ECUC
Due date: 28th February 2013
Deliverable D2.2-8
ECUC
Eddy CUrrent brake Compatibility
DELIVERABLE D2.2 – 7
ECB requirements
Contract number :
314244
Project acronym :
ECUC
Project title :
EDDY CURRENT BRAKE COMPATIBILITY
Deliverable number :
D2.2
Nature :
Dissemination level :
PU (Public)
Report date :
28 February 2013
Author(s):
Brisou Florent, and Cabillon François
Partners contributed :
DB, SNCF, KB, Frauscher, CEIT, NRIL
Contact :
Florent Brisou
Senior brake system expert
ALSTOM Transport
Av du Cdt Lysiack – BP359 -17001 LA ROCHELLE Cedex (France)
Tel: +33546513084
Email: florent.brisou@transport.alstom.com
François Cabillon
Chief braking engineer – Alstom master expert
ALSTOM Transport
48, rue Albert Dhalenne 93482 St Ouen Cedex (France)
Tel: +33157061971
Email: francois.cabillon@transport.alstom.com
The ECUC project was funded by the European Commission under
the 7th Framework Programme (FP7) –Transport
Coordinator: CEIT
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TABLE OF CONTENTS
List of Figures ................................................................................................................................. 4 List of Tables................................................................................................................................... 4 Table of versions............................................................................................................................. 5 1. Introduction ................................................................................................................................. 6 2. Functional requirements ............................................................................................................. 6 2.1 Standards and their requirements ......................................................................................... 6 2.2 Other requirements ............................................................................................................... 7 3. Requirements due to rolling stock integration ............................................................................. 7 3.1 Vehicle equipment ................................................................................................................ 7 3.2 Electrical integration .............................................................................................................. 8 3.2.1 Power supply ............................................................................................................. 8 3.2.2 Power supply characteristics ..................................................................................... 8 3.2.3 Electrical characteristics of ECB ............................................................................... 8 3.2.4 Isolation requirements ............................................................................................... 8 3.2.5 Earthing concept ....................................................................................................... 8 3.3 Mechanical integration .......................................................................................................... 8 3.3.1 General...................................................................................................................... 8 3.3.2 Dimensions................................................................................................................ 9 3.3.3 Weight ....................................................................................................................... 9 3.4 Impact on other train equipment ........................................................................................... 9 4. Requirements due to signalling systems .................................................................................... 9 4.1 Relevant track circuits which have to be considered by the project ECUC........................... 9 4.1.1 Track circuits used in France .................................................................................... 9 4.1.2 Track circuits used in Germany ................................................................................. 9 4.1.3 Track circuits used in the UK ................................................................................... 15 4.2 ERTMS Balises ................................................................................................................... 15 4.2.1 Balise....................................................................................................................... 16 4.2.2 Balise Transmission Module ................................................................................... 16 4.2.3 Conclusions ............................................................................................................. 18 4.3 Wheel sensors (Axle counters) ........................................................................................... 18 4.3.1 Frequency management of the TSI CCS interface document to axle counter. ....... 18 5. Requirements due to infrastructure........................................................................................... 20 5.1 Requirements due to ballast tracks ..................................................................................... 21 5.1.1 Ballast tracks in France ........................................................................................... 21 5.1.2 Ballast tracks in the UK ........................................................................................... 25 5.2 Requirements due to unballasted tracks ............................................................................. 29 FP7 TRANSPORT
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6. Requirements due to operation of trains ................................................................................... 29 6.1 General ............................................................................................................................... 29 6.2 Service brake ...................................................................................................................... 29 6.3 Emergency brake ................................................................................................................ 30 6.4 Number of trains per time unit ............................................................................................. 30 6.5 Required deceleration ......................................................................................................... 30 6.6 Environmental conditions .................................................................................................... 30 7. Maintenance, tests and safety requirements ............................................................................ 31 7.1 Monitoring ........................................................................................................................... 31 7.2 Test ..................................................................................................................................... 31 7.3 Maintenance ....................................................................................................................... 31 7.4 Safety .................................................................................................................................. 31 8. Bibliography .............................................................................................................................. 32 FP7 TRANSPORT
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LIST OF FIGURES
Figure 1: test with FTGS 917M, test setup (source: test report 45.2-PR-1009-01) ..................... 12 Figure 2: test with FTGS 917M, example of results – ECB 100 % + E-brake (source: test report
45.2-PR-1009-01) ................................................................................................................. 13 Figure 3: test with FTGS 917M, example of results – ECB 0 % + E-brake (source: test report
45.2-PR-1009-01) ................................................................................................................. 14 Figure 4: Insulated rail joints schematic 1 ..................................................................................... 15 Figure 5: Communication between ERTMS balise and on-board equipment ............................... 16 Figure 6: Example for mounting positions of eurobalise antenna (manufacturer Alstom) ............ 17 Figure 7: Shape of the damped interference signal ...................................................................... 17 Figure 8 Wheel sensors, compatibility requirements for X direction ............................................. 19 Figure 9: Wheel sensors, compatibility requirements for Y direction ............................................ 19 Figure 10: Wheel sensors, compatibility requirements for Z direction .......................................... 20 Figure 11 Effect of ECB ............................................................................................................... 22 Figure 12 principle of CWR track design ...................................................................................... 23 Figure 13: Rail heating - cumulative effect of braking every 8min ................................................ 25 Figure 14: Rail heating – cumulative effect of braking every 9min ............................................... 25 LIST OF TABLES
Table 1: Reference standards......................................................................................................... 6 Table 2: Track circuits FTGS / GLS - disturbing current limits ...................................................... 10 Table 3: Track circuits 42 and 100Hz - disturbing current limits ................................................... 11 Table 4: Balise mounting heights .................................................................................................. 16 Table 5 : rail stress depending on train frequency (France) ......................................................... 24 Table 6 CRT(W) adjustments for various track configurations (UK) ............................................. 27 Table 7 Critical Rail Temperatures for “standard” track (°C) (UK) ................................................ 28 Table 8 Hazard list ....................................................................................................................... 31 FP7 TRANSPORT
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TABLE OF VERSIONS
Version
Date
Contributors
1
28-02-2013
ALSTOM
First issue
2
16-04-2013
ALSTOM
Update further 1st review
3
22-07-2013
ALSTOM
Update further 2nd review
4
4-09-2013
ALSTOM
Update further NRIL review
5
19-9-2013
ALSTOM
Update further review by DB-CEIT
6
08-11-2013
ALSTOM
Update further the decisions in the Steering
Committee
7
14-11-2013
ALSTOM
Review §4.2.2.2 by CEIT
8
19-11-2013
ALSTOM
Complete review §5.1.1 by SNCF
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Sections Affected
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1. INTRODUCTION
This document describes the different requirements to be complied with by a linear Eddy Current
Brake (ECB) device in terms of functional and operational performances, vehicle integration,
infrastructure and signalling system influence.
2. FUNCTIONAL REQUIREMENTS
2.1 STANDARDS AND THEIR REQUIREMENTS
Reference
Issue
Title
TSI HS CCS
2002
Technical Specification for ,Interoperability – Control-command
and signalling
TSI HS INF
2008
Technical Specification for ,Interoperability – ‘infrastructure’
sub-system ofthe trans-European high-speed rail system
TSI CR CCS
2008
Technical Specification for ,Interoperability – Control-command
and signalling transeuropean conventional network
TSI HS RST
2008
Technical Specification for ,Interoperability – High speed rolling
stock
EN15734-1
November
2010
Railway applications - Braking systems of high speed trains Part 1: Requirements and definitions
EN50125
May 2000
Railway applications - Environmental conditions for equipment
- Part 1: Equipment on board rolling stock
EN50126-1
EN15273-2
March 2010
Railway applications – Gauges - Part 2: Rolling stock gauge
prEN16207
2013
SAM F101
(IN2852)
Feb. 2004
Braking — Functional and performance criteria of Magnetic
Track Brake systems for use in railway rolling stock
Rolling stock authorization specification (France) – Eddy
current brakes
Table 1: Reference standards
Details on the main requirements out of the TSIs:
TSI HS INF 2008: (see §4.2.13)
The track, including switches and crossings, shall be designed to withstand at least the following
forces:
a) longitudinal forces arising from traction and braking forces. These forces are defined in the
High-Speed Rolling Stock TSI
b) longitudinal thermal forces arising from temperature changes in the rail. Track shall be
designed to minimise the likelihood of track buckling as the result of longitudinal thermal forces
arising from temperature changes in the rail, taking into account:
— temperature changes arising from local environmental conditions
— temperature changes arising from the application of braking systems which dissipate kinetic
energy through heating the rail
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TSI CR CCS 2008: (see §5.2 and §7.4.2.1)
The use of magnetic brakes and eddy current brakes is only allowed for an emergency brake
application or at standstill. The Infrastructure Register may forbid the use of magnetic brakes and
eddy current brakes for an emergency brake application.
If stated in the Infrastructure Register eddy current brakes and magnetic brakes may be used for
service braking.
Specific case Germany: The magnetic brake and eddy current brake is not permitted at the first
bogie of a leading vehicle unless defined in the Infrastructure Register.
TSI HS RST: (see §4.2.4.5)
As specified in the High-Speed Infrastructure TSI 2006, the use of this type of brake, independent
of wheel/rail adhesion, on the lines (to be built, upgraded or connecting) of the trans-European
high-speed network is permissible as follows:
— For emergency braking on all lines except specific connecting lines listed in the infrastructure
register.
— For full or normal service braking on the sections of line where the infrastructure manager
permits it.
In this case the conditions of use shall be published in the infrastructure register.
Trains equipped with this type of brake shall meet the following specifications:
— Brakes independent of wheel rail adhesion are permitted to be used from the maximum
operating speed down to 50 km/h: (Vmax ≥ V ≥ 50 km/h)
— The maximum average deceleration shall be less than 2,5 m/s2 (this value, which is an
interface with the longitudinal resistance of the track, shall be met with all brakes in use).
— In the worst case, that is to say with the trainsets working in multiple to their maximum
permitted train length, the maximum longitudinal braking force applied to the track by the
eddy current train brake shall be:
•
105 kN for brake applications with a force lower than 2/3 of full service
braking
•
Linear between 105 kN and 180 kN for brake applications between 2/3 and
full service braking,
•
180 kN for full service braking
•
360 kN in emergency braking
It is permissible to include the contribution of brakes independent of wheel/rail adhesion in the
braking performance defined in clause 4.2.4.1. This is with the understanding that the safe
operation of this type of brake can be assured and is not affected by any single point failure.
2.2 OTHER REQUIREMENTS
Reserved
3. REQUIREMENTS DUE TO ROLLING STOCK INTEGRATION
3.1 VEHICLE EQUIPMENT
Depending on the amount of braking power dedicated to the ECB the total power shall be split
into several units operating completely independent from one another. A failure in one unit is not
allowed to cause a subsequent failure in another unit.
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The degree of distribution of power over more than one unit depends on the failure effect analysis
and shall be considered in the brake calculation.
3.2 ELECTRICAL INTEGRATION
3.2.1 Power supply
3.2.1.1 General
If the ECB is considered in the brake calculation the electrical energy shall be provided
independent from the catenary supply. One recognized method is to use the regenerative
capacity of the traction system.
If the brake forces of the ECB are to be considered in the brake calculation, the energy supply
shall be independent from the main energy supply.
If the brake forces of the ECB are to be considered in the brake calculation, the energy supply
shall be split into several units operating completely independent from one another. A failure in
one unit is not allowed to cause a subsequent failure in another unit.
3.2.2 Power supply characteristics
Power supply for the whole system: 750 to 4000 V – Compatible with a DC bus.
3.2.3 Electrical characteristics of ECB
o
Maximum voltage= 1800V
o
Maximum Power = 100 kW
3.2.4 Isolation requirements
The overall isolation design shall be compatible with the installation in a bogie.
3.2.5 Earthing concept
Isolated support
3.3 MECHANICAL INTEGRATION
3.3.1 General
The vertical part of the reacting forces is supported by the axle bearings or the bogie frame, and
the operation of the ECB shall not affect adversely the running stability of the train.
In case of an unsprung support by the axle bearings the ECB counts as unsprung mass. In any
case the axle load will increase by the amount of vertical forces developed by the ECB. Note that
when in release position ( no ECB brake application), the ECB can be considered as part of the
bogie frame and not part of the unsprung mass.
Contact between ECB and rail shall be avoided in normal operating conditions, this for all track
geometries on which the train can be operated. The normal operating condition for axle mounted
components are defined in EN 61373:2000 chapter 8.1, table 1.
However due to high accelerations caused by the dynamic effects, ECB may touch the rail for a
short time. Therefore the construction of ECB has to consider these additional loads in
accordance to EN 61373, section 10.5, table 3 without any functional restrictions: category 2
when in upper position and category 3 when in braking position.
The brake forces shall be transmitted into the bogie frame considering the relevant loads.
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Sensitive parts like the electrical wires of the energy supply of the ECBcoils shall be protected
against flying ballast, etc.
The ECB being in function is not allowed to effect any lateral forces to the bogie.
3.3.2 Dimensions
The widths of the magnets shall remain within the envelope defined by EN 15273-2
They shall also comply with cinematic gauge of UIC505-1 for low areas of railway vehicles.
The length shall be compatible with the installation in bogies having from 2.5 to 3.2 m wheel
base.
The height of the ECB should be compatible with bogies having the bottom of their frame 280 mm
above the rail (with new wheels 920 mm)
3.3.3 Weight
Maximum weight of ECB allowed: 850 kg for the bogie installed equipment
Maximum weight of additional control equipment allowed: 80 kg for the body installed equipment
3.4 IMPACT ON OTHER TRAIN EQUIPMENT
The ECB shall have no detrimental effect on the train equipment, and shall comply with
requirements relative to electromagnetic compatibility.
4. REQUIREMENTS DUE TO SIGNALLING SYSTEMS
4.1 RELEVANT TRACK CIRCUITS WHICH HAVE TO BE CONSIDERED BY THE PROJECT
ECUC
4.1.1
Track circuits used in France
Different families of track circuits are used on the French Railway Network (RFN).
Among these are UM71 track circuits and CTVM 430 track circuits which have been proved not
being influenced by ECB.
With UM71, the successive track circuits or the track circuits installed on a parallel track need to
function with different frequencies. To this end 4 base frequencies are used: 1700 Hz, 2000 Hz,
2300 Hz and 2600 Hz.
Regarding the other track circuits used in France, further investigations shall be achieved to study
the interactions between the ECB and these track circuits.
4.1.2
Track circuits used in Germany
4.1.2.1 Definitions
The following definitions have been translated from [2].
drive unit (DU) = a drive unit is part of an influencing unit (IU). It consists of the collectivity of all
traction units (TU) inclusive the auxiliary systems and other isolated energy supply systems which
can be separated from catenary network in common (german description in Ril 807.0201:
Antriebseinheit (AE)).
influencing unit (IU) = the influencing unit is the collectivity of all coupled railway vehicles, e.g. a
train in single traction or multiple traction, a single locomotive, several coupled locomotives, etc.
((german description in Ril 807.0201: Beeinflussende Einheit (BE)).
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traktion unit (TU) = is the smallest part of the drive unit (DU) that can generate self-contained
traction power or E-brake power (german description in Ril 807.0201: Traktionseinheit (TE)).
Sum current = RMS-value of the current which shows the result of the AC mains power currents
that has been evaluated with the amplitude transmission factor of the correspondent disturbing
current filter.
4.1.2.2 16,7 Hz-traction (15 kV)
The following given values are an abstract from [2] and are valid for DU as well as for IU (Imax
DU ≤ Imax BE).
Relevant for the reliability from disturbing current limits in the given frequency ranges are the
limits given in column 4. These values are sum-currents which must not be exceeded within the
filter bandwidth of the relevant channel for times t ≥ 40 ms. If the sum-current does not exceed
the given limits than the IU fulfills the requirements within the given frequency range.
GLS 9/15
FTGS 46
1
2
3
4
5
Channel middle
frequency fK [Hz]
3dB-originalbandwidth BK [Hz]
Max. permitted
disturbing current
for 3dB-originalchannel bandwidth
[A]
Max. permitted
disturbing current
for 3dB-120Hzmeasurement
bandwidth [A]
4750
200
1
0,79
5250
206
1
0,78
5750
214
1
0,77
6250
220
1
0,76
9500
410
113
64
10500
500
104
53
11500
535
91
45
12500
635
86
39
13500
565
71
34
14500
660
67
30
7
FTGS 917
9500
360
330
199
10500
7
380
330
194
11500
7
400
330
189
12500
7
425
330
184
13500
7
445
330
180
14500
7
470
330
175
15500
490
330
171
16500
510
330
168
Table 2: Track circuits FTGS / GLS - disturbing current limits
7
For a generous authorization and operating permission on railway infrastructures of the Federal Republic of
Germany the more restrictive limits oft he GLS-9/15 track circuits are mandatory.
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100 Hz
42 Hz
The 42 Hz disturbing current shall be measured within the frequency range 40 Hz to 44 Hz (B = 4
Hz).
Permitted values:
a) For one single DU: IDU42 ≤ 2,0 A for t ≥ 0,5 s
b) For one IU: IIU42 ≤ 2,8 A for t ≥ 0,5 s
The 42 Hz disturbing current shall be measured within the frequency range 98 Hz to 102 Hz (B =
4 Hz).
Permitted values:
a) For one single DU: IDU 100 ≤ 2,0 A for t ≥ 0,5 s
b) For one IU: IIU100 ≤ 2,8 A for t ≥ 0,5 s
Table 3: Track circuits 42 and 100Hz - disturbing current limits
4.1.2.3 Examples for test results FTGS 917 M
The following information is an abstract from [6] and from the homologation process of the
German high speed train ICE3. These tests were done in December 1999 in the area of
responsibility of the interlocking Burgsinn located on the high speed line Würzburg – Fulda.
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Figure 1: test with FTGS 917M, test setup (source: test report 45.2-PR-1009-01)
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Figure 2: test with FTGS 917
7M, examp
ple of results – ECB 100 % + E
E-brake (so
ource: testt
report 45
5.2-PR-1009
9-01)
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Figure 3:: test with FTGS 917M
M, example
e of results
s – ECB 0 % + E-brake
e (source: test reportt
45.2-PR-1009-01)
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4.1.3 Track circuits used in the UK
It has been identified that the track circuits which represent the biggest population in the UK,
hence the highest impact for compatibility are the DC track circuits. AC track circuits are used as
well.
DC track circuits use a variety of voltages from 3V to 20V on rails in both double rail and single
rail configuration with and without traction bonding. Their immunity characteristics are fully
documented in TS50238-2.
The influence of the operation of ECB on these types (DC and AC) of track circuits shall be
analyzed during the project.
Specific studies or measurements are foreseen to understand the impact of eddy current brake
going over insulated rail joints.
Figure 4: Insulated rail joints schematic 1
One of the risk been that an arc goes over the joint (current limit in the UK: 13V)
The impedance bonds and possible saturation effects will be analyzed as well.
4.2 ERTMS BALISES
ERTMS balises on the track or the on-board system (Balise Transmission Module) can be two
victims of the interferences from Eddy Current Brake. Therefore, the main characteristics of these
systems are defined in this section.
The communication between these systems is based on the diagram shown in the following
figure.
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Figure 5: Communication between ERTMS balise and on-board equipment
The On-Board Antenna provides power to the balises by generating a magnetic field. The
magnetic field shall be produced at a frequency of 27.095 MHz with a tolerance of ±5 kHz.
For the uplink transmission, the Balise generates a magnetic field that shall be picked up by the
On-board Antenna Unit. The balise transmits the data by means of a FSK modulated signal (two
frequencies at 3.951 MHz and at 4.516 MHz).
EMC requirements for both systems are described in subset 036 of the ERTMS/ETCS System
Requirements Specification.
The interactions between Eurobalise / BTM transmission and ECB will be studied. Indeed this
system is used throughout Europe and demonstrating the inocuity would go in the direction of
interoperability.
4.2.1 Balise
This system is located on the track at a distance from the top of rail. The lowest and highest
positions are defined in Table 4Table 4.
Debris layer
Highest position of any Balise:
Lowest position of Standard Size Balise
Lowest position of Standard Size Balise
(transversal and longitudinal mounting)
Class A and B
Class A
Class B
Class A
Class B
The distance from top
of rail to reference
marks, Zb: 41
-93mm
-190mm
-210mm
-150mm
-193mm
Table 4: Balise mounting heights
4.2.1.1 Susceptibility Requirements
The Up-link Balise shall comply with EMC requirements defined in section 5.8 of subset 036. The
susceptibility requirement does not apply for the in-band frequency band between 1 and 7.5MHz,
nor for the frequency range ±500 kHz centred on the Tele-powering carrier frequency.
4.2.2 Balise Transmission Module
This is the on-board system which communicates with the balises on the track. Section 6-7 of
subset 036 of the ERTMS/ETCS System Requirements Specification defines the EMC
requirements for BTM. These requirements are divided in in-band and out-band susceptibility,
where the operating frequency bands are between 2.5MHz and 6MHz and the frequency range
±500kHz centred on 27.095MHz.
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4.2.2.1 Mounting positions of antenna for the euro balises on the vehicle
The following figure shows an example of possible mounting positions of these antennas on the
vehicle. For general definitions refer to [3], [4] and [5].
150 mm
150 mm
4
5
3
1
2
Top of rail
Figure 6: Example for mounting positions of eurobalise antenna (manufacturer Alstom)
4.2.2.2 In-band Susceptibility
The noise level in the air-gap zone between the balise and the BTM depends on the geometry
and position of the possible noise sources (radiating cables, reflecting surfaces, etc.), with
respect to the position chosen for the Antenna Unit installation. Therefore, the relative position of
the on-board antenna from ECB is a requirement to be defined. This in-band susceptibility is
defined in section 6.7.4.1 of subset 036 and the following shape of an interference signal is
defined, whose parameters are Fs, self Frequency, Df, decaying Factor and Bmax, Magnetic field
strength:
Figure 7: Shape of the damped interference signal
Nevertheless, there is not at the moment any standard which defines the rolling stock emission
from the point of view of the balise reader. Subset 116 will be the one to define it, but it is not yet
releaseded.
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4.2.2.3 Out-band Susceptibility
Out of the operating frequency band the immunity requirements are defined by the standard EN
50121-3-2. As it has been said before, this requirement does not apply for the frequency band 2.5
MHz to 6.0 MHz, nor for the frequency range ±500 kHz centred on the Tele-powering carrier
frequency.
4.2.3 Conclusions
These systems shall be analysed in the model of WP3, in order to confirm there is no risk of
incompatibility between ECB and balises or BTMs.
Nevertheless, the frequency bands (2.5-6MHz and 27.095±500 kHz) and the location of the
antenna and the balise are the main parameters to be considered.
4.3 WHEEL SENSORS (AXLE COUNTERS)
The compatibility of the ECB towards the wheel sensors shall be analysed during the project.
The positioning of the wheels sensors relative to the rail head is defined the documents [8] and
[9].
4.3.1 Frequency management of the TSI CCS interface document to axle
counter.
Extract from [1] chapter 3.2.1.1:
The compatibility requirements specified in this section apply for AC power systems.
The compatibility requirements for DC power systems are: [open point]
The frequency management defines three frequency bands:
1) 27 kHz – 52 kHz for band 1
2) 234 kHz – 363 kHz for band 2
3) 740 kHz – 1250 kHz for band 3
These requirements have been derived for the compatibility with axle counters.
The requirements for electromagnetic fields related to compatibility of rolling stock with other
kinds of train detection systems are: [open point]
The subsequent figures illustrate the compatibility limits for x, y and z directions.
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Figure 8 Wheel se
ensors, co
ompatibility
y requireme
ents for X d
direction
In-band
Ou
ut-band
Magnetic field emission limits (RMS),
Y-direction [dBuA/m]
150
Band 1
14
40
Ban
nd 2
Band 3
130
120
110
100
90
80
70
60
10
100
f [kHz]
1,000
10,00
00
Figure 9: Wheel sensors,
s
co
ompatibility
y requirements for Y direction
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Figure 10:
1 Wheel sensors,
s
co
ompatibilitty requirem
ments for Z direction
5. REQ
QUIREME
ENTS DUE TO INF
FRASTRUCTURE
E
The fo
ollowing pa
arameters are
a used by the infrastrructure man
nagers to set the requirements to
o
the EC
CB for compatibility with the trackk
o
m
te
emperature
Rail maximum
o
Maxim
mum mecha
anical stresss
o
Maxim
mum attracttive force
o
Maxim
mum lateral force
o
Maxim
mum longitu
udinal force
o
Type of track
o
Type of rail
o
mum inclina
ation of the rail
Maxim
o
Minim
mum speed
o
Saturration effectt of the rail
o ECBs pro
ovides the heating
h
of th
he rails and
d vertical atttraction forcce to it.
The use of
Regarding the verticcal attractio
on forces, additional
a
re
equirementss have been put to the
e design off
the switch
hes, and op
perational ru
ules apply about
a
metallic equipme
ent left along
g the track.
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Pa
age 20 of 32
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Due date: 28th February 2013
5.1 REQUIREMENTS DUE TO BALLAST TRACKS
5.1.1 Ballast tracks in France
The French infrastructure department has got a very important experience regarding the use of
ECB on ballast track.
However all that experience is based on the operation of the current ECBs as used on the ICE3
trains. During the development of the project it shall be analysed the alteration of the following
listed data (mainly temperature increase of the rails as a function of the train operation and the
produced effort either in service brake or emergency brake) that could arise from
different/improved design that could be considered for new generation ECBs.
The available information is the following:
5.1.1.1 Effect of the ECB operation
The ECB braking energy of each train is dissipated thermally in the rail. The heating effect of this
braking energy on the rail is:
F.l = C.μ.l.δT
F = braking force (for one rail),
l = rail length,
μ = rail mass (per length unit),
C = thermal capacity of rail steel in kJ.kg-1.K-1,
δT = initial heating in °C.
Cooling behavior is determined by the equation:
δT = δTinitial × 2
−t
τ
To illustrate the effect of ECB, for an ICE train for example, service braking produces a force of
105kN. if a series of ICE trains brake in the same location every 7minutes, the rail temperature
will be increased by 17K.
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Figure 11 Effect of ECB
Stresses in the track (constituted of Continuous Welded Rails – CWR) are modified by this
heating and increase the risk of buckling. It must be considered in rail line infrastructure design.
5.1.1.2 Design principle for the CWR stability
The longitudinal forces that exist inside continuous welded rails (CWR) may cause track
deformations such as buckling or chord straightening. The principle of CWR stability studies is to
determine whether the lateral resistance of the track is higher than the stresses in the rail.
The basic principle for a CWR design is to determine in any point of the considered track, the
mechanical resistance of the track (blue bar in figure 12). Then the stresses in the corresponding
zone of the track are listed and added:
Longitudinal forces at the origin of rail stress are:
•
•
•
Increase of the rail temperature due to climate conditions (red),
The temperature increase caused by the climate conditions is calculated considering that
the maximum temperature of the rail due to climate conditions cannot exceed 60°C, as the
installation temperature is 15°C. Therefore the rail may suffer, due to the climatic
conditions a variation of the maximal stress equivalent to 45 K.
Note: by convention, the unit to assess the rail temperature is the degree, and the unit for
the stress variation is assessed in equivalent kelvin (considering an expansion coefficient
of the rail steel of 1.15 mm/m/°C).
Increase of the rail temperature due to maintenance operations (green),
Current maintenance operations of the track may lead to temporary heating of the rail
(welding, grinding, …). When a piece of rail has to be exchanged, the variation of the
metal quantity (replacing a portion of rail by a shorter or longer piece) may lead to a stress
increase. More (or less) metal means different expansion behaviour.
In a similar way, a change in the position of the track may lead to elongations equivalent
to variations in the metal quantity.
Stress due to mechanical braking (yellow)
Due the continuous nature of the rail, the braking or traction efforts created at the train
wheels, provide normal effort not only to the portion below the train, but to the portions of
the track which are located before the head or after the tail.
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•
Due date: 28th February 2013
Deliverable D2.2-8
Additional stress due to singular track elements: bridges, turnovers… (orange).
Variations of the normal effort may appear from sudden changes in the rail sectional area,
or sudden changes of the ambient temperature.
The normal effort cannot be discontinuous, therefore it appears a transition area for the
normal effort with the relative move rail vs. support. This is the case for example when
different rail profiles are connected, or in switches (where 4 rows of rails are connecting to
2) or at the end of tunnels.
For the bridges, the expansion of the structure, which may not be in the same thermal
range than the rails, can create forced move of the support generating increases of the
normal effort in the rails.
Rail temperature
(°C)
Rail stress/ Track resistance
Equivalent buckling Track resistance Design margin
Braking Maintenance Singular track T° =60°C elements
σ = 45K Nominal T° of release Minimum T° of release
σ = 0K T° =0°C Rail stress Track resistance Figure 12 principle of CWR track design
As seen above, the ICE3 ECB system creates a force of 105KN for service braking, creating rail
stress equivalent to 17K for one braking operation every 7 minutes. Track must therefore resist to
a delta of 68K (45K for climate conditions, 6K for maintenance operations and 17K for ECB
effects).
Track resistance depends on type of components, and radius of curves. For a standard HSL lines
in alignment, equipped with rail 60E1 (60kg/m) and sleepers M450 spaced of 600mm, track
resistance is equivalent to 80K.
Once each stress in the rail and lateral track resistance are determined, it is possible to evaluate
the risk to track stability:
•
If lateral resistance is higher than the accumulated stresses, track stability is assured
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•
Deliverable D2.2-8
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If rail stresses are higher than the lateral resistance of the track, there is a risk of buckling
So, stability is assured in the major part of HSL (lateral resistance of 80K is higher than stress of
68K).
But for specific points, a number of track design rules have been defined to limit this risk and
ensure track stability:
•
•
•
•
Lateral resistance is reinforced
o in turnouts through the use of embedded ballast profiles,
o 50m on both sides of turnouts using reinforced ballast profiles,
o 200m at the end of CWR sections using reinforced ballast profiles.
Minimum distances between singular track elements are defined so that that intermediary
track can absorb the stresses of each element:
o approximately 100m between two bridges,
o 100m between turnouts and bridges,
Specific studies of the interaction between bridge expansion and CWR are conducted for
particular bridges,
Connecting lines, where there are often bridges, and curve radii that are smaller than on
other sections of HSL track are studied separately.
On connecting lines, small radii and bridges increase stresses in CWR and have an influence on
track buckling resistance.
Considering a standard bridge of 90m, rail stress would increase an additional 6,4K, so track in
this case must resist to 74,4K. Lateral resistance for HSL line in a radius of 900m is equivalent
65.2 K. This value is calculated based on track with 60E1 rails, M450 sleepers and standard
ballast profiles. So, rail stress is higher than lateral resistance.
5.1.1.3 CWR deterioration risk mitigation
Because of these considerations, the margin of CWR risk calculation dedicated to ECB must be
reduced and adapted. The two methods can be applied to adapt this margin:
•
•
enforce the lateral resistance of the track
operational scenarios limiting the number of trains per hour, based on heating / cooling
model calculations: reducing train frequency reduces the amount of heat energy to be
dissipated by the rails.
Number of trains
Rail stress
Train every 8 minutes
15 K (- 2 K)
Train every 9 minutes
13.5 K (- 3.5 K)
Table 5 : rail stress depending on train frequency (France)
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Deliverable D2.2-8
8 min
16.000
14.000
Echauffement durail (K)
12.000
10.000
8.000
6.000
4.000
2.000
0.000
0:00
3:30
7:00
10:30
14:00
17:30
21:00
Base de temps (H)
Figure 13: Rail heating - cumulative effect of braking every 8min
9 min
16.000
14.000
Echauffement durail (K)
12.000
10.000
8.000
6.000
4.000
2.000
0.000
0:00
3:30
7:00
10:30
14:00
17:30
21:00
Base de temps (H)
Figure 14: Rail heating – cumulative effect of braking every 9min
Considering a train every 9 minutes (calculated rail stress is equivalent to 64,5 K) and track with a
900m radius (lateral resistance equivalent to 65 K), track stability is ensured.
5.1.2 Ballast tracks in the UK
In the UK there is not so far experience about the use of ECB on national tracks.
In the frame of this ECUC study it will be necessary to estimate, on the basis of the different
expected operations of ECB equipped trains, the risks to exceed the acceptable rail
temperatures.
A recommendation shall be made how to mitigate these risks either by additional equipment
and/or operation limitations.
The Critical Rail Temperature (CRT) values for standard track are defined hereafter:
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“Standard” track in the UK is 56 kg (CEN 56E1) flat bottom rail continuously welded (CWR) on
spade ended steel sleepers or concrete sleepers at 26 per length or S&C on concrete bearers. A
length is nominally 60’ (18.288m) and 26 per length converts to a nominal sleeper spacing of
700mm. 28 per length is a nominal sleeper spacing of 650mm and 30 per length is a nominal
sleeper spacing of 610mm.
Note: the HS1 in the UK is equipped with UIC60 rails.
As the difference in size is not so different 56E1 (or BS113A) vs. the standard UIC60 rail. an
estimation based on the UIC60 data shall be done in order to justify the results with this rail.
Rail is stressed to a nominal stress free temperature of 27 °C.
Adjustments are made for different track forms based on additions and subtractions to the
standard track form critical rail temperature.
In additions to reductions in temperature for the track configuration and construction, additional
reductions in critical rail temperature are also made for other deficiencies or disturbances that
affect the lateral stability of the track such as tamping or shortages of ballast. These are normally
managed on a local level with site specific speed restrictions during exceptionally hot weather.
The CRT (W) is the maximum allowed temperature that we allow rail to reach before we appoint a
watchman. The CRT (30/60) is the temperature at which we apply a 30mph speed restriction for
all freight vehicles and a 60mph restriction for all passenger vehicles. CRT (20) is the
temperature at we apply a blanket 20mph restriction for all traffic.
I would take the CRT (W) values as the nominal maximum rail temperature allowable in service.
The maximum allowable rail temperature would need to take into account the existing rail
temperature due to weather and solar heating as well as the currently unknown thermal gain from
the use of electromagnetic braking either as a service brake or as an emergency brake
The maximum rail temperature for standard track (sleeper spacing of 700, concrete sleepers and
CEN 56E1 rail) which is fully ballasted and the ballast consolidated would be; 27 °C + 32 °C = 59
°C.
For modern track with concrete sleepers at 600 or 610 mm per 60 foot (18.288 m) with CEN 60
rail the maximum rail temperature would be; 27 °C + 32 °C + 4 °C = 63 °C.
For very tight curves less than 400m radius the maximum rail temperature would be; 27 °C + 32
°C – 8 °C = 51 °C.
On a hot day the rail temperature can be expected to reach an air temperature + 19 to 21 °C due
to solar gain.
This means that rail temperatures of 50 °C plus are not uncommon during periods of very hot
weather.
Track conditions that might be at risk of track buckle
A buckle is rarely created solely by hot weather. Buckles are often triggered by the presence of at
least one other factor (a disturbance, a deficiency or incomplete preparatory maintenance work).
The most common are:
a)
ballast disturbance (e.g. tamping, stoneblowing or opening out);
b)
ballast deficiency (e.g. insufficient ballast in the cribs or on the shoulder);
c)
seized joints (e.g. over tightened fishbolts, lack of lubrication);
d)
rail creep;
e)
low joint closure temperature (because expansion gaps are too small);
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Deliverable D2.2-8
f)
a low stress free temperature;
g)
poor top and/or line (e.g. voiding sleepers, misalignments);
h)
sleeper changing.
Due date: 28th February 2013
A record of stress condition for all CWR is recorded in a national database (‘Stressroute’ or ‘Rail
Stress’).
The original installation stress-free temperature (SFT) may be adversely affected (i.e. reduced) if:
a)
the rail is broken, or
b)
the rail is cut (e.g. for the purpose of renewing or replacing insulated joints, catch points or
S&C components) and not stress restored, or
c)
the track is slued or lifted (see NR/L2/TRK/001/mod03 for details), or
d)
the track is re-ballasted, re-sleepered or re-laid, or
e)
an underline bridge or level crossing is reconstructed or repaired (if this requires the track
to be removed or its alignment disturbed).
Record any reductions to the SFT in the stress database
The following tables are taken directly from the NRIL stress management standard
Change to “standard” configuration
Track curvature
radius between 1500m and 800m
radius between 800m and 400m
below 400m
Sleeper/bearer spacing (Sleepers/60ft)
762 mm (24)
700 mm (26)
653mm (28) (RT60 and NR60 S&C)
610 mm (30)
Rail and sleeper/bearer type
FB on hardwood or softwood
BH on concrete
BH on timber
crimp-ended steel
Other
Train operated catch points
(where not clipped out of use)
Change to CRT(W) shown in the
next table
subtract 3
subtract 5
subtract 8 (but 5 if lateral resistance
plates are fitted
subtract 2
Zero
add 2
add 4
subtract 8 in plain line, or 5 in S&C
subtract 5
subtract 9
subtract 27:
CRT(W) not to exceed SFT+5,
CRT (30/60) not to exceed SFT+8,
and CRT(20) not to exceed SFT+11
subtract 15
Table 6 CRT(W) adjustments for various track configurations (UK)
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Deliverable D2.2-8
Track condition
CRT(W)
=
SFT+Deg
CRT(30/60)=
SFT +Deg
+32
Max Allowable
Rail
Temperature
(°C)
59
+37
CRT(20)
=
SFT
+Deg
+42
Undisturbed,
fully
ballasted
and
consolidated
Re-railed only (no other
disturbance
or
deficiency)
Tamped/lined
with
slues/lifts up to 25mm
Tamped/lined
with
slues/lifts > 25mm
Mechanised stoneblown
Tamped or stoneblown
S&C
Ballast
shoulder
complete but level with
sleeper top over any
length
(no
other
disturbance
or
deficiency)
Ballast generally full
between sleepers and
on shoulders, but not
consolidated (8 beds or
more)
Ballast generally full
between sleepers and
on shoulders, but not
consolidated (less than
8 beds)
Severe shortage of
ballast
between
sleepers and/or part
sleeper ends exposed,
extending 8 beds or
more
Severe shortage of
ballast
between
sleepers and/or part
sleeper ends exposed,
extending less than 8
beds
Measured
shovel
packed/hand-held
stoneblown
(any
distance)
3 or more consecutive
slurried beds, where
ballast is not compacted
against the sleeper
ends
3 Consecutive sleepers
voided at 15mm or
more
+32
Period for
which CRT
shall apply
Permanently
59
+37
+42
Permanently
+22
49
+26
+29
3 days
+20 (*)
47
+23
+26
5 days
+20
+20
47
47
+23
+23
+26
+26
5 days
7 days
+27
54
+32
+40
Until shoulder
is restored
+15 (*)
42
+18
+20
As Note below
+15
42
+18
+20
5 days
+10
37
N/A
(apply 20 ESR
at SFT+13)
+13
Until fully
ballasted, then
as note below
+10
37
N/A
(apply 20 ESR
at SFT+13)
+13
Until fully
ballasted, then
5 days
+17
44
+20
+22
3 days
+10
37
+13
+15
Until packed
and then 3
days
+17
44
+20
+22
Until packed
and then 3
days
Table 7 Critical Rail Temperatures for “standard” track (°C) (UK)
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5.2 REQUIREMENTS DUE TO UNBALLASTED TRACKS
For lines with unballasted tracks no limitations of brake applications with ECB are known.
In the frame of this project it shall be investigated to the German Infrastructure Manager whether
or not that a max value of 290 kN per train in service braking is permitted on German network (on
lines where ECB use for service brake is allowed)?
6. REQUIREMENTS DUE TO OPERATION OF TRAINS
6.1 GENERAL
Should a train be equipped with an ECB, this shall comply with TSI requirements.
If trains with ECB are operated on lines which do not permit their use it shall be possible to
deactivate and reactivate the ECB without stopping the train. The safety of this switching
functionality shall be demonstrated in accordance with EN 50126-1.
Note: As foreseen in the system requirement specifications for ETCS (Subset 026) there shall be
interfaces between the signalling equipment and the ECB control system to achieve this switching
functionality.
The ECB may be used form maximum speed of the train down to a speed that is not lower than
50 km/h. The de-activation speed threshold shall be defined according to admissible forces
generated in bogie and track.
Operation of a brake when the brake on the opposite side of the bogie is inoperative shall not be
possible.
It shall not be allowed for one magnet to function without the opposite one in the same bogie to
function as well.
It is to be avoided that the ECB comes into contact with the rails during normal operation and
when encountering all track geometries. This in particular means that the static air gap shall be
defined taking into consideration possible deformations of brakes during operation.
Power supply of ECB shall be activated only when brakes are in operating (low) position. Power
supply shall be switched off before activating lifting-up devices.
If air pressure is necessary to move the magnets into the working position or into the resting
position:
•
The compressed air shall be stored in a dedicated reservoir.
•
It shall be possible to perform three application cycles even if the reservoir is not
replenished from the main air supply.
6.2 SERVICE BRAKE
The ECB is a further service brake on board and shall be as well controllable as the conventional
brakes.
The ECB could be managed in the same way as the electro-dynamic brake either in a separate
way or through the automatic brake control.
The control command is recommended to be computer assisted, and blending with other braking
types is recommended in order to use in priority wear free brakes.
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In the worst case, that is to say with the train sets working in multiple to their maximum permitted
train length, the maximum longitudinal braking force applied to the track by the ECB in service
braking shall be (for the whole train) :
•
105 kN for brake applications with a force lower than 2/3 of maximum service braking.
•
linear between 105 kN and 180 kN for brake applications between 2/3 and maximum
service braking.
•
180 kN for maximum service braking
6.3 EMERGENCY BRAKE
If the ECB is used during emergency braking :
•
It shall have sufficient thermal capacity to achieve an emergency brake application from
the maximum train speed. This thermal capacity shall be in addition to the capacity
required to achieve the specified service braking duties.
•
The application of the eddy current brake shall be commanded by venting the brake pipe
or by interrupting the emergency brake loop (de-energize to apply). The emergency brake
force shall not be dependent upon communication via the train bus. The safety of the
system shall be demonstrated in accordance with EN 50126-1.
In the worst case, that is to say with the trainsets working in multiple to their maximum permitted
train length, the maximum longitudinal braking force applied to the track by the ECB in
emergency braking shall be (for the whole train) of 360 kN. The definition of max value of 360 kN
cited in TSI HS RS 2008 as a max instantaneous or max average value should be clarified during
this project.
If the electrodynamic brake is taken into consideration in brake calculations and provides power
supply to ECB in this braking phase, case A of TSI High Speed corresponds to the isolation of 1
electrodynamic brake unit + 1 ECB unit (provided that 1 electrodynamic brake unit does not
power more than 1 ECB unit).
If the electrodynamic brake is not taken into consideration in brake calculations, case A of TSI HS
corresponds to all electrodynamic brake units isolated + 1 ECB unit isolated. In this case, power
supply of ECB may be provided by electrodynamic brake units if this can be performed
independently from high voltage power supply.
6.4 NUMBER OF TRAINS PER TIME UNIT
Not stated at this stage. Regarding operation it is of course expected to be able operating short
headway between them: 2 to 3 minutes is the target.
However The main limitation in this area comes from the infrastructure and its capacity to support
frequent application of the brakes: see chapter 5
6.5 REQUIRED DECELERATION
Compatibility with TSI HS RST 2008 ("brake performances") is required for the complete train
6.6 ENVIRONMENTAL CONDITIONS
Compliant to EN50125, categories A1 and T3
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7. MAINTENANCE, TESTS AND SAFETY REQUIREMENTS
7.1 MONITORING
Complete or partial isolation of any braking units either voluntarily or automatically shall
immediately and permanently be reported to the driver.
The eddy current brake shall be monitored in such a way that any reduction in capacity below that
required for an emergency brake application shall result in an automatic train speed limitation
and/or other operational limitations or if suitable in an information for the driver.
Undue activation of ECB (lowering or/and powering on) shall be detected and reported to the
driver.
If a pneumatic pressure is required to lower the brakes in operating position or lifting them in
inoperative position:
•
The availability of the compressed air shall continuously be monitored.
•
A failure in the availability of an independent unit shall be indicated to the driver.
7.2 TEST
Lowering and energizing the eddy current brake shall be covered by the routine test of the brake
system.
7.3 MAINTENANCE
In order to maintain the specified performance during the service life, the gap between the ECB
and the rail surface shall be capable of being checked and adjusted.
Checking and adjustment of the gap shall be easily possible in the workshop by simple tools.
7.4 SAFETY
The occurrence probability of each of the following undesirable events shall meet the specified
values.
Undesirable events
ER1
ER2
ER3
ER4
ER5
Undue ECB activation on non authorised line, or
activation under 50 km/h
No application of one or several ECB units, not
detected
Generation of lateral forces having an impact on
bogie stability
No pneumatic supply of all ECB, not detected (if ECB
are used during emergency braking)
Application of a vertical force greater than the limit
allowed by infrastructure
Occurrence
probability
Failure level
≤ 10-7 h-1
1
Tbd
≤ 10-7 h-1
1
≤ 10-7 h-1
1
≤ 10-7 h-1
1
Table 8 Hazard list
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8. BIBLIOGRAPHY
[1] ERA_ERTMS_033281 rev 1_3
[2] Ril 0807.0201, Ausgewählte Maßnahmen und Anforderungen an das System
Fahrweg/Fahrzeug – Elektromagnetische Verträglichkeit – Störstromgrenzwerte für
Triebfahrzeuge
[3] ERMTS/ETCS – Class 1 – FFFIS for Eurobalise, Subset-036, issue 3.0.0, February 224,
2012
[4] ERMTS/ETCS – Class 1 – Dimensioning and Engineering rules, Subset-040, issue 2.3.0,
07.04.2009
[5] ERMTS/ETCS – Class 1 – Test Specification for Eurobalise FFFIS, Subset-085, issue 2.2.2,
February 24, 2012
[6] Testreport, Beeinflussungsmessungen von Signaltechnik bei m Einsatz der
Wirbelstrombremse des ICE 3, Prüfobjekt Tonfrequenzgleisstromkreis FTGS 917 M, test
report 45.2-PR-1009-01, 04.05.2001
[7] Testreport: Untersuchung der Verträglichkeit der Balisen-Fahrzeugantenne der Firma Alstom
mit Achszählern, Rad- und Fahrzeugsensoren, 07-I-8300-TZF15.1 – Alstom,
23.06.2008
Adobe Acrobat
Document
[8] "MontageRSR180_Rev3a.pdf" document D1414-3a from Frausher: Adobe Acrobat
Document
[9] "01432-0014-008-EN-03.pdf" document D1916-3 from Frausher:
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