CLC/TS 50238-3:2010
(Main)Railway applications - Compatibility between rolling stock and train detection systems - Part 3: Compatibility with axle counters
Railway applications - Compatibility between rolling stock and train detection systems - Part 3: Compatibility with axle counters
This Technical Specification defines, for the purpose of ensuring compatibility between rolling stock and track circuits the limits for conducted interference from rolling stock and the measurement method for verifying conformity of rolling stock to these limits. The interference limits are only applicable to interoperable rolling stock which is intended to run on lines exclusively equipped with preferred track circuit listed in this Technical Specification. National Notified Technical Rules are still to be used in all cases, where the line over which the rolling stock is intended to run is equipped with any type of older version or non-preferred track circuits that are not listed in this Technical Specification. However, the rolling stock test methodology (infrastructure conditions, test configurations, operational conditions, etc.) presented in this Technical Specification is also applicable to establish compatibility with non-preferred track circuits. This Technical Specification gives guidance on the derivation of interference current limits specified for rolling stock and defines measurement methods and evaluation criteria. This Technical Specification defines • a set of interference current limits for RST (Rolling Stock) applicable for each of the following types of traction system: - DC (750 V, 1,5 kV and 3 kV); - 16,7 Hz AC; - 50 Hz AC. • methodology for the demonstration of compatibility between rolling stock and track circuits, • measurement method to verify interference current limits and evaluation criteria. NOTE 1 The basic parameters of track circuits associated with the interference current limits for RST are not in the scope of this Technical Specification. NOTE 2 Any phenomena linked to traction power supply and associated protection (over voltage, short-circuit current, under- and over-voltage if regenerative brakes are used) is part of the track circuit design and outside the scope of this Technical Specification.
Bahnanwendungen - Kompatibilität zwischen Fahrzeugen und Gleisfreimeldesystemen - Teil 3: Kompatibilitat mit Achszähler
Applications ferroviaires - Compatibilité entre le matériel roulant et les systèmes de détection des trains - Partie 3: Compatibilité avec les compteurs d'essieux
Železniške naprave - Medobratovalnost voznih sredstev in sistemov za detekcijo vlaka - 3. del: Združljivost s števci osi
Ta tehnična specifikacija za namen zagotavljanja združljivosti med voznimi sredstvi in števci osi opredeljuje omejitve za elektromagnetno interferenco za vozna sredstva ter metode merjenja in vrednotenja za preverjanje emisij voznih sredstev ter dokaz skladnosti z interferenčnimi omejitvami. Skladnost z omejitvami za vozna sredstva je potrebna za zanesljivo in varno obratovanje železnice. Interferenčne omejitve veljajo za interoperabilna vozna sredstva. Namenjene so sklopu prednostnih vrst števcev osi, ki jih opredelijo upravljalci železniške infrastrukture za uporabo na novih projektih signalizacije na medobratovalnih linijah. Če je medobratevalna linija, po kateri bodo vozila vozna sredstva, opremljena s starejšo različico ali nenavedenimi števci osi, veljajo nacionalni tehnični predpisi. Namen te tehnične specifikacije ni, da bi odrejala točno določeno vrsto ugotavljanja lokacije vlakov, ker pa je seznam izbranih vrst in njihovih omejitev zasnovan na osnovi vzpostavljenih meril za delovanje, se pričakuje, da bodo medobratovalne linije z novo signalizacijo opremljene s takšnimi vrstami, ki so skladne z omejitvami, objavljenimi v tehnični specifikaciji, in izmerjene v skladu s preskusnimi specifikacijami iz Dodatka A. Za zagotavljanje ustrezne operativne razpoložljivosti se uporablja meja 9 dB med izmerjeno omejitvijo števca osi in omejitvijo za vozna sredstva. Če vozna sredstva ne ustrezajo opredeljenim omejitvam, se razpoložljivost števcev osi lahko zmanjša. Kot primer so navedeni merilni pogoji za železniška vozila z enosmerno napetostno povezavo.
General Information
Standards Content (Sample)
SLOVENSKI STANDARD
SIST-TS CLC/TS 50238-3:2010
01-december-2010
Železniške naprave - Medobratovalnost voznih sredstev in sistemov za detekcijo
vlaka - 3. del: Združljivost s števci osi
Railway applications - Compatibility between rolling stock and train detection systems -
Part 3: Compatibility with axle counters
Bahnanwendungen - Kompatibilität zwischen Fahrzeugen und Gleisfreimeldesystemen --
Teil 3: Kompatibilitat mit Achszähler
Applications ferroviaires - Compatibilité entre le matériel roulant et les systèmes de
détection des trains - Partie 3: Compatibilité avec les compteurs d'essieux
Ta slovenski standard je istoveten z: CLC/TS 50238-3:2010
ICS:
03.220.30 Železniški transport Transport by rail
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
SIST-TS CLC/TS 50238-3:2010 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST-TS CLC/TS 50238-3:2010
TECHNICAL SPECIFICATION
CLC/TS 50238-3
SPÉCIFICATION TECHNIQUE
July 2010
TECHNISCHE SPEZIFIKATION
ICS 29.280; 45.060.10
English version
Railway applications -
Compatibility between rolling stock and train detection systems -
Part 3: Compatibility with axle counters
Applications ferroviaires - Bahnanwendungen -
Compatibilité entre le matériel roulant Kompatibilität zwischen Fahrzeugen
et les systèmes de détection des trains - und Gleisfreimeldesystemen -
Partie 3: Compatibilité avec les compteurs Teil 3: Kompatibilitat mit Achszähler
d'essieux
This Technical Specification was approved by CENELEC on 2010-07-07.
CENELEC members are required to announce the existence of this TS in the same way as for an EN and to
make the TS available promptly at national level in an appropriate form. It is permissible to keep conflicting
national standards in force.
CENELEC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Croatia, Cyprus,
the Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy,
Latvia, Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia,
Spain, Sweden, Switzerland and the United Kingdom.
CENELEC
European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung
Management Centre: Avenue Marnix 17, B - 1000 Brussels
© 2010 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members.
Ref. No. CLC/TS 50238-3:2010 E
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Foreword
This Technical Specification was prepared by SC 9XA, Communication, signalling and processing systems, of
Technical Committee CENELEC TC 9X, Electrical and electronic applications for railways.
It was circulated for voting in accordance with the Internal Regulations, Part 2, Subclause 11.3.3.3 and was
approved by CENELEC as CLC/TS 50238-3 on 2010-07-07.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN and CENELEC shall not be held responsible for identifying any or all such patent rights.
The following date was fixed:
latest date by which the existence of the CLC/TS
has to be announced at national level (doa) 2011-01-07
This Technical Specification is intended to become Part 3 of the series EN/TS 50238 published under the title
‘Railway applications - Compatibility between rolling stock and train detection systems’. The series consists of:
1)
• Part 1: General
• Part 2: Compatibility with track circuits
• Part 3: Compatibility with axle counters (this document).
_____________
1)
Existing EN 50238:2003 was renumbered EN 50238-1 once the voting procedure on Parts 2 & 3 was closed.
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Contents
Introduction . 5
1 Scope . 5
2 Normative references . 6
3 Terms, definitions and abbreviations. 6
3.1 Terms and definitions . 6
3.2 Abbreviations . 7
4 General aspects . 7
4.1 Interference mechanism . 7
4.2 Reliability margin . 8
4.3 Specific axle counter parameters. 9
5 Measurement specification for vehicle emissions . 9
5.1 Rolling stock emission limits . 9
5.2 Methodology for the demonstration of vehicle compatibility . 10
Annex A (normative) Rolling stock emission limits .20
A.1 Emissions limits and evaluation parameters (narrow band) . 20
A.2 Broad band emission limits . 21
A.3 Weighting of short duration interference . 21
Annex B (informative) Frequency management (proposal) .22
Annex C (informative) Test specification for immunity of axle counters .25
C.1 Testing for susceptibility . 25
C.2 Validation tests before final issue as a standard . 35
Annex D (informative) Design guide for rolling stock measurement antennas .36
Bibliography .37
Figures
Figure 1 – Orientation of the coordinates . 6
Figure 2 – Axle counter detector, schematic . 7
Figure 3 – Duration dependent limits . 9
Figure 4 – Measurement antenna . 11
Figure 5 – Centre point coordinates . 11
Figure 6 – Mounting measurement antenna between two sleepers . 12
Figure 7 – Velocity conditions, traction force (Z) – velocity (v) diagram (example) . 13
Figure 8 – Measurement approach . 15
Figure 9 – Evaluation method, broadband emission limits (e.g. analogue) . 16
Figure 10 – Typical analogue measurement. 17
Figure 11 – Typical digital measurement . 17
Figure B.1 – Filter bandwidth for an axle counter in area I (example) . 23
Figure B.2 – Frequency management, limit curves in X-direction . 23
Figure B.3 – Frequency management, limit curves in Y-direction . 24
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Figure B.4 – Frequency management, limit curves in Z-direction . 24
Figure C.1 – Homogeneity of field generation antenna FGA . 25
Figure C.2 – Axle counter detector, schematic . 27
Figure C.3 – Test set-up (Y-Z direction) . 28
Figure C.4 – Test set-up for homogeneous fields in X-Z direction (front view) . 29
Figure C.5 – Test set-up for homogeneous fields in X-Z direction (side view) . 29
Figure C.6 – Axle counter detector response to sinusoidal pulses . 30
Figure C.7 – Test set-up for rail current tests. 32
Figure C.8 – Test set-up for inhomogeneous field tests . 33
Figure C.9 – FGA movement / field distribution for inhomogeneous field tests. 34
Figure D.1 - Side view (Y and Z coils, dimensions 50 mm to 150 mm) . 36
Tables
Table 1 - Y1 and Z1 coordinates of the centre point of the measurement antennas . 11
Table A.1 - Emission limits and evaluation parameters (narrow band) . 20
Table A.2 - Broad band emission limits . 21
Table A.3 - Weighting of short duration interference (T according Table A.1) . 21
int
Table C.1 – Documentation of test results . 35
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Introduction
This Technical Specification is being developed to permit compliance with the interoperability Directives
(High Speed and Conventional). It is recommended that the vehicle test methodology presented in this
Technical Specification is also applied to establish compatibility with all types of axle counters, incl. those not
covered by this Technical Specification.
This Part 3 of the series defines:
• a set of interference limits for magnetic fields generated by both rail current and equipment on the
vehicles.
• measurement and evaluation methods to verify rolling stock emissions and demonstrate compatibility
with the interference limits.
• traceability of requirements (type of axle counters considered for the limits).
In the relevant frequency range of the axle counters the magnetic field is dominant and only this type of field
is considered. Experience has shown that the effects of electric fields are insignificant and therefore not
considered.
Annex C is informative and describes a test procedure for the determination of the magnetic field limits of
axle counters by laboratory tests. This test procedure has already been used by axle counter manufacturers
for the determination of the given limits in this Technical Specification and is recommended to be used to
determine compatibility limits for non-preferred axle counters not covered by this Technical Specification and
also for future developments of axle counters.
It is intended that the test specification for immunity tests of axle counters (Annex C) will be published in a
separate standard.
1 Scope
This Technical Specification defines, for the purpose of ensuring compatibility between rolling stock and axle
counters, the electromagnetic interference limits for rolling stock and the measurement and evaluation
methods to verify rolling stock emissions and demonstrate compatibility with the interference limits.
Compliance with the limits for rolling stock is necessary for a reliable and safe operation of the railway.
The interference limits have been defined for application to interoperable rolling stock. They are for a set of
preferred types of axle counters which are defined by Railway Infrastructure Managers for use on new
signalling projects on interoperable lines. If the interoperable line over which the rolling stock is intended to
run is equipped with an older version or non-listed axle counters then National Notified Technical Rules
apply. It is not the intention of this Technical Specification to mandate any particular type of train detection
but it is expected that because the list of selected types and their limits for compatibility are drawn on the
basis of established performance criteria, the trend will be that newly signalled interoperable lines are fitted
with types which meet the compatibility limits published in the Technical Specification and measured in
accordance with the test specification in Annex C.
To ensure an adequate operational availability, a margin of 9 dB between the measured axle counter limit
and the limit for rolling stock has been applied. If rolling stock does not comply with the defined limits, the
availability of the axle counters may be reduced. The measurement condition for railway vehicles with
voltage DC-link are provided as an example.
NOTE 1 The influence from metal parts or inductively coupled resonant circuits on the vehicle, eddy current brakes or magnetic brakes is
out of the scope of the Technical Specification. Compatibility is established through individual testing according to EN 50238-1 or National
Notified Technical Rules.
NOTE 2 Wheel sensors and crossing loops are not part of this Technical Specification.
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As the electromagnetic interference coupling between rolling stock and axle counters is multidimensional and
difficult to handle, a proposal is made in this Technical Specification for frequency management with fixed
frequency ranges (and limits) in Annex B informative, to allow for future developments of rolling stock and
axle counters with the aim to decrease the development risk and to minimize the homologation effort for
both, rolling stock and axle counters.
2 Normative references
The following referenced documents are indispensable for the application 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 50238, Railway applications – Compatibility between rolling stock and train detection systems
3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purposes of this document, the terms, definitions and abbreviations given in EN 50238 and the
following apply.
3.1.1
axle counter detector
consists of the sensor and the detection circuit which includes in general filters and rectifiers
3.1.2
inflection point
the transition between the static (continuous wave) and the dynamic immunity (short duration) behaviour of
the axle counter detector. On the left side of the inflection point the duration is less then the integration time.
The inflection point is the transition of 105 % of the steady state threshold concluded from sinusoidal bursts
by lab tests. The corresponding burst duration is equivalent to the integration time used for evaluation
3.1.3
integration time
a parameter for evaluation defined as the window size over which the root mean square (RMS) of the output
of the band-pass filter is calculated
3.1.4
measurement antenna
a magnetic field antenna mounted in the track to capture magnetic field. The measurement covers the axes
X, Y and Z
Figure 1 – Orientation of the coordinates
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3.2 Abbreviations
For the purposes of this document, the abbreviations given in EN 50238 and the following apply.
4QC Four Quadrant Converter
A/D Analogue to Digital converter
ACD Axle Counter Detector
ACS Axle Counter Sensor
DC Direct Current
EUT Equipment Under Test
FGA Field Generation Antenna
HFR Higher Frequency Range
LFR Lower Frequency Range
MA Measurement Antenna
RBW Resolution BandWidth
RMS Root Mean Square
SSS Small Size Sensor
TEU Trackside Electronic Unit
Tint Integration time
4 General aspects
4.1 Interference mechanism
Axle counters can be influenced in different ways, e.g. by magnetic fields or metallic parts in the vicinity of
wheels and bogies and thus close to the sensors. The influence of magnetic fields in the range of the
working frequency of the individual axle counters is dominant. In addition, the duration and/or repetition rate
of interference and the magnetic field strength are also relevant.
4.1.1 Axle counter detector
The compatibility limits in this Technical Specification are based on the immunity of axle counters and are
specified only for the axle counter detector – comprising the sensor on the rail and the detection circuits in
the trackside equipment as shown in Figure 2.
Axle counter detector
Transmission to
Channel 1
evaluator unit
Pulse or count
Sensors Detection
transmission
on rail circuits
circuits
Channel 2
Control circuits
Transmission circuits
Linear analogue or
(Modulation or coding)
digital filters
Pulse detection circuits
Figure 2 – Axle counter detector, schematic
Axle counters use various additional filter techniques and algorithms which reject interference pulses in order
to maximize reliability while maintaining safety.
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Examples of these are:
• non-linear pulse duration filters which reject wheel pulses of a duration less than the minimum wheel
pulse from a vehicle;
• rejection of wheel pulses in one channel if the axle counter is already in an occupied status.
4.1.2 Susceptibility of the detector on the rail
The precise area of susceptibility is product specific, and defined by manufacturers of individual products.
The position of the measurement antenna has been chosen to take the relevant sensors into account.
The immunity (susceptibility limit) is defined as the magnetic field which can generate interference pulses or
corrupt the wheel pulses of one or more channels of the axle counter detector.
The magnetic coupling between the transmission and reception units of the axle counter sensor depends
among other things on the rail type. Large rail profiles like UIC 60, which provide higher attenuation of the
receiver voltage, are therefore more critical with respect to the susceptibility.
4.1.3 Sources of interference fields
The following sources of interference shall be considered:
• electrical equipment on the vehicle and magnetically coupled to the axle counters through the air gap
(hence referred to as magnetic fields);
• rail currents in the susceptibility range of operation of the axle counters (hence referred to as rail
current fields).
The interference fields from the two sources defined above are superimposed on the axle counter sensor
whereby the vector of rail current fields has a predictable direction and the vector of magnetic fields has an
unpredictable direction, because it is dependent on the source on the vehicle and on the type of rail.
4.2 Reliability margin
Axle counters are assumed to fail right side if excessive interference leads to a miscount. A safety margin is
therefore not required, but a margin is required to meet the performance requirements with regard to
reliability of counting.
–7
An acceptable value for the probability of miscounts on interoperable lines is 10 .
If the interference limit of the axle counter detector is exceeded and a resulting spurious wheel pulse is
generated, this may or may not lead to a failure of the axle counter.
Figure 3 shows the duration dependant limits in principle for rolling stock with 9 dB margin already
incorporated in. The 9 dB margin accounts for the following factors:
• 6 dB signal to noise ratio to meet the probability requirements for miscount within the established
equipment operating tolerances.
• 3 dB accounting for
- uncertainty of measuring chain,
- antenna positioning,
- overlapping effects (analysing methods),
- other environmental effects affecting interference (rain, temperature, etc.).
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Magnetic field strength (related to emission limit)
Example B shows an exponential behaviour of an axle counter
detector (digital sensor system with A/D converter)
18 dB
Example A shows a linear behaviour of an axle counter detector
12 dB
6 dB
Emission limit for rolling stock
0 dB
time
T/2 T
Inflection point (integration time)
Short term interference Continuous interference
Figure 3 – Duration dependent limits
4.3 Specific axle counter parameters
The interference susceptibility of axle counter detectors depends, among other things, on the amplitude and
the duration, for which the interference magnetic field is present. For continuous interference the limits are
lower than for short duration (transient) interference.
The analyses of short duration interference susceptibility of axle counter detectors show the following:
• the inflection point (typical values between 1 ms and 2,5 ms) defines the integration time window for
evaluation of rolling stock. The integration time (T ) and its corresponding limits are product specific
int
and listed in Table A.1;
• for the evaluation of shorter durations (left side from the inflection point on Figure 3) the integration time
window can be reduced and higher emission limits can be applied (see Table A.3). If the product
specific axle counter detector has a linear behaviour (analogue sensor principle), the immunity limits
typically increase linearly and the time window can be reduced accordingly. Digital filters may not have
a linear behaviour and shall be considered on an individual basis.
5 Measurement specification for vehicle emissions
5.1 Rolling stock emission limits
5.1.1 Emission limits (based on existing axle counters)
Table A.1 in Annex A defines emission limits for rolling stock and frequency ranges at which they apply. The
limits encompass the worst case influence of UIC 60 rail and are valid for the compatibility testing on any
other rail type. The limits are defined for existing selected as preferred types of axle counters and
established in accordance with the test specification in Annex C.
5.1.2 Frequency management
For future developments of rolling stock and axle counters with the aim to decrease the development risk
and to minimize the homologation effort for both - rolling stock and axle counters - it would be helpful to have
a frequency management with clearly defined interference limits based on the measurement specification of
this Technical Specification.
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While a mandatory European frequency management for rolling stock and axle counters has to be defined by
TSI, this Technical Specification would propose - for single frequency ranges - a frequency management
based on preferred types of axle counters (see Annex B, informative).
5.2 Methodology for the demonstration of vehicle compatibility
5.2.1 General approach
To establish compatibility between rolling stock and axle counters, magnetic field emissions from rolling
stock shall be verified against the emission limits defined in this Technical Specification. For this purpose,
measurements shall be performed under specified operational conditions of rolling stock running over
specified measurement antennas. The measured data shall be evaluated and compared with the defined
emission limits in Annex A.
Compatibility tests with vehicles can be executed with any rail type. Limits established for UIC 60 profile shall
be fulfilled.
Emissions from vehicles are measured as magnetic fields in X, Y and Z directions. If interference is
exceeding the relevant vehicle emission limit it is necessary to identify any specific source of interference
exceeding the limits and consider mitigating arguments.
Rail current interference can be independent of the position of the vehicle between the axles and may occur
at positions of sensitivity under the wheels. Magnetic fields will normally occur at a predetermined position
along the vehicle or train.
The maximum emission of rolling stock with respect to the compatibility of axle counters can normally be
measured at speeds selected by the rolling stock manufacturer at which maximum emissions are expected in
the frequency range considered for compatibility. Usually it is possible to capture these emissions at low
vehicle speeds. The repetition rate of the interference is partly independent of the vehicle speed (e.g. rolling
stock with four-quadrant traction and auxiliary converters) and for rolling stock with motor inverters it is even
lower at higher speeds. For high performance locomotives the resulting repetition rate normally exceeds a
few hundreds of Hertz.
Specific cases exist where the relevant emission source can only be activated at higher speeds or degraded
conditions. These cases shall be considered separately, and more measurement runs at higher speeds shall
be carried out or additional measurement antennas may be considered, so that it can be guaranteed that
relevant interference effects are detected by the measurement antennas.
5.2.2 Measurement antenna
5.2.2.1 Frequency range
Due to the fact that the range of operating frequencies of the axle counters used in Europe is from tens of
kilohertz up to 1,3 MHz it is not possible to achieve an acceptably low measurement uncertainty with only
one measurement antenna. Therefore two antennas with following ranges are proposed to capture the
following frequency ranges:
• Lower Frequency Range (LFR): 10 kHz to 100 kHz;
• Higher Frequency Range (HFR): 100 kHz to 1,3 MHz.
5.2.2.2 Electrical surface
A rectangular 3-dimensional magnetic loop antenna with a common centre point with the following
geometrical dimensions shall be used:
• 5 cm x 5 cm (X-direction);
• 5 cm x 15 cm (Y- and Z- direction). The longest arm is always in X-direction.
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The arm length of 15 cm is chosen such that it represents a practical optimum between the averaging of
gradient magnetic fields and the picking up of interference source with low repetition rates.
Figure 4 – Measurement antenna
NOTE Additional information regarding the layout of the measurement antennas is provided in a design guide in Annex D.
5.2.2.3 Mounting position
Table 1 shall be used to define the mounting position of the measurement antennas for the frequency range
considered. The centre point (Y1, Z1) of the measurement antenna is derived from the arithmetic mean value
of all relevant sensor types per frequency range (LFR, HFR).
Y1
Z1
50 mm
Figure 5 – Centre point coordinates
The centre point of the measurement antenna for the LFR and HFR shall have the following coordinates:
Table 1 - Y1 and Z1 coordinates
...
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