Figure 96 FFT Analysis on test data (W327_328)

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1 Figure 96 FFT Analysis on test data (W327_328) Figure 97 FFT Analysis on test data (Gl304) FP7 TRANSPORT Contract No September August 2015 Page 70 of 211

2 Figure 98 FFT Analysis on test data (W ) Figure 99 FFT Analysis on test data (Gl304) The resulting harmonic analysis for the test runs during the first days testing shows the harmonics grouped together in the expected range of 100 Hz, e.g. the operating frequency of the track circuits. The magnitude of the harmonics, particularly the fundamental harmonic, demonstrates that the magnitude of the components during the track circuit s de-energised state is minimal. FP7 TRANSPORT Contract No September August 2015 Page 71 of 211

3 1.) 2.) 3.) 4.) 5.) Figure ECB Brake Curve with associated Track Circuit Characteristic Summary of results The following tables summarizes the output voltages: FP7 TRANSPORT Contract No September August 2015 Page 72 of 211

4 Test condition 1 st TC in direction of travel Mean Pk Pk (Cct. Not De energised (v) Mean Pk Pk (Cct. De energised (v) Commentary No ECB U RX < U DA 1 CAR ECB U RX < U DA 2 CARS ECB U RX < U DA 2 CARS ECB U RX < U DA Table 2: Output voltage comparison for track circuit tests (1 st TC) 1st track circuit in direction of travel breakthrough voltage at the operating frequency is the main component Test condition 2 nd TC in direction of travel Mean Pk Pk (Cct. Not De energised (v) Mean Pk Pk (Cct. De energised (v) Commentary No ECB U RX < U DA 1 CAR ECB U RX < U DA 2 CARS ECB U RX < U DA 2 CARS ECB U RX < U DA Table 3: Output voltage comparison for track circuit tests (2 nd TC) 2 nd track circuit in direction of travel traces show traction noise from the motors of the train accelerating FP7 TRANSPORT Contract No September August 2015 Page 73 of 211

5 3.4.4 Conclusions The testing provides no evidence that there is an interference mechanism from ECB affecting the track circuits beyond what is already known and used for compatibility requirements in TS and EN50617 (for new development). 4. MAGNETIC FIELDS 4.1 LOW FREQUENCY MAGNETIC FIELDS (0,16 TO 250 HZ) Unfortunately the set up for the magnetic field coils for the frequency range from 0,16 Hz up to 250 Hz was used as for our typical vehicle measurements, with the effect, that magnetic field levels higher than app. 3.8 mt could not be measured (cut off of the signal). 4.2 HIGH FREQUENCY MAGNETIC FIELDS (10 KHZ TO 1,3 MHZ) The magnetic field levels emitted from the train/the traversing Eddy Current Brake between 10 khz and 1.3 MHz were measured at a typical wheel sensor mounting position and recorded using the Magnetic Noise Receiver (MNR) of Frauscher both in accordance to CLC/TS [3]. The preparation and the pre-analysis (FFT and band-pass filtering) of the measurement date were realised by Frauscher. The magnetic field data were analysed in different ways. Either by applying a windowed FFT or according to the analysis methodology (filtering) defined in CLC/TS The FFT offers a detailed insight into the frequency content of the magnetic field emission of the passing ECB over time (location), see Figure 101, while the band-pass analysis described in the CLC/TS shows easily if the magnetic field emission of the train/ecb is compatible with a particular wheel sensor, see Figure 103. FP7 TRANSPORT Contract No September August 2015 Page 74 of 211

Figure 101: Typical FFT analysis of several ECBs passing the MNR recorder The FFT was realized with an integration time of 1 ms in the frequency range from 10 khz to 100 khz (Hanning window, sample

6 Figure 101: Typical FFT analysis of several ECBs passing the MNR recorder The FFT was realized with an integration time of 1 ms in the frequency range from 10 khz to 100 khz (Hanning window, sample rate 300 khz) and an integration time of 1.5 ms in the frequency range from 100 khz up to 1.3 MHz (Hanning window, sample rate 3 MHz). In Figure 101 the magnetic field emissions of the ECB could be seen by the single higher magnetic field levels (red ripples) starting at 10 khz and e.g. at the distance of 20 m. The high magnetic field level at a frequency of 36 khz (continuous high level over the whole train) results from the trackside installed LZB cable (mounted near the MNR antenna at the rail food). On the distance of -20 m (starting distance, right boarder of the curve) high magnetic field levels could be seen in the frequency range of 52 khz. These emissions results from the LZB antenna installed on the front of vehicle. Figure 102 shows the max-hold spectrum (FFT) in the whole frequency range from 10 khz to 1.3 MHz (as example for the x-axle). The diagram also includes the magnetic field limit levels (red curve) as defined in [4]. Similar diagrams are shown for each relevant test run in the Annex B (air gap 7mm air gap, right rail), the Annex C (air gap 5mm, right rail) and the Annex D (air gap 5mm, left rail). The step at 100 khz (could be more or less significant) results from the different sample rates and integration times in the two FFT-frequency bands (0-100 khz and 100 khz -1.3 MHz). The higher magnetic field level at 250 khz results from the RSR 180 axle counter which was mounted very close to the MNR-antenna (< 1m) at the test track (-> coupling of the magnetic field). FP7 TRANSPORT Contract No September August 2015 Page 75 of 211

7 Remark: In [4] FFT-relevant limits are only defined in the out of band area (e.g. in the range from 10 khz to 27 khz and in the range from 52 khz to 234 khz). The FFT-curve inside of the band 1 3 of the frequency management defined in [4] could be seen only as informative (not assessable against the limit curve). The max-hold FFT shows very clear, that there are no significant magnetic field emissions in the higher frequency range. Relevant emissions may occur in the frequency range of band 1 (27 khz 52 khz) of the frequency management [4]. Figure 102: Typical max-hold FFT (one test run) Figure 103 shows a typical curve of a band-pass filtered magnetic field signal (different bandpasses partly slightly modified according TS [3], see below). The diagram also includes the magnetic field limit levels (red beams at the top) as defined in [3] for single types of axle counters. Similar diagrams are shown for each relevant test run in the Annex B, C and D. Differing to [3] the integration time was chosen with 1 ms for each axle counter type. The bandpass filtering was realized only at the centre frequency of the single axle counter type (no sweep over the whole tolerance range). For the Zp 30 two band-pass filters are used, one with a centre frequency of 28 khz and the other with a centre frequency of 30,6 khz and for the ZP D 43 a filter of 1 th order and for the AZSB 300 of 3 th order was used. Remark: Frauscher realized the measurement system and the analysis tool at an early state of the development of the TS where some of the filter parameters were still not be fixed. Differing slightly from the parameters defined in [3] will have no impact on the basic examinations, addressed within this project. As already described as a result from the FFT, no higher magnetic fields occur in the higher frequency range, this means in the area of RSR 180, AZSB 300, WSD, RSR 122 and RSR 123. There is a factor of 10 up to over 100 between the limit levels and the maximum (band-pass FP7 TRANSPORT Contract No September August 2015 Page 76 of 211

8 filtered) field emission in the single axle counter relevant frequency area (see the first pictures all relevant runs of Annex B, C and D). Figure 103: Typical band-pass evaluation of the magnetic field emission FP7 TRANSPORT Contract No September August 2015 Page 77 of 211

9 In the lower frequency range no exceedances occur in the area of the Zp 30 (considering the differing integration time of 1 ms instead of 4 ms), the ZP D 43, the D 39/WDD 39 and the D 50/WDD 50. Single exceedances only occur in the range of the ZP 43 E. Remark: For a better presentation of the results in the diagram, for the axle counter couples D 39/WDD 39, ZP 43E/ZP D 43 and D 50/WDD 50 - working with different filter parameters at the same centre frequencies - in the diagrams an offset of ±1 khz in the frequency scaling was included (the curves are shifted a little bit to the left (curves for the higher filter bandwidth) and to the right (curves for the lower filter bandwidth)). In the diagrams the limit levels for D 39/ WDD 39 and D 50/WDD 50 (y-axis and z-axis) were set to 120 dbµa/m. A comparison of the measurement results with an air gap of 7 mm and 5 mm shows that there is no significant dependency of the higher frequency magnetic field emissions and the air gap. I seems that changes of main parameters as the ECB current or the running speed of the train have only an little influence on the magnetic field emissions (as the running conditions are never identical and more parameters could have an influence on the magnetic field emissions, it may be difficult / not possible to get a clear correlation). By trend in the lower frequency range higher emissions at an ECB current of 50 % can be deviated. Compared to the right side of the train the emissions on the left side seem to be a little higher than the emissions on the right side (low and high frequency range). At a speed of 300 km/h the emissions in the lower frequency range are lower at the air gap of 7mm than at the air gap of 5 mm. The results of the magnetic field measurement correlates in a very good way with the results of the evaluated axle counter output signals (high frequency emission/influences). The lower frequency influences, resulting from the very high magnetic field of each single ECBpole and the associated saturation of the rail, have to be considered in addition to the magnetic field emissions detected by a measurement system according [3] or [4]. 5. RAIL TEMPERATURE AND RAIL STRESS Along the observed rail section three locations (distance to each other app.23 m) were selected for measurements concerning rail temperature and rail stress. Rail temperature was measured at four points around the rail profile at each location (see picture below): two points at the rail head, one at the web and one at the foot. These four locations allow the evaluation of the propagation of temperatures across the section of the rail. Rail stress was measured at only one point around the profile at each location. FP7 TRANSPORT Contract No September August 2015 Page 78 of 211

10 Figure 104: Measurement points for rail stress and rail temperature A weather station was also installed, to obtain information about environmental weather conditions (ambient temperature, wind speed, etc). The temperature of the rail was measured before, during and after each test run. Measurements during test runs show the temperature increases due to the use of ECB. Measurements before and after test runs give information on the cooling of rails and the evolution of temperature over time. The following table and figure below show an example of temperature measurements during the night of 4 th of November Temperature was measured at each test run and, thus, plenty of results regarding the increase and evolution of rail temperature as function of braking force and speed of trains were obtained. These data proved to be useful to validate thermal models developed within ECUC project. For more details please refer to [1] that describes that type of measurements and results more detailed. Figure 105: Example of temperature measurements FP7 TRANSPORT Contract No September August 2015 Page 79 of 211

11 6. REFERRED DOCUMENTS [1] Deliverable D3.2 [2] Deliverable D5.2 [3] CLC/TS 50238; Railway applications Compatibility between rolling stock and train detection systems - Part 2 Compatibility with axle counters; [4] ERA/ERTMS/033281; TSI CCS Interface document, interfaces between Control-Command and Signalling trackside and other subsystems; 05/2014 [5] Regelung Nr. EMV 04 Technische Regeln zur elektromagnetischen Verträglichkeit; Nachweis der Kompatibilität von Schienenfahrzeugen mit Gleisschaltmitteln, Arbeitskreis EMV, Rev. Nr. 1.0, FP7 TRANSPORT Contract No September August 2015 Page 80 of 211

12 ANNEXES ANNEX A - TEST PARAMETER, CORRESPONDENCE LIST Table 4: test parameter sorted by speed part 1 FP7 TRANSPORT Contract No September August 2015 Page 81 of 211

13 Table 5: test parameter sorted by speed part 2 FP7 TRANSPORT Contract No September August 2015 Page 82 of 211

14 Table 6: test parameter sorted by No. of test run part 1 FP7 TRANSPORT Contract No September August 2015 Page 83 of 211

15 Table 7: test parameter sorted by No. of test run part 2 FP7 TRANSPORT Contract No September August 2015 Page 84 of 211

16 Number of File name MNR File name MNR test run (lift side) (right side) _56_ _56_ _30_ _30_15 3 No Data _02_19 4 No Data _39_05 5 No Data _04_34 6 No Data _50_49 7 No Data _28_06 8 No Data _02_33 9 No Data _30_57 10 No Data _57_36 11 No Data _48_02 12 No Data _26_52 13 No Data _54_37 14 No Data _34_05 15 No Data _58_32 16 No Data _27_06 17 No Data _12_55 18 No Data _39_27 19 No Data _07_05 20 No Data _31_04 21 No Data _55_15 22 No Data _21_36 23 No Data _53_46 24 No Data _22_ _50_ _50_ _14_ _14_ _40_ _40_ _07_ _07_ _39_ _39_ _24_ _24_ _18_ _18_ _44_ _44_ _25_ _25_ _13_ _14_ _49_ _49_ _22_ _22_ _05_ _05_ _15_ _15_ _14_ _14_ _30_ _30_ _37_ _37_ _42_ _43_43 Table 5: Correspondence list No. of test run / MNR - filename part 1 (MNR: Magnetic Noise Receiver) FP7 TRANSPORT Contract No September August 2015 Page 85 of 211

17 _23_ _23_ _55_ _55_ _22_ _22_ _54_ _54_ _20_ _20_ _01_ _01_ _38_ _38_ _55_ _55_ _30_ _30_ _05_ _05_ _34_ _34_ _02_ _02_ _42_ _42_ _00_ _00_ _09_ _09_ _15_ _15_ _18_ _18_ _47_ _47_ _24_ _24_ _40_ _40_ _08_ _08_ _44_ _44_ _24_ _24_ _52_ _52_ _19_ _19_ _47_ _47_ _17_ _17_ _33_ _33_ _02_ _02_ _27_ _27_ _49_ _49_ _15_ _15_ _46_ _46_ _20_ _20_ _05_ _05_ _18_ _18_ _44_ _44_ _18_ _18_ _03_ _03_ _46_ _46_ _14_ _14_ _44_ _44_ _14_45 No Data Table 6: Correspondence list No. of test run / MNR - filename part 2 (MNR: Magnetic Noise Receiver) FP7 TRANSPORT Contract No September August 2015 Page 86 of 211

18 ANNEX B MAGNETIC FIELDS (10 KHZ TO 1,3 MHZ ) - RIGHT RAIL - AIR GAP 7 MM Magnetic field emissions: right rail, air gap 7 mm overview (all relevant runs) FP7 TRANSPORT Contract No September August 2015 Page 87 of 211

19 Magnetic field emissions, right rail, air gap 7 mm, 300 km/h FP7 TRANSPORT Contract No September August 2015 Page 88 of 211

20 Magnetic field emissions, right rail, air gap 7 mm, 160 km/h FP7 TRANSPORT Contract No September August 2015 Page 89 of 211

21 Magnetic field emissions, right rail, air gap 7 mm, 120 km/h FP7 TRANSPORT Contract No September August 2015 Page 90 of 211

22 Magnetic field emissions, right rail, air gap 7 mm, current 95 A (100%) FP7 TRANSPORT Contract No September August 2015 Page 91 of 211

23 Magnetic field emissions, right rail, air gap 7 mm, current 78 A (80%) FP7 TRANSPORT Contract No September August 2015 Page 92 of 211

24 Magnetic field emissions, right rail, air gap 7 mm, current 47,5 A (50%) FP7 TRANSPORT Contract No September August 2015 Page 93 of 211

25 Magnetic field emissions, right rail, air gap 7 mm, current 19 A (20%) FP7 TRANSPORT Contract No September August 2015 Page 94 of 211

26 _56_17 right rail air gap 7 mm LZB (36 khz) Influence of RSR 180 (250 khz) FP7 TRANSPORT Contract No September August 2015 Page 95 of 211

27 _30_15 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 96 of 211

28 _02_19 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 97 of 211

29 _39_05 right rail air gap 7 mm LZB (52 khz) FP7 TRANSPORT Contract No September August 2015 Page 98 of 211

30 _04_34 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 99 of 211

31 _50_49 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 100 of 211

32 _28_06 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 101 of 211

33 _02_33 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 102 of 211

34 _30_57 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 103 of 211

35 _57_36 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 104 of 211

36 _48_02 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 105 of 211

37 _26_52 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 106 of 211

38 _54_37 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 107 of 211

39 _34_05 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 108 of 211

40 _58_32 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 109 of 211

41 _27_06 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 110 of 211

42 _12_55 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 111 of 211

43 _39_27 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 112 of 211

44 _07_05 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 113 of 211

45 _31_04 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 114 of 211

46 _55_15 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 115 of 211

47 _21_36 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 116 of 211

48 _53_46 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 117 of 211

49 _22_27 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 118 of 211

50 _50_18 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 119 of 211

51 _14_55 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 120 of 211

52 _40_30 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 121 of 211

53 _07_39 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 122 of 211

54 _39_57 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 123 of 211

55 _24_16 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 124 of 211

56 _44_51 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 125 of 211

57 _14_06 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 126 of 211

58 _49_17 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 127 of 211

59 _22_41 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 128 of 211

60 _05_41 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 129 of 211

61 _15_41 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 130 of 211

62 _14_54 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 131 of 211

63 _23_53 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 132 of 211

64 _55_52 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 133 of 211

65 _22_29 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 134 of 211

66 _54_58 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 135 of 211

67 _20_23 right rail air gap 7 mm FP7 TRANSPORT Contract No September August 2015 Page 136 of 211

68 ANNEX C MAGNETIC FIELDS (10 KHZ TO 1,3 MHZ) RIGHT RAIL AIR GAP 5 MM Magnetic field emissions: right rail, air gap 5 mm overview (all relevant runs) FP7 TRANSPORT Contract No September August 2015 Page 137 of 211

69 Magnetic field emissions, right rail, air gap 5 mm, 300 km/h FP7 TRANSPORT Contract No September August 2015 Page 138 of 211

70 Magnetic field emissions, right rail, air gap 5 mm, 160 km/h FP7 TRANSPORT Contract No September August 2015 Page 139 of 211

71 Magnetic field emissions, right rail, air gap 5 mm, 120 km/h FP7 TRANSPORT Contract No September August 2015 Page 140 of 211

ECUC. Eddy Currentbrake Compatibility. DELIVERABLE D6.6 Requirements for the rest of systems. Contract number : Project acronym : ECUC

ECUC. Eddy Currentbrake Compatibility. DELIVERABLE D6.6 Requirements for the rest of systems. Contract number : Project acronym : ECUC ECUC Eddy Currentbrake Compatibility DELIVERABLE D6.6 Requirements for the rest of systems Contract number : 314244 Project acronym : ECUC Project title : EDDY CURRENT BRAKE COMPATIBILITY Deliverable number