BS DD CLC TS 50238-3-2010 Railway applications Compatibility between rolling stock and train detection systems Compatibility with axle counters《轨道交通 机车车辆和列车探测系统间的兼容性 计轴器兼容性》.pdf

1、raising standards worldwideNO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBSI Standards PublicationDD CLC/TS 50238-3:2010Railway applications Compatibility between rollingstock and train detectionsystems -Part 3: Compatibility with axle countersLicensed Copy: Wang Bin, ISO/EXC

2、HANGE CHINA STANDARDS, 08/09/2011 08:44, Uncontrolled Copy, (c) BSIDD CLC/TS 50238-3:2010 DRAFT FOR DEVELOPMENTNational forewordThis Draft for Development is the UK implementation of CLC/TS 50238-3:2010.This publication is not to be regarded as a British Standard.It is being issued in the Draft for

3、Development series of publications and is of a provisional nature. It should be applied on this provisional basis, so that information and experience of its practical application can be obtained.Comments arising from the use of this Draft for Development are requested so that UK experience can be re

4、ported to the international organization responsible for its conversion to an international standard. A review of this publication will be initiated not later than 3 years after its publication by the international organization so that a decision can be taken on its status. Notification of the start

5、 of the review period will be made in an announcement in the appropriate issue of Update Standards.According to the replies received by the end of the review period, the responsible BSI Committee will decide whether to support the conversion into an international Standard, to extend the life of the

6、T e c h n i c a l S p e c i f i c a t i o n o r t o w i t h d r a w i t . C o m m e n t s s h o u l d b e s e n t to the Secretary of the responsible BSI Technical Committee at British Standards House, 389 Chiswick High Road, London W4 4AL.The UK participation in its preparation was entrusted to Tec

7、hnical Committee GEL/9/1, Railway Electrotechnical Applications -Signalling and communications.A list of organizations represented on this committee can be obtained on request to its secretary.This publication does not purport to include all the necessary provisions of a contract. Users are responsi

8、ble for its correct application. BSI 2010ISBN 978 0 580 63958 6ICS 29.280; 45.060.10Compliance with a British Standard cannot confer immunity from legal obligations.This Draft for Development was published under the authority of the Standards Policy and Strategy Committee on 31 May 2011.Amendments i

9、ssued since publicationDate T e x t a f f e c t e dLicensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 08/09/2011 08:44, Uncontrolled Copy, (c) BSITECHNICAL SPECIFICATION CLC/TS 50238-3 SPCIFICATION TECHNIQUE TECHNISCHE SPEZIFIKATION July 2010 CENELEC European Committee for Electrotechnical Stand

10、ardization Comit Europen de Normalisation Electrotechnique Europisches Komitee fr Elektrotechnische Normung Management Centre: Avenue Marnix 17, B - 1000 Brussels 2010 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members. Ref. No. CLC/TS 50238-3:20

11、10 E ICS 29.280; 45.060.10 Incorporates corrigendum September 2010English version Railway applications - Compatibility between rolling stock and train detection systems - Part 3: Compatibility with axle counters Applications ferroviaires - Compatibilit entre le matriel roulant et les systmes de dtec

12、tion des trains - Partie 3: Compatibilit avec les compteurs dessieux Bahnanwendungen - Kompatibilitt zwischen Fahrzeugen und Gleisfreimeldesystemen - Teil 3: Kompatibilitat mit Achszhler This Technical Specification was approved by CENELEC on 2010-07-07. CENELEC members are required to announce the

13、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, Cy

14、prus, 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. Licensed Copy: Wang Bin, IS

15、O/EXCHANGE CHINA STANDARDS, 08/09/2011 08:44, Uncontrolled Copy, (c) BSICLC/TS 50238-3:2010 - 2 - Foreword This Technical Specification was prepared by SC 9XA, Communication, signalling and processing systems, of Technical Committee CENELEC TC 9X, Electrical and electronic applications for railways.

16、 It was circulated for voting in accordance with the Internal Regulations, Part 2, Subclause 11.3.3.3 and was approved by CENELEC as CLC/TS 50238-3 on 2010-07-07. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN and CENELEC sha

17、ll not be held responsible for identifying any or all such patent rights. The following date was fixed: latest date by which the existence of the CLC/TS has to be announced at national level (doa) 2011-01-07 This Technical Specification is intended to become Part 3 of the series EN/TS 50238 publishe

18、d under the title Railway applications - Compatibility between rolling stock and train detection systems. The series consists of: Part 1: General 1) Part 2: Compatibility with track circuits Part 3: Compatibility with axle counters (this document). The contents of the corrigendum of September 2010 h

19、ave been included in this copy. _ 1)Existing EN 50238:2003 was renumbered EN 50238-1 once the voting procedure on Parts 2 rejection of wheel pulses in one channel if the axle counter is already in an occupied status. 4.1.2 Susceptibility of the detector on the rail The precise area of susceptibility

20、 is product specific, and defined by manufacturers of individual products. The position of the measurement antenna has been chosen to take the relevant sensors into account. The immunity (susceptibility limit) is defined as the magnetic field which can generate interference pulses or corrupt the whe

21、el pulses of one or more channels of the axle counter detector. The magnetic coupling between the transmission and reception units of the axle counter sensor depends among other things on the rail type. Large rail profiles like UIC 60, which provide higher attenuation of the receiver voltage, are th

22、erefore more critical with respect to the susceptibility. 4.1.3 Sources of interference fields The following sources of interference shall be considered: electrical equipment on the vehicle and magnetically coupled to the axle counters through the air gap (hence referred to as magnetic fields); rail

23、 currents in the susceptibility range of operation of the axle counters (hence referred to as rail current fields). The interference fields from the two sources defined above are superimposed on the axle counter sensor whereby the vector of rail current fields has a predictable direction and the vec

24、tor of magnetic fields has an unpredictable direction, because it is dependent on the source on the vehicle and on the type of rail. 4.2 Reliability margin Axle counters are assumed to fail right side if excessive interference leads to a miscount. A safety margin is therefore not required, but a mar

25、gin is required to meet the performance requirements with regard to reliability of counting. An acceptable value for the probability of miscounts on interoperable lines is 107. If the interference limit of the axle counter detector is exceeded and a resulting spurious wheel pulse is generated, this

26、may or may not lead to a failure of the axle counter. Figure 3 shows the duration dependant limits in principle for rolling stock with 9 dB margin already incorporated in. The 9 dB margin accounts for the following factors: 6 dB signal to noise ratio to meet the probability requirements for miscount

27、 within the established equipment operating tolerances. 3 dB accounting for - uncertainty of measuring chain, - antenna positioning, - overlapping effects (analysing methods), - other environmental effects affecting interference (rain, temperature, etc.). Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA

28、STANDARDS, 08/09/2011 08:44, Uncontrolled Copy, (c) BSI- 9 - CLC/TS 50238-3:2010 Figure 3 Duration dependent limits 4.3 Specific axle counter parameters The interference susceptibility of axle counter detectors depends, among other things, on the amplitude and the duration, for which the interferenc

29、e magnetic field is present. For continuous interference the limits are lower than for short duration (transient) interference. The analyses of short duration interference susceptibility of axle counter detectors show the following: the inflection point (typical values between 1 ms and 2,5 ms) defin

30、es the integration time window for evaluation of rolling stock. The integration time (Tint) and its corresponding limits are product specific and listed in Table A.1; for the evaluation of shorter durations (left side from the inflection point on Figure 3) the integration time window can be reduced

31、and higher emission limits can be applied (see Table A.3). If the product specific axle counter detector has a linear behaviour (analogue sensor principle), the immunity limits typically increase linearly and the time window can be reduced accordingly. Digital filters may not have a linear behaviour

32、 and shall be considered on an individual basis. 5 Measurement specification for vehicle emissions 5.1 Rolling stock emission limits 5.1.1 Emission limits (based on existing axle counters) Table A.1 in Annex A defines emission limits for rolling stock and frequency ranges at which they apply. The li

33、mits encompass the worst case influence of UIC 60 rail and are valid for the compatibility testing on any other rail type. The limits are defined for existing selected as preferred types of axle counters and established in accordance with the test specification in Annex C. 5.1.2 Frequency management

34、 For future developments of rolling stock and axle counters with the aim to decrease the development risk and to minimize the homologation effort for both - rolling stock and axle counters - it would be helpful to have a frequency management with clearly defined interference limits based on the meas

35、urement specification of this Technical Specification. time Short term interference Inflection point (integration time) Emission limit for rolling stock Continuous interference Magnetic field strength (related to emission limit) Example A shows a linear behaviour of an axle counter detector Example

36、B shows an exponential behaviour of an axle counter detector (digital sensor system with A/D converter) T T/2 0 dB 6 dB 12 dB 18 dB Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 08/09/2011 08:44, Uncontrolled Copy, (c) BSICLC/TS 50238-3:2010 - 10 - While a mandatory European frequency manag

37、ement for rolling stock and axle counters has to be defined by TSI, this Technical Specification would propose - for single frequency ranges - a frequency management based on preferred types of axle counters (see Annex B, informative). 5.2 Methodology for the demonstration of vehicle compatibility 5

38、.2.1 General approach To establish compatibility between rolling stock and axle counters, magnetic field emissions from rolling stock shall be verified against the emission limits defined in this Technical Specification. For this purpose, measurements shall be performed under specified operational c

39、onditions of rolling stock running over specified measurement antennas. The measured data shall be evaluated and compared with the defined emission limits in Annex A. Compatibility tests with vehicles can be executed with any rail type. Limits established for UIC 60 profile shall be fulfilled. Emiss

40、ions from vehicles are measured as magnetic fields in X, Y and Z directions. If interference is exceeding the relevant vehicle emission limit it is necessary to identify any specific source of interference exceeding the limits and consider mitigating arguments. Rail current interference can be indep

41、endent of the position of the vehicle between the axles and may occur at positions of sensitivity under the wheels. Magnetic fields will normally occur at a predetermined position along the vehicle or train. The maximum emission of rolling stock with respect to the compatibility of axle counters can

42、 normally be measured at speeds selected by the rolling stock manufacturer at which maximum emissions are expected in the frequency range considered for compatibility. Usually it is possible to capture these emissions at low vehicle speeds. The repetition rate of the interference is partly independe

43、nt of the vehicle speed (e.g. rolling stock with four-quadrant traction and auxiliary converters) and for rolling stock with motor inverters it is even lower at higher speeds. For high performance locomotives the resulting repetition rate normally exceeds a few hundreds of Hertz. Specific cases exis

44、t where the relevant emission source can only be activated at higher speeds or degraded conditions. These cases shall be considered separately, and more measurement runs at higher speeds shall be carried out or additional measurement antennas may be considered, so that it can be guaranteed that rele

45、vant interference effects are detected by the measurement antennas. 5.2.2 Measurement antenna 5.2.2.1 Frequency range Due to the fact that the range of operating frequencies of the axle counters used in Europe is from tens of kilohertz up to 1,3 MHz it is not possible to achieve an acceptably low me

46、asurement uncertainty with only one measurement antenna. Therefore two antennas with following ranges are proposed to capture the following frequency ranges: Lower Frequency Range (LFR): 10 kHz to 100 kHz; Higher Frequency Range (HFR): 100 kHz to 1,3 MHz. 5.2.2.2 Electrical surface A rectangular 3-d

47、imensional magnetic loop antenna with a common centre point with the following geometrical dimensions shall be used: 5 cm x 5 cm (X-direction); 5 cm x 15 cm (Y- and Z- direction). The longest arm is always in X-direction. Licensed Copy: Wang Bin, ISO/EXCHANGE CHINA STANDARDS, 08/09/2011 08:44, Uncon

48、trolled Copy, (c) BSI- 11 - CLC/TS 50238-3:2010 The arm length of 15 cm is chosen such that it represents a practical optimum between the averaging of gradient magnetic fields and the picking up of interference source with low repetition rates. Figure 4 Measurement antenna NOTE Additional informatio

49、n regarding the layout of the measurement antennas is provided in a design guide in Annex D. 5.2.2.3 Mounting position Table 1 shall be used to define the mounting position of the measurement antennas for the frequency range considered. The centre point (Y1, Z1) of the measurement antenna is derived from the arithmetic mean value of all relevant sensor types per frequency range (LFR, HFR). Figure 5 Centre point coordinates The centre point of the measurement antenna for the LFR and HFR shall have the following coordinates: Table