IEC 62236-2:2008
(Main)Railway applications - Electromagnetic compatibility - Part 2: Emission of the whole railway system to the outside world
Railway applications - Electromagnetic compatibility - Part 2: Emission of the whole railway system to the outside world
IEC 62236-2:2008 sets the emission limits from the whole railway system including urban vehicles for use in city streets. Describes the measurement method to verify the emissions, and gives the cartography values of the fields most frequently encountered. The main change with respect to the previous edition consists of the distance conversion factor defined in the frequency range from 9 kHz to 150 kHz.
Applications ferroviaires - Compatibilité électromagnétique - Partie 2: Emission du système ferroviaire dans son ensemble vers le monde extérieur
La CEI 62236-2:2008 fixe les limites d'émission provenant du système ferroviaire dans son ensemble et s'applique également au transport urbain. Décrit la méthode de mesure à utiliser pour vérifier les émissions et donne la cartographie des niveaux de champ rencontrés le plus fréquemment. Les modifications principales par rapport à l'édition précédente concernent le facteur de conversion de la distance défini dans la gamme de fréquences de 9 kHz à 150 kHz.
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Standards Content (Sample)
IEC 62236-2
Edition 2.0 2008-12
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
Railway applications – Electromagnetic compatibility –
Part 2: Emission of the whole railway system to the outside world
Applications ferroviaires – Compatibilité électromagnétique –
Partie 2: Emission du système ferroviaire dans son ensemble vers le monde
extérieur
IEC 62236-2:2008
---------------------- Page: 1 ----------------------
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IEC 62236-2
Edition 2.0 2008-12
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
Railway applications – Electromagnetic compatibility –
Part 2: Emission of the whole railway system to the outside world
Applications ferroviaires – Compatibilité électromagnétique –
Partie 2: Emission du système ferroviaire dans son ensemble vers le monde
extérieur
INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
COMMISSION
ELECTROTECHNIQUE
PRICE CODE
INTERNATIONALE
T
CODE PRIX
ICS 45.060 ISBN 978-2-88910-646-2
® Registered trademark of the International Electrotechnical Commission
Marque déposée de la Commission Electrotechnique Internationale
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– 2 – 62236-2 © IEC:2008
CONTENTS
FOREWORD.3
1 Scope.5
2 Normative references .5
3 Terms and definitions .5
4 Emission limits .6
4.1 Emission from the open railway route during train operation.6
4.2 Radio frequency emission from railway substations .6
5 Method of measurement of emission from moving trains.7
5.1 Measurement parameters.7
5.2 Frequency selection .9
5.2.1 Selected frequencies .9
5.2.2 Sweep frequency.9
5.3 Transients .10
5.4 Measuring conditions .10
5.4.1 Weather conditions.10
5.4.2 Railway operating modes.10
5.4.3 Multiple sources from remote trains .10
5.5 Test report .10
5.6 Antenna positions.10
Annex A (normative) Method of measurement of electromagnetic emission from
railway substations .17
Annex B (informative) Background to the method of measurement.18
Annex C (informative) Cartography – Electric and magnetic fields at traction
frequencies.23
Bibliography.24
Figure 1 – Emission limits in frequency range 9 kHz to 1 GHz.12
Figure 2 – Emission limit for substations.13
Figure 3 – Position of antenna for measurement of magnetic field in the 9 kHz to
30 MHz frequency band .14
Figure 4 – Position (vertical polarisation) of antenna for measurement of electric field
in the 30 MHz to 300 MHz frequency band.15
Figure 5 – Position (vertical polarisation) of antenna for measurement of electric field
in the 300 MHz to 1 GHz frequency band.16
Figure B.1 – Time variation of emissions from a moving train with many transient
events.22
Table C.1 – Typical maximum electric and magnetic field values at fundamental
frequency of different electrification systems.23
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62236-2 © IEC:2008 – 3 –
INTERNATIONAL ELECTROTECHNICAL COMMISSION
____________
RAILWAY APPLICATIONS –
ELECTROMAGNETIC COMPATIBILITY –
Part 2: Emission of the whole railway system
to the outside world
FOREWORD
1) The International Electrotechnical Commission (IEC) is a worldwide organization for standardization comprising
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8) Attention is drawn to the Normative references cited in this publication. Use of the referenced publications is
indispensable for the correct application of this publication.
9) Attention is drawn to the possibility that some of the elements of this IEC Publication may be the subject of
patent rights. IEC shall not be held responsible for identifying any or all such patent rights.
International Standard IEC 62236-2 has been prepared by IEC technical committee 9:
Electrical equipment and systems for railways.
This second edition cancels and replaces the first edition published in 2003. It constitutes a
technical revision and is based on EN 50121-2:2006.
The main change with respect to the previous edition is listed below:
– distance conversion factor n defined in the frequency range from 9 kHz to 150 kHz.
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The text of this standard is based on the following documents:
FDIS Report on voting
9/1185/FDIS 9/1213/RVD
Full information on the voting for the approval of this standard can be found in the report on
voting indicated in the above table.
This publication has been drafted in accordance with the ISO/IEC Directives, Part 2.
A list of all parts of IEC 62236 series, published under the general title Railway applications –
Electromagnetic compatibility, can be found on the IEC website.
The committee has decided that the contents of this publication will remain unchanged until
the maintenance result date indicated on the IEC web site under "http://webstore.iec.ch" in
the data related to the specific publication. At this date, the publication will be
• reconfirmed,
• withdrawn,
• replaced by a revised edition, or
• amended.
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62236-2 © IEC:2008 – 5 –
RAILWAY APPLICATIONS –
ELECTROMAGNETIC COMPATIBILITY –
Part 2: Emission of the whole railway system
to the outside world
1 Scope
This part of IEC 62236 sets the emission limits from the whole railway system including urban
vehicles for use in city streets. It describes the measurement method to verify the emissions,
and gives the cartography values of the fields most frequently encountered.
The limits refer to the particular measuring points defined in Clause 5 and Annex A. These
emissions should be assumed to exist at all points in the vertical planes which are 10 m from
the centre lines of the outer electrified railway tracks, or 10 m from the fence of the
substations.
Also, the zones above and below the railway may be affected by electromagnetic emissions
and particular cases shall be considered individually.
These specific provisions are to be used in conjunction with the general provisions in
IEC 62236-1.
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.
IEC 60050-161, International Electrotechnical Vocabulary (IEV) – Chapter 161:
Electromagnetic compatibility (EMC)
IEC 62236-1, Railway applications – Electromagnetic compatibility – Part 1: General
IEC 62236-3-1, Railway applications – Electromagnetic compatibility – Part 3-1: Rolling stock
– Train and complete vehicle
CISPR 16-1-1, Specification for radio disturbance and immunity measuring apparatus and
methods – Part 1-1: Radio disturbance and immunity measuring apparatus – Measuring
apparatus
CISPR 22, Information technology equipment – Radio disturbance characteristics – Limits and
methods of measurement
3 Terms and definitions
For the purposes of this document, the terms and definitions of IEC 60050-161 and the
following apply.
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– 6 – 62236-2 © IEC:2008
3.1
apparatus
electric or electronic product with an intrinsic function intended for implementation into a fixed
railway installation
3.2
environment
the surrounding objects or region which may influence the behaviour of the system and/or
may be influenced by the system
3.3
external interface
boundary where a system interacts with any other or where a system interacts with its
environment
3.4
railway substation
installation the main function of which is to supply a contact line system at which the voltage
of a primary supply system, and in some cases the frequency, is transformed to the voltage
and frequency of the contact line
3.5
railway supply lines
conductors running within the boundary of the railway which supply power to only the railway
but are not energised at railway system voltage
4 Emission limits
4.1 Emission from the open railway route during train operation
The emission limits in the frequency range 9 kHz to 1 GHz are given in Figure 1 and the
measurement method is defined in Clause 5. For non-electrified lines, the limits are the same
as those given for 750 V d.c.
Annex C gives guidance values for typical maximum field values at fundamental frequency of
different electrification systems which may occur. They depend on numerous geometrical and
operational parameters which may be obtained from the infrastructure controller.
For urban vehicles operating in city streets, the emission limits given in Figure 1 for 750 V d.c.
conductor rail shall not be exceeded.
NOTE 1 There are very few external radio services operating in the range 9 kHz to150 kHz with which the railway
can interfere. If it can be demonstrated that no compatibility problem exists, any emission level exceeding the
relevant limits given in Figure 1 may be acceptable.
NOTE 2 It is not possible to undertake complete tests with quasi-peak detection due to the reasons stated in
Annex B.
4.2 Radio frequency emission from railway substations
Radio frequency noise emission from the railway substation to the outside environment
measured according to the method defined in Annex A shall not exceed the limits in Figure 2.
The limits are defined as quasi-peak values and the bandwidths are those used in
CISPR 16-1-1:
Bandwidth
frequencies up to 150 kHz 200 Hz
frequencies from 150 kHz to 30 MHz 9 kHz
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62236-2 © IEC:2008 – 7 –
frequencies above 30 MHz 120 kHz
The distance of 10 m defined in Annex A shall be measured from the fence of the substation.
If no fence exists, the measurements shall be taken at 10 m from the apparatus or from the
outer surface of the enclosure if it is enclosed.
Emission of trains shall not enter into the measurement.
NOTE 1 There are very few external radio services operating in the range 9 kHz to 150 kHz with which the railway
can interfere. If it can be demonstrated that no compatibility problem exists, any emission level exceeding the
relevant limits given in Figure 2 may be acceptable.
NOTE 2 For other kinds of fixed installations like auto-transformers, the same limit and measuring distance shall
be applied.
5 Method of measurement of emission from moving trains
The method of measurement is adapted from the CISPR 16-1-1 to a railway system with
moving vehicles. The background to the method of measurement is given in Annex B.
The electromagnetic fields generated by rail vehicles when operating on a railway network are
measured by means of field strength meters with several different set frequencies. The
horizontal component of the magnetic field perpendicular to the track and both the vertical
and horizontal (parallel to the track) components of the radiated electric field are measured.
5.1 Measurement parameters
5.1.1 The peak measurement method is used. The duration at selected frequency shall be
sufficient to obtain an accurate reading. This is a function of the measuring set and the
recommended value is 50 ms.
5.1.2 Frequency bands and bandwidths at –6 dB used for measurements are in accordance
with CISPR 16-1-1.
These are:
Frequency bands: 9-150 kHz 0,15-30 MHz 30-300 MHz 300 MHz -1 GHz
Bandwidth: 200 Hz 9 kHz 120 kHz 120 kHz
5.1.3 When connected to the antenna, the error of measurement of the strength of a uniform
sine-wave field shall not differ more than ± 4,0 dB from CISPR 16-1-1 equipment.
5.1.4 The noise may not attain its maximum value as the traction vehicle passes the
measuring point, but may occur when the vehicle is a long distance away. Therefore, the
measuring set shall be active for a sufficient duration before and after the vehicle passes by
to ensure that the maximum noise level is recorded.
5.1.5 To cover the full frequency range, antennas of different design are required. Typical
equipment is described below:
– for 9 kHz to 30 MHz, a loop or frame antenna is used to measure H field (see Figure 3);
– for 30 MHz to 300 MHz, a biconical dipole is used to measure E field (see Figure 4);
– for 300 MHz to 1,0 GHz, a log-periodic antenna is used to measure E field (see Figure 5).
Calibrated antenna factors are used to convert the terminal voltage of the antenna to field
strength.
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5.1.6 The preferred distance of the measuring antenna from the centreline of the track on
which the vehicle is moving is 10 m. In the case of the log-periodic antenna, the 10 m
distance is measured to the mechanical centre of the array.
It is not considered necessary to carry out two tests to examine both sides of the vehicle,
even if it contains different apparatus on the two sides, since the majority of the emission is
produced by the sliding contact if the train is moving.
Where the tests are carried out at a site which meets all the recommended criteria except that
the antennas are not 10 m from the track centreline, the results can be converted to an
equivalent 10 m value by using the following formula:
E = E + n × 20 × log (D/10)
10 x 10
where
E is the value at 10 m;
10
E is the measured value at D m;
x
n is a factor taken from the table below.
Frequency range
n
9 kHz to 150 kHz 2
0,15 MHz to 0,4 MHz 1,8
0,4 MHz to 1,6 MHz 1,65
1,6 MHz to 110 MHz 1,2
110 MHz to 1 000 MHz 1,0
The measured values (at the equivalent 10 m distance) shall not exceed the limits given in
Figure 1 for the appropriate system voltage.
Where the physical layout of the railway totally prevents the use of reference distances, a
method shall be agreed to suit the particular circumstances. For example, if the railway is in
tunnel, miniature antennas can be used on the wall of the tunnel. In such a case, the limits
selected shall take into account the method of measurement.
5.1.7 The height above rail level of the antenna centre shall be within the range 1,0 m to 2,0
m for the loop antenna, and within 2,5 m to 3,5 m to the centre of dipole or log-periodic
antennas. If the level of the ground at the antenna differs from the rail level by more than 0,5
m, the actual value shall be noted in the test report.
The plane of the loop antenna shall be vertical and parallel to the line of the track. The
biconical dipole shall be placed in the vertical and horizontal axis. The log periodic antenna
shall be arranged to measure the vertical and horizontal polarisation signal, with the antenna
directed towards the track.
Figures 3, 4 and 5 show the positions and vertical alignments of the antennas.
5.1.8 In the case of elevated railway systems, if the antenna heights specified above cannot
be achieved, the height of the antenna centre can be referenced to the level of the ground
instead of to the rail level. The conversion formula in 5.1.6 shall be employed where D is the
slant distance between the train and the antenna. The train shall be visible from the location
of the antenna and the axis of the antenna shall be elevated to point directly at the train. A
measurement distance of 30 m from the track centreline is preferred for highly elevated
railways. Full details of the test configuration shall be noted in the test report.
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62236-2 © IEC:2008 – 9 –
5.1.9 If tests are being done on a railway with overhead electrified supply, the measuring
point shall be at the mid-point between the support masts of the overhead line and not at a
discontinuity of the contact wire. It is recognised that resonance can exist in an overhead
system at radio frequencies and this may require changes in the values of frequency chosen
for measurement. If resonance exists, this should be noted in the test report.
The radio frequency emission will be affected by the state of the railway supply system.
Switching of feeder stations and temporary works will influence the response of the system. It
is therefore necessary to note the condition of the system in the test record and, if possible,
all similar tests should be carried out within the same working day. Where the railway has a
track-side conductor rail power supply, the test location should be at least 100 m from gaps in
the rail, to avoid inclusion of the transient fields associated with the make and break of
collector contact. The conductor rail and the antennas shall be on the same side of the track.
5.1.10 The test sites do not correspond to the definition of a completely clear site because
they are influenced by overhead structures, rails and the catenary. However, wherever
possible, antennas shall be placed well away from reflecting objects. If overhead power lines
are nearby, other than those which are part of the railway network, they should be no closer
than 100 m to the test site.
5.1.11 The values measured are expressed as:
– dBμA/m for magnetic fields,
– dBμV/m for electrical fields.
These are obtained by using the appropriate antenna factors and conversions.
5.1.12 Background noise shall be measured at the test site in the absence of train effects.
This will give the noise values from the energised power supply conductors. If this is
significant, it is advisable to measure also at 100 m from the test site, to identify any high
non-railway sources of noise.
5.2 Frequency selection
5.2.1 Selected frequencies
The selection of the actual frequencies to be measured will depend on the circumstances of
the test site.
If high signals exist, for example from public broadcasting stations, the selection of test
frequencies shall take this into account.
It is recommended that test frequencies are selected so that there are at least three
frequencies per decade.
5.2.2 Sweep frequency
In view of the short time available for measurement in one train passage, the use of a sweep
frequency measuring technique, in which the peak noise is measured with a peak-hold circuit
as the frequency is changed, may offer adequate information concerning generation of noise.
There will still remain problems of time because the rate of change of frequency is a function
of the bandwidth, due to considerations of accuracy. A sweep analyser will usually set its own
sweep rate to meet this requirement. If this method is used, sweep rate as well as bandwidth
shall be noted.
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5.3 Transients
During the test, transients due to switching may be detected, such as those caused by
operation of power circuit breakers. These shall be disregarded when selecting the maximum
signal level found for the test.
5.4 Measuring conditions
5.4.1 Weather conditions
To minimise the possible effect of weather on the measured values, measurements should be
carried out in dry weather, (after 24 h during which not more than 0,1 mm rain has fallen),
o
with a temperature of at least 5 C, and a wind velocity of less than 10 m/s.
Humidity should be low enough to prevent condensation on the power supply conductors.
Since it is necessary to plan the tests before the weather conditions can be known, tests will
have to be made in weather conditions which do not meet the target conditions. In these
circumstances, the actual weather conditions shall be recorded with the test results.
5.4.2 Railway operating modes
Two test conditions are specified for the traction mode and are:
a) measurement at a speed of more than 90 % of the maximum service speed, (to ensure
that the dynamics of current collection are involved in the noise level) and at the maximum
power which can be delivered at that speed.
b) at the maximum rated power and at a selected speed, (particularly if the lower frequencies
are of concern).
If the vehicle is capable of electric braking, tests are required at a brake power of at least
80 % of
...
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