



73



70



10



1) Delete where not applicable



118



60



70



80



90



100



Brake calculation



Issue



for bogie wagons (20,0 t axle load) with mechanical loaded/empty changeover



Date



Weight on rails [t]



Fig. 4: four-axled wagon 20 t axleload, mechanical - Sheet - Feuille 3



86



544-1 O



Appendices



Construction dimensions Lead ........... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



UIC Leaflet 544-1 Point 3



196,20 kN to 234,4 kN 80 t 784,80 kN



Number of wheelsets η = 0,83



4



Air braked



4



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 406 mm (16") ; x-sect. 1 295cm2



3,8 bar



a = 500 mm



b = 340 mm



Fdyn / 16



Value of coefficient k



..................



Rolling circle diameter



............. mm



Braked weight Brake position G = P



15,34 kN



47,71 kN



136,46 kN



452,59 kN



8,53 kN



28,29 kN



1,740



.......... kN Calculated "passenger" braked weight



Fdyn x k / 9,81



24 t



24 t



Weight braked by screw brake



52 t



.......... t



44 t



1,126



Braking system



52 t



Weight on rails at changeover



Bg 320 mm (P10)



Bogie



11,76



Net force on piston Ft



.................



Brake block



Loaded



1,3 bar



Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



20,0 t to 23,9 t



Handbraked A2



y



Screw brake



.......... mm



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



840



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



44 t



80,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130 120



Braked weight percentage



120 110 100



No.



90 80



Date



Modification



Date



Name



Name



Mod. Checked



70



65



60



Drawn



55



50 10



1) Delete where not applicable



118



20



30



40



44



50



60



70



80



90



100



Brake calculation



Issue



for bogie wagons (20,0 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 5: four-axled wagon 20 t axleload, pneumatic - Sheet 1



87



544-1 O



Appendices



Construction dimensions Lead ........... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



UIC Leaflet 544-1 Point 3



235,44 kN to 263,89 kN 80 t 784,80 kN



Number of wheelsets η = 0,83



4



Air braked



4



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 406 mm (16") ; x-sect. 1 295cm2



3,8 bar



a = 500 mm



b = 340 mm



..................



Rolling circle diameter



............. mm



Braked weight



17,93 kN



47,71 kN 452,59 kN



10,11 kN



28,29 kN



1,675



1,126



Value of coefficient k



.......... kN Calculated "passenger" braked weight



Brake position G = P



161,75 kN



Fdyn / 16 Fdyn x k / 9,81



28 t



28 t



Weight braked by screw brake



52 t



.......... t



44 t Braking system



52 t



Weight on rails at changeover



Bg 320 mm (P10)



Bogie



11,76



Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η



.................



Brake block



Loaded



1,5 bar



Net force on piston Ft



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



24,0 t to 26,9 t



Handbraked A2



y



Screw brake



.......... mm



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



840



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



44 t



80,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130



Braked weight percentage



120 110 100



No.



90 80



Date



Modification



Date



Name



Name



Mod. Checked



70



64



60



65



Drawn



50 10



1) Delete where not applicable



118



117



20



24



30



40 44 50



60



70



80



90



100



Brake calculation



Issue



for two-axle wagons (20,0 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 5: four-axled wagon 20 t axleload, pneumatic - Sheet 2



88



544-1 O



Appendices



Construction dimensions Lead ........... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



UIC Leaflet 544-1 Point 3



≥ 264,87 kN 80 t 784,80 kN



Number of wheelsets η = 0,83



4



Air braked



4



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 406 mm (16") ; x-sect. 1 295 cm2



3,8 bar



a = 500 mm



b = 340 mm



..................



Rolling circle diameter



............. mm



Braked weight



21,16 kN



47,71 kN 452,59 kN



12,09 kN



28,29 kN



1,599



1,126



Value of coefficient k



.......... kN Calculated "passenger" braked weight



Brake position G = P



193,37 kN



Fdyn / 16 Fdyn x k / 9,81



32 t



32 t



Weight braked by screw brake



52 t



.......... t



44 t Braking system



52 t



Weight on rails at changeover



Bg 320 mm (P10)



Bogie



11,76



Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η



.................



Brake block



Loaded



1,75 bar



Net force on piston Ft



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



≥ 27,0 t



Handbraked A2



y



Screw brake



.......... mm



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



840



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



44 t



80,0 t



............ t



Weight on rails in in S traffic



Reserved for national details



130 119



Braked weight percentage



120 110 100



No.



90 80 65



30



40



44



50



Name



Name



Drawn



50 27



Modification



Date Checked



60



20



Date



Mod.



73



70



10



1) Delete where not applicable



118



60



70



80



90



100



Brake calculation



Issue



for two-axle wagons (20,0 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 5: four-axled wagon 20 t axleload, pneumatic - Sheet 3



89



544-1 O



Appendices



Construction dimensions Lead ........... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



UIC Leaflet 544-1 Point 3



196,20 kN to 244,27 kN 90 t 882,90 kN



Number of wheelsets η = 0,83



4



Air braked



4



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 406 mm (16") ; x-sect. 1 295cm2



3,8 bar



a = 515 mm



b = 325 mm



Fdyn / 16



Value of coefficient k



..................



Rolling circle diameter



............. mm



Braked weight Brake position G = P



15,34 kN



47,71 kN



148,07 kN



488,72 kN



9,25 kN



30,54 kN



1,728



.......... kN Calculated "passenger" braked weight



Fdyn x k / 9,81



26 t



26 t



Weight braked by screw brake



58 t



.......... t



48 t



1,171



Braking system



58 t



Weight on rails at changeover



Bgu 2x250 mm (P10)



Bogie



12,68



Net force on piston Ft



.................



Brake block



Loaded



1,3 bar



Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



20,0 t to 24,9 t



Handbraked A2



y



Screw brake



.......... mm



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



840



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



48 t



90,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130



130



121



Braked weight percentage



120 110 100 No.



90 80



Modification



Date



Name



Name



Mod. Checked



70



65



Drawn



60 54



50 10



1) Delete where not applicable



Date



20



30



40



48



50



60



70



80



90



100



Brake calculation



Issue



for bogie wagons (22,5 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 6: four-axled wagon 22,5 t axleload, pneumatic - Sheet 1



90



544-1 O



Appendices



Construction dimensions Lead ........... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



UIC Leaflet 544-1 Point 3



245,25 kN to 293,22 kN 90 t 882,90 kN



Number of wheelsets η = 0,83



4



Air braked



4



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 406 mm (16") ; x-sect. 1 295cm2



3,8 bar



a = 515 mm



b = 325 mm



Fdyn / 16



Value of coefficient k



.......... kN Calculated "passenger" braked weight



Fdyn x k / 9,81



..................



Rolling circle diameter



............. mm



Braked weight Brake position G = P



17,93 kN



47,71 kN



175,32 kN



488,72 kN



10,96 kN



30,54 kN



1,666



1,171



30 t



30 t



Weight braked by screw brake



58 t



.......... t



48 t Braking system



58 t



Weight on rails at changeover



Bgu 2x250 mm (P10)



Bogie



12,68



Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η



.................



Brake block



Loaded



1,5 bar



Net force on piston Ft



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



25,0 t to 29,9 t



Handbraked A2



y



Screw brake



.......... mm



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



840



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



48 t



90,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130



Braked weight percentage



110 100 No.



90 80



Date



Modification



Date



Name



Name



Mod. Checked



70



65



63



60



Drawn



50 10



1) Delete where not applicable



121



120



120



20



25



30



40



50 48



60



70



80



90



100



Brake calculation



Issue



for bogie wagons (22,5 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 6: four-axled wagon 22,5 t axleload, pneumatic - Sheet 2



91



544-1 O



Appendices



Construction dimensions Lead ........... mm



Vehicle tare mass



Brake block travel



A2



.......... mm



Tare weight of vehicle



Dimensions



x



.......... mm



max. mass of vehicle on rails



y



.......... mm



max. vehicle weight on rails



Parameters to be used Brake rigging efficiency Opposing forces



UIC Leaflet 544-1 Point 3



≥ 294,30 kN 90 t 882,90 kN



Number of wheelsets η = 0,83



4



Air braked



4



Brake rigging adjuster



FR = 2 kN



Brake cylinder



Empty



...........mm Brake cylinder pressure



Force applied to wheel



FK



0,50 kN



Distances from ends of central brake rigging to pivot



Efficiency of screw brake



ηH



0,19



Total multiplication ratio i



Multiplication ratio



iH



∅ 406 mm (16") ; x-sect. 1 295 cm2



3,8 bar



a = 515 mm



b = 325 mm



Fdyn / 16



Value of coefficient k



.......... kN Calculated "passenger" braked weight



Fdyn x k / 9,81



..................



Rolling circle diameter



............. mm



Braked weight Brake position G = P



21,16 kN



47,71 kN



209,39 kN



488,72 kN



13,09 kN



30,54 kN



1,593



1,171



32 t



34 t



Weight braked by screw brake



58 t



.......... t



48 t Braking system



58 t



Weight on rails at changeover



Bgu 2x250 mm (P10)



Bogie



12,68



Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η



.................



Brake block



Loaded



1,75 bar



Net force on piston Ft



Braked weight



.................



Distributor valve Brake rigging adjuster



h



Total force on brake blocks (UIC Leaflet 544-1)



.......... - GP



FF = 1,5 kN



Compressed-air brake



Force on one brake block



................



Brake



Brake rigging return spring x



Lead of brake spindle



Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR



≥ 30,0 t



Handbraked A2



y



Screw brake



.......... mm



b



Tooth number Z1 = ......... Tooth number Z2 = .........



Piston stroke



840



a



Lead ........... mm



Technical data



empty/load.1)



suitable for



48 t



90,0 t



............ t



Weight on rails in S traffic



Reserved for national details



130



121



Braked weight percentage



120



113



110 100 No.



90 80



Modification



Date



Name



Name



Mod.



71



70



Checked



65



60



Drawn



50 10



1) Delete where not applicable



Date



20



30



40



50 48



60



70



80



90



100



Brake calculation



Issue



for bogie wagons (22,5 t axle load) with pneumatic loaded/empty changeover



Date



Weight on rails [t]



Fig. 6: four-axled wagon 22,5 t axleload, pneumatic - Sheet 3



92



544-1 O



Appendices



Construction dimensions empty/load.1)



Piston stroke



Brake block travel A2 Dimensions x y



700



a



Lead ........... mm



Technical data



.......... mm



Vehicle tare mass



............... t



.......... mm



Tare weight of vehicle



............... kN



.......... mm



max. mass of vehicle on rails



............... t



.......... mm



max. vehicle weight on rails



............... kN



Parameters to be used



............... t



Unsprung weight



............... kN



Number of wheelsets



η = 0,83



Brake rigging efficiency



Tooth number Z1 = .........



Unsprung mass



2



Air braked



Tooth number Z2 = .........



2



Handbraked b



A2



y



Opposing forces



x



...............



Brake



.......... - GP - A



Brake rigging return spring



FF = 1,5 kN



Distributor valve Load-proportional valve



.................



Brake rigging adjuster



FR = 2 kN



Load-braking valve



.................



.................



∅ ......mm (...") ; x-sect. ..... cm2



Brake cylinder Brake rigging adjuster



Screw brake Lead of brake spindle



UIC Leaflet 544-1 Point 3 h



..........mm



.................



Brake block



Compressed-air brake



Bg-Bgu ............... mm



Vehicle



Bogie



...............



tare mass



Rolling circle diameter



............... mm



Force applied to wheel



FK



0,50 kN



Wagon mass



............



20



25



29



30



35



40



45



t



Efficiency of screw brake



ηH



0,19



Pressure T at load-proportional valve



............



........



........



........



........



........



........



........



bar



Multiplication ratio



iH



Brake cylinder pressure C



............



........



........



........



........



........



........



........



bar



..........



Distances from ends of central brake rigging to pivot a/b



a = ............... mm



Total multiplication ratio i Total force on brake blocks (UIC Leaflet 544-1) Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR Braked weight



Force on one brake block



b = ............... mm



........ - GP - A MAX: .... t



i = ............... mm



Net force on piston Ft



.......... kN Total force on brake blocks



Weight braked by air brake



............



........



........



........



........



........



........



........



kN



Fdyn = (Ft x i - 4 FR) x η



............



........



........



........



........



........



........



........



kN



Fdyn / 8



............



........



........



........



........



........



........



........



kN



............



........



........



........



........



........



........



........



............



........



........



........



........



........



........



........



t



............



........



........



........



........



........



........



........



%



Value of coefficient k ............ t Calculated "passenger" braked weight



Fdyn x k / 9,81



Braked weight percentage λ



Weight braked by screw brake ............ t Braking system suitable for .................. t



Reserved for national details



Weight on rails in S traffic



130 120



Braked weight percentage



110 100 90 No.



80 70



Mod.



60



Checked



Date



Modification



Date



Name



Name



Drawn



50



Brake calculation



5



10



15



20



25



30 29



35



40



45



Weight on rails [t]



for two-axle wagons with self-adjusting load-proportional brake in S trafic



Issue Date



1) Delete where not applicable



Fig. 7: two-axled wagon with AL/S (formerly SS/S)



93



544-1 O



Appendices



Construction dimensions empty/load.1)



Piston stroke



Brake block travel A2 Dimensions x y



700



a



Lead ........... mm



Technical data



.......... mm



Vehicle tare mass



............... t



.......... mm



Tare weight of vehicle



............... kN



.......... mm



max. mass of vehicle on rails



............... t



.......... mm



max. vehicle weight on rails



............... kN



Parameters to be used



............... t



Unsprung weight



............... kN



Number of wheelsets



η = 0,83



Brake rigging efficiency



Tooth number Z1 = .........



Unsprung mass



2



Air braked



Tooth number Z2 = .........



2



Handbraked b



A2



y



Opposing forces



x



...............



Brake



.......... - GP - A



Brake rigging return spring



FF = 1,5 kN



Distributor valve Load-proportional valve



.................



Brake rigging adjuster



FR = 2 kN



Load-braking valve



.................



.................



∅ ......mm (...") ; x-sect. ..... cm2



Brake cylinder Brake rigging adjuster



Screw brake Lead of brake spindle



UIC Leaflet 544-1 Point 3 h



..........mm



.................



Brake block



Compressed-air brake



Bg-Bgu ............... mm



Vehicle



Bogie



...............



tare mass



Rolling circle diameter



............... mm



Force applied to wheel



FK



0,50 kN



Wagon mass



............



20



25



30



35



36



40



45



t



Efficiency of screw brake



ηH



0,19



Pressure T at load-proportional valve



............



........



........



........



........



........



........



........



bar



Multiplication ratio



iH



Brake cylinder pressure C



............



........



........



........



........



........



........



........



bar



..........



Distances from ends of central brake rigging to pivot a/b



a = ............... mm



Total multiplication ratio i Total force on brake blocks (UIC Leaflet 544-1) Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR Braked weight



Force on one brake block



b = ............... mm



........ - GP - A MAX: .... t



i = ............... mm



Net force on piston Ft



.......... kN Total force on brake blocks



Weight braked by air brake



............



........



........



........



........



........



........



........



kN



Fdyn = (Ft x i - 4 FR) x η



............



........



........



........



........



........



........



........



kN



Fdyn / 8



............



........



........



........



........



........



........



........



kN



............



........



........



........



........



........



........



........



............



........



........



........



........



........



........



........



t



............



........



........



........



........



........



........



........



%



Value of coefficient k ............ t Calculated "passenger" braked weight



Fdyn x k / 9,81



Braked weight percentage λ



Weight braked by screw brake ............ t Braking system suitable for .................. t



Reserved for national details



Weight on rails in SS traffic



130 120



Braked weight percentage



110 100 90 No.



80 70



Mod.



60



Checked



Date



Modification



Date



Name



Name



Drawn



50



Brake calculation



5



10



15



20



25



30



40 35 36



45



Weight on rails [t]



for two-axle wagons with self-adjusting load-proportional brake in SS trafic



Issue Date



1) Delete where not applicable



Fig. 8: two-axled wagon with SS brake



94



544-1 O



Appendices



Construction dimensions empty/load.1)



Piston stroke



Brake block travel A2 Dimensions x y



840



a



Lead ........... mm



Technical data



.......... mm



Vehicle tare mass



............... t



.......... mm



Tare weight of vehicle



............... kN



.......... mm



max. mass of vehicle on rails



............... t



.......... mm



max. vehicle weight on rails



............... kN



Parameters to be used



............... t



Unsprung weight



............... kN



Number of wheelsets



η = 0,83



Brake rigging efficiency



Tooth number Z1 = .........



Unsprung mass



4



Air braked



Tooth number Z2 = .........



4



Handbraked b



A2



y



Opposing forces



...............



Brake



.......... - GP - A



Brake rigging return spring



FF = 1,5 kN



Distributor valve Load-proportional valve



.................



Brake rigging adjuster



FR = 2 kN



Load-braking valve



.................



x



.................



∅ ......mm (...") ; x-sect. ..... cm2



Brake cylinder Brake rigging adjuster



Screw brake Lead of brake spindle



UIC Leaflet 544-1 Point 3 h



..........mm



.................



Brake block



Compressed-air brake



Bg-Bgu ............... mm



Vehicle



Bogie



...............



tare mass



Rolling circle diameter



............... mm



t



Force applied to wheel



FK



0,50 kN



Wagon mass



............



30



40



50



58



60



70



80



Efficiency of screw brake



ηH



0,19



Pressure T at load-proportional valve



............



........



........



........



........



........



........



........



bar



Multiplication ratio



iH



Brake cylinder pressure C



............



........



........



........



........



........



........



........



bar



..........



Distances from ends of central brake rigging to pivot a/b



a = ............... mm



Total multiplication ratio i Total force on brake blocks (UIC Leaflet 544-1) Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR Braked weight



Force on one brake block



b = ............... mm



............



........



........



........



........



........



........



........



........



kN



Fdyn = (Ft x i - 8 FR) x η



............



........



........



........



........



........



........



........



........



kN



Fdyn / 16



............



........



........



........



........



........



........



........



........



kN



............



........



........



........



........



........



........



........



........



............



........



........



........



........



........



........



........



........



t



............



........



........



........



........



........



........



........



........



%



Value of coefficient k ............ t Calculated "passenger" braked weight



Fdyn x k / 9,81



Braked weight percentage λ



Weight braked by air brake



........ - GP - A MAX: .... t



i = ............... mm



Net force on piston Ft



.......... kN Total force on brake blocks



90



Weight braked by screw brake ............ t Braking system suitable for .................. t



Reserved for national details



Weight on rails in S traffic



130 120



Braked weight percentage



110 100 90 No.



80 70



Mod.



60



Checked



Date



Modification



Date



Name



Name



Drawn



50



Brake calculation



10



20



30



40



50



60 58



70



80



90



Weight on rails [t]



for bogie wagons with self-adjusting load-proportional brake in S trafic



Issue Date



1) Delete where not applicable



Fig. 9: four-axled wagon with AL/S (formerly SS/S)



95



544-1 O



Appendices



Construction dimensions empty/load.1)



Piston stroke



Brake block travel A2 Dimensions x



Lead ........... mm



y



Vehicle tare mass



............... t



.......... mm



Tare weight of vehicle



............... kN



.......... mm



max. mass of vehicle on rails



............... t



.......... mm



max. vehicle weight on rails



............... kN



a



Parameters to be used



840



Lead ........... mm



Technical data



.......... mm



............... t



Unsprung weight



............... kN



Number of wheelsets



η = 0,83



Brake rigging efficiency



Unsprung mass



4



Air braked



Tooth number Z1 = .........



4



Handbraked b



Tooth number Z2 = .........



Opposing forces



A2



FF = 1,5 kN



Brake rigging return spring y



...............



Brake



Brake rigging adjuster



FR = 2 kN



.......... - GP - A



Distributor valve



.................



Load-proportional valve



.................



Load-braking valve



................. ∅ ......mm (...") ; x-sect. ..... cm2



Brake cylinder Brake rigging adjuster



Screw brake



UIC Leaflet 544-1 Point 3



.................



Brake block



Compressed-air brake



Vehicle



Bg-Bgu ............... mm



Bogie



Lead of brake spindle



h



..........mm



Force applied to wheel



FK



0,50 kN



Wagon mass



............



30



40



50



60



70



72



80



Efficiency of screw brake



ηH



0,19



Pressure T at load-proportional valve



............



........



........



........



........



........



........



........



bar



Multiplication ratio



iH



Brake cylinder pressure C



............



........



........



........



........



........



........



........



bar



..........



Total force on brake blocks (UIC Leaflet 544-1) Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR Braked weight



tare mass



...............



Rolling circle diameter



Distances from ends of central brake rigging to pivot a/b



a = ............... mm



Total multiplication ratio i



i = ............... mm



Net force on piston Ft



.......... kN Total force on brake blocks Force on one brake block



............



........



............... mm 90



t



b = ............... mm ........



........



........



........



........



........



........ - GP - A MAX: .... t ........



kN



Fdyn = 2 x (Ft x i - 4 FR) x η



............



........



........



........



........



........



........



........



........



kN



Fdyn / 16



............



........



........



........



........



........



........



........



........



kN



............



........



........



........



........



........



........



........



........



............



........



........



........



........



........



........



........



........



t



............



........



........



........



........



........



........



........



........



%



Value of coefficient k ............ t Calculated "passenger" braked weight



Fdyn x k / 9,81



Braked weight percentage λ



Weight braked by air brake



Weight braked by screw brake ............ t Braking system suitable for .................. t



Reserved for national details



Weight on rails in SS traffic



130 120



Braked weight percentage



110



1) Delete where not applicable



100 90 No.



80 70



Date



Modification



Date



Name



Name



Mod.



60



Checked



50



Drawn



Brake calculation



10



20



30



40



50



Weight on rails [t]



60



70



72



80



90



for bogie wagons with self-adjusting load-proportional brake in SS trafic



Issue Date



Fig. 10: four-axled wagon with SS brake



96



544-1 O



Appendices



Appendix P - Sample brake calculations for passenger coaches Figure



Designation



Sheet



1



Block-braked coaches with self-adjusting load-proportional brake



1



2



Disc-braked coaches with Mg brake



1



3



Disc-braked coaches without Mg brake



1



4



Disc-braked coaches with self-adjusting load-proportional brake



1



97



544-1 O



Appendices



Vehicle characteristics



Brake diagram



Vehicle weights (definitions, calculations) and justification from the point of view of braking technology for the braking power supplied by the continuous brake as specified in DIN 25008 Maximum speed



vmax =



Tare 1) Total weight (mE + mp)



mE =



Brake components Brake rigging Piston stroke (P setting) H= for pC =



z=



km/h t



Maximum weight from the point of view of the braking technology



mBH =



t



Number of seats



NSipl =



-



AStpl = Area for standing passengers Calculation of the maximum weight from the point of view of braking technology mBH = mE + (NSipl + AStpl x PStpl) x P’



mm bar



y



t



mG =



Control equipment Distributor Load proportional value + Mean value Wheel slide protection device Brake cylinders (number x size)



Play in the brake rigging



DIN 263 thread a



z=



Type of bogie Cast iron block



Assembly dimensions



c



z



m2



Type of brake-rigging adjustor Return force



Number per coach Dimension Rubbing surface Material



b A2



with PStpl = Mean density of the standing places (P/m2) = P’ = Characteristic weight per person (kg/person) =



Dimensions of the levers



Mean coefficient of friction when stationary (block brakes)



µKo= ηD=



Mean efficiency of the compressed air brake Mean efficiency of the handbrake



Block brakes P



G



kH =



kN



Total force on the blocks



FH =



kN



-



Certain to hold mE = on a slope of 35‰



r R s = F H × ------------------ × µ B ⁄ ( m E × g × 0,035 ) = r Lmax B H = FH / g



=t



pTm



bar



Pressure in the brake cylinder



pC



bar



Effective force on the piston



FC



Multiplication/bogie



i K = a / b x nK / 4



Empty (mE)



Partly loaded(mG)



Loaded (t)



Loaded (mBH)



Empty (mE)



Partly loaded(mG)



Loaded (mBH)



Total application force on the blocks FK = 2 x FC x iK x ηD - FGeg x nK/2 kN FKE = FK / nK



Specific pressure per block Braking coefficient Braked weight (B)



pKE = FKE / AK k=



kN N/mm t



γ=



λ



λ



λ



c=



λ2)



inscription mE



inscription mG



t t t t



t t t t



KE - GP - A P



t



G



t



N/mm



1)



Including the loads specified in DIN 25008



2)



Tare weight mE and adequate total weight mp are inscribed in the inscription panel



KE - GP - A



mZ



mE t



mG t



2)



Seats End with handbrake that only acts on one bogie



Approved : place, date Applicable to:



Owner



Condition Date Date



Prepared by Checked by Sign.



PT



Name



Brake calculation



Block-braked coaches with self-adjusting load-proportional brake



Elastic stroke of the load-proportional value [mm]



0 0 mE



For driving trailer:



Remarks



Suitable charcteristic value of a secondary spring PC



t



Brake inscription on coach λ



Pressure conditions for self-adjusting load-proportional braking PC, PT [bar]



0,5 kN



DIN 263



Handbraked weight Details of other brake equipment



2



Tare + loads t t t t



Percentage of the braked weight λ



=



Force on the handwheel (UIC Leaflet 543) Screw brake Multiplication iH =



Brake setting Load condition Control pressure



Application force per block



ηH



Handbrake



Load [t] mG



Origin



mBH



Replaces



Superseded by



Fig. 1: Block-braked coaches with self-adjusting load-proportional brake



98



544-1 O



Appendices



Vehicle characteristics



Brake diagram



Vehicle weights (definitions, calculations) and justification from the point of view of braking technology for the braking power supplied by the continuous brake as specified in DIN 25008 Maximum speed



vmax =



Tare 1) Total weight (mE + mp)



mE =



t



mG =



t



z1 =



z2 = d c



km/h



Maximum weight from the point of view of the braking technology



mBH =



t



Number of seats



NSipl =



-



Area for standing passengers



AStpl =



m2



Brake components



only the end with the handbrake is shown



with



P’



= Characteristic weight per person (kg/person) =



a b



Disc brakes R / R red



Brake setting Load condition Control pressure



pTm



bar



Pressure in the brake cylinder



pC



bar



Effective force on the piston



FC



Multiplication unit of disc braking



iD



Total force applied on pads



F D = F C x i D x 4 x ηD



kN



Force applied per pad



FDE = FD / 16



kN



Specific pressure per pad Rate of braking for irLm =



pDE = FDE / 2 x AK



= (a+b) / b x c / d x 4



mm abr = FDxrRx100/(GxrLm x g)



Braked weight (B)



ηH =



a= b= c= d=



Wheel-slide protection device mm mm mm mm



Fant



=



kN



Radius of wheel



rL



=



mm



articulated slides 4xDDGL100



Mean radius of wheel



rLm



=



mm



Pneumatic control: KZ-ME3



Diameter of brake disc rR Rubbing radius Rubbing surface of the pad (as spec. in UIC Leaflet 541-3) AR Rubbing material (as spec. in UIC Leaflet 541-3) with DB authorisation (SAP 252223 or 252225)



= =



mm mm



=



cm2



em brake



Brake disc (number/axle)



Knorr/BSI



Total theoretical adhesion



kN



Braked weight



t



Handbrake P



G



kN



Total force on the blocks



-



Certain to hold mE = on a slope of 35‰



N/mm %



λ



λ



λ



λ



λ



λ



λ



λ



λ



mE



t



Brake inscription on coach



mp



KE - GPR - Mg



R



t t



mE t



D



mP t



2)



Seats



R



t



P



t



R



t *



G



t



R+Mg



t *



R + Mg red



t



* - Figures in "red"



Remarks



Values calculated from the braked weights inscribed



λ [%]



Approved : 1)



Including the loads specified in DIN 25008



2)



Tare weight mE and adequate total weight mp are inscribed in the inscription panel



G P R



place, date Applicable to:



Owner



Condition Date Date



* B x 100 G



Name



Brake calculation



98



Disc-braked coaches with Mg brake



Prepared by Checked by



R+Mg



λ=



B H = FH / g



t



Percentage braked weight



R



kN



rR s = F H × ------------------ × µ ⁄ ( m × g × 0,035 ) = B E rLmax



Details of other brake equipment



Tare + loads t t



Mg brake



(as per inscription)



kN



FH =



t



Handbraked weight 2



t



Percentage braked weight λ



Type of bogie Type of brake discs Brake cylinder (number x dimension) Return force



Force on the handwheel (UIC Leaflet 543) kH = Empty(mE) part.loaded (mG) Loaded (t) Loaded (mBH) Empty (mE) part.loaded (mG) Loaded (t) Loaded (mBH) Empty (mE) part.loaded (mG) Loaded (t) Screw brake DIN 263 Multiplication iH =



t



Percentage of the braked weight λ



Handbrake



Type



mBH = mE + (NSipl + AStpl x PStpl) x P’ = Mean density of the standing places (P/m2) =



ηD =



Control equipment Distributor Pressure exchanger Brake accelerator Pneumatic relay Mg brake



Dimensions of the levers



DIN 263 thread



Calculation of the maximum weight from the point of view of braking technology



PStpl



Brake rigging Efficiencies Compressed air brake



Sign.



G [t]



Fig. 2: Disc-braked coaches with Mg brake



99



544-1 O



Appendices



Vehicle characteristics



Brake diagram



Vehicle weights (definitions, calculations) and justification from the point of view of braking technology for the braking power supplied by the continuous brake as specified in DIN 25008 Maximum speed



vmax =



Tare 1) Total weight (mE + mp)



mE =



t



mG =



t



Maximum weight from the point of view of the braking technology



mBH =



t



Number of seats



NSipl =



-



Area for standing passengers



AStpl =



m2



z1 =



Brake components



z2 = d c



km/h



Brake rigging Efficiencies Compressed air brake



ηD =



Handbrake



ηH =



Control equipment Distributor Pressure exchanger Brake accelerator Pneumatic relay Mg brake



Dimensions of the levers



DIN 263 thread



l



only the end with the handbrake is shown



a= b= c= d=



Wheel slide protection device mm mm mm mm



Type of bogie Type of brake discs Brake cylinder (number x dimension) Return force



Fant



=



kN



Brake disc (number/axle)



Calculation of the maximum weight from the point of view of braking technology



Radius of wheel



rL



=



mm



Mean radius of wheel



rLm



=



mm



mBH = mE + (NSipl + AStpl x PStpl) x P’



Diameter of brake disc rR Rubbing radius Rubbing surface of the pad (as spec. in UIC Leaflet 541-3) AR Rubbing material (as spec. in UIC Leaflet 541-3) with DB authorisation (SAP 252223 or 252225)



= =



mm mm



=



cm2



with PStpl



= Mean density of the standing places (P/m2) =



P’



= Characteristic weight per person (kg/person) =



a b



Disc brakes R / R red



Handbrake P



G



Brake setting Load condition Control pressure



pTm



bar



Pressure in the brake cylinder



pC



bar



Effective force on the piston



FC



kN



Total force on the blocks



-



Multiplication unit of disc braking iD = (a+b) / b x c / d x 4



Force on the handwheel (UIC Leaflet 543) Empty(mE) part.loaded (mG) Loaded (t) Loaded (mBH) Empty(mE) part.loaded (mG) Loaded (t) Loaded (mBH) Empty(mE) part.loaded (mG) Loaded (t) Screw brake Multiplication iH =



FD = FC x iD x 4 x ηD



kN



Force applied per pad



FDE = FD / 16



kN



Handbraked weight



Specific pressure per pad Rate of braking for rLm =



pDE = FDE / 2 x AK



N/mm2 %



Details of other brake equipment



mm abr=FDxrRx100/(GxrLm x g)



Braked weight (B)



λ



Tare + loads t t t t t t t



λ



λ



λ



λ



λ



λ



λ



λ



mE



λ [%]



R



=



BH = FH / g



t



KE - GPR - Mg



mE t



D



mP t



2)



Seats



R



t



P



t



R



t *



G



t



t



* - Figures in "red"



Values calculated from the braked weights inscribed



1)



Including the loads specified in DIN 25008



2)



Tare weight mE and adequate total weight mp are inscribed in the inscription panel



G



Approved : place, date



Applicable to:



P R



Owner



Condition Date Date



Name



Brake calculation



Prepared by Checked by Sign.



R*



λ=



s =



kN r R F × ------------------ × µ ⁄ ( m × g × 0,035 ) B E H r Lmax



mp



Remarks Percentage braked weight



t



Brake inscription on coach



t



Percentage of the braked weight λ



kN



DIN 263



FH =



Certain to hold mE = on a slope of 35‰



Total force applied on pads



kH =



Disc-braked coaches without Mg brake



B x 100 G Origin



G [t]



Replaces



Superseded by



Fig. 3: Disc-braked coaches without Mg brake



100



544-1 O



Appendices Vehicle characteristics



Brake diagram



Brake components Brake rigging Piston stroke



mE =



t



Control equipment Distributor Pressure exchanger Brake accelerator Setting of the type 2 self-adjusting relay (RLV 2) for Cv = 3,00/3,80 bar



mG =



t



Load regulator + mean valve pressure



Maximum weight from the point of view of the braking technology Number of seats



mBH = NSipl =



t -



Area for standing passengers



AStpl =



m2



Vehicle weights (definitions, calculations) and justification from the point of view of braking technology for the braking power supplied by the continuous brake as specified in DIN 25008 vmax =



Maximum speed 1)



Tare Total weight (mE + mp)



z2 =



P’



C



=



bar



T



=



bar



Return force Brake disc (number/axle) Radius of wheel



Fant



=



kN



rL



=



mm



=



mm



=



mm



Wheel slide protection device



a



Type of bogie



Only the end with the handbrake is shown



b



turnbuckle



Brake cylinder (number x dimension) Dimensions of the levers a= mm



flex ball cables c d



Disc brakes R / R red pTm pC FC iD = (a+b) / b x c / d x 4 FD = FC x iD x 4 x ηD FDE = FD / 16 pDE = FDE / 2 x AK abr=FDxrRx100/(GxrLm x g)



b=



mm



Diameter of brake disc



dBr



c=



mm



Rubbing radius



rR



d=



mm



AR = Rubbing area of the pad cm2 Curve of the coefficient of friction of the brake as specified in UIC pads Leaflet 541-3 Mean efficiency of the compressed air brake ηD = = Mean efficiency of the handbrake ηH



Handbrake



P



Empty(mE) part.loaded (mG) Loaded (t) Loaded (mBH) Empty(mE)



part.loaded(mG)



G



Force on hand wheel (UIC Leaflet 543) kH = DIN 263 Multiplication iH = Total force on pads FH = KH x iH x ηH - Fant x iD x2



0,5 kN



Loaded (t) Loaded (mBH) Empty(mE) part.loaded(mG) Loaded (t) Screw brake



bar bar kN kN kN



Certain to hold mE = on a slope of 35‰



t



s =



kN



rR F × ------------------ × µ ⁄ ( m × g × 0,035 ) H r B E Lmax



=



Hand-braked weight B H = FH / g Details of other brake equipment



N/mm2 % t λ



Tare + loads t t t t t t



Percentage of the braked weight λ



mm bar



Din 263 thread



= Mean density of the standing places (P/m2) = = Characteristic weight per person (kg/person) =



Brake setting Load condition Control pressure Pressure in the brake cylinder Effective force on the piston Multiplication unit of disc braking Total force applied on pads Force applied per pad Specific pressure per pad mm Rate of braking for rLm = Braked weight (B)



H= Pc =



for



km/h



Calculation of the maximum weight from the point of view of braking technology mBH = mE + (NSipl + AStpl x PStpl) x P’ with PStpl



z1= =



λ



λ



λ



λ



λ



λ



λ



λ



mE



t



Brake inscription on coach



mp



for R



KE - GPR - A



R



D driving trailer:



t



P



R



KE - GPR - A mZ D



t t



t *



R



G



t



mE t



mP t



2)



Seats



* - Figures in "red"



Remarks



Pressure condition for self-adjusting load-proportional braking PC , PT [bar]



1)



Including the loads specified in DIN 25008



c=



2)



Tare weight mE and adequate total weight mp are inscribed in the inscription panel



Approved : place, date



Applicable to:



PC, R



N/mm



PT



PC, P, G



0 0 mE



Suitable characteristic value of secondary spring



Owner



Condition Date Date Name



Prepared by Checked by Sign.



Brake calculation



Disc-braked coaches with self-adjusting load-proportional brake



Elastic stroke of the load-proportional value [mm] mP



mH



Origin



Load [t]



Replaces



Superseded by



Fig. 4: Disc-braked coaches with self-adjusting load-proportional brake



101



544-1 O



Appendices



Appendix Q - Abbreviations a0 ; a1 ; a2 ; a3



dimensionless constants for calculation of the "k" values



[-]



a bi ; a b1 ; a b2 ; a b3



constant deceleration applicable between the speed ranges v i and vi + 1 ; v0 – V1 ; v 1 – v2 ; v 2 – v3



[m/s2]



a bj



calculated deceleration



[m/s2]



ai



deceleration at time "i"



[m/s2]



aj



average deceleration



[m/s2]



a jn



deceleration corresponding to the speed stage v j , in test "n"



[m/s2]



am



mean deceleration



[m/s2]



a mi



mean deceleration in speed range v i – v i + 1



a max



maximum instantaneous deceleration



[m/s2]



a min



minimum instantaneous deceleration



[m/s2]



AL



self-adjusting load-proportional brake



B



braked weight



[t]



Bz



braked weight of the train



[t]



B ep



braked weight obtained with the ep brake



[t]



Bg



brake block type Bg (single block)



Bgu



brake block type Bgu (double brake block)



Bh



braked weight of the handbrake



[t]



B corr



corrected braked weight per block



[t]



B corrtr



corrected braked weight of train



[t]



B test



mean braked weight per block in the test



[t]



B R



braked weight in brake position R



[t]



B Sbb



braked weight obtained with active brake accelerators



[t]



B wag corr



corrected braked weight of the vehicle



[t]



B new



braked weight, determined according to UIC Leaflet 544-1, 4th edition



[t]



B old



braked weight, determined according to UIC Leaflet 544-1, 3rd edition, chapter IV



[t]



D



constant for calculating the λ values



[-]



C



constant for calculating the λ values



[-]



dm



diameter of semi-worn wheel



[mm]



d ver



mean wheel radius of the test vehicle



[mm]



102



544-1 O



Appendices ep-Bremse



electropneumatic brake



Fb



calculated total brake block or brake pad force of the handbrake on the rig



[kN]



F bR



calculated total brake block or disc calliper force of the air brake allowing for η dyn



[kN]



Fc



brake force at the wheel rim



[kN]



F ci



brake force applied in calculation step "i"



[kN]



F dyn



force per brake block taking account of efficiency η dyn



[kN]



F dyn test



dynamic brake force per brake insert holder in the test



[kN]



F dyn corr



corrected dynamic brake force per brake insert holder



[kN]



FF



force in the brake gear return spring (generally 1,5 kN)



[kN]



Fi



brake force of all adhesion-dependent brakes for calculation step or deceleration step "i"



[kN]



F icorr



corrected brake force



[kN]



Fk



force on the hand wheel or handle (0,5 kN)



[kN]



F corr



corrected brake force



[kN]



F mi



mean brake force in calculation section "i"



[kN]



FR



counterforce in the brake rod adjuster (generally : F R = 2 kN)



[kN]



F sp



turning force of the spring-loaded brake unit in the brake cylinder at the cylinder exit when the "spring-loaded brake is applied"



[kN]



Ft



effective force of the brake cylinder (allowing for the return forces of brake cylinder and brake rigging)



[kN]



F test



mean brake force in the test



[kN]



G



brake setting of the slow-acting brake (freight train)



g



acceleration due to gravity



[9,81 m/s2]



h



thread pitch of the screw-brake spindle



[mm]



hs



correlation factor for pre-determining the braked weight of a disc brake



[-]



i



mark of speed sections



[-]



im



mean gradient over s jmeas of the test track with plus sign for rising gradients and minus sign for falling gradients



[‰]



i ms



gradient



[‰]



i*



multiplication ratio behind the brake rigging, normally i* = 4 for two-axled wagons i* = 8 for four-axled wagons



[-]



iG



total multiplication ratio of the brake rigging



[-]



103



544-1 O



Appendices iH



total multiplication ratio of the screw brake



[-]



ip



multiplication ratio of the compressed-air brake



[-]



iR



multiplication ratio behind the brake rod adjuster; generally i R = twice the number of axles braked with the screw brake



[-]



i sp



multiplication ratio between the brake cylinder with spring-loaded brake and the brake blocks or pads



[-]



k



assessment factor for determining the braked weight



[-]



k Bg



assessment factor for determining the braked weight on vehicles with brake blocks type Bg



[-]



k Bgu



assessment factor for determining the braked weight on vehicles with brake blocks type Bgu



[-]



kd



correlation factor



[-]



kv



factor for correcting the brake force



[-]



k h ; k hi



correction factor for brake force due to the effect of humidity



[-]



kw



factor for correcting the brake force due to the reduction in adhesion



[-]



m



mass of the test train or test vehicle



[t]



mz



mass of the train



[t]



me



equivalent mass of the vehicle (including rotating masses)



[t]



Mg



abbreviation for magnetic rail brake



mr



equivalent mass of rotating parts



[-]



n Fed



number of brake cylinders with spring-loaded brake



[-]



ns



number of braked units (disc brake)



[-]



n



number of tests



[-]



P



brake position of rapid-acting brake (passenger train)



P+E



brake position P + electrodynamic brake



P+H



brake position P + hydrodynamic brake



P+Mg



brake position P + magnetic rail brake



P10



material designation of the cast-iron block with a 1% phosphorus content



train position of quick-acting brake without brake accelerators



R



train position of quick-acting brake with brake accelerators



R+E



brake position R + electrodynamic brake



R+H



brake position R + hydrodynamic brake



104



[-]



544-1 O



Appendices R+Mg



brake position R + magnetic rail brake



rh



radius of semi-worn wheel



[mm]



rm



mean braking radius on the brake disc



[mm]



rr



radius of wheels in new condition



[mm]



RSL



axleload



[t]



S



abbreviation for a system of operating in which a vehicle suitable for use in S service is properly braked in all load cases up to 100 km/h in accordance with the provisions of UIC Leaflet 543 and UIC Leaflet 541-04



(s)



mean braking distance



[m]



s



total braking distance (up to v = 0)



[m]



s1 ; s2 ; s3



braking distances achieved between speeds v 0 and v 1 ; v 1 and v 2 or v 2 and 0



[m]



Sbb



abbreviation for brake accelerator



se



braking distance differing most from the mean braking distance



[m]



s ek



braking distance covered during the brake application time



[m]



si



corrected braking distance measured in test "i"



[m]



sj



mean braking distance in a speed interval



[m]



s jcorr



corrected braking distance corresponding to the nominal speed in test "j"



[m]



S jmeas



braking distance measured in test "j"



[m]



( s ) corr



corrected mean braking distance



[m]



s w1 ; s w2 ; s wi



braking distance section in wet condition



[m]



s t1 ; s t2 ; s ti



braking distance section in dry condition



[m]



sp



distance covered between v p and v 1



[m]



S vjn



braking distance covered in test "n"



[m]



∆s i



braking distance covered in the interval ∆t



[m]



SS



abbreviation for a system of operating in which a vehicle suitable for use in SS service is properly braked in all load cases up to 120 km/h in accordance with the provisions of UIC Leaflet 543 and UIC Leaflet 541-04



te



equivalent brake application time



[s]



tf



measured mean brake cylinder filling time



[s]



f0



lost time between the time the braking order is given and the start of the increase in brake force



[s]



t on



lost time in measurement "n"



[s]



105



544-1 O



Appendices ts



brake application time, measured from 0 to 95% of the fully developed decelerating force



[s]



t sn



brake application time in measurement "n"



[s]



∆t



time interval for the calculation ( ∆t ≤ 1s )



[s]



v



speed



[km/h]



vi ; v1 ; v2



speed at the start of the interval ∆t i ; ∆t 1 ; ∆t 2



[km/h; m/s]



v i+1



speed at the end of the interval ∆t



[km/h; m/s]



v i-1



speed before the calculation section "i"



[km/h; m/s]



v 0nom ; v jnom



nominal speed of test "0" or "j"



[km/h; m/s]



vj



speed in step "j" for determining the mean test



[m/s]



v jmeas



speed measured in test "j"



[km/h; m/s]



v max



maximum speed



[km/h]



vn



speed levels in brake tests



[km/h]



∆v



speed range



[km/h]



∆v i



speed interval in test "i"



[km/h]



v mi



mean speed in interval ∆t



[km/h; m/s]



v0



initial braking speed



[km/h; m/s]



vp



lowest speed of v p value determined



[m/s]



v pf



speed determined in test "f"



[m/s]



wi



resistance to forward movement at time "i"



[kN]



Wm



mean resistance to forward motion



[kN]



wm



specific resistance to forward motion



[kN]



β



conversion factor for braked weight to be painted on vehicle: old-new



λ



braked weight percentage



[%]



braked weight percentage for speeds of 100 km/h; 120 km/h; 140 km/h; 160 km/h



[%]



λ test



braked weight percentage determined in test



[%]



λ marked



λ value used for determining the braked weight to be painted on the vehicle



[%]



λ calculated



calculated braked weight percentage



[%]



κ



kappa (the correction factor in respect of train length)



[-]



ρ



coefficient of inertia of rotating masses



[-]



σn



standard deviation in the test



[m]



λ 100 ; λ 140 ;



λ 120 ; λ 160



106



544-1 O



Appendices ΣF i



sum of the deceleration forces of all brakes at time "i"



[kN]



ΣF dyn



sum of all block forces (pad forces) during the run



[kN]



τ



adhesion



[-]



τi



adhesion between wheel and rail at time "i"



[-]



τ 120 ; τ 140 ; τ 160 required adhesion at speeds of 120 km/h; 140 km/h; 160 km/h



[-]



τ wheel/rail



adhesion between wheel and rail



[-]



µ1



coefficient of friction at 50 km/h for a given material:



[-]



for



cast-iron blocks composition blocks sintered blocks composition pads sintered pads



0,19 0,20 0,20 0,35 0,30



µm



mean coefficient of friction of brake pads



[-]



µ m – act



coefficient of friction determined in rig tests



[-]



µ m – nom



nominal coefficient of friction



[-]



µ os



coefficient of friction of brake pad/disc when stationary µ os = 0,35 for composition materials and sintered materials (see UIC Leaflet 541-3)



[-]



µ stat



coefficient of friction at 0 km/h, for a given material



[-]



for



cast-iron blocks K blocks sintered blocks LL blocks sintered pads composition pads



0,35 0,20 0,20 0,17 0,30 0,35



η dyn



mean efficiency of brake rigging between two maintenance inspections (max: 0,91; for standard rigging: 0,83)



[-]



η dyn test



dynamic efficiency of brake rigging in the tests



[-]



η stat test



static efficiency of brake rigging in the tests



[-]



η fi



factor representing the static transmission of forces between the brake cylinder with spring-loaded brake and the brake blocks or callipers



[-]



η fi = 1



where the spring-loaded brake acts direct on the brake blocks



η fi = 0,9 where the spring-loaded brake acts via the rigging on a disc



107



5 4 4 -1



O



Appendices ηH



factor corresponding to the static efficiency with which the force on the hand wheel or on the handle is transmitted to the brake blocks; usually: η H = 0,19



[-]



η H1



factor corresponding to the static efficiency of the spindle; usually: η H1 = 0,25



[-]



η H2



factor corresponding to the static efficiency of the force transmission between the spindle and the brake pads or callipers



[-]



ηm



efficiency of the brake rigging in average operating conditions



[-]



ηp



factor corresponding to the static efficiency of the brake rigging of the compressed-air brake; usually: η p = 0,8



[-]



ηR



factor corresponding to the static efficiency of the brake rigging behind the brake rod adjuster; usually: η p = 0,9



[-]



108



544-1 O



Glossary Braking power



The ability to stop within a braking distance from a given speed. It is expressed as: - a braked weight percentage, - a deceleration.



Braked weight percentage Quotient of braked weight and vehicle mass x 100. Braked weight



Representative quantity for the mean braking capacity of the vehicle or train, expressed in tonnes. Whether it has been determined or calculated it is always expressed as a whole number, with values < 0,5 being rounded down and values ≥ 0,5 rounded up.



"Freight train" braking mode With the vehicles mentioned in this Leaflet, in brake position "G" the filling time of the brake cylinder corresponds to the conditions of the "Goods train" braking mode as set down in UIC Leaflet 540. Hauled rake



All non-powered vehicles of a locomotive-hauled train.



Nominal load



Load of vehicles as defined in UIC Leaflet 410.



Normal load



Corresponds to the total number of seats x 80 kg



"Passenger train" braking mode With the vehicles mentioned in this Leaflet, in brake position "P, R, P + Mg, R + Mg" the filling time of the brake cylinder corresponds to the conditions of the "Passenger train" braking mode as set down in UIC Leaflet 540. Rapid braking



Brake application initiated with complete emptying of the main brake pipe according to the definition in point 3.1.3 of UIC Leaflet 541-03.



Train



Formation consisting of powered and non-powered vehicles forming an operating unit.



109



544-1 O



Bibliography 1. UIC leaflets International Union of Railways (UIC) UIC Leaflet 410: Composition and calculation of the weight and braking of passenger trains, 5th edition, August 2002 UIC Leaflet 540: Brakes - Air brakes for freight trains and passenger trains, 4th edition, June 2002 UIC Leaflet 541-03: Brakes - Regulations concerning manufacture of the different brake parts Driver's brake valve, 1st edition of 1.1.84 UIC Leaflet 541-05: Brakes - Regulations concerning the construction of the various brake components - Wheel slip prevention equipment, 1st edition of 1.1.85 and 8 Amendments UIC Leaflet 541-06: Brakes - Regulations concerning the construction of the various brake components : Magnetic brakes, 1st edition of 1.1.92 and Amendment No. 1 UIC Leaflet 541-1: Brakes - Regulations concerning the design of brake components, 6th edition, November 2003 UIC Leaflet 541-3: Brakes - Disc brakes and disc brake pads - General conditions governing bench tests, 4th edition of 1.7.93 and 5 Amendments (5th edition in course of preparation) UIC Leaflet 541-4: Brakes - Brakes with composition brake blocks, 2nd edition of 1.10.90 and 3 Amendments UIC Leaflet 541-5: Brakes - Electropneumatic brake (ep brake) - Electropneumatic emergency brake override (EBO), 3rd edition, May 2003 UIC Leaflet 543: Brakes - Regulations governing the equipment and use of trailing stock, 12th edition, June 2003 UIC Leaflet 544-2: Conditions to be observed by the dynamic brake of locomotives and motor coaches so that the extra braking effort produced can be taken into account for the calculation of the brakedweight, 2nd edition of 1.1.83 UIC Leaflet 545: Brakes - Inscriptions, marks and signs, 7th edition, April 2002 UIC Leaflet 546: Brakes - High power brakes for passenger trains, 5th edition of 1.1.67 - Reprint dated 1.1.80 incorporating 5 Amendments UIC Leaflet 547: Brakes - Air brake - Standard programme of tests, 4th edition of 1.7.89 UIC Leaflet 660: Measures to ensure the technical compatibility of high-speed trains, 2nd edition, August 2002



110



544-1 O



Warning No part of this publication may be copied, reproduced or distributed by any means whatsoever, including electronic, except for private and individual use, without the express permission of the International Union of Railways (UIC). The same applies for translation, adaptation or transformation, arrangement or reproduction by any method or procedure whatsoever. The sole exceptions - noting the author's name and the source - are "analyses and brief quotations justified by the critical, argumentative, educational, scientific or informative nature of the publication into which they are incorporated". (Articles L 122-4 and L122-5 of the French Intellectual Property Code).  International Union of Railways (UIC) - Paris, 2004 Printed by the International Union of Railways (UIC) 16, rue Jean Rey 75015 Paris - France, October 2004 Dépôt Légal October 2004



ISBN 2-7461-0772-4 (French version) ISBN 2-7461-0773-2 (German version) ISBN 2-7461-0774-0 (English version)



544-1 O