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BS EN 17997:2025 Railway applications. Braking. Definition of ETCS brake curve parameters for Gammatrains, 2025
- undefined
- 1 Scope
- 2 Normative references
- 3 Terms, definitions, symbols and abbreviated terms [Go to Page]
- 3.1 Terms and definitions
- 3.2 Symbols and abbreviated terms
- 4 ETCS on-board brake model parameters [Go to Page]
- 4.1 ETCS on-board emergency brake model parameters [Go to Page]
- 4.1.1 Nominal emergency brake deceleration Anominal
- 4.1.2 Correction factor Kdry(C,V,EBCL)
- 4.1.3 Correction factor Kwet(C,V)
- 4.1.4 Emergency brake response time
- 4.1.5 Traction cut-off time
- 4.2 ETCS on-board service brake model parameters [Go to Page]
- 4.2.1 General
- 4.2.2 Nominal service brake deceleration AnominalSB
- 4.2.3 Service brake response time
- 4.2.4 Normal service brake deceleration and correction factors Kn
- 5 Brake system architecture model [Go to Page]
- 5.1 General
- 5.2 General procedure description for Kdry(C,V,EBCL) determination [Go to Page]
- 5.2.1 General
- 5.2.2 Step 1: Bottom-up functional analysis
- 5.2.3 Step 2: Top-down impact analysis
- 5.2.4 Step 3: Model simplification
- 5.3 Mathematical model building
- 6 Input data [Go to Page]
- 6.1 General
- 6.2 Origin of input data
- 6.3 Validity of input data
- 7 Determination of ETCS emergency brake model parameters [Go to Page]
- 7.1 Parameters [Go to Page]
- 7.1.1 General
- 7.1.2 ETCS brake parameters set approaches
- 7.1.3 Approach dependency of ETCS brake parameters set
- 7.1.4 Resolution of ETCS brake parameters
- 7.2 Nominal emergency brake deceleration [Go to Page]
- 7.2.1 General
- 7.2.2 Determination by dynamic brake testing [Go to Page]
- 7.2.2.1 General
- 7.2.2.2 Conditions for dynamic brake testing
- 7.2.2.3 Test speeds
- 7.2.2.4 Normal mode
- 7.2.2.5 Degraded mode
- 7.2.2.6 Criteria to accept tests
- 7.2.2.7 Correction dedicated to deceleration tests
- 7.2.2.8 Correction factors dedicated to constant decelerations abi
- 7.2.3 Determination by calculation [Go to Page]
- 7.2.3.1 Normal mode
- 7.2.3.2 Degraded mode
- 7.2.3.3 Criteria for validated brake calculation
- 7.2.4 Determination at degraded conditions
- 7.2.5 Determination for multiple unit operation
- 7.3 Correction factor Kdry(C,V,EBCL) [Go to Page]
- 7.3.1 General
- 7.3.2 Determination of weighting factors αj(C,V)
- 7.3.3 Determination of factors βj(i,C,V)
- 7.3.4 Determination of factors α'k(C,V) and β'k(C,V)
- 7.3.5 Determination of correction factor Kdry(C,V,EBCL) with Monte Carlo method
- 7.4 Correction factor Kwet(C,V) [Go to Page]
- 7.4.1 General method for determination of Kwet(C,V)
- 7.4.2 Determination of Kwet(C,V) for wheel/rail adhesion independent brake units
- 7.5 Emergency brake response time characteristic [Go to Page]
- 7.5.1 General
- 7.5.2 Multiple units operation
- 7.6 Traction cut-off time [Go to Page]
- 7.6.1 General
- 7.6.2 Multiple units operation
- 8 Determination of ETCS service brake model parameters [Go to Page]
- 8.1 General
- 8.2 Nominal deceleration for service braking
- 8.3 Service brake response time
- 8.4 Normal service brake deceleration and correction factors Kn
- 9 Common set of parameters
- 10 Validation of the calculation tool [Go to Page]
- 10.1 General
- 10.2 Verification using a simplified model
- 10.3 Validation by example calculations
- 11 Documentation [Go to Page]
- 11.1 General
- 11.2 Brake system architecture model
- 11.3 Input data
- 11.4 Nominal values
- 11.5 Correction factors
- 11.6 Source list
- Annex A (informative)Basic formulae for the commonly used types of brake unit [Go to Page]
- A.1 General
- A.2 Factors βj(i,C,V) [Go to Page]
- A.2.1 Internal and external parameters for tread brake unit
- A.2.2 Internal and external parameters for disc brake unit
- A.2.3 Internal and external parameters for magnetic track brake unit
- A.2.4 Internal and external parameters for eddy current brake unit
- A.2.5 Internal and external parameters for electro-dynamic brake
- A.3 Factors β’k(i,C,V)
- Annex B (informative)Derivation of the formulae for Kdry(C,V,EBCL) [Go to Page]
- B.1 General
- B.2 Linear and nonlinear input variables
- B.3 Consideration of the complete train
- B.4 Consideration of the structure of the train and subsystem [Go to Page]
- B.4.1 General
- B.4.2 Higher level structure of the train and subsystem
- B.4.3 Structure of the control units without redundancies
- B.4.4 Consideration of redundancies [Go to Page]
- B.4.4.1 Redundancy in the signal path – same value for structural information
- B.4.4.2 Redundancy in the signal path – different value for structural information
- B.4.4.3 Redundancy through systems
- B.4.5 Cross system variables
- Annex C (normative)Application of Kdry(C,V,EBCL) formulae [Go to Page]
- C.1 General
- C.2 Example 1: 3-car EMU [Go to Page]
- C.2.1 Description of the train [Go to Page]
- C.2.1.1 System description
- C.2.1.2 Brake and traction forces
- C.2.1.3 Statistical data
- C.2.2 Brake system architecture model
- C.2.3 Weighting factors
- C.2.4 Determination of factors βj(i,C,V) [Go to Page]
- C.2.4.1 Base units
- C.2.4.2 Structure
- C.2.4.3 Deviation coefficient
- C.2.4.4 Failure coefficient base units
- C.2.5 Ki(C,V) formulae
- C.2.6 Results
- C.3 Example 2: architecture defined in EN 145311 [Go to Page]
- C.3.1 Description of the train
- C.3.2 Brake system architecture model [Go to Page]
- C.3.2.1 Bottom-up functional analysis (Step 1)
- C.3.2.2 Top-down impact analysis (Step 2)
- C.3.2.3 Model simplification (Step 3)
- C.3.3 Weighting factors [Go to Page]
- C.3.3.1 Component level
- C.3.3.2 Model simplification
- C.3.4 Determination of factors βj(i,C,V) [Go to Page]
- C.3.4.1 Factors βbogie(i,C,V)
- C.3.4.2 Factors βMTB(i,C,V) – magnetic track brake
- C.3.5 Ki formulae
- C.3.6 Results
- Annex D (informative)Determination of Kdry(C,V,EBCL) using the Monte Carlo method depending on the number of Monte Carlo iterations [Go to Page]
- D.1 Definitions
- D.2 Determination of Kdry(C,V,EBCL) depending on the number of Monte Carlo iterations
- D.3 Examples
- Annex E (informative)Methods for simplifying the brake system architecture model [Go to Page]
- E.1 General
- E.2 Structure grouping [Go to Page]
- E.2.1 Serial structure
- E.2.2 Parallel redundant structure
- E.2.3 Parallel branched structure
- E.2.4 Double failure in parallel branched structure
- E.3 Simplification example [Go to Page]
- E.3.1 Example system
- E.3.2 Double failure check
- E.3.3 Grouping of parallel branched structure
- E.3.4 Grouping of parallel redundant structure
- E.3.5 Grouping of serial structure
- E.4 Extended description of the methods mentioned in 5.2.4 [Go to Page]
- E.4.1 S-1 Grouping of components and technical functions
- E.4.2 S-2 “Worst case consideration”
- E.4.3 S-3 Neglection of highly improbable event
- E.4.4 S-4 Reduction of model levels
- E.4.5 S-5 Assumption of permanently failed components
- Annex F (informative)Determination of the failure probability by FIT rate analysis [Go to Page]
- F.1 General
- F.2 Conversion of FIT rates into failure probability
- Annex G (informative)Simplified model, used for the validation of a calculation tool [Go to Page]
- G.1 General
- G.2 Train model [Go to Page]
- G.2.1 General
- G.2.2 Statistical data for pneumatic brake
- G.2.3 Statistical data for magnetic track brake
- G.2.4 Statistical data for electro-dynamic brake
- G.2.5 Statistical data for traction units
- G.3 Examples of validation test of the use of parameter information [Go to Page]
- G.3.1 Mass deviation
- G.3.2 Wheel diameter deviation
- G.3.3 Magnetic track brake force deviation
- G.3.4 Electro-dynamic brake force deviation
- G.3.5 Failure probability of traction cut-off
- G.4 Examples of verification test of the use of structural information [Go to Page]
- G.4.1 Failure probability on bogie level for pneumatic brake
- G.4.2 Failure probability on vehicle type level for MTB [Go to Page]
