SIST EN 50121-3-1:2007
(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 and trainsets including urban vehicles for use in city streets. The frequency range considered is from 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 minimise these effects. 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 assured 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
Diese Europäische Norm legt Anforderungen zur Störaussendung und zur Störfestigkeit für alle Arten von Bahnfahrzeugen fest. Sie deckt Triebfahrzeuge und Züge einschließlich Nahverkehrsfahrzeugen ab, die auf städtischen Straßen verkehren. Der betrachtete Frequenzbereich reicht von 0 Hz bis 400 GHz. Bei Frequenzen, für die keine Anforderungen festgelegt sind, brauchen keine Prüfungen ausgeführt zu werden. Der Anwendungsbereich dieser Norm endet an der Schnittstelle des Bahnfahrzeugs mit seinen entsprechenden Stromversorgungsein- und -ausgängen. Diese ist bei Lokomotiven, Zügen, Straßenbahnen usw. der Stromabnehmer (Pantograph oder Schleifschuh), bei Eisenbahnwagen der Anschluss der Wechsel- oder Gleichstromeinspeisung. Da jedoch der Stromabnehmer Teil des Triebfahrzeuges ist, ist es nicht möglich, die Wechselwirkungen dieser Schnittstelle mit der Fahrleitung auszuschließen. Die Prüfung bei langsamer Vorbeifahrt wurde entworfen, um diese Effekte zu minimieren. Grundsätzlich müssen alle in das Bahnfahrzeug zu integrierenden Geräte die Anforderungen von Teil 3-2 dieser Norm erfüllen. In Ausnahmefällen, wenn Geräte zwar eine andere EMV- Norm erfüllen, jedoch die Einhaltung der Anforderungen in Teil 3-2 nicht voll nachgewiesen werden kann, ist die EMV sicherzustellen durch geeignete Maßnahmen bei der Einbindung des Geräts in das Fahrzeugsystem und/oder angemessene EMV- Analyse und –Prüfung zur Rechtfertigung der Abweichnung von Teil 3-2. Die Störaussendung des gesamten Bahnsystems in die Außenwelt wird in der EN 50121 2 behandelt. Diese besonderen Festlegungen gelten zusätzlich zu den allgemeinen Festlegungen in EN 50121 1.
Applications ferroviaires - Compatibilité électromagnétique -- Partie 3-1: Matériel roulant - Trains et véhicules complets
Cette Norme Européenne spécifie les prescriptions d’émission et d’immunité pour tous les types de matériel roulant. Elle s’applique au matériel de traction et aux rames y compris les véhicules de transport urbain. La plage de fréquence concernée va du courant continu à 400 GHz. Aucune mesure n’est nécessaire aux fréquences pour lesquelles aucune prescription n’est spécifiée. Le domaine d’application de cette 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. Le test à vitesse lente a été conçu pour minimiser ces effets. Fondamentalement, tous les équipements devant être intégrés dans un véhicule doivent respecter les prescriptions de la Partie 3-2 de cette norme. Dans des cas exceptionnels, quand un équipement 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’équipement dans le véhicule et/ou par une analyse CEM appropriée et un essai qui justifie la déviation par rapport à la Partie 3-2. Les interférences électromagnétiques relatives au système ferroviaire dans son ensemble sont traitées dans l’EN 50121 2. Ces dispositions spécifiques sont destinées à être utilisées conjointement avec les dispositions générales de l’EN 50121-1.
Železniške naprave - Elektromagnetna združljivost - 3-1. del: Vozna sredstva - Vlak in celotno vozilo (vsebuje popravek AC:2008)
General Information
Relations
Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Elektromagnetna združljivost - 3-1. del: Vozna sredstva - Vlak in celotno vozilo (vsebuje popravek AC:2008)Bahnanwendungen - Elektromagnetische Verträglichkeit -- Teil 3-1: Bahnfahrzeuge - Zug und gesamtes FahrzeugApplications ferroviaires - Compatibilité électromagnétique -- Partie 3-1: Matériel roulant - Trains et véhicules completsRailway applications - Electromagnetic compatibility -- Part 3-1: Rolling stock - Train and complete vehicle45.060.01Železniška vozila na splošnoRailway rolling stock in general33.100.01Elektromagnetna združljivost na splošnoElectromagnetic compatibility in generalICS:Ta slovenski standard je istoveten z:EN 50121-3-1:2006SIST EN 50121-3-1:2007en01-januar-2007SIST EN 50121-3-1:2007SLOVENSKI
STANDARDSIST EN 50121-3-1:20011DGRPHãþD
SIST EN 50121-3-1:2007
EUROPEAN STANDARD EN 50121-3-1 NORME EUROPÉENNE
EUROPÄISCHE NORM July 2006
CENELEC European Committee for Electrotechnical Standardization Comité Européen de Normalisation Electrotechnique Europäisches Komitee für Elektrotechnische Normung
Central Secretariat: rue de Stassart 35, B - 1050 Brussels
© 2006 CENELEC -
All rights of exploitation in any form and by any means reserved worldwide for CENELEC members.
Ref. No. EN 50121-3-1:2006 E
ICS 29.020; 29.280; 45.060.01 Supersedes EN 50121-3-1:2000Incorporates corrigendum May 2008
English version
Railway applications -
Electromagnetic compatibility
Part 3-1: Rolling stock -
Train and complete vehicle
Applications ferroviaires -
Compatibilité électromagnétique
Partie 3-1: Matériel roulant -
Trains et véhicules complets
Bahnanwendungen -
Elektromagnetische Verträglichkeit
Teil 3-1: Bahnfahrzeuge -
Zug und gesamtes Fahrzeug
This European Standard was approved by CENELEC on 2006-07-01. 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 Central Secretariat 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 Central Secretariat has the same status as the official versions.
CENELEC members are the national electrotechnical committees of Austria, Belgium, 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.
SIST EN 50121-3-1:2007
EN 50121-3-1:2006 - 2 -
Foreword
This European Standard was prepared by Technical Committee TC 9X: Electrical and electronic applications for railways. The text of the draft was submitted to the formal vote and was approved by CENELEC as EN 50121-3-1 on 2006-07-01. This European Standard supersedes EN 50121-3-1:2000. This European Standard is to be read in conjunction with EN 50121-1. 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
The following dates were fixed: – latest date by which the EN has to be implemented at national level by publication of an identical national standard or by endorsement
(dop)
2007-07-01 – latest date by which the national standards conflicting with the EN have to be withdrawn
(dow)
2009-07-01 This European Standard has been prepared under a mandate given to CENELEC by the European Commission and the European Free Trade Association and covers essential requirements of EC Directive 2004/108/EC. See Annex ZZ. The contents of the corrigendum of May 2008 have been included in this copy. __________ SIST EN 50121-3-1:2007
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Contents
Introduction . 4 1 Scope . 4 2 Normative references . 4 3 Definitions . 5 4 Applicability . 5 5 Immunity tests and limits . 5 6 Emission tests and limits . 5 6.1 Compatibility with signalling and communication systems . 6 6.2 Interference on telecommunication lines . 6 6.3 Radiated electromagnetic disturbances . 6 Annex A (informative) Interference on telecommunication lines . 10 Annex B (normative) Radiated electromagnetic disturbances - Test procedure . 13 Annex ZZ (informative) Coverage of Essential Requirements of EC Directives . 15 Figure 1 - Limits for stationary test (QP, 10 m) . 8 Figure 2 - Limits for slow moving test (Peak, 10 m) . 9 Table B.1 - Guideline for test . 14
SIST EN 50121-3-1:2007
EN 50121-3-1:2006 - 4 -
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 shall be established for equipment covered by this standard. 1
Scope This European Standard specifies the emission and immunity requirements for all types of rolling stock. It covers traction stock and trainsets including urban vehicles for use in city streets.
The frequency range considered is from 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 minimise these effects.
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 assured 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 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 50121-1
Railway applications -Electromagnetic compatibility
Part 1: General
EN 50121-2
Railway applications -Electromagnetic compatibility Part 2: Emission of the whole railway system to the outside world
EN 50121-3-2
Railway applications -Electromagnetic compatibility Part 3-2: Rolling stock - Apparatus
EN 50238
Railway applications -Compatibility between rolling stock and train detection systems
EN 55016-1-1
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)
ITU-T
Directive concerning the protection of telecommunication lines against harmful effects from electrical power and electrified railway lines
Volume VI: Danger and disturbancesSIST EN 50121-3-1:2007
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3
Definitions For the purpose of this Part 3-1 of the European Standard, the following definitions apply:
3.1
traction stock electric and diesel locomotives, high speed trainsets, electric and diesel multiple units (no locomotive, each coach has its own traction equipment) for main line vehicles, Light Railway Vehicles (LRV) such as underground trainsets, trams, etc. for urban vehicles
3.2
hauled stock all 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
3.3
main line vehicles vehicles such as high speed trains, suburban trains, freight trains, mainly designed to operate between cities
3.4
urban vehicles vehicles such as underground trainsets, trams, LRV (Light Rail Vehicles), trolleybuses, mainly designed to operate within the boundary of a city 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 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, but the immunity tests and limits in Part 3-2 of this standard were selected in the knowledge that the vehicle can be deemed to
be immune to a level of 20 V/m over the frequency range 0,15 MHz to 2 GHz. 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 standard. 6
Emission tests and limits 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. Therefore, the operator and the manufacturer have to define in the contract the test conditions and the test site for compatibility with signalling and communication systems and for interference on telecommunication lines, (e.g. load conditions, speed and configuration of the units). For radiated emissions, the test conditions are defined in 6.3.1 and 6.3.2. The contributions of other parts of the railway system (e.g. substations, signalling) and of the external environment (e.g. power lines, industrial sites, radio and television transmitters) to the measurements must be known and taken into account. SIST EN 50121-3-1:2007
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6.1 Compatibility with signalling and communication systems Signalling, 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, emission requirements shall be specified according to the type of signalling and communication systems used (see EN 50238).
The requirements need to take into account sources of disturbance other than the rolling stock, including the train radio and signalling systems themselves, and the effects of transients due to bad contact, pantograph bouncing, third rail gaps, etc.
6.2 Interference on telecommunication lines 6.2.1 Digital telecommunication lines Interference with digital systems such as PCM, ISDN, is not covered in this standard. 6.2.2 Analogue telecommunication lines The harmonics in the traction current of a railway system may induce noise in a conventional analogue telecommunication system. The acceptable level of noise on conventional analogue telephone lines is specified by ITU-T. The value of this noise is measured with a psophometric filter. The relationship between the current absorbed or generated by the traction vehicle and the noise in the telephone line is neither under the total control of the vehicle manufacturer nor of the operator of the network (For details see A.1). Thus it shall be the responsibility of the purchaser of the tractive stock in accordance with the rules of the Infrastructure Controllers to specify a frequency weighted current limit at the vehicle interface.
One method commonly used is to specify the psophometric current Ipso which has a psophometrical frequency weighting. The background and application of this method is described in Annex A. As it is known that the Ipso method does not fully represent the noise effect of the harmonics in the kHz range, alternative methods of frequency weighting may be specified by the purchaser. 6.3 Radiated electromagnetic disturbances 6.3.1 Test site The test site shall meet as far as possible the “free space“ requirements below within the existing constraints of the railway environment;
- No trees, walls, bridges, tunnels or vehicles shall be close to the measurement point, minimum separation distance:
30 m for main line vehicles
10 m for urban vehicles
- 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).
- The overhead/third rail should be an “infinite“ line on both sides of the measurement point, the minimum clear length on both sides of the measurement point should be:
3 km for main line vehicles
500 m for urban vehicles
Overhead/third rail discontinuities as well as substations, transformers, neutral sections, section insulators etc. should be avoided.
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Since resonances may occur in the overhead line at radio-frequencies, it may be nec
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