Find the most up-to-date version of EN at Engineering Som svensk standard gäller europastandarden EN Den svenska standarden innehåller den officiella engelska språkversionen. BS EN Railway applications. Electromagnetic compatibility. Emission of the whole railway system to the outside world. standard.
|Published (Last):||2 December 2018|
|PDF File Size:||19.88 Mb|
|ePub File Size:||4.11 Mb|
|Price:||Free* [*Free Regsitration Required]|
For an electrified railway, Megawatts of power are required to be converted into the propulsion of trains in order to transport passengers or freight from one destination to another. The railway presents a complex electromagnetic environment made up of many systems including signalling, traction, telecommunications and radiocommunications. Electromagnetic Compatibility EMC between electrical and electronic systems is an essential requirement for the reliable and safe operation of the railway.
It is all too apparent that interference from traction power equipment may affect the signalling system with potentially dire consequences.
Railway Industry Testing for Electromagnetic Compatibility (EMC)
The railway industry strives to reduce the risk of such incidents occurring through processes of hazard identification and risk mitigation. Electromagnetic compatibility forms an essential part of these processes.
So in the UK, EMC is one of the requirements included in the Safety Case for the introduction of new rolling stock, locomotives or track maintenance vehicles onto the rail network. The key EMC problem for the railway industry is the multi-use of the rail itself. In the s the rails were simply a mechanical guidance system. The advent of electricity prompted the signalling engineer to invent train detection systems within track sections, involving using the rail as an electrical conductor.
Today we have the situation where the rail is the guidance system, the return power conductor in ac or dc railway electrification schemes and is also being used as a conductor of low power level coded signals for the signalling system track circuits.
The Directive also affects equipment manufacturers. The manufacturer, at his option, can choose for this to be assessed by a third party Notified Body. It is therefore essential to manage EMC to meet the technical, safety and legal requirements from project concept by implementing an EMC Management Plan. The European EN parts  were introduced in as pre-standards, were adopted in and the version became fully effective from July Manufacturers may assess their products against the EN series of standards as a means of demonstrating compliance with the Directive.
These standards have also found international acceptance resulting in their implementation in equipment specifications from Hong Kong and Singapore for example. The series of standards is subdivided into 6 parts, covering different aspects of the railway environment. The structure of the standards and the way in which they are subdivided has not changed since the original publication.
EN comprises the following parts:. Similarly the IEC x series of standards represents what can be agreed at an international level. In many cases, these national standards build on the requirements of EN such that the resulting standard more adequately reflects the requirements of a particular part of the railway.
This standard mandates the requirements for the management of EMC between the railway infrastructure and trains to enable safe operation to be assured.
The latest versions of these LUL documents are respectively: EN — Railway applications: Electronic equipment used on rolling stock is a standard which has caused much confusion over the years with manufacturers, primarily because this standard too contains EMC requirements.
The intention of EN was that it would be a product performance standard rather than a standard used for CE marking purposes; that was the remit of EN EN was, however, a contractual requirement for some manufacturers and therefore had to meet the EMC requirements of both EN and usually EN An FI is not subject to conformity assessment, but it must, however, meet the protection requirements.
The Competent Authority may request evidence of compliance of the FI with the protection requirements and, when appropriate, initiate an assessment. If a FI is identified as an unacceptable source of emissions, a Competent Authority can request that the responsible person bring it into compliance with the protection requirements.
This is consistent with the EN standards , which cover all the constituent parts of the railway. Where apparatus is designed and built for incorporation into a specific FI and is not otherwise commercially available, it is not required to undergo formal conformity assessment procedures.
The manufacturer may choose to either follow conformity assessment procedures or to provide accompanying documentation detailing the name and site of the FI and the EMC precautions to be taken for the incorporation of the apparatus in order to maintain the conformity of the installation.
The manufacturer must also provide identification of the apparatus and his name and address, or the name and address of his authorized representative if the manufacturer is outside the EEA or the person within the Community responsible for placing the equipment on the market.
The Impact of the FI Requirements on the Railway Railway infrastructure controllers will need to appreciate the implications and implement policy. After commissioning and hand-over, the infrastructure controller will become the responsible person e.
For existing build, the new EMC Directive is not retrospective. Enforcement action seems unlikely, since Competent Authorities have shown little appetite to enforce the EMC requirements for products. We shall ej with interest! This model can clearly be used in non-EU countries as a means of demonstrating EMC assurance for railways.
501211-2 It should be noted that the FI regulatory regime came into effect in July It is also necessary to control the design process 50121–2 ensure that the documentation is produced which will support and be included within the Safety Case to cover the EMC aspects of safety and which will enable the manufacturer to declare conformance with 51021-2 EMC regulations.
At this stage it may simply define the EN x: For a large system, whilst it will be necessary to perform some EMC measurements on rn whole system, initially it is necessary to identify the various electrical sub-systems and determine the procurement policy from suppliers. In this instance a reasonable approach is to task each sub-contractor with providing documentary evidence that his product is compliant with appropriate standards.
As indicated by the management plan, each supplier will be responsible for demonstrating that his equipment meets the EMC requirements specified and will submit his EMC Control 50121–2, Test Plans and Test Reports to the system contractor who will include these within the system EMC Technical Documentation.
It is then necessary for the system manufacturer to validate, from an EMC viewpoint, the installation and wiring techniques he has used.
Immunity testing may be largely impractical on-site for large systems and reliance must be placed on the integrity of the immunity testing performed on the individual items of apparatus or systems and the installation practices used. It is vital that the installation practices must ensure that the integrity of the sub-system immunity is maintained, whether by using for example, screened cables, cable separation, or grounding and bonding techniques.
Hence good communication is required between supplier and main em to ensure the flow of information. This means that transient emissions, sn as those due to pantograph bounce or shoegear gapping are included in the actual measurement.
Also the standards require individual train passes for different frequency ranges, a time consuming and expensive operation, usually requiring the measurements to be made on a test track or on the network during a possession. Conclusions For EMC assurance for equipment or large installed systems, within the railway environment, a practical approach has been described which relies on rigorous testing of sub-systems and the verification of installation and design practices by a combination of managing EMC from the outset, QA procedures and whole system emission testing accepting practical limitations.
It must be stressed that the railway EMC standards represent the minimum technical requirement and that additional measures may need to be taken on the basis of the hazard identification and risk closure.
EMC tests according to the standard series EN – CETECOM™
The technical difficulties of making EMC measurements on moving trains have been addressed and a cost effective solution referred to. Menu Skip to content. EN comprises enn following parts: The railway clearly meets the definition of a fixed installation. So the questions remaining are: How will it be put into practice?
Will there be enforcement?
Suggested scenarios for possible implementations have been outlined in the article. Sorry, your blog cannot share posts by email.