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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Information regarding online access to British Standards via British Standards Online can be found at http: Electromagnetic compatibility – Requirements and tests You may be interested in this related standard Medical electrical equipment – Part 1. The power obtained 51021-1 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.
Electrical and electronic applications for railways.
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.
For dated references, only the edition cited applies. 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. This does not preclude the free use, in the course of implementing the standard, of necessary details such as symbols, and size, type or grade designations.
Any specific problems in complying with the limits shall be addressed by the procedures given in the EMC Directive.
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 presents the 500121-1 view on standards in Europe and at the international level. 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.
Annex A describes the characteristics of the railway system which affect electromagnetic compatibility EMC behaviour. Electromagnetic compatibility Emission of the whole railway system to the outside world BS EN Temporary loss of function is allowed, provided the function is selfrecoverable or can be restored by the operation of the controls.
Railway applications – Electromagnetic compatibility – Part 1: General
Railways, Electromagnetic fields, Performance, Railway vehicles, Electromagnetic radiation, Noise spurious signalsElectric power transmission lines, Electromagnetic compatibility, Railway electric traction equipment, Electronic equipment and components, Radio disturbances, Railway equipment, Electrical equipment Railway Applications. Connection points, known as sub-stations, perform the following functions: Shopping Cart Your shopping cart is empty.
These converters may be on several coaches in a train and the summation of their noise must be considered.
Clause 5 provides information about the EMC management. Attention is particularly drawn to any magnetic imaging equipment 51021-1 hospitals that may be near to urban transport.
The immunity and emission levels do not of themselves guarantee that integration of the apparatus within the railway will necessarily be satisfactory. Worldwide Standards We can source any standard from anywhere in the world. It is not, therefore, possible to establish immunity tests and limits for these large fn.
The performance level may be 5012-11 by a permissible loss of performance. International Classification for Standards ICS is an international classification system for technical standards.
EVS-EN – Estonian Centre for Standardisation
Hence, problems of EMC arise not only within the locomotive and the power supply but also in these associated systems. 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. BS EN Low frequency noise can be significant within a wide zone, up to 3 km or more if the ground resistivity is high.
This power is fed along the train by 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 via trackside routes; passenger information systems on vehicles, stations and depots; traction within diesel-electric locomotives and multiple units; battery traction vehicles.
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.
Medical electrical equipment – Part 1.
Standards New Zealand :: Railway applications. Electromagnetic compatibility. General
The apparatus shall continue to operate as intended after the test. The railway apparatus is assembled into large systems and installations, such as trains and signalling control centres. Eh apparatus shall continue to operate as intended during and after the test. Isolated three phase lines exist with two overhead conductors. 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.
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.
Such locomotives also contain auxiliary systems which may be sources. It is important to us that you purchase the right document. For example, the passage of the railway line close to a high power radio transmitter which produces abnormally high field strengths. You 550121-1 experience issues viewing this site in Internet Explorer 9, 10 or These effects are entirely internal to the railway and many different cases can exist.
The current generally returns to the substation via the rails, a separate return conductor or via the earth. It is produced transiently at substations when high voltage switching takes place, is distributed along eh overhead when it is energised, is enhanced when non-linear traction loads such as rectifiers are ne, and is stimulated locally when flashover takes place.