Buy EN Railway Applications – Electromagnetic Compatibility – Part 1: General from SAI Global. Railway applications – Electromagnetic compatibility – Part 1: General; German version EN BS EN Railway applications. Electromagnetic compatibility. General. standard by British-Adopted European Standard, 01/31/.
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BS EN BS EN 1 It is the UK implementation of EN It supersedes BS EN This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application. Compliance fn a British Standard cannot confer immunity from legal obligations.
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 50211-1 same status as the official versions. Electrical and electronic applications for railways. This European Standard supersedes EN The following dates were fixed: It consists of five enn described at the end of this introduction.
The set of standards provides both a framework for managing the EMC for railways and also specifies the limits for the electromagnetic EM emission of the railway as a whole to the outside world and for the EM emission and immunity for equipment operating within the railway. The latter must be compatible with the emission limits set for the railway as a whole and also provides for establishing confidence in equipment being Fit For Purpose in the Railway environment.
The frequency covered by the standards is in 50121- range from d. No measurements need to be performed at frequencies where no requirement is specified. The limits for EMC phenomena are set so that the railway as a whole satisfies the Directive on electromagnetic compatibility with the outside world, and so that EMC is achieved between the various parts of the railway. Any specific problems in complying with the limits shall be addressed by the procedures given in the EMC Directive.
Throughout the set of standards, the immunity levels are chosen to een a reasonable level of EMC with other apparatus within the local railway environment and with emissions which enter the railway from the outside ej. Limits are also placed on EM emission by railways into the outside world. The compatibility between railway emissions and their external environment 50121-11 based upon emission 50112-1 from 50121- railways being set by considering the results from measurements at the time that the EMC Directive became enforceable.
Given that the general compatibility between railways and their environment was satisfactory at the time these measurements were made and subsequent experience of applying the limits has confirmed their acceptability, compliance with this Standard has been judged to give satisfactory compatibility. The immunity and emission levels do not of themselves guarantee 50211-1 the railway will have satisfactory compliance with its neighbours. Particular care should be taken when in proximity to equipment not covered by the EMC Directive such as radio transmission equipment, military or medical installations.
Attention is particularly drawn to any magnetic imaging equipment in hospitals that may be near to urban transport. In all these cases, compatibility must be achieved with consultation and co-operation between the interested parties.
BS EN 50121-1:2017
The immunity and emission levels do not of themselves guarantee that integration of the apparatus within the railway will necessarily be satisfactory.
The standard cannot cover all the possible configurations of apparatus, but the test levels are sufficient to achieve satisfactory EMC in the majority of cases. The resolution of this is a matter for discussion between the equipment supplier and the project manager, 50121-11 controller or equivalent. The railway apparatus is assembled into large systems and installations, such as trains and signalling control centres.
Details are given in annex A. It is not, therefore, possible to establish immunity tests and limits for these large assemblies. The immunity levels for the apparatus will normally ensure reliable operation, but it is necessary to prepare an EMC management plan to deal with complex situations or to deal 500121-1 specific circumstances. For example, the passage of the railway line close to a high power radio transmitter which produces abnormally high field strengths.
Special conditions may have to be applied for railway equipment which has to work near such a transmitter and these will be accepted as National Conditions for the specification. General This part gives a description of the electromagnetic behaviour of a railway; it specifies the performance criteria for the whole set. A management process to achieve EMC at the interface between the railway infrastructure and trains is referenced.
Emission of the whole railway system to the outside world This part sets the emission limits from the 501211- to the outside world at radio frequencies.
It defines the applied test methods and gives information on typical field strength values at traction and radio frequency cartography. Rolling stock – Train and complete vehicle This part specifies the 05121-1 and immunity requirements for all types of rolling stock. It covers traction stock and trainsets, as well as independent hauled stock. The scope of this part of the Standard ends at the interface of the stock with its respective energy inputs and outputs.
Rolling stock – Apparatus This part applies to emission and immunity aspects of EMC for electrical and electronic apparatus intended for use on railway rolling stock. It is also used as a means of dealing with the impracticality of immunity testing a complete vehicle. Emission and immunity of the signalling and telecommunications apparatus This part specifies limits for electromagnetic emission and immunity for signalling and telecommunications apparatus installed within a Railway.
Emission and immunity of fixed power supply installations and apparatus This part applies to emission and immunity aspects of EMC for electrical and electronic apparatus and components intended for use in railway fixed installations associated with power supply. EN and EN are product family standards which take precedence over generic standards. This part alone is not sufficient to give presumption of conformity to the essential requirements of the EMC-Directive and must be used in 05121-1 with other parts of this standard.
Annex A describes the characteristics of the railway system which affect electromagnetic compatibility EMC behaviour. Phenomena excluded from the set are Nuclear EM pulse, abnormal operating conditions and the induction effects of direct lightning strike.
Emission limits at the railway boundary do not apply to intentional transmitters within the railway boundaries. Safety considerations are not covered by this set of standards. The biological effects of non-ionising radiation as well as apparatus for medical assistance, such as pacemakers, are not considered here. Railway applications – Electromagnetic compatibility Part 2: Emission of the whole railway system to the outside world Railway applications – Electromagnetic compatibility Part Rolling stock – Train and complete vehicle Railway applications – Electromagnetic compatibility Part Rolling stock – Apparatus Railway applications – Electromagnetic compatibility Part 4: Emission and immunity of the signalling and telecommunications apparatus Railway applications – Electromagnetic compatibility Part 5: Emission and immunity of fixed power supply installations and apparatus EN EN EN EN EN 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 enn amendments applies. Other parts of this European Standard may contain specific definitions. The variety and the diversity of the apparatus within the scope of this set of standards makes it difficult to define precise criteria for the evaluation of the immunity test results. If, as a result of the application of the tests defined in this set of standards, the apparatus becomes dangerous or unsafe, the apparatus shall be deemed to have failed the test.
A functional description and a definition of performance criteria, during or as a consequence of the EMC testing, shall be provided by the manufacturer and noted in the test report, based on the following criteria: The apparatus shall continue to operate as intended during and after the test. No degradation of performance or loss 5012-1 function is allowed below a performance em specified by the manufacturer, when the apparatus is used as intended.
The performance level may be replaced by a permissible loss of performance. If the minimum performance level or the permissible performance loss is not specified by the manufacturer, either of these may be derived from the product description and documentation, and from what the user may reasonably expect from the apparatus if used as intended. The apparatus shall continue to operate as intended after the test.
During the test, degradation of performance is however allowed. No change of actual operating state or stored data is allowed.
Temporary loss of function is allowed, provided the function is selfrecoverable or can be restored by the operation rn the controls. There may be cases where apparatus has to be positioned em restricted spaces or added to an existing assembly, with the possible creation of environments of unusual severity.
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All cases shall be considered with respect to a formal plan for the management of EMC. This plan should be established at as early a stage of the project as is possible. This creates an interface between these two entities. Refer to EN for defining the management process to comply with this requirement. In an electric railway, the trains have to be supplied via sliding contacts from a supply line, called the catenary or overhead, or a trackside conductor rail, which is installed along the track.
The current generally returns to the substation via the rails, a separate return conductor or via the earth. The railway is an integrated system in which electricity has many uses in addition to train propulsion including: This power is fed along the train 50112-1 separate conductors; signalling and telecommunication systems along the track and between control centres, concerned with the movement of trains; computer installations in control centres, linked 50121–1 trackside routes; passenger information systems on vehicles, stations and depots; traction within diesel-electric locomotives and multiple units; battery traction vehicles.
Hence, problems of EMC arise not only within the locomotive and the power supply but also in these associated systems.
Non-electrified traction such as diesel electric traction may also be a source of 50121- noise. The normal and disturbed working of these systems may be a source of electromagnetic noise which can affect all other systems.
Five modes of coupling are distinguished: Radio frequency radiated waves. High voltage Rn voltage Low voltage: Isolated three phase lines exist with two overhead conductors. Connection points, known as sub-stations, perform the following functions: The power obtained by this means is transmitted to the traction vehicle via a system of flexiblesuspension contact lines known as the overhead catenary with which a locomotive-mounted articulated device known as the pantograph is brought into contact.
On low voltage lines, a trackside conductor rail may be provided from which power is collected by a sliding contact known as the collector shoe. On the traction vehicle, the power is regulated and supplied to electric motors to control the movement of the train.
Auxiliary power is also regulated and, although of lower power than that supplied to the electric traction motors, can still be a significant source of electromagnetic noise.
Among 05121-1 phenomena which are involved in RF emission are: This can exist along the whole alignment; brush discharges in zones of high voltage gradient on the surface of insulators; discharge type micro-arcs at bad contacts between energised metallic parts.
These effects are local and attenuate rapidly with distance; partial flashovers across dry bands of polluted insulator surfaces. Railway overhead systems differ from most high voltage overhead lines by being closer to the ground, having more insulators and having less natural cleaning of the insulators.
Low frequency noise can be significant within a wide zone, up to 3 km or more if the ground resistivity is high.