European Railway Agency. Electromagnetic Compatibility Requirements. Czech Republic

Transcription

1 European Railway Agency Electromagnetic Compatibility Requirements Czech Republic Extract of the study on EMC Requirements Lloyd s Register - November 2010

2 internal internal internal CCS CCS ENE ENE RST RST European Railway Agency: Extract of the study on EMC Requirements Lloyd s Register Nov Processes The Czech acceptance body is the Drážní úřad (DU ; National Railway Authority). The regulations that control acceptance are Regulation 352/94 which references Regulation 266/94 Code which in turn references Regulation 173/95 Code, Regulation100/95 Code, Regulation177/95 Code and Directive DU No: 1-890/06-DU which are available from the DU website the Ministry of the interior website or the Czech office of standards organisation The standards are in Czech with some English translations. Final Certificate Applicant (Manufacturer,Owner,Operator) National Safety Authority Drazni Urfad Rail Authority Ministry of Transport Analysis of the trial operation Operator Issues decision Clause 43 or Clause 43b of the railway law No 265/1995 Trial Operation Infrastructure & Manufacture Dedicated juristic body Poverena pravnicka osoba Appointed by the Ministry of transport Trial Operation Certificate Test Labs Experts Test Procedure Definition Test Result Analysis Technical Report Evaluation Figure 1- Czech Interactions for EMC Approvals Acceptance requires the Certification of trains from third parties appointed/approved by the authority. The third parties are registered with the ministry of transport to perform the assessment. The questionnaire states that the authority takes evidence from test results, third party certification, and expert opinion. The procedural flow was explained in the interview at the convocation (Figure 1). Application is made to the national railway authority by the RU (manufacturer/owner/operator). The RU then liaises/supplies information to various appointed expert organisations who deal with the separate streams of expertise e.g. control-command and signalling subsystem, energy subsystem etc. These organisations define a series of tests which are performed by various approved test laboratories. The information is fed back to the Authority who issues a certificate for trial operation. The results of the trial operation are evaluated by the authority which then either issues a full certificate or requests more testing/trials. The process may be iterated until a full certificate is obtained. Timescales and costs for the whole procedure are years and 1.5M these include a 12 month test period followed by a 12 month trial running period. 2

3 2. Train Detection Compatibility with train detection is provided from legally approved third parties appointed by the Ministry of Transport who provide expert opinion. These assessors use EN standards 50121, and a local standard ČSN Issue 2 (in Czech and available for purchase from as the basis of their assessment. Czech railway uses a system of broken rail detection (specified in the standard) which relaxes limits on train detection systems. In general train detection via track circuits is performed at relatively low frequencies. Both time and frequency domain analyses are performed on measurements. The frequency ranges and outline techniques are shown in Figure 2. Frequency 25Hz Wide band FOR 50Hz 75Hz 275Hz Supply System AC DC DC DC, AC DC, AC Location open track, open track, open track, Operation Bandwidth Hz 40Hz-300Hz Hz open track 68-80HZ Phase Sensitive No No yes/no yes/no yes Analysis type time domain time domain time/freq uency domain time/freque ncy domain Hz time/freque ncy domain Integration time 330ms 120ms 120ms 120ms 120ms Broken rail detection Yes yes yes yes yes Symmetry detection No no No no no Current limit (1A) 14A 260mA 110mA (1A*) Floating comparator time window Note 130mA (1A*) No no yes yes yes residual (approx 100pc) Old system Old system perspective * these limits, which apply to newer systems, are still subject to internal Czech review. Figure 2 Track Circuit Frequencies perspective The process results in detailed technical reports based on testing and comparison with limits. The compatibility measurements are based on type tests which are estimated to take two days test time and 6 weeks analysis/reporting at a cost of The in-cab signalling system in the Czech Republic is called LS. The track-side part of the system uses coded track circuits at one carrier frequency (75Hz). 3. Lineside Systems Compatibility with lineside systems is provided from legally approved third parties appointed by the Ministry of Transport who provide expert opinion. The assessor uses EN standards and and local standards CSN , Regulation 177/95 Code and Regulation 100/95 3

4 Code. EN is a process document detailing methodologies for design and safety assurance and therefore does not directly involve EMC assessment however it is used in assessment to provide statistical methodologies. The assessment includes a measurement/calculation of the induced voltage in relation to ATC equipment created by local magnetic fields. Disturbance voltage is measured in a resistor connected in series with the ATC equipment. The nominal signal current through this resistor is 2A and compliance is demonstrated by calculating a signal to noise ratio between this signal and the disturbance voltage. The minimum requirement is that the signal to noise ratio is > 10 db. CSN provides methodologies for calculating mutual inductance between overhead line and signalling equipment cabling. All assessments result in detailed technical reports based on the criteria in each document. No timescales for the process are given. 4. Energy Supply Compatibility with the energy supply is provided from legally approved third parties appointed by the Ministry of Transport who provide expert opinion. The opinion is based on the results of third party tests and other test data. Basic conformance to EN standards (protective systems), (supply voltages) and (coordination between power supply and rolling stock) is required as well as a local standard ČSN which gives limits for DC electric heating requirements on non-electrified lines. The general limits applied to the DC 3kV and AC 25kV systems are shown in Figure 3. It is noted that, on the Czech system resonance affects are not assessed on either DC or AC. Traction System DC 1300V 25kV 50Hz AC Max voltage (5 min) 3900 V 29kV Min voltage 2000 V 17.5kV Power Factor >2MVA <6MVA 0.93 >6MVA 0.95 Harmonics 1% ripple 3 rd <5% Regeneration <3600 V No 5 th <6% Current/power Limit 1600A/rectifier 10MW Figure 3 - Limits on the Traction Power Supply 5. Radio Frequency Systems Compatibility with radio frequency systems supply is provided from legally approved third parties appointed by the Ministry of Transport who provide expert opinion. The opinion is based on the results of tests to EN , EN & EN Evaluations result in a detailed technical report based on measurements to the limits in the standards. The Czech Republic uses its own railway radio communication system (compatible with UIC Details of these systems may found in the TSI CCS Annexe B. 4

5 6. Other Systems The Czech Republic assesses corrosion on DC systems to EN The Czech Republic assesses exposure to EM radiation by analysis from legally approved third party assessments appointed by the Ministry of Transport according to 43 of the Regulation 266/1994 Code. The analysis is based on measurements to EN50500 and results in a detailed technical report. Assessment is estimated to take approximately 1 month at a cost of approximately The Czech Republic does not use general compatibility with the EMC directive in its assessment of rolling stock. 7. EN The Czech Republic does use the technical documentation in appendix TR5057 of EN in its assessment. 5