EN 16207:2024

SLOVENSKI STANDARD
01-maj-2024
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: EN 16207:2024
ICS:
45.040 Materiali in deli za železniško Materials and components
tehniko for railway engineering
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EN 16207
EUROPEAN STANDARD
NORME EUROPÉENNE
March 2024
EUROPÄISCHE NORM
ICS 45.040 Supersedes 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 die
fonction et la performance des systèmes de freinage Funktion und Leistungsfähigkeit von
magnétiques pour véhicules ferroviaires Magnetschienenbremssystemen für Schienenfahrzeuge
This European Standard was approved by CEN on 15 October 2023.

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. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists 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, Türkiye and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2024 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 16207:2024 E
worldwide for CEN national Members.

Contents
European foreword . 4
1 Scope . 5
2 Normative references . 5
3 Terms, definitions symbols and abbreviated terms . 7
3.1 Terms and definitions . 7
3.2 Symbols and abbreviated terms . 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 Braking 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 . 12
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 . 14
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 . 18
8.1 Compatibility with train detection systems . 18
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 . 19
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 . 20
10 Vehicle implementation tests . 20
Annex A (normative) Design loads (load assumptions) of the MTB . 22
A.1 General. 22
A.2 Rest position . 22
A.2.1 Load case, explanation . 22
A.2.2 Acceleration . 23
A.2.3 Excitation by wheel flats . 24
A.2.4 Jerk caused by bouncing up of the electromagnetic MTB . 24
A.3 Working position (brake application position) . 24
A.3.1 Load case, explanation . 24
A.3.2 Longitudinal force F , resulting from an MTB application . 25
B x
A.3.3 Aspects for transmission of force . 25
A.4 Rail brakes . 27
A.4.1 General . 27
A.4.2 Load case, explanation . 27
A.5 FME(C)A . 28
A.6 Load collective for operational safety proof . 28
A.7 Load collective for component tests on the example of 10 000 brake applications . 30
A.8 Test procedure . 30
A.9 Test result. 30
Annex B (normative) Measurement of the magnetic attractive force — Functional test of
brake magnets . 31
B.1 Measurement of the magnetic attractive force of MTB magnets . 31
B.2 Formation of the mean magnetic attractive force for rigid magnets . 32
B.3 Formation of the mean magnetic attractive force for articulated magnets . 32
Annex C (normative) End pieces of MTB . 34
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

European foreword
This document (EN 16207:2024) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by September 2024, and conflicting national standards shall
be withdrawn at the latest by September 2024.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document supersedes EN 16207:2014+A1:2019.
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 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.
This document has been prepared under a standardization request addressed to CEN by the European
Commission. The Standing Committee of the EFTA States subsequently approves these requests for its
Member States.
For the relationship with EU Legislation, see informative Annex ZA, which is an integral part of this
document.
Any feedback and questions on this document should be directed to the users’ national standards body.
A complete listing of these bodies can be found on the CEN website.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to implement this European Standard: 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, Türkiye and the United
Kingdom.
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 specifies test methods and acceptance criteria for an MTB system. It identifies
interfaces with electrical equipment, bogie, track and other brake systems.
This document specifies additional requirements 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 15273-2:2013+A1:2016, Railway applications - Gauges - Part 2: Rolling stock gauge
EN 15734-1:2010+A1:2021, Railway applications - Braking systems of high speed trains - Part 1:
Requirements and definitions
EN 15734-2:2010+A1:2021, 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 17065:2018, Railway applications - Braking - Passenger coach test procedure
EN 45545-2:2020+A1:2023, 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
EN 50129:2018, Railway applications — Communication, signalling and processing systems — Safety
related electronic systems for signalling
EN 50155:2021, Railway applications - Rolling stock - Electronic equipment
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
Degrees of protection provided by enclosures (IP Code) (IEC 60529:1989)
EN 60529:1991,
EN 61373:2010, Railway applications - Rolling stock equipment - Shock and vibration tests
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 9227:2022, Corrosion tests in artificial atmospheres - Salt spray tests (ISO 9227:2022)

As impacted by EN 50129:2018/AC:2019-04.
As impacted by EN 60529:1991/A1:2000 and EN 60529:1991/A2:2013.
3 Terms, definitions symbols and abbreviated terms
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 terminology databases for use in standardization at the following addresses:
— IEC Electropedia: available at https://www.iso.org/obp/
— 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 piece
guide the magnets on the rails
Note 1 to entry: It also contributes to the braking force.
Note 2 to entry: It is 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 shoe
friction element of the magnet that produce the braking force
Note 1 to entry: It is subject to wear and therefore replaceable.
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-on
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 Symbols and abbreviated terms
For the purposes of this document, the following abbreviations apply.
a adequate lateral clearance
g acceleration by gravitation (9,81 m/s )
q clearance in mm between wheel set and lower part of the bogie frame in accordance with
EN 15273-2:2013+A1:2016, Table 1
U nominal battery voltage
N
x lateral freedom
BP brake pipe
CCS control command and signalling
DC direct current
EMC electromagnetic compatibility
FME(C)A failure mode effect (criticality) analysis
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 50124-1:2017
R+Mg brake mode with the MTB function active in accordance with EN 14198:2016+A2:2021
TSI Technical Specification for Interoperability
WSP wheel slide protection
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)
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 shall be run through areas with shunting facilities such as rail brakes and other
shunting and retarding devices, the system shall allow the inhibition of MTB and the clearance
restrictions in accordance with EN 15273-2:2013+A1:2016, Figure A.6 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 guided
by the following provisions:
a) The permissible clearances in accordance with EN 15273-2:2013+A1:2016, Figure A.6, 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 for rest position, the following criteria shall be taken into
account:
1) the wear condition of the wheels;
2) the condition of the pole shoes;
3) the maximum suspension movements of the bogie;
4) the lateral movements.
5.2 Braking 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 specified 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 15273-2:2013+A1:2016, Table 1 the clearance between axle and bogie underframe is defined by q:
x
= a + 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 Rest position of the magnet above the rail surface
To ensure the metal and inductive components free space between wheels the MTB in rest position shall
respect the vertical distance ≥ 40 mm above the top of the rail taking into account:
a) static vertical deflection of the running gear at maximum braking load applicable for the vehicle;
b) the fully allowed wear of the wheel or the maximum wear of the wheel between two re-adjustments;
c) the space “b”, as defined in EN 15273-2:2013+A1:2016, Figure A.6.
5.5 Magnet elements
5.5.1 End pieces
The end pieces of a magnet have several tasks:
— they protect the magnet pole shoes transmitting the braking force from mechanical damage;
— they assist the passage of the magnet over switches and crossings when the magnets are in working
position, to reduce the risk of derailment;
— they contribute to the overall braking force generated by the magnet.
To ensure these tasks, the end pieces shall be fixed on the support frame of the magnets and shall have a
suitable geometry. Already validated end pieces are documented in Annex C. Any other end pieces shall
be assessed in accordance with Annex D.
5.5.2 Pole shoes
The magnet can have a single rigid pole shoe which is generally used in low speed applications. For
mainline operation the state of the art is a magnet body with several pole shoes, which are free to move
within the support frame.
The width of the pole shoe that is in contact with the rail head shall be 65 mm to 72 mm in the wear area
and the maximum width of the magnet shall not exceed 140 mm. It is permitted for the magnets to be
fitted with renewable friction plates to enable easy replacement while on the vehicle. The limit of wear
of the pole shoe and/or the friction plates shall be clearly identifiable.
The total length L over which the MTB is in contact with the rail should be at least 1 000 mm.
5.6 Clearance for wheel lathe machines and wheel skates
The installation of the MTB shall be made in such a way that sufficient space is available in the vicinity of
the wheel to perform maintenance or repair work with underfloor wheel lathe machines. An example of
the clearance required for this purpose is represented in Figure 2.
Key
D wheel diameter
d diameter of driving roller
S distance between axis of driving rollers
1 driving roller of the wheel lathe
2 lathe tool
Figure 2 — Typical underfloor wheel lathe configuration
NOTE Typical dimensions for wheel lathe machines are:
— diameter of driving roller d = 220 mm;
— distance between axis of driving rollers S = 440 mm.
To permit the use of wheel skates, it shall be possible to remove the magnets or their end pieces without
damage.
5.7 Strength requirements
The MTB (magnets, actuators, tie bar, brake reaction bracket – see Figure 1) should be designed so that:
— no resonant vibrations are exerted on the bogie frame and the parts of the MTB;
— all movements and loads originating from the guiding elements of the bogie frame can be sustained
without damage;
— when the brake is in its working position, the forces originating from faulty track conditions, switch
interruptions and contacts with track guiding elements do not lead to instantaneous or permanent
damage endangering the function of the MTB;
— the longitudinal forces resulting from the braking process can be transferred to the bogie frame.
Annex A gives the forces resulting from the interaction of the MTB with the track and the running gear
(shown in Figure 3) that shall be used for the design.

Key
1 magnet with segmented or rigid pole shoes
2 actuator
3 centring device to restrict lateral movement in the rest position
4 tie bar
Figure 3 — Designations
In its high suspension type the MTB is held in its rest position by spring force and is fastened to the
running gear by means of centring devices. In this rest position the MTB is engaged with the bogie frame
and is subject to a series of forces exerted on the latter, originating from elastic variations of the bogie
frame.
To permit a comparable assessment to be made, independently of the real design, a square horizontal
level with a lateral length of about 1 000 mm is defined as a “reference surface”. Any displacements,
distortions and towing movements of the running gear are referred to the vertices of this “reference
surface”, independently of the real centring elements determined in the design stage; this data shall be
specified.
5.8 Mechanical fastening of the MTB parts to the bogie
All parts of the MTB and their suspension to the vehicle/running gear shall be designed so that under the
influence of the static and dynamic loads that are observed in operational service parts shall not become
loose nor get lost. If individual fastening elements fail, no part of the MTB shall get caught in the track.
Screw connections shall be provided with a redundancy or safety-features ensuring that in case of a
failure the MTB function is maintained.
With respect to safety features, cords and slings are considered inappropriate in this application.
The magnets shall be easily positioned or be capable of being positioned such that any weld-ons can be
eliminated without any problems without the magnets having to be removed.
The energy supply cables and junction boxes of MTB shall be protected against impacts of stones and ice
blocks.
5.9 Additional requirements for permanent magnets
It shall be possible to change the direction of the magnetic flow of the permanent MTB by a local device
in order to suppress the attractive forces when required.
It is permitted to use the permanent MTB as a parking brake.
Consideration should be given to a loss of parking brake performance due to adverse rail head conditions
such as when the vehicle is stationary on curves or canted tracks (it cannot be ensured that the MTB will
centre on the rail head).
5.10 Control of the MTB
If the MTB shall be considered in the emergency brake performance, it shall be activated by an automatic
brake control system such as in EN 14198:2016+A2:2021, EN 15734-1:2010+A1:2021 or
EN 16185-1:2014+A1:2020. Using of software is allowed if the same level of safety is demonstrated in
accordance with EN 50657:2017.
Emergency brake application shall be automatically detected either by pressure drop in brake pipe below
3 bar or directly through the emergency braking command.
MTB shall be used from the maximum operating speed of 280 km/h to 20 km/h if jerk limitation is
provided. The MTB may be commanded independently from emergency brake application for use by the
driver, e.g. under low adhesion conditions or slopes greater than 40 ‰. To permit this use to standstill
the additional loads shall be considered in the design loads.
NOTE 1 Comfort limit values for the jerk in the passenger area are defined in EN 13452-1 for the vehicle.
NOTE 2 French infrastructure rule impose to not apply MTB when the speed is higher than 220 km/h.
It is permitted to deactivate MTB at speeds below 50 km/h to control excessive jerks. The MTB shall
become effective again at the latest when exceeding a speed of 50 km/h. The MTB will deactivate
independently of the speed when the emergency brake command is removed or in case of automatic air
brake system the pressure in the BP exceeds 3 bar. The speed threshold shall be generated locally for
each MTB control unit. The MTB control unit shall be designed in accordance with EN 50126-1:2017,
EN 50657:2017 and EN 50129:2018 . If the speed signal is not generated by the WSP, the same level of
safety as required for the WSP shall be demonstrated.
The MTB is energized to apply activated by means of contactors or electronic power switches. Each MTB
control unit shall react individually and independently on the brake line command and shall control a
maximum of two MTB sets in inseparable train units. The voltage supply shall be safeguarded and
prioritized over other on-board systems.
If the brake command is received the following shall happen:
a) the actuators shall be pressurized, and the current shall be switched on;
b) the time for the application of the MTB (between the detection of emergency brake application and
development of 50 % of the attraction force) shall be less than 3 s;
NOTE 1 The attraction force can be derived by the course of the current of the MTB or by the change of magnetic
flux.
c) the bogie lifting force generated by the MTB per single magnet shall not exceed 10 kN (i.e. 20 kN per
bogie) to prevent derailment of the MTB;
NOTE 2 Usually the maximum lifting force occurs at maximum braking load and with worn wheels and with new
magnets.
d) the MTB shall not apply as a result of an emergency brake application:
1) in case of standstill (speed less than 5 km/h);
2) in absence of the speed signal;
3) when the train is in shut down mode;
e) it shall be possible to override the speed signal when carrying out functional testing of the MTB.
When the MTB is applied, it should be ensured that the control is not limited to one side only.
The MTB shall not be operated when the train/vehicle is configured to operate in the braking mode “G”.
A device shall be provided to isolate the local control unit of the MTB without affecting other independent
units in the train and the status shall be clearly indicated. This isolation should be on a bogie wise basis
to maintain partial functionality.
6 Load combinations for component tests
6.1 MTB performance considered in the emergency brake performance
The supply of electric energy shall be from the on-board power supply of the vehicle using a high-capacity
battery. The magnet current is directly applied by a switching device and shall remain available to operate
the MTB whenever other vehicle systems are isolated.
The capacity of the battery shall be dimensioned in such a way that the MTB can be activated during ten
consecutive brake applications from maximum speed, without necessity of the battery to be recharged,
starting from U and full board power supply, without substantial power loss. Before performing the
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tenth brake application, the magnet shall still have a rated voltage of U –30 % (terminal voltage), the
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magnetic attractive force being allowed to be 5 % below the rated voltage of the magnet as a maximum.
Where the functioning of the vehicle battery rechargers is monitored, the battery capacity may be
reduced to three consecutive emergency brakings from maximum speed.
The voltage drop rate shall not fall below voltage range limits defined by EN 60077-1:2017 or
EN 50155:2021 under operational temperature and electrical load conditions.
The MTB shall be protected against short circuit by fuses in the positive and negative supply.
Standardized nominal voltage level for MTB are 24 V DC, 36 V DC, 72 V DC, 110 V DC.
The electrical control of the current to the magnet shall be designed to avoid the generation of
interference that could affect other on-board systems.
The MTB shall be supplied with compressed air from a dedicated reservoir recharged from the main
reservoir pipe via a non-return valve.
In the event of a loss of main reservoir supply the reservoir for the MTB shall have sufficient volume to
be capable of lowering the MTB two times.
The MTB shall not require a system pressure of more than 6 bar to deploy and shall tolerate pressure up
to a maximum of 10 bar. The air supply is monitored as a part of the overall brake system design and
therefore is not part of this document.
If energy supply systems other than compressed air are used for deploying the MTB, the provisions of
this clause shall be applied accordingly.
6.2 MTB performance not considered in the emergency brake performance
The same general requirements as in 6.1 shall apply except the capacity of the battery and the reservoir.
In the event of a loss of the energy supply it is recommended that the battery and reservoir have sufficient
capacity to permit one MTB application to be performed from maximum speed with rated magnetic
attractive force.
7 MTB diagnostics
If the MTB is considered in the emergency brake performance, it shall be possible to test the proper
function of the MTB within the brake test procedure either manually or automatically at vehicle standstill.
When testing the brakes in the train, provision shall be made to test the function of the MTB. The proper
function of the MTB is technically given, at standstill after an emergency brake application has been
performed and the speed has been simulated, at least by the information “current is present” and the
“rest position is left”.
Testing devices shall be provided locally such that they are accessible to the operating staff including the
means to check the provision with pneumatic and electrical energy supply and to simulate the speed
signal.
To carry out the check automatically by an electronic diagnostic system, integrated into the train control
system, a safety proof in accordance with EN 50126-1:2017 and EN 50129:2018 shall be provided. When
a diagnostic brake test is made, all MTB along the train shall be operated and diagnosed from a central
point. If the reliability of a centralized automatic test procedure cannot be demonstrated a local test
facility shall be provided.
It shall be indicated when the MTB is disabled/isolated or when air or power supply levels prevent
correct function. For operational requirements a warning shall be displayed on the vehicle. It should also
be capable of being integrated into a train management system to provide a warning of non-func
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