kSIST FprEN 16207:2023
(Main)Railway applications - Braking - Functional and performance criteria of Magnetic Track Brake systems for use in railway rolling stock
Railway applications - Braking - Functional and performance criteria of Magnetic Track Brake systems for use in railway rolling stock
This document specifies the functionality, position, constraints and control of a magnetic track brake system (MTB system) installed in bogies for use in emergency braking and in low adhesion conditions on Mainline Trains with speeds up to 280 km/h. It covers high suspension types of MTB only and not high/low and low suspension type of MTB.
This document also contains test methods and acceptance criteria for an MTB system. It identifies interfaces with electrical equipment, bogie, track and other brake systems.
On the basis of the existing international and national standards, additional requirements are defined for:
- conditions of application for the MTB system;
- retardation and brake forces;
- functional and design features;
- strength requirements;
- type, series and vehicle implementation tests.
For design and calculation a "reference surface" is established.
Bahnanwendungen - Bremse - Anforderungen an Funktion und Leistungsfähigkeit von Magnetschienenbremssystemen für Schienenfahrzeuge
Dieses Dokument legt die Funktionsweise, Position, Einschränkungen und Steuerung für Magnetschienenbremssysteme (Mg Bremssysteme) fest, die in Drehgestelle von Vollbahnzügen eingebaut sind und bei Geschwindigkeiten bis zu 280 km/h für Schnellbremsungen sowie unter Bedingungen mit niedrigem Kraftschluss genutzt werden. Dieses Dokument beschäftigt sich daher nur mit Mg Bremsen in Hochaufhängung und nicht mit hoch/tief bzw. tief aufgehängten Mg Bremsen.
Dieses Dokument beinhaltet auch Prüfverfahren und Zulassungsbedingungen für Mg Bremssysteme. Außerdem werden die Schnittstellen zur elektrischen Ausrüstung, zum Drehgestell, zum Oberbau und zu anderen Bremssystemen festgelegt.
Auf der Basis bestehender Internationaler und nationaler Normen werden zusätzliche Anforderungen festgelegt an:
- Einsatzbedingungen der Mg Bremse;
- Verzögerungs und Bremskräfte;
- Funktions- und Konstruktionsmerkmale;
- Festigkeitsanforderungen;
- Typ-, Serien- und Fahrzeugintegrationsprüfungen.
Zur Konstruktion und Berechnung wird eine "Referenzfläche" (das Normalquadrat) eingeführt.
Applications ferroviaires - Freinage - Critères pour la fonction et la performance des systèmes de freinage magnétiques pour véhicules ferroviaires
Le présent document spécifie la fonctionnalité, la position, les contraintes et la commande d'un système de frein électromagnétique (système FEM) installé sur des bogies et utilisé en cas de freinage d'urgence et dans des conditions de faible adhérence sur des trains de grandes lignes à des vitesses inférieures ou égales à 280 km/h. Elle couvre uniquement les types de FEM à suspension haute ; cela exclut donc les types de FEM à suspensions haute/basse et à suspensions basses.
Le présent document contient également des méthodes d'essais et des critères d'acceptation pour un système FEM. Il identifie les interfaces entre l'équipement électrique, le bogie, la voie et d'autres systèmes de freinage.
Sur la base des Normes nationales et internationales existantes, des exigences supplémentaires sont définies pour les :
- conditions d'application du système FEM ;
- efforts de décélération et de freinage ;
- caractéristiques fonctionnelles et de conception ;
- exigences de résistance ;
- essais de type, de série et de mise en oeuvre sur véhicules.
Pour la conception et les calculs, une « surface de référence » est établie.
Železniške naprave - Zavore - Funkcionalna merila in merila za zmogljivost elektromagnetnih zavornih sistemov za železniška vozila
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
oSIST prEN 16207:2021
01-december-2021
Železniške naprave - Zavore - Funkcionalna merila in merila za zmogljivost
elektromagnetnih zavornih sistemov za železniška vozila
Railway applications - Braking - Functional and performance criteria of Magnetic Track
Brake systems for use in railway rolling stock
Bahnanwendungen - Bremse - Anforderungen an Funktion und Leistungsfähigkeit von
Magnetschienenbremssystemen für Schienenfahrzeuge
Applications ferroviaires - Freinage - Critères pour la fonction et la performance des
systèmes de freinage magnétiques pour véhicules ferroviaires
Ta slovenski standard je istoveten z: prEN 16207
ICS:
45.040 Materiali in deli za železniško Materials and components
tehniko for railway engineering
oSIST prEN 16207:2021 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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oSIST prEN 16207:2021
DRAFT
EUROPEAN STANDARD
prEN 16207
NORME EUROPÉENNE
EUROPÄISCHE NORM
October 2021
ICS 45.040 Will supersede EN 16207:2014+A1:2019
English Version
Railway applications - Braking - Functional and
performance criteria of Magnetic Track Brake systems for
use in railway rolling stock
Applications ferroviaires - Freinage - Critères pour la Bahnanwendungen - Bremse - Anforderungen an
fonction et la performance des systèmes de freinage Funktion und Leistungsfähigkeit von
magnétiques pour véhicules ferroviaires Magnetschienenbremssystemen für Schienenfahrzeuge
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee
CEN/TC 256.
If this draft becomes a European Standard, CEN members are bound to comply with the CEN/CENELEC Internal Regulations
which stipulate the conditions for giving this European Standard the status of a national standard without any alteration.
This draft European Standard was established by CEN in three official versions (English, French, German). A version in any other
language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC
Management Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are
aware and to provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without
notice and shall not be referred to as a European Standard.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2021 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 16207:2021 E
worldwide for CEN national Members.
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Contents Page
European foreword . 4
1 Scope . 5
2 Normative references . 5
3 Terms, definitions and abbreviations . 7
3.1 Terms and definitions . 7
3.2 Abbreviations . 8
4 Task and purpose of the MTB . 9
5 Design requirements . 10
5.1 Space envelope to be observed by the MTB . 10
5.2 Retardation force . 11
5.3 Guidance of the activated magnet when applied to the rails . 11
5.4 Rest position of the magnet above the rail surface . 11
5.5 Magnet elements . 12
5.5.1 End pieces . 12
5.5.2 Pole shoes . 12
5.6 Clearance for wheel lathe machines and wheel skates . 12
5.7 Strength requirements . 13
5.8 Mechanical fastening of the MTB parts to the bogie . 15
5.9 Additional requirements for permanent magnets . 15
5.10 Control of the MTB . 15
6 Load combinations for component tests . 16
6.1 MTB performance considered in the emergency brake performance . 16
6.2 MTB performance not considered in the emergency brake performance. 17
7 MTB diagnostics . 17
8 EMC and interfaces . 17
8.1 Compatibility with train detection systems . 17
8.2 Bogie components in the area of MTB . 18
8.3 EMC-proof in accordance with EN 50121-3-2 . 18
9 Type and series production tests . 18
9.1 Type test . 18
9.1.1 General. 18
9.1.2 Magnetic test . 18
9.1.3 Electric test . 18
9.1.4 Thermal test . 19
9.1.5 Mechanical test . 19
9.1.6 Other tests and proofs . 19
9.2 Series production testing . 19
10 Vehicle implementation tests . 20
Annex A (normative) Design loads (load assumptions) of the MTB . 21
A.1 General. 21
A.2 Rest position . 21
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A.2.1 Load case, explanation . 21
A.2.2 Acceleration . 22
A.2.3 Excitation by wheel flats . 23
A.2.4 Jerk caused by bouncing up of the electromagnetic MTB . 23
A.3 Working position (brake application position) . 23
A.3.1 Load case, explanation . 23
A.3.2 Longitudinal force F , resulting from an MTB application . 24
B x
A.3.3 Aspects for transmission of force . 24
A.4 Rail brakes . 26
A.4.1 General . 26
A.4.2 Load case, explanation . 26
A.5 FME(C)A . 27
A.6 Load collective for operational safety proof . 27
A.7 Load collective for component tests on the example of 10 000 brake applications . 29
A.8 Test procedure . 29
A.9 Test result. 29
Annex B (normative) Measurement of the magnetic attractive force — Functional test of
brake magnets . 30
B.1 Measurement of the magnetic attractive force of MTB magnets . 30
B.2 Formation of the mean magnetic attractive force for rigid magnets . 31
B.3 Formation of the mean magnetic attractive force for articulated magnets . 31
Annex C (normative) End pieces of MTB . 33
Annex D (normative) Validation process for new end pieces of MTB . 37
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of Directive (EU) 2016/797 aimed to be covered . 40
Bibliography . 42
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European foreword
This document (prEN 16207:2021) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document will supersede EN 16207:2014+A1:2019.
This document has been prepared under a Standardization Request given to CEN by the European
Commission and the European Free Trade Association, and supports essential requirements of EU
Directive(s) / Regulation(s).
For relationship with EU Directive(s) / Regulation(s), see informative Annex ZA, which is an integral part
of this document.
In comparison with the previous edition, the following technical modifications have been made:
a) normative references have been updated;
b) requirements for end pieces of magnet elements (see 5.5) have been modified;
c) requirements for control of the MTB (5.10) have been modified;
d) content of the Table C.1 “List of end pieces and main dimensions” has been updated;
e) new normative Annex D “Validation process for new end pieces of MTB” has been added;
f) Annex ZA has been updated in accordance with Directive (EU) 2016/797.
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1 Scope
This document specifies the functionality, position, constraints and control of a magnetic track brake
system (MTB system) installed in bogies for use in emergency braking and in low adhesion conditions on
Mainline Trains with speeds up to 280 km/h. It covers high suspension types of MTB only and not
high/low and low suspension type of MTB.
This document also contains test methods and acceptance criteria for an MTB system. It identifies
interfaces with electrical equipment, bogie, track and other brake systems.
On the basis of the existing international and national standards, additional requirements are defined for:
— conditions of application for the MTB system;
— retardation and brake forces;
— functional and design features;
— strength requirements;
— type, series and vehicle implementation tests.
For design and calculation a “reference surface” is established.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
EN 10025-2:2019, Hot rolled products of structural steels — Part 2: Technical delivery conditions for non-
alloy structural steels
EN 13674-1:2011+A1:2017, Railway applications — Track — Rail — Part 1: Vignole railway rails 46 kg/m
and above
EN 14198:2016+A2:2021, Railway applications — Braking — Requirements for the brake system of trains
hauled by locomotives
EN 14478:2017, Railway applications — Braking — Generic vocabulary
EN 14531-2:2015, Railway applications — Methods for calculation of stopping and slowing distances and
immobilization braking — Part 2: Step by step calculations for train sets or single vehicles
EN 15179:2007, Railway applications — Braking — Requirements for the brake system of coaches
EN 15273-1:2013+A1:2016, Railway applications — Gauges — Part 1: General — Common rules for
infrastructure and rolling stock
1
EN 15734-1:2010, Railway applications — Braking systems of high speed trains — Part 1: Requirements
and definitions
1
As impacted by EN 15734-1:2010/AC:2013 and EN 15734-1:2010/prA1:2021.
5
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2
EN 15734-2:2010, Railway applications — Braking systems of high speed trains — Part 2: Test methods
EN 16185-1:2014+A1:2020, Railway applications — Braking systems of multiple unit trains — Part 1:
Requirements and definitions
EN 16185-2:2014+A1:2019, Railway applications — Braking systems of multiple unit trains — Part 2: Test
methods
EN 16834:2019, Railway applications — Braking — Brake performance
EN 45545-2:2020, Railway applications — Fire protection on railway vehicles — Part 2: Requirements for
fire behavior of materials and components
EN 50124-1:2017, Railway applications — Insulation coordination — Part 1: Basic requirements —
Clearances and creepage distances for all electrical and electronic equipment
EN 50126-1:2017, Railway Applications — The Specification and Demonstration of Reliability, Availability,
Maintainability and Safety (RAMS) — Part 1: Generic RAMS Process
3
EN 50129:2018, Railway applications — Communication, signalling and processing systems — Safety
related electronic systems for signalling
EN 50657:2017, Railways Applications — Rolling stock applications — Software on Board Rolling Stock
EN 60077-1:2017, Railway applications — Electric equipment for rolling stock — Part 1: General service
conditions and general rules (IEC 60077-1:2017)
4
EN 60529:1991, Degrees of protection provided by enclosures (IP Code) (IEC 60529:1989)
EN 61373:2010, Railway applications — Rolling stock equipment — Shock and vibration tests
(IEC 61373:2010)
EN ISO 2409:2020, Paints and varnishes — Cross-cut test (ISO 2409:2020)
EN ISO 4628-3:2016, Paints and varnishes — Evaluation of degradation of coatings — Designation of
quantity and size of defects, and of intensity of uniform changes in appearance — Part 3: Assessment of
degree of rusting (ISO 4628-3:2016)
EN ISO 9227:2017, Corrosion tests in artificial atmospheres — Salt spray tests (ISO 9227:2017)
2
As impacted by EN 15734-2:2010/AC:2012 and EN 15734-2:2010/prA1:2021.
3
As impacted by EN 50129:2018/AC:2019-04.
4
As impacted by EN 60529:1991/A1:2000 and EN 60529:1991/A2:2013.
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3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 14478:2017 and the following
apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— IEC Electropedia: available at https://www.electropedia.org/
— ISO Online browsing platform: available at https://www.iso.org/obp
3.1.1
actuator
device to lower the MTB to the rail head, commonly a pneumatic cylinder with a return spring
3.1.2
end pieces
guide the magnets on the rails
Note 1 to entry: They also contribute to the braking force.
Note 2 to entry: They are subject to wear.
3.1.3
high suspension
variation of the MTB in which the magnets are connected with each other by means of tie bars and, in
their rest position, are fastened to centring elements situated at a rest position in the running gear where
they are held by spring action, and in which, so as to apply the magnets, an energy source is used for
lowering them onto the rails
3.1.4
high/low suspension
variation of the MTB in which the magnets are likewise connected with each other by means of tie bars
and, in their rest position, are fastened to centring elements situated at a rest position in the running gear
where they are displaced to their low position by using an external energy source, whereas, in their low
position, however they are situated at a height which, when the magnets are energized, causes the
magnets to get self-attracted by the rails, against a spring force
3.1.5
low suspension
variation of the MTB in which the magnets are suspended above the rail surface, by the action of a spring,
at a level that allows the magnets, when they are energized, to become self-attracted by the rail
3.1.6
pole shoes
friction elements of the magnet that produce the braking force
Note 1 to entry: They are subject to wear and are therefore replaceable.
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3.1.7
rest position
position of the MTB in which the magnets suspended at a significant distance from the rail surface, unless
a brake application command has been issued and in which position the magnet is guided and positioned
by the bogie
Note 1 to entry: This position corresponds to the geometrical defined rest position in case of high suspension and
high/low suspension.
3.1.8
weld-ons
accumulation of metallic wear debris that attaches to the underside of the MTB pole pieces
Note 1 to entry: The presence of this material reduces the braking performance of the MTB and thus needs to be
removed during maintenance activities.
3.1.9
working position
position of the MTB in which the magnets are in contact with the rail where it centres itself, due to the
action of the magnetic field and in which, when the magnet is energized, the brake force is produced by
friction
3.2 Abbreviations
For the purposes of this document, the following abbreviations apply.
BP Brake Pipe
CCS Control Command and Signalling
DC Direct Current
EMC Electromagnetic Compatibility
FME(C)A Failure Mode Effect (criticality) Analysis
2
g acceleration by gravitation (9,81 m/s )
IP67 IP-Code: a coding system to indicate the degrees of protection by an enclosure against
access to hazardous parts, ingress of solid foreign objects, ingress of water and to give
additional information in connection with such protection, according to EN 60529
MTB Magnetic Track Brake, equipment for one bogie/running gear
PD2 degrees of pollution for the purpose of evaluating creepage distances and clearances,
according to EN 50124-1
q clearance in mm between wheel set and lower part of the bogie frame in accordance with
EN 15273-1:2013+A1:2016
R+Mg brake mode with the MTB function active in accordance with EN 14198
TSI Technical Specification for Interoperability
U nominal battery voltage
N
WSP Wheel Slide Protection
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4 Task and purpose of the MTB
The MTB is an additional braking device that directly acts on the rails and is therefore independent of
wheel/rail adhesion. Its action is obtained by friction due to the magnetic attractive force. The magnetic
attractive force can be generated electrically or by permanent magnets. The MTB is installed into the
bogie or running gear, if required, to complement the brake depending on the wheel/rail adhesion. In the
bogie the magnets are installed between the wheels.
Figure 1 shows an example of an MTB with high suspension fitted to a bogie, which is represented in a
simplified version.
Key
1 magnet with segmented or rigid pole shoes
2 actuator
3 tie bar
4 brake reaction bracket, non-magnetic
5 centring device to restrict lateral movement in the rest position
6 special end pieces for negotiating point work
7 electrical interface
8 pneumatical interface
Figure 1 — Installation of an MTB into a bogie (example)
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The MTB is generally used in the following cases:
a) Emergency brake applications:
The MTB is activated automatically in case of an emergency brake application. If the MTB is part of
the emergency braking performance then it is subject to specific safety and reliability requirements
with respect to its availability to be applied. In this situation the retardation rate can be included in
the braked weight value/overall retardation of the vehicle.
b) Brake application under low adhesion conditions or steep slopes:
The MTB may be actuated at the driver’s discretion independently of the wheel/rail adhesion
dependent brake.
If MTB is on vehicles that are to be run through shunting areas, the system shall allow the inhibition of
MTB and the clearance restrictions in accordance with EN 15273-1:2013+A1:2016, Figure C.4 shall be
observed.
NOTE 1 There is a risk that roll down humps, rail brakes and other shunting and retarding devices may contact
MTBs particularly on track curves having a radius of R < 150 m.
NOTE 2 Vehicles which by reason of their design are liable to sustain damage when crossing shunting humps
will be marked with EN 15877-2:2013, Figure 76. Vehicles which are not designed for passing rail brakes will be
marked with EN 15877-2:2013, Figure 58.
5 Design requirements
5.1 Space envelope to be observed by the MTB
The position of the brake magnets above rail shall ensure a clearance which is sufficient under all
operating configurations/conditions to prevent the magnets making contact with the rail if not activated
(due to vibrations or suspension movements, independent of speed, even under extreme conditions with
wheel wear and new brake magnets.
The clearances shall take into account the lateral excursion and the vertical height position of the MTB
when the vehicle is in the operating condition. The clearances of the vehicles to be observed are generally
guided by the following provisions:
a) The permissible clearances in accordance with EN 15273-1:2013+A1:2016, Figure C.4, including
space “e”, for the lower limitation of the vehicles shall not be exceeded by any parts of the MTB,
neither in its rest nor in its working position. When the brake is in its working position, the magnets
are centred on the rail, due to their magnetic force, as a consequence of which their gauge clearance
only needs to be provided for the rest position of the brake.
b) For the short time during the transition from its rest to its working position and vice versa gauge
clearance shall be equated with its working position.
c) In case space “e” should be used in working position and the magnets should contact with the track,
e.g. when passing over switches, track or road crossings, their safe return to space “d” shall be
ensured, without any functional impediment.
d) When performing the clearance check, the following criteria shall be taken into account:
1) the wear condition of the wheels;
2) the condition of the pole shoes;
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3) the suspension movements of the bogie.
5.2 Retardation force
The retardation of the MTB depends on its magnetic attractive force on the rail, the magnet length
applied, the material of its magnets and their condition during the braking process. The braking force
produced by friction between the magnets and the rail results from the combined effect of the magnetic
force applied and the coefficient of friction element/rail.
For dimension and design purposes calculations shall be carried out in accordance with
EN 14531-2:2015. The performance shall be verified by testing.
The MTB shall, whenever possible, reach its specified retardation rate under all environmental conditions
that are typical for railway operation. It is permitted during winter control to use heating elements to
reduce the build-up of ice on the pole shoes.
The magnetic attractive force of the MTB on to the rail head shall be defined in the technical documents
of the manufacturer and is expressed and measured in accordance with the methods described in 9.1.2.
5.3 Guidance of the activated magnet when applied to the rails
As a rule, each magnet or both magnets jointly, arranged opposite each other, shall have an optimum
contact with the rail head when activated. For this purpose, the MTB shall be provided with sufficient
lateral freedom in the bogie in the working position. The MTB shall have an adequate lateral clearance.
In EN 15273-1:2013+A1:2016 the clearance between axle and bogie underframe is defined by q:
x = lateral distance + q
The distance between the centre lines of the magnets shall be (1 510 ± 10) mm for standard gauge
(1 435 mm), see Annex C. When intended for use on different gauges the distance between the centre
lines shall be adjusted accordingly.
A bogie shall always comprise two magnets with pole shoes of identical construction. Appropriate devices
(e. g. tie bars) shall be provided to maintain the pole shoes in a parallel position to each other.
When the rail head is interrupted (switches, crossings), guidance of the magnet along the longitudinal
axis of the rail head and its geometrical position, in relation to the vertical axis, shall be ensured in an
optimum way to achieve a retardation rate that is as uniform as possible and to make sure that the MTB
guiding elements in the running gear be subjected to the least possible mechanical load. The working
MTB shall be capable of passing over switches and crossings (incorporating fixed crossings). A reference
switch where the tangent of the crossing angle is tg α ≥ 0,034 is able to verify the capable function.
5.4
...
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