European Railway Agency. Electromagnetic Compatibility Requirements. Ireland

Transcription

1 European Railway Agency Electromagnetic Compatibility Requirements Ireland Extract of the study on EMC Requirements Lloyd s Register - November 2010

2 1. Processes The Irish NSA is the Railway Safety Commission (RSC). Under Irish Law the RSC is responsible for assessing the acceptance of new rolling stock as part of the Railway Safety Act 2005 section 45. This requires all undertakings to submit a safety management process for audit by an independent third party. Part of this process is the presentation of a safety case which is reviewed by the RSC. The Irish compatibility demonstration process is twofold. It consists of an initial (internal) assessment by the Railway Undertaking and a second assessment by the Safety Authority; the Railway Safety Commission (RSC). Hence, there are two procedures for acceptance: Conformance to Railway safety standard 56 Conformance to RSC-G-009 and RSC-G-015 Conformance to RSC-G-020 These latter guidance documents are available on the RSC website ( Safety is assessed by a panel within the NSA made up of RSC experts. The assessment uses test results, calculations and simulations, expert opinion and third party certification as evidence in its evaluation. The panel provides certification to the Railway Undertaking. The Railway Undertaking is encouraged to interact with Irish Railways on technical matters during the initial stages. The process is completed in 5 stages; Specification, Procurement, Construction, Testing and Operation. The overall timescales for the process are given as 2.5 years however these include two years for the first three stages. No estimates were made of the cost of the process. Initial Stage Manufacturer Safety Management System Railway Undertaking Independent Third Party Railway Safety Commission (RSC) Safety Case Includes Testing, Simulation, Calculation and Design Can also include evidence from/ dialogue with Infrastructure Manager Irish Railways Experts Consultants Vehicle Approval Technical Assessment RSC -RSTand -CCS experts rolling stock (RSCG-015, section 18) signalling systems (RSCG-020, item 2.13) Second Stage EMC is only part of overall process Authorisation for putting into service Figure 1 - Interactions in Irish EMC Approvals 2

3 2. Train Detection The Railway Undertaking and Manufacturer are responsible for supplying evidence for compatibility with train detection. The evidence presented includes certificates of inspection, third party measurements, manufacturer tests, simulations and calculations and expert opinion all are contained within a general safety case assessment. Evidence is to European standards (EN and EN 50238) and to local rules. The local rules are available in a document Traction and rolling stock interference specification available from Iarnród Éireann (IE : Irish Railways). Assessment is by expert opinion/evaluation of test data by CCS and rolling stock experts. The evidence consists of a comparison with the limits in the standards supported by a detailed technical report with analysis of hazards and prediction of emissions behaviour under all normal and credible fault conditions. Several track-based systems are in operation on the 1500V dc and non-electrified network. The documentation states that, where no feasible intrinsic design alternative is available, safety-validated monitoring systems may be included in the design to prevent the generation of unacceptable harmonic levels. Transients and credible failures are included as part of the assessment. Measurements must be carried in both the time and frequency domains with time domain measurements analysed by 2 nd order bandpass filtering and frequency domain measurements taken at various bandwidths (with peak hold over varying sample numbers) depending upon the track circuit type under consideration. Detailed specifications are documented in the reference document. DC track circuits are used on the non-electrified railway. The measurement criterion for a D.C. track circuit in the time domain is second-order low-pass filter with -3 db points at 2.4 Hz. The criterion for compatibility is by evaluation/calculation of any voltage generated by local current flow on non-electrified equipment. The principal D.C. track relays in use on IE are shown in Figure 2. Type QTA2 QTA2 NT2 PN150BH Coil Resistance 9 ohm 20 ohm 9 ohm 0.5 ohm Pick up 0.12 A A A A Drop away A A A A Figure 2 - DC Track Circuit Evaluation For the electrified railway the track circuit limits are shown in Figure 3. These include two other pieces of equipment susceptible to conducted interference: the CAWS/ATP system and the Insulated joint failure detection system. The CAWS compatibility is tested by operating the train directly over the system and measuring the response. 3

4 Type US&S T.C. Sasib (solid state) US&S ATT20 Safetran SMTC Defetiv e joint Detecto r CAWS CAWS Centre frequency(i es) 83.3Hz 83.3Hz khz,15 khz,20 khz 11.5 khz, 15.2 khz, 20.2 khz 18 khz 50 Hz 83.3Hz Bandwidth - ±0.15Hz 390 Hz modulate d ± 1% of carrier FSK 120Hz, 900Hz On/off modulated at 0.83,1.25,2,2,4.5 and 7Hz Limit 0.86 A* 2.46 A 1.35 A 0.132, 0.131, A 0.132, 0.131, A 0.04 A** 0.6A # # Duration/int egration time test type Notes 5 s 4.5 s 4.5 s 4.5 s Bandpass *lower susceptibility applies to Westinghouse Impedance bonds **lower level is for lower bandwidth: assumes joint is breached by 1 ohm resistor #on-board detection through loop antennas of current shorted by leading axle. Requires 1A and 3A signal levels in differential mode. Normally evaluated by active test Figure 3 - Track Circuit Parameters The Irish railway also uses axle counter systems of types Alcatel AZLS (ZP30CA) and Alcatel AZLM (ZP30H) operating at khz: compatibility is tested by active running over axle counter system. There is a further criterion which is applied: No electrical system on the train shall, even in credible fault conditions, cause a longitudinal voltage along the running rail, between any two axles of which are electrically interconnected and in contact with the running rail that exceeds 0.35 times the drop-away voltage of the track circuit receiver at its operating frequencies. : This limitation can also apply to diesel stock containing on-board electrical generation. Drop away voltages are defined in the Technical Specification. 3. Lineside Systems The Railway undertaking and Manufacturer are responsible for supplying evidence for compatibility with lineside systems. The evidence presented includes certificates of expert opinion. Evidence is to European standards (EN and EN 50238) and to local rules 4

5 115mm 270mm European Railway Agency: Extract of the study on EMC Requirements Lloyd s Register Nov given in the technical specification (para 2). The evidence consists of a comparison with the limits in the standards supported by a detailed technical report. Both longitudinal (series mode) and transverse (differential mode) voltage limits are specified for lineside cables these are 60V and 1mV respectively made on lineside copper cable pairs whilst the train is operating. General compatibility with signalling and telecommunications interference is by measurement of psophometric current. Limits of 10A (20s) 12.2A (4s) and 13A (instantaneous) are given for cumulative CCITT weighted current harmonics measured in the traction supply. A table of the communications systems is shown in Figure 5. Compatibility with the higher frequency systems is by proof of operation whilst the train is running. Interference limits from magnetic fields are also specified for compatibility with the CAWS and for rolling stock fitted with AWS magnet detection 1. The limits for DC flux is 24mT and for AC flux is 24x10-6 /t 2 (Where t is the period of the interference if t< 10ms. The levels are measured at points on the railway corresponding to the positions of the CAWS and AWS system sensors. (An example is shown in Figure 4). 800mm 1600mm 1970mm 1600mm Figure 4 - CAWS Location Lineside Communications Systems Type Ericsson CCTV Platform Informatio n SSI (trackside) SSI (long) HABD Frequency 2M bit/s baseband video 9600 baud 20k bit/s 64k bit/s 256 and 2Mbit/s Mode Carrier - RS485 - Carrier RS485 1 Although Irish Railways do not use track-mounted AWS magnets certain of the rolling stock operating on the railway is fitted with the system. 5

6 Lineside Communications Systems modulation PCM - square half duplex PCM square Type DATAC DATAC ABB Lineside Base stations Vital FDM Frequency 1.32 khz 2.76 khz 2kHz 300Hz-3.4kHz 4010 to 4160 Hz, 10 Hz intervals Mode Carrier Carrier Carrier audio/control tones multiplex modulation +/- 210 Hz FSK +/- 210 Hz FSK +/- 400 Hz FSK FDM 4. Energy Supply Figure 5 - Lineside Communications Systems The Railway undertaking and Manufacturer are responsible for supplying evidence for compatibility with the Energy supply system. The evidence presented includes certificates of expert opinion. Evidence is to European standards (EN and EN 50238) and to local rules. The evidence consists of a comparison with the limits in the standards supported by a detailed technical report. Specific values are given for fault currents and transient voltage on the infrastructure : The traction equipment shall not generate an electrification fault current of peak value 44 ka for longer than 0.1 s and rate of rise of 2.82 A/μs in the vicinity of a substation. To avoid problems to SSI signalling equipment, the T&RS operating from the electrical system shall not produce transients exceeding 1 kv peak on the rail with respect to remote earth in any credible service conditions, including pantograph up/down operations and loss of contact due to pantograph bounce. 5. Radio Frequency Systems The Railway undertaking and Manufacturer are responsible for supplying evidence for compatibility with radio frequency systems. The evidence presented includes certificates of expert opinion. Evidence is stated to be to European standards (EN and EN 50238) and to local rules. The evidence consists of a comparison with the limits in the standards supported by a detailed technical report. Ireland uses an analogue ground to train radio system according to UIC radio Chapter (Irish system). Details of these systems may found in the TSI CCS Annexe B and in the technical specification (para 2). 6. Other Systems The Irish process includes an assessment compatibility of systems to the directive relating to human exposure to EMF effects. The Railway Undertaking and Manufacturer are responsible for supplying evidence for compatibility. The evidence presented includes certificates of 6

7 expert opinion. Evidence is to EN and Council Recommendation 1999/519/EC and Directive 2004/40/EC. The evidence consists of a comparison with the limits in the standards supported by a detailed technical report. In addition: Magnetic fields in areas visited by members of the public and by railway stall in the normal course of their duties shall not exceed 10 gauss (1mT). Within the train the level shall not exceed 10 gauss (1mT) at train floor level and 5 gauss (0.5mT) at height of 2 m above floor level. The process also includes an assessment compatibility of systems with the EMC directive. The Railway undertaking and Manufacturer are responsible for supplying evidence for compatibility. Evidence is to the requirements of the directive. The evidence consists of a comparison with the limits in the standards supported by a detailed technical report. 7. EN Ireland does use the technical documentation in appendix TR5057 of EN in its assessment. 7