EUREMCO Final Conference Emmanuel Rigaud (SNCF - WP6 Leader) 9th December 2014
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EUREMCO Final Conference Emmanuel Rigaud (SNCF – WP6 Leader) 9th December 2014
Context 50% of railway lines in Europe are non-electrified. 20 % of the traffic (in term of ton.km and passenger.km) is carried out on non-electrified lines. There is no consistent European approach regarding rules and methods to handle influencing currents for track-circuits on non-electrified lines.
Objective
Innovation brought by EUREMCO:
recommendation ensuring that no current created by
rolling stocks on non-electrified line will disturb the
safe behaviour of track circuits;
test methodology to verify the influencing current
created by existing rolling stock on non-electrified
lines.
WP 6 Methodology
To evaluate the situation today (Task 6.1) in realising a
bibliographic study on:
the influencing currents created by rolling stocks
on non-electrified lines;
the existing recommendations applied on the metallic
structures in the EU to avoid influencing current.
WP6 Methodology
To improve the future situation by:
the proposal of a common recommendation for rolling
stocks (Task 6.2);
the definition of a harmonised test methodology to
verify the influencing current created by existing rolling
stocks (Task 6.3).
Situation nowadays
Phenomena known – practical case
So far, Germany and France have concerned:
50 Hz TC (not preferred one) disturbed by single vehicles
equipped with 16.7Hz train lines in Germany;
175 Hz continuous TC (not preferred one) disturbed by the
electric heating of diesel train.
In other countries, no well-documented phenomena
have been observed.
Situation nowadays
Phenomena known – theoretical studies
Theoretical studies considered in Great Britain,
Germany and the Czech Republic describe 3 scenarios:
internal: where circulating current flows along the rail upon
which the train is standing;
external: where circulating current flows from one end of
the train to the other via the parallel track;
through the ground: where there is no direct rail connection
between the two vehicles which have ground connections.Situation nowadays
Rules on TC:
no specific requirements for TC on non-electrified
lines, rules defined for electrified lines are spread to the
non-electrified lines;
interference known in France solved by an adjustment
of the TC (signal pulsed).Situation nowadays
Rules on rolling stock:
vehicles with different train line frequency
in Europe;
limit values defined in different documents in
Germany, Great Britain and the Czech Republic;
interference known in Germany solved by an
adjustment of the train (modification of the train line
frequency – 22kHz instead of 16.7kHz).Situation nowadays
Conclusion:
no practical issue met recently in Europe;
to prevent from theoretical cases, different
methodologies of evaluation used in some countries;
subject not harmonized in Europe.Situation in the future
First in order to prevent from theoretical cases,
a recommendation to prevent from circulation
of influencing currents in the rail with respect to
EN 50153:
“The rail vehicle return currents shall be returned direct
to the source of power through designated paths without
passing through any parts of the rail vehicle structure, or
other components, not designated to carry such
currents.”Situation in the future
Recommendation for future rolling stock
Advantages of the recommendation:
the interference mechanisms with track circuits and axle
counters are less complex as a result of much smaller
currents and magnetic field emission into the rail;
major savings due to simplified/no test requirements in
individual countries – safety studies should validate the
recommendation;
improved power supply path independent from the wheel
to rail and the rail resistances;
no restricted requirements for the electrical power supply
system (e.g. frequency, …).Situation in the future
Harmonized methodology to validate the rolling stock
on non-electrified lines:
for future RST that will respect the recommendation of
Task 6.2 , safety studies should ensure the compatibility
between RST and TC;
for present RST, definition of a harmonized way of
testing by comparison of the existing ones defined in
Germany and the Czech Republic.Definition of a harmonized test
methodology
Comparison of the CZ and German tests
methodology and proposal for a common one
Three tests campaigns scheduled:
one in Germany in order to compare the methods on
loco with AC train lines;
one in the Czech Republic in order to compare the
methods on loco with DC train lines and coaches;
additional one performed in Poland to give some first
inputs on the summation rules.Test campaigns in Germany and
the Czech Republic
The measurement equipment and the measurement
points are similar in both methods.
Differences appear in the different steps of measures:Test campaigns in Germany and
Locos: the Czech Republic
Czech measurement German measurement
Fixed load at aaa% Fixed load 10%
- add load of 50 kW (step); - wait 1 minute; add load of 50 kW;
- stop measurement after 30 seconds. - wait 1 minute; - disconnect additional load;
- stop measurement after 30 seconds.
Fixed load at bbb% Fixed load 50%
- add load of 50 kW; - wait 1 minute; - add load of 50 kW;
- stop measurement after 30 seconds. - wait 1 minute; - disconnect additional load;
- stop measurement after 30 seconds.
Fixed load at ccc%
- add load of 50 kW; Fixed load 90%
- stop measurement after 30 seconds. - wait 1 minute; - add load of 50 kW;
- wait 1 minute; - disconnect additional load;
…. up to nominal power of the alternator. - stop measurement after 30 seconds.
Fixed load 105%
- wait 1 minute; - add load of 50 kW;
- wait 1 minute; - disconnect additional load;
- stop measurement after 30 seconds .Test campaigns in Germany and
Coaches: the Czech Republic
Czech measurement German measurement
Fixed load at aaa%; Fixed load:
- stop measurement after 60 seconds . - heating 0%; - wait 60 seconds;
- add load: heating 25%; - wait 60 seconds;
Fixed load at bbb%; - add load: heating 50%; - wait 60 seconds;
- stop measurement after 60 seconds. - add load: heating 75%; - wait 60 seconds;-
- add load: heating 100%; - wait 60 seconds;
Fixed load at ccc%; - subtract load: heating 75%; - wait 60 seconds;
- stop measurement after 60 seconds. - subtract load: heating 50%; - wait 60 seconds;
- subtract load: heating 25%; - wait 60 seconds;
- subtract load: heating 0%;
- stop measurement after 60 seconds .
…Test campaign in Germany The measurements took place on 30th January, 2014 at the premises of DB Systemtechnik GmbH in Munich. Only RST with AC train line
Test campaign in Germany good reproducibility of the measurement results with the German method very good correlation of the results between the two measurement methods at the common measurement points; examination in several stages is necessary in order to find any influence current maxima; the Czech method delivers more intermediate steps.
Test campaign in the Czech Republic
The measurements took place on 29th April, 2014
on rail No. 208 of railways station Děčín západ for
locos and in VUZ Test Centre on 1st May 2014 for
coaches
Only RST with DC train line and coaches
Heating
couple
Class ČD 754
Irs : channel of conductive current
1 9
measurement (Rogowski sensor)
I : channel of supply current
measurement (heating couple)
U : channel of supply voltage
measurement (heating couple)
n :channel of measurement of speed of
n irs U
locomotive combustion engine
(heating couple)
1-9 : load vehicles of measured set I
NI4472 : measuring analogy/digital
Recorded value DAQ NI 4472
converterTest campaign in the Czech Republic
Passenger coaches ČD Ampz series
Locomotive ČD 754 seriesTest campaign in the Czech Republic Comparison of the two methods – Cross-Check FTGS 46
Test campaign in the Czech Republic As in Germany for locos, both approaches are equal in view of evaluation needs, differences appear only in testing performance. For coaches, regarding the tests, the two methods do not differ much. Both test methods require that relevant load steps are covered. The Czech method is divided in finer load steps and leads to a more accurate view of the influencing current behaviour. The German method covers the relevant load steps in fewer test steps. The results based on the maximum values are approximately equal.
Additionnal Tests in Poland
Tests were performed at the Instytut Kolejnictwa (IK) test track loop in
Żmigród, Poland on 24th October, 2013.
Diesel
N1 N2 R1 R2 R3 R4 N3 N4 N5 N6
loco.
Location of test measurements
where:
R1 - R4 – coaches with resistive load
only (older type);
N1 - N6 – coaches with air conditioning
(new type);Additionnal Tests in Poland
Relation between the disturbance current level and the train power line
load current is nearly linear and it is practically not dependent on the
load characteristics.
It is possible that arithmetic addition method is more relevant for the
interference level of coaches on non-electrified lines. However, the
further measurements will be necessary for the final addition rules
method selection. 6
Le 5
Level of the 475 Hz harmonics [A]A]
vel
Wartość harmonicznej 475 Hz [A]
of
th 4
e
47
5
Hz 3
ha
rm
on
ics 2
[A]
1
0
20 25 30 35 40 45 50 55 60 65 70
Obciążenie DC [A]
DC load [A]
DC load [A]Conclusions Both approaches are equal in view of evaluation needs, a common one is proposed in the deliverable of Task 6.3 Regarding the similar results of the different testing methods validated by WP 6.3, locomotive measurement can be performed once and not repeated in each particular EU state and can be cross-accepted. The evaluation of the measurement captured in a single EU test campaign will then be processed if necessary, in particular countries due to national rules and track circuits applied.
Dissemination and Exploitation Electromagnetic Compatibility between rolling stock and track circuits can be handled during the RST design. The WP6 recommendation should be included in the TSI as good practice in order to prevent from influencing current on non-electrified lines. This recommendation should be validated by a safety study. For RST that do not respect the recommendation, the common cross-accepted proposed test methodology should be also included in the TSI.
Thank you for your attention Emmanuel RIGAUD SNCF Engineering – Signalling Department emmanuel.rigaud@sncf.fr
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