SIST EN 50121-3-1:2015
(Main)Railway applications - Electromagnetic compatibility - Part 3-1: Rolling stock - Train and complete vehicle
Railway applications - Electromagnetic compatibility - Part 3-1: Rolling stock - Train and complete vehicle
This European Standard specifies the emission and immunity requirements for all types of rolling
stock. It covers traction stock, hauled stock and trainsets including urban vehicles for use in city
streets.
The frequency range considered is from 0 Hz (d.c.) to 400 GHz. No measurements need to be
performed at frequencies where no requirement is specified.
The scope of this part of the standard ends at the interface of the rolling stock with its respective
energy inputs and outputs. In the case of locomotives, trainsets, trams etc., this is the current collector
(pantograph, shoe gear). In the case of hauled stock, this is the a.c. or d.c. auxiliary power connector.
However, since the current collector is part of the traction stock, it is not entirely possible to exclude the
effects of this interface with the power supply line. The slow moving test has been designed to
minimize these effects.
This European standard specifies the emission limits of the rolling stock to the outside world.
There may be additional compatibility requirements within the railway system identified in the EMC plan
(e.g. as specified in EN 50238).
Basically, all apparatus to be integrated into a vehicle shall meet the requirements of Part 3-2 of this
standard. In exceptional cases, where apparatus meets another EMC Standard, but full compliance
with Part 3-2 is not demonstrated, EMC shall be ensured by adequate integration measures of the
apparatus into the vehicle system and/or by an appropriate EMC analysis and test which justifies
deviating from Part 3-2.
The electromagnetic interference concerning the railway system as a whole is dealt with in
EN 50121-2.
These specific provisions are to be used in conjunction with the general provisions in EN 50121-1.
Bahnanwendungen - Elektromagnetische Verträglichkeit - Teil 3-1: Bahnfahrzeuge - Zug und gesamtes Fahrzeug
Applications ferroviaires - Compatibilité électromagnétique - Partie 3-1: Matériel roulant - Trains et véhicules complets
La présente Norme Européenne spécifie les exigences d’émission et d’immunité pour tous les types de matériels roulants. Elle s’applique au matériel de traction, au matériel remorqué et aux rames, y compris les véhicules de transport urbain.
La plage de fréquences concernée est comprise entre 0 Hz (courant continu) et 400 GHz. Aucune mesure n’est nécessaire aux fréquences pour lesquelles aucune exigence n’est spécifiée.
Le domaine d’application de la présente partie de la norme s’arrête à l’interface du matériel roulant avec ses entrées et sorties d’énergie respectives. Dans le cas des locomotives, des rames, des tramways, etc., il s’agit du collecteur de courant (pantographe, frotteur). Dans le cas du matériel remorqué, il s’agit du connecteur de puissance auxiliaire en courant alternatif ou en courant continu. Cependant, comme le collecteur de courant fait partie du matériel de traction, il n’est pas complètement possible d’exclure les effets de cette interface avec la ligne d’alimentation en énergie. L'essai à vitesse lente a été conçu pour minimiser ces effets.
La présente Norme Européenne spécifie les limites d’émission du matériel roulant vers le monde extérieur.
Les systèmes ferroviaires identifiés dans le plan de CEM peuvent faire l’objet d’exigences de compatibilité supplémentaires (spécifiées dans l'EN 50238, par exemple).
Fondamentalement, tous les appareils à intégrer dans un véhicule doivent satisfaire aux exigences de la Partie 3-2 de la présente Norme. Dans des cas exceptionnels, quand un appareil respecte une autre norme CEM, mais que la pleine conformité avec la Partie 3-2 n’est pas démontrée, la CEM doit être assurée par des mesures adéquates d’intégration de l’appareil dans le véhicule et/ou par une analyse CEM appropriée et un essai qui justifie l'écart par rapport à la Partie 3-2.
Les perturbations électromagnétiques relatives au système ferroviaire dans son ensemble sont traitées dans l'EN 50121 2.
Ces dispositions spécifiques doivent être utilisées avec les dispositions générales données dans l'EN 50121 1.
Železniške naprave - Elektromagnetna združljivost - 3-1. del: Vozna sredstva - Vlak in celotno vozilo
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
SIST EN 50121-3-1:2015
01-julij-2015
1DGRPHãþD
SIST EN 50121-3-1:2007
Železniške naprave - Elektromagnetna združljivost - 3-1. del: Vozna sredstva - Vlak
in celotno vozilo
Railway applications - Electromagnetic compatibility - Part 3-1: Rolling stock - Train and
complete vehicle
Bahnanwendungen - Elektromagnetische Verträglichkeit - Teil 3-1: Bahnfahrzeuge - Zug
und gesamtes Fahrzeug
Applications ferroviaires - Compatibilité électromagnétique - Partie 3-1: Matériel roulant -
Trains et véhicules complets
Ta slovenski standard je istoveten z: EN 50121-3-1:2015
ICS:
33.100.01 Elektromagnetna združljivost Electromagnetic compatibility
na splošno in general
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
SIST EN 50121-3-1:2015 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST EN 50121-3-1:2015
EUROPEAN STANDARD EN 50121-3-1
NORME EUROPÉENNE
EUROPÄISCHE NORM
March 2015
ICS 33.100.01; 45.060.01 Supersedes EN 50121-3-1:2006
English Version
Railway applications - Electromagnetic compatibility - Part 3-1:
Rolling stock - Train and complete vehicle
Applications ferroviaires - Compatibilité électromagnétique - Bahnanwendungen - Elektromagnetische Verträglichkeit -
Partie 3-1: Matériel roulant - Trains et véhicules complets Teil 3-1: Bahnfahrzeuge - Zug und gesamtes Fahrzeug
This European Standard was approved by CENELEC on 2015-01-05. CENELEC members are bound to comply with the CEN/CENELEC
Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration.
Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC
Management Centre or to any CENELEC member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation
under the responsibility of a CENELEC member into its own language and notified to the CEN-CENELEC Management Centre has the
same status as the official versions.
CENELEC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Croatia, Cyprus, the Czech Republic,
Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,
Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland, Portugal, Romania, 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: Avenue Marnix 17, B-1000 Brussels
© 2015 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
Ref. No. EN 50121-3-1:2015 E
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Contents
Foreword . 3
Introduction . 5
1 Scope . 6
2 Normative references . 6
3 Terms, definitions and abbreviations . 7
3.1 TERMS AND DEFINITIONS . 7
3.2 ABBREVIATIONS . 7
4 Applicability . 8
5 Immunity tests and limits . 8
6 Emission tests and limits . 8
6.1 GENERAL . 8
6.2 INTERFERENCE ON OUTSIDE PARTY TELECOMMUNICATION LINES . 8
6.3 RADIATED ELECTROMAGNETIC DISTURBANCES . 9
Annex A (informative) Interference on telecommunication lines . 13
A.1 Harmonics in the traction current . 13
A.2 Psophometric current definition . 14
A.3 Limits and test conditions . 14
A.4 Measurement of the psophometric current . 15
A.5 Calculation of the overall psophometric current of a trainset . 15
Annex B (normative) Radiated electromagnetic disturbances - test procedure . 17
B.1 Purpose. 17
B.2 Measuring equipment and test method . 17
Annex C (informative) Emission values for lower frequency range . 18
Annex ZZ (informative) Coverage of essential requirements of eu directives . 20
Bibliography . 21
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Foreword
This document (EN 50121-3-1:2015) has been prepared by CLC/TC 9X: “Electrical and electronic
applications for railways”.
The following dates are fixed:
• latest date by which this document has to be (dop) 2016-01-05
implemented at national level by publication of
an identical national standard or by
endorsement
• latest date by which the national standards (dow) 2018-01-05
conflicting with this document have to
be withdrawn
This document supersedes EN 50121-3-1:2006.
EN 50121-3-1:2015 includes the following significant technical changes with respect to
EN 50121-3-1:2006:
− clarification of scope (Clause 1);
− set dated normative references (Clause 2);
− clarification of definition (Clause 3);
− clarification of applicability (Clause 4);
− clarification of interference on outside party telecommunication lines (6.2), psophometric current
(Annex A) and adding an example of a national rule (Annex C)
− moving emission values for radiated H-field in the frequency range 9 kHz to 150 kHz into new
Annex C due to the fact that:
− there are very few outside world victims (e.g. radio services),
− the radiated emission measured at 10m is not representative to the compatibility with internal
railway apparatus,
− the EMC with other railway apparatus in this frequency range is covered in other
− procedures and standards like EN 50238 series,
− there is low reproduceability
This European Standard is to be read in conjunction with EN 50121-1.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CENELEC [and/or CEN] shall not be held responsible for identifying any or all such
patent rights.
This document has been prepared under a mandate given to CENELEC by the European Commission
and the European Free Trade Association, and supports essential requirements of EU Directive(s).
For the relationship with EU Directive(s) see informative Annex ZZ, which is an integral part of this
document.
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This standard forms Part 3-1 of the European Standard series EN 50121, published under the general
title “Railway applications - Electromagnetic compatibility”. The series consists of:
− Part 1: General
− Part 2: Emission of the whole railway system to the outside world
− Part 3-1: Rolling stock - Train and complete vehicle
− Part 3-2: Rolling stock - Apparatus
− Part 4: Emission and immunity of the signalling and telecommunications apparatus
− Part 5: Emission and immunity of fixed power supply installations and apparatus
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Introduction
High powered electronic equipment, together with low power microcontrollers and other electronic
devices, is being installed on trains in great numbers. Electromagnetic compatibility has therefore
become a critical issue for the design of train-related apparatus as well as of the train as a whole.
This Product Standard for rolling stock sets limits for electromagnetic emission and immunity in order
to ensure a well functioning system within its intended environment.
Immunity limits are not given for the complete vehicle. Part 3-2 of this standard defines requirements
for the apparatus installed in the rolling stock, since it is impractical to test the complete unit. An EMC
plan includes equipment covered by this standard.
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1 Scope
This European Standard specifies the emission and immunity requirements for all types of rolling
stock. It covers traction stock, hauled stock and trainsets including urban vehicles for use in city
streets.
The frequency range considered is from 0 Hz (d.c.) to 400 GHz. No measurements need to be
performed at frequencies where no requirement is specified.
The scope of this part of the standard ends at the interface of the rolling stock with its respective
energy inputs and outputs. In the case of locomotives, trainsets, trams etc., this is the current collector
(pantograph, shoe gear). In the case of hauled stock, this is the a.c. or d.c. auxiliary power connector.
However, since the current collector is part of the traction stock, it is not entirely possible to exclude the
effects of this interface with the power supply line. The slow moving test has been designed to
minimize these effects.
This European standard specifies the emission limits of the rolling stock to the outside world.
There may be additional compatibility requirements within the railway system identified in the EMC plan
(e.g. as specified in EN 50238).
Basically, all apparatus to be integrated into a vehicle shall meet the requirements of Part 3-2 of this
standard. In exceptional cases, where apparatus meets another EMC Standard, but full compliance
with Part 3-2 is not demonstrated, EMC shall be ensured by adequate integration measures of the
apparatus into the vehicle system and/or by an appropriate EMC analysis and test which justifies
deviating from Part 3-2.
The electromagnetic interference concerning the railway system as a whole is dealt with in
EN 50121-2.
These specific provisions are to be used in conjunction with the general provisions in EN 50121-1.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies
EN 50121-1:2015, Railway applications - Electromagnetic compatibility - Part 1: General
EN 50121-2:2015, Railway applications - Electromagnetic compatibility - Part 2: Emission of the whole
railway system to the outside world
EN 55016-1-1:2010, Specification for radio disturbance and immunity measuring apparatus and
methods - Part 1-1: Radio disturbance and immunity measuring apparatus - Measuring apparatus
(CISPR 16-1-1: 2010)
EN 50238:2003, Railway applications - Compatibility between rolling stock and train detection systems
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3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purposes of this document, the following terms and definitions apply
3.1.1
traction stock
electric and diesel locomotive, high speed trainset, elementary fixed combination of traction stock and
hauled stock, electric and diesel multiple unit (no locomotive, distributed traction equipment), Light
Railway Vehicle (LRV) such as tram, trolley bus or any other electrical vehicle for urban mass transit,
underground trainset
3.1.2
hauled stock
independent passenger coaches and freight wagons (if they contain electric apparatus such as
freezing equipment) which may be hauled in random combinations by different types of locomotives
3.1.3
main line vehicles
vehicles such as high speed trains, suburban trains, freight trains, mainly designed to operate between
cities
3.1.4
urban vehicles
vehicles such as underground trainsets, trams, LRV (Light Rail Vehicles), trolleybuses, mainly
designed to operate within the boundary of a city
3.2 Abbreviations
a.c. Alternating current
AT Autotransformer
bw Band width
CCITT Comité Consultatif International Téléphonique et Télégraphique
d.c. Direct current
E electric (field)
EMC Electromagnetic compatibility
EMF Electromagnetic fields
EUT Equipment under test
FFT Fast fourier transform
H magnetic (field)
IGBT insulated-gate bipolar transistor
ISDN Integrated Services Digital Network
ITU-T International Telegraph Union – Telecommunication Standardization Sector
LRV Light rail vehicle
MSC Mutual screening conductor
PCM Pulse – code modulation
QC Quadrant converters
QP Quasi-Peak
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RR Rail Return
RSC Return screening conductor
RSS Root sum squared
RST Rolling stock
xDSL all types of digital subscriber lines
4 Applicability
Generally, it is not possible to test electromagnetic compatibility invoking every function of the stock.
The tests shall be made at typical operating modes considered to produce the largest emission.
The typical operating mode shall require all systems to be energised which are normally in continuous
operation during service. It is not necessary during the test to exercise systems which operate
transiently such as for example operation of internal doors, although they should be energised. It is not
necessary to test degraded modes of operation.
The configuration and mode of operation shall be specified in the test plan and the actual conditions
during the tests shall be precisely noted in the test report.
5 Immunity tests and limits
No tests are applied to the complete vehicle. It is expected that the assembly of the apparatus into a
complete vehicle will give adequate immunity, provided that an EMC plan has been prepared and
implemented, taking into account the limits in Part 3-2 of this set of standards.
6 Emission tests and limits
6.1 General
The emission tests and limits for rolling stock in this standard should ensure as far as possible that the
rolling stock does not interfere with typical installations in the vicinity of the railway system.
Measurements shall be performed in well-defined and reproducible conditions. It is not possible to
totally separate the effects of the railway system and the stock under test. For radiated emissions, the
test conditions are defined in 6.3.1 and 6.3.2.
NOTE 1: Signalling and communication, train radio and other railway systems (axle counters, track circuits, train
control systems, etc.) are different in every country in terms of operating frequencies and waveforms. Therefore,
compatibility requirements are specified according to the type of signalling and communication systems used
(see e.g. EN 50238 series).
NOTE 2: There may be cases in which radio or other railway external services with working frequencies below
150 kHz are in operation close to the railway. The EMC management plan covers these cases and an adequate
level of emission from railway on these working frequencies may be found in the values given in informative
Annex C hence no guarantee can be given for an undisturbed operation.
6.2 Interference on outside party telecommunication lines
6.2.1 Digital telecommunication lines
Interference with digital systems such as PCM, ISDN, xDSL is not covered in this standard.
It should be noted that these systems operate in the higher frequency range using multiple carriers and
various automatic error correction protocols.
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It is considered unlikely that rolling stock can produce sufficient interference in this frequency range.
6.2.2 Analogue telecommunication lines
No harmonized limits apply.
Information about interference on telecommunication lines can be found in Annex A.
6.3 Radiated electromagnetic disturbances
6.3.1 Test site
It can be assumed, that measurements will not take place in laboratory conditions. Trees, walls,
bridges, tunnels or other conductive objects in the vicinity of the measurement antenna could have an
impact on the measurement. Other railway vehicles operating in the same feeding section or nearby
the measuring point may affect the measurement result. Overhead/third rail discontinuities as well as
substations, power lines, buried lines, transformers, neutral sections, section insulators etc. close to
the measuring point may cause additional variations.
These influences shall be reduced as far as practical but in any case no obstacles above rail level
which may influence the measurements shall be located between antenna and EUT.
The overhead/third rail should be a continuous line as far as practical on both sides of the
measurement point (typically at least 200 m).
Since it is impossible to avoid the support masts of the overhead, the measurement point shall be at
the midpoint between masts, on the opposite side of the track (in case of a double track, on the side of
the track which is being used). If the railway system is powered by a third rail, the antenna shall be on
the same side of the track (worst case).
Since resonances may occur in the overhead line at radio-frequencies, it may be necessary to change
the test site. The exact location of the test site and features of both the site and the overhead system
layout shall be noted.
The contribution of the substation may be considered when assessing the emissions from the vehicle.
Note that the contribution of a d.c. substation depends on its load current and will not be measured
properly in a no-load condition.
At the beginning and at the end
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