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
EUREMCO Final Conference
Emmanuel Rigaud (SNCF – WP6 Leader)

9th December 2014
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.
EUREMCO Final Conference Emmanuel Rigaud (SNCF - WP6 Leader) 9th December 2014
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.
EUREMCO Final Conference Emmanuel Rigaud (SNCF - WP6 Leader) 9th December 2014
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.
EUREMCO Final Conference Emmanuel Rigaud (SNCF - WP6 Leader) 9th December 2014
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).
EUREMCO Final Conference Emmanuel Rigaud (SNCF - WP6 Leader) 9th December 2014
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.
EUREMCO Final Conference Emmanuel Rigaud (SNCF - WP6 Leader) 9th December 2014
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
converter
Test campaign in the Czech Republic

                           Passenger coaches ČD Ampz series

Locomotive ČD 754 series
Test 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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