UIC 541-5 railway connectors

UIC 541-5 series

Aluminium UIC 541-5 connector for the electro-pneumatic brake line between vehicles

In brief. The UIC 541-5 connector carries the electrical line of the electro-pneumatic brake (EP brake) and of the emergency brake override from one vehicle to the next. Aluminium housing with a self-locking cam, 9 crimp contacts, 400 V operating voltage for a 110 V braking circuit, IP 69K, −40 °C to +100 °C. We track down the original part or design a Form-Fit-Function alternative, with a reply within 48 working hours.

Below: where it sits in the braking chain, our specifications compared with those of the original manufacturers, and what we need to quote.

Request a quote for a UIC 541-5 connector

What is a UIC 541-5 connector used for?

It provides electrical continuity of the EP line along the full length of a locomotive-hauled train. UIC leaflet 541-5 brings together two systems: the electro-pneumatic brake and the emergency brake override operated electro-pneumatically (known in French as SAFI). They share a single cable, running from one end of the train to the other. Passenger coaches carry both functions; freight wagons have the EP brake only.

What role does it play in the braking chain?

The EP brake makes pressure changes in the brake pipe simultaneous along the whole train. The driver's command reaches every vehicle by cable at the same moment. The logic is set out in SAM F 301, a guidance document from EPSF, the French national railway safety authority. Brake application is triggered by cutting the electrical supply, release by restoring it. On this circuit, an oxidised contact or a pin that backs out is therefore no minor fault.

The chain works as follows:

Driver's brake valve: it issues the electrical application and release commands, processed in line with UIC leaflet 541-5.
9-pole EP line: it runs through each vehicle and crosses every gap between vehicles via a coupler, i.e. a UIC 541-5 plug and socket.
Socket fitted with a signalling contact: a switching element built into the socket indicates that a plug is engaged. Schaltbau, SCM and ERA Contact offer this socket.
Dummy socket (stowage box) at the rear of the train: a pin contact signals the end of the train.

What are its specifications?

Values for the Explorea solution.

Specification	Value
Housing	Aluminium
Locking	Self-locking cam (power-assisted locking)
Contacts	9 crimp contacts
Connector operating voltage	400 V
Braking circuit voltage	110 V
Current	63 A (contacts 1 to 4), 32 A (A, B), 20 A (C, D, E)
Operating temperature	−40 °C to +100 °C
Salt spray resistance	500 h
Ingress protection	IP 69K
Fire and smoke	EN 45545-2
Options	Microswitch, stowage box

Do not confuse the two voltages: 110 V is the voltage of the braking circuit running through the connector, 400 V the operating voltage of the connector itself.

For reference, here is what two manufacturers publish for their own product (not for the UIC leaflet):

Published data	TE Connectivity	Schaltbau (EP range)
Contacts	9 crimp, option with switch	9 (+2), contacts F and G unassigned
Voltage	400 V operating, 1,500 V withstand	250 V rated (IEC 60038)
Current	not published on the page	35 A (contacts 1 to 4), 25 A (A, B), 12 A (D), 6 A (C, E)
Sealing	IP 66	IP 69K mated or with socket closed
Temperature	−40 °C to +100 °C	−50 °C to +80 °C
Salt spray	500 h	not published on the page

Our view: this gap between manufacturers is a good reason to start from the original part number fitted to your rolling stock, not from the UIC leaflet number alone.

Which standards and qualifications apply?

UIC leaflet 541-5 defines the interface. EN 45545-2 defines the fire behaviour of materials: it is mandatory for every component fitted to a train.

Standard	Scope
UIC 541-5, 4th edition (May 2006, 62 pages)	Electro-pneumatic brake (EP brake) and electro-pneumatic emergency brake override
EN 45545-2	Fire protection: fire and smoke requirements for materials

Your UIC 541-5 connector is no longer made: what do we do?

We first look for the original part in the dormant stock held across our network in Europe and Asia. The original connectors we come across most often are made by Schaltbau and ERA Contact. Failing that, we reverse-engineer a Form-Fit-Function alternative: same interface dimensions, same pin-out, same locking. What matters is interchangeability: the part must mate with the plugs and sockets of the neighbouring vehicles.

To quote, send us:

the original part number and manufacturer, read from the part or the parts list;
a photo of the marking, the contact face and the locking mechanism;
a drawing or an extract from the parts list, if you have one;
the quantity and the rolling stock concerned (coach series, locomotive, wagon);
the exact item: plug, socket, socket with microswitch or stowage box.

All you have is an engraved number? Run a search by part number.

Frequently asked questions about the UIC 541-5 connector

Are UIC 541-5 and UIC 541-05 the same leaflet?

No. UIC leaflet 541-5 covers the electro-pneumatic brake and the emergency brake override. UIC leaflet 541-05 covers wheel slide protection (WSP). The zero changes everything: check the exact designation in your parts list before requesting a part.

Is the UIC 541-5 connector also used on freight wagons?

Yes, for the EP brake alone. UIC leaflet 541-5 reserves the emergency brake override for passenger stock; freight wagons carry only the electro-pneumatic brake equipment. Schaltbau also lists wagons among the applications of its EP connectors, for brake transmission only.

Can you supply just the stowage box or the socket?

Yes. We quote each item separately: plug, socket, socket with microswitch or stowage box. The stowage box is not a simple blanking cap: at the rear of the train, its pin signals the end of the EP line. Give us the part number of the missing item and that of the part it must mate with.

Does a compatible alternative comply with EN 45545-2?

Yes. The alternative offered by Explorea complies in every respect with current products and the standards that define them, including EN 45545-2, mandatory for every component fitted to a train. The material certificate can be supplied on request. The required level depends on the rolling stock and how it is operated, in tunnels or not: state it in your request.