SIST-TS CLC/TS 50238-2:2020
(Main)Railway applications - Compatibility between rolling stock and train detection systems - Part 2: Compatibility with track circuits
Railway applications - Compatibility between rolling stock and train detection systems - Part 2: Compatibility with track circuits
Unchanged with respect to the current edition CLC/TS 50238-2:2015.
Scope of the revision:
- to include the corrigendum CLC/TS 50238-2:2015/AC:2016-07,
- to correct editorial errors and to align definition of terms with EN 50238 series, EN 50617 series, IEV 60050-
811:2017 and IEV 60050-821:2017,
- to update Annex A "Interference current limits for Rolling Stock"
- to review the need of Annex B "Rolling Stock Interference Evaluation methods"
Bahnanwendungen - Kompatibilität zwischen Fahrzeugen und Gleisfreimeldesystemen - Teil 2: Kompatibilität mit Gleisstromkreisen
Applications ferroviaires - Compatibilité entre le matériel roulant et les systèmes de détection des trains - Partie 2 - Compatibilité avec les circuits de voie
Železniške naprave - Združljivost voznih sredstev in sistemov za detekcijo vlaka - 2. del: Združljivost s tirnimi tokokrogi
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
SIST-TS CLC/TS 50238-2:2020
01-oktober-2020
Nadomešča:
SIST-TS CLC/TS 50238-2:2015/AC:2016
Železniške naprave - Združljivost voznih sredstev in sistemov za detekcijo vlaka -
2. del: Združljivost s tirnimi tokokrogi
Railway applications - Compatibility between rolling stock and train detection systems -
Part 2: Compatibility with track circuits
Bahnanwendungen - Kompatibilität zwischen Fahrzeugen und Gleisfreimeldesystemen -
Teil 2: Kompatibilität mit Gleisstromkreisen
Applications ferroviaires - Compatibilité entre le matériel roulant et les systèmes de
détection des trains - Partie 2 - Compatibilité avec les circuits de voie
Ta slovenski standard je istoveten z: CLC/TS 50238-2:2020
ICS:
03.220.30 Železniški transport Transport by rail
45.060.10 Vlečna vozila Tractive stock
SIST-TS CLC/TS 50238-2:2020 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST-TS CLC/TS 50238-2:2020
TECHNICAL SPECIFICATION CLC/TS 50238-2
SPÉCIFICATION TECHNIQUE
TECHNISCHE SPEZIFIKATION
July 2020
ICS 29.280; 45.060.10 Supersedes CLC/TS 50238-2:2015
English Version
Railway applications - Compatibility between rolling stock and
train detection systems - Part 2: Compatibility with track circuits
Applications ferroviaires - Compatibilité entre le matériel Bahnanwendungen - Kompatibilität zwischen Fahrzeugen
roulant et les systèmes de détection des trains - Partie 2 - und Gleisfreimeldesystemen - Teil 2: Kompatibilität mit
Compatibilité avec les circuits de voie Gleisstromkreisen
This Technical Specification was approved by CENELEC on 2020-06-15.
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, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.
European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2020 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
Ref. No. CLC/TS 50238-2:2020 E
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Contents Page
European foreword . 4
Introduction . 5
1 Scope . 6
2 Normative references . 6
3 Terms, definitions and abbreviations . 7
3.1 Terms and definitions . 7
3.2 Abbreviations . 9
4 General aspects of interference current limits for RST . 9
4.1 Derivation of interference current limits for RST . 9
4.2 Application of Interference current limits to RST design . 10
4.3 System definition . 10
Annex A (normative) Interference current limits for RST . 13
A.1 Definitions . 13
A.2 Preferred track circuits for DC traction . 13
A.3 Preferred track circuits for RST for 16,7 Hz traction . 14
A.4 Preferred track circuits for RST for 50 Hz traction . 14
A.5 UGSK3 . 15
A.6 UGSK95 . 15
A.7 FTGS 46 / FTGS 917/TCM100 . 15
A.8 GRS . 16
A.9 Jade . 17
A.10 Coded track circuits for DC traction . 18
A.11 Digicode . 18
A.12 CoRTo . 19
A.13 CBDAC . 19
A.14 Preferred track circuit in Czech Republic . 20
A.15 All kind of UM71 equipped with RENUM receptor and UC 9500 . 20
A.16 DC track circuits in UK . 21
A.17 EBI Track 200 (TI21) . 21
A.18 EBI Track 400 . 22
A.19 FS3000 . 23
A.20 FS2000 / FS 2500 / FS 2550 / FS 5000 . 23
A.21 Track circuits of 95 Hz and 105 Hz in Norway . 24
A.22 JRK 10470 . 24
Annex B (normative) Rolling Stock Interference Evaluation methods . 25
B.1 General . 25
B.2 Selected evaluation method . 25
B.3 Derivation of the interference current limits for RST . 26
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B.4 Criteria for compatibility . 26
B.5 Defined interference current limits for RST . 27
B.6 Test specifications for RST interference measurements . 27
B.7 Test equipment requirements (hardware) . 30
B.8 Train interference analysis and evaluation methods . 31
B.8.1 Evaluation method . 31
B.9 Requirements for on-train interference monitoring and control . 33
B.10 Documentation . 33
Annex C (informative) Infrastructure data . 35
C.1 Supply frequency . 35
C.2 Infrastructure characterization . 35
C.3 Power supply impedance . 36
C.4 Approximate calculation of the lowest power supply resonance frequency . 36
C.5 Simplified method to handle resonance effects with roof cables . 38
C.6 Return current transfer function . 39
Annex D (informative) Typical voltage resonance graphs . 40
D.1 General . 40
D.2 Interface voltage/current measurement . 40
D.3 Voltage resonance graphs for 15 kV 16,7 Hz network . 40
D.4 Voltage resonance graphs for 25 kV, 50 Hz network . 41
D.5 Voltage resonance graphs for 1 500 V DC network . 41
D.6 Voltage resonance graphs for 3 000 V DC network . 42
Bibliography . 43
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European foreword
This document (CLC/TS 50238-2:2020) has been prepared by CLC/SC 9XA “Communication, signalling and
processing systems” of Technical Committee CLC/TC 9X, “Electrical and electronic applications for
railways”.
This document supersedes CLC/TS 50238-2:2015 and its corrigendum of July 2016.
CLC/TS 50238-2:2020 includes the following significant technical changes with respect to
CLC/TS 50238-2:2015:
The interference current limits for RST have been updated in the normative Annex A.
This Technical Specification is Part 2 of the EN 50238 series published under the title Railway
applications — Compatibility between rolling stock and train detection systems. The series consists of:
— Part 1: General:
— Part 2: Compatibility with track circuits [this document];
— Part 3: Compatibility with axle counters.
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Introduction
This Technical Specification defines the interference limits and evaluation criteria for electromagnetic
compatibility between rolling stock and track circuits.
The limits have been defined on the basis of national specifications described in NTRs.
This Part 2 of the series defines:
— a set of interference current limits for rolling stock based on defined track circuits,
— measurement and evaluation methods to verify rolling stock interference current emissions and
demonstrate compatibility with the track circuits;
— traceability of compatibility requirements (types of track circuit and associated limits).
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1 Scope
This document defines, for the purpose of ensuring compatibility between rolling stock and track circuits, the
limits for interference current emissions from rolling stock. The measurement and evaluation methods for
verifying conformity of rolling stock to these limits are presented in a dedicated annex.
The interference limits are only applicable to rolling stock that is intended to run on lines exclusively
equipped with preferred track circuits listed in this document. The rolling stock test methodology
(infrastructure conditions, test configurations, operational conditions, etc.) presented in this document is
applicable to establish compatibility with any track circuits.
This document gives guidance on the derivation of interference current limits specified for rolling stock and
defines measurement methods and evaluation criteria in a dedicated annex.
This document defines:
a) a set of interference current limits for RST (Rolling Stock) applicable for each of the following types of
traction system:
1) DC (750 V, 1,5 kV and 3 kV);
2) 16,7 Hz AC;
3) 50 Hz AC;
b) methodology for the demonstration of compatibility between rolling stock and track circuits;
c) 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 document.
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 document.
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 50126 (all parts), Railway applications — The specification and demonstration of Reliability, Availability,
Maintainability and Safety (RAMS)
EN 50128, Railway applications - Communication, signalling and processing systems - Software for railway
control and protection systems
EN 50129, Railway applications — Communication, signalling and processing systems — Safety related
electronic systems for signalling
EN 50238-1, Railway applications — Compatibility between rolling stock and train detection systems —
Part 1: General
CLC/TS 50238-3, Railway applications — Compatibility between rolling stock and train detection systems —
Part 3: Compatibility with axle counters
EN 50388, Railway Applications - Power supply and rolling stock - Technical criteria for the coordination
between power supply (substation) and rolling stock to achieve interoperability
CLC/TR 50507, Railway applications - Interference limits of existing track circuits used on European railways
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UIC 550, Power supply installations for passenger stock
3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 50238-1 and CLC/TS 50238-3 and
the following apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://www.iso.org/obp
— IEC Electropedia: available at http://www.electropedia.org/
3.1.1
coupled vehicles
part of the influencing unit which can be considered as an individual source of interference, different to the
traction subsystem
Note 1 to entry: See Figure 1 for examples.
Note 2 to entry: Since one influencing unit can consist of multiple sources of influence, it is normally ensured that the
resulting interference current emitted by the influencing unit into the power supply network does not exceed the
interference current limits for RST value.
3.1.2
influencing unit
rolling stock influencing the train detection system
Note 1 to entry: One influencing unit comprises all coupled/connected vehicles, e.g. complete train with single or
multiple traction, single vehicle, multiple connected/coupled vehicles and wagons, e.g. one complete passenger train,
consisting of one or more TUs and up to 16 coaches.
Note 2 to entry: The influencing unit can consist of several “traction units“ (TU). Each TU is fed from one pantograph.
One TU can be:
— one locomotive;
— one electric multiple unit, with one or several propulsion systems or traction power units (motor cars);
— one set of passenger coaches is considered as a separate TU if it contributes to the total current of the IU
Note 3 to entry: The number of TUs that form one IU depends on the type of rolling stock and its application. Therefore,
the definition of such numbers is out of the scope of this Technical Specification. The following figure shows some
examples for various types and compositions of traction units, forming one influencing unit in each case:
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Figure 1 — Examples of IUs
3.1.3
integration time
window size over which the root mean square (RMS) of the output of the bandpass filter is calculated
[SOURCE: EN 50617-2:2015, 3.1.12, modified – The beginning of the sentence “parameter for evaluation
defined as the” has been removed.]
3.1.4
interference source
equivalent to traction unit which is fed from its own power supply interface point (pantograph or shoe gear)
3.1.5
propulsion system
electrical/mechanical system that produces mechanical force to push the train forward
3.1.6
sources
interference sources which can generate harmonics independently
3.1.7
train detection system
system which comprises of equipment to detect the presence of a train
3.1.8
traction power unit
unit on the train housing, the converter/inverter equipment and its associated control to drive the propulsion
system
Note 1 to entry: It is also known as the motor car.
3.1.9
traction subsystem
subset of the Traction Unit which produces traction force or electric brake force
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3.1.10
train under test
influencing unit used for the test measurements
3.1.11
traction unit
locomotive, motor coach or train-unit
[SOURCE: IEC 60050-811:2017, 811-02-04]
3.1.12
transmitter breakthrough
background interference which can be present at the track circuit receiver from rolling stock on adjacent
tracks or substation harmonics due to shared cross bonds and/or electrical imbalance of the track circuit
3.2 Abbreviations
For the purposes of this document, the following abbreviations apply.
AC Alternating Current
AT Autotransformer
ATP Automatic Train Protection system
A/D Analogue to Digital
DC Direct Current
EC European Commission
EMU Electrical Multiple Unit
FFT Fast Fourier Transforms
FSK Frequency Shift Keying
HVI High Voltage Impulse
IU Influencing Unit
PWM Pulse Width Modulation
RMS Root Mean Square
RSF Right Side Failure
RST Rolling stock
TC Track Circuit
TDS Train Detection System
TU Traction Unit
WSF Wrong Side Failure
4 General aspects of interference current limits for RST
4.1 Derivation of interference current limits for RST
The interference limits are defined for a set of preferred types of existing track circuits that are also defined
by Railway Infrastructure companies for use on future new signalling projects.
In principle, the preferred types of track circuits from CLC/TR 50507 have been considered in defining the
interference current limits for RST. Where new upgrades of track circuits are available, their improved
susceptibility limits have been taken into account in this Technical Specification.
Annex A defines the interference current limits for compatibility with track circuits. The interference current
limits for RST are defined up to and including the highest frequency range occupied by existing track circuits.
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The limits I are defined under worst case credible failure conditions of the track circuit such as unbalance or
0
broken bonds or rails as defined by national authorities.
The transfer function between the interference current limit I and the susceptibility of the track circuit can be
0
different for different infrastructure conditions. In the worst case, if the transfer function ratio is one, the total
interference current limit is defined by the susceptibility of the track circuit, taking into account any
contribution from the power supply.
4.2 Application of Interference current limits to RST design
The interference current limits for RST apply to one influencing unit.
By definition, the interference current limits for RST are based on the maximum steady-state interference
signal to which the track circuit may be exposed.
The rolling stock interference current limits incorporate the established margins for the relevant track circuits
which take into account the interference current generated by other vehicles on adjacent or the same tracks.
Specific traction supply harmonics circulated through the impedance of the influencing unit are dealt with as
part of the evaluation methods presented in Annex B.
In the case of testing of single traction units on the operational railway the interference current limits for RST
will have to be applied to the influencing unit by using applicable summation rules, as explained in Annex B.
The interference current limits for RST are defined at absolute frequencies and therefore not dependent on
mains frequency variations. The measured RST interference current is dependent on the mains frequency
variations.
A vehicle is required to conform only to the interference current limits for RST for the traction system(s) (DC,
16,7 Hz, 50 Hz) on which it is intended to operate.
4.3 System definition
4.3.1 Structure
1)
The overall system to be considered is shown in Figure 2 . It consists of four main parts that are defined in
the following subclauses.
Example characterization of parts of the system based on a recent measurement campaign in different
railway networks can be found in Annex C.
1) If the configuration is applied to DC, normally DC transducers are placed in the ‘Hot path'.
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Key
Return current path between the traction unit and the energy source via rails
G
In Ratio of signal at the track circuit receiver and measured interference signal
Hot path Path between the energy source and the traction unit for drawing current
I
Other Current measured in the pantograph of other trains
IReturn Current measured in the pantograph of the train under test
S
Eval Interference signal processed using established evaluation criteria
STrc Actual interference signal at the track circuit receiver produced by the train under test while over
the TC
UPanto Voltage measured at the pantograph of the train
U
Source Voltage measured at the substation(s) or converter(s). Some railway systems have multiple side
feeding arrangements
U
Trc Voltage measured at the track circuit receiver while occupied by the train
U4qc Voltage developed at the four quadrant converter of the train
Z
Int Railway impedance as seen by the train; it defines the transfer function (coupling factor) between
interference signal produced by RST and the track circuit
Z
Netw Railway line impedance as seen by the train
Figure 2 — System configuration considered for interference
4.3.2 Train under test
In the context of this Technical Specification, the ‘train under test’ is the source of interference for which the
respective interference current limits apply. It can be a part of or the whole influencing unit. By operation of
its traction and auxiliary converters and other interaction it produces interference currents which are
conducted into the infrastructure.
A train may contain one or several traction units (not necessarily all of the same type) plus auxiliaries (in both
traction units and individual wagons).
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The interface between train and infrastructure is at the point of drawing current (pantograph or shoe gear)
and wheel-rail. All requirements towards the train are formulated for this interface.
4.3.3 Power supply system
The power supply system comprises all live parts of the electrical system, such as power generators and
transmission lines or substations and catenary lines. Other trains interference can also be circulated via the
power supply and thus have an influence on the measured current values of the train under test. For
interference current evaluations this part is called the “hot path“.
4.3.4 Return current path (I )
return
In the evaluated system, the rails are an important part of the return current path. The same rails form part of
the track circuit train detection system known as track circuit and therefore it is important to maintain the
integrity of the track circuit to ensure it is not compromised by return currents.
For interference current evaluations this part is called the “cold path“.
The “transfer function“ is the relationship which links the return current of the train to the input voltage of the
track circuit receiver.
4.3.5 Track circuit receiver
The track circuit receiver detects whether a track is clear. For reliable and safe operation it shall not be
disturbed by interference currents which are injected into the system by trains and power supply.
The track circuit receiver reacts to the voltage between rails. The receiver itself can be characterized without
taking into account the power systems.
4.3.6 Measurement and evaluation method
The measurement and evaluation method is applied to the total line (or return) current of one influencing unit
and has to show whether the measured emissions generated by the train under test exceeds the respective
interference current limits for RST or not.
The method shall be chosen such that it reflects the behaviour of the track circuit.
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Annex A
(normative)
Interference current limits for RST
A.1 Definitions
f [Hz] Centre filter frequency for evaluation
0
Δf [Hz] Frequency Shift of FSK
Δf [Hz] Tolerance of f
0 0
I0 RMS [A] Allowed RST interference current per influencing unit at f0, measured at the pantograph
Δf [Hz] Difference between the upper and lower frequencies of 3 dB points of the filter curve
3dB
Δf20dB [Hz] Difference between the upper and lower frequencies of 20 dB points of the filter curve
2*N [-] Filter order outside the 20 dB bandwidth: providing the attenuation factor N in 6 dB/oct. If
not provided, the closest standard order shall be chosen in the evaluation method to
match the 3 dB and 20 dB roll-out points.
T [s] Maximum time during which interference currents may exceed the defined limit, It is
defined by the reaction time of the track circuit receiver.
Ti [s] See definition of “integration time ” in 3.1
Tp [s] Minimum time between two permitted exceedances of limit’s value
dB 20 log10 (factor), this means 20 dB is factor 10
Overlap [%] Parameter associated with the use of true RMS routines for evaluation of the output signal
from band pass filter. It defines the part of the data sample which is processed by
adjacent routines. If overlap is not defined, no less than 50 % overlap shall be used in the
evaluation.
T [s] and Ti [s] may differ in some cases as defined in the tables below. If Ti [s] is not defined, the values are
identical.
The RST line current, analysed by a filter as defined by f0 and Δf 20 dB points in the tables below, shall
remain below the indicated value I0. This applies to all frequency ranges as defined by the tables. It is
considered that the 3 dB and 20 dB points (20 dB can be substituted by the filter order) are sufficient, in most
cases, to replicate the performance of the track circuit by the measurement specification.
If Δf is defined, two separate filters shall be defined per centre filter frequency, for evaluation of interference.
In case Δf0 is defined, this indicates the working range of the track circuit.
The RST line current which is measured is the total current that flows from the catenary via the
pantograph(s) through the train to the traction return circuit.
The assumptions used for the definition of the interference current limits in this Technical Specification shall
be checked to confirm that they are applicable in the country of interest.
A.2 Preferred track circuits for DC traction
List of currently defined preferred track circuits that meet the requirements of 4.1:
— Italy – coded track circuit (BACC, CDB 83,3 Hz), ATIS (CBDAC), Digicode DTC24-2, CORTO
— Netherlands – Jade 1 and 2, FTGS 46, FTGS 917, HVI, GRS 75 Hz ATP coded TC
— UK – EBI Track 200 (TI21), EBI Track 400, HVI
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