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GB/T 24338.3-2018: Railway applications -- Electromagnetic compatibility -- Part 3-1: Rolling stock -- Train and complete vehicle
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Railway applications -- Electromagnetic compatibility -- Part 3-1: Rolling stock -- Train and complete vehicle
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Basic data | Standard ID | GB/T 24338.3-2018 (GB/T24338.3-2018) | | Description (Translated English) | Railway applications -- Electromagnetic compatibility -- Part 3-1: Rolling stock -- Train and complete vehicle | | Sector / Industry | National Standard (Recommended) | | Classification of Chinese Standard | S35 | | Classification of International Standard | 29.280 | | Word Count Estimation | 18,193 | | Date of Issue | 2018-06-07 | | Date of Implementation | 2019-01-01 | | Issuing agency(ies) | State Administration for Market Regulation, China National Standardization Administration | GB/T 24338.3-2018: Railway applications -- Electromagnetic compatibility -- Part 3-1: Rolling stock -- Train and complete vehicle
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Railway applications--Electromagnetic compatibility--Part 3-1. Rolling stock--Train and complete vehicle
ICS 29.280
S35
National Standards of People's Republic of China
Replace GB/T 24338.3-2009
Rail transit electromagnetic compatibility
Part 3-1. Locomotive trains and complete vehicles
Part 3-1. Rolingstock-Trainandcompletevehicle
(IEC 62236-3-1..2008, MOD)
Published on.2018-06-07
2019-01-01 implementation
State market supervision and administration
China National Standardization Administration issued
Content
Foreword III
1 Scope 1
2 Normative references 1
3 Terms and Definitions 1
4 Application 2
5 Immunity test and limit 2
6 Launch test and limit 2
Appendix A (informative) Communication line interference 7
Appendix B (Normative Appendix) Radiation Electromagnetic Disturbance Test Procedure 9
Appendix C (informative) Emission limit for low frequency range 10
Reference 12
Foreword
GB/T 24338 "Tracking Electromagnetic Compatibility" consists of the following parts.
--- Part 1. General;
--- Part 2. The launch of the entire track system to the outside world;
--- Part 3-1. Locomotive trains and complete vehicles;
---Part 3-2. Locomotive and rolling stock equipment;
--- Part 4. Emission and immunity of signal and communication equipment;
--- Part 5. Emission and immunity of ground-based equipment and systems.
This part is part 3-1 of GB/T 24338.
This part is drafted in accordance with the rules given in GB/T 1.1-2009.
This part replaces GB/T 24338.3-2009 "Mechanical Compatibility of Rail Transit Part 3-1. Locomotive Trains and Complete Vehicles",
Compared with GB/T 24338.3-2009, the main technical changes are as follows.
--- Added normative references GB/T 4365, GB/T 24338.4 and GB/T 28807 (see Chapter 2);
--- Revised the scope of the content, clarified that the frequency without the limit requirements is not tested (see Chapter 1, Chapter 1 of the.2009 edition);
--- Increased the general requirements for electromagnetic compatibility, system electromagnetic compatibility requirements, electromagnetic compatibility of vehicle-mounted equipment and equipment working mode during testing
Seeking (see Chapter 1);
--- Increased the requirements for the working mode of the equipment during the test, and further improved and unified the test conditions (see Chapter 4);
--- Move the 9kHz~0.15MHz measurement requirements to Appendix C (see 6.1 of.2009 edition);
--- Removed the requirements for the test conditions and test sites specified in the contract, and removed the influence of other parts and the external environment on the measurement.
Requirements (see 6.1 of the.2009 edition);
---Modified requirements for other equipment (see 6.1, 6.1 of.2009 edition);
--- Added digital system xDSL that is not affected by electromagnetics (see 6.2.1);
--- Revised the requirements for interference on analog communication lines (see 6.2.2, 6.2.2 of the.2009 version);
--- Increased the same passenger car/truck measurement requirements and vehicle test requirements with energy storage system (see 6.3.2);
--- Revised the slow limit curve of electric drive diesel locomotive and internal combustion traction unit (see 6.3.3, 6.3.3 of.2009 edition);
--- Removed the limits for static and slow tests in the 9kHz~0.15MHz range (see Figure 1, Figure 2, Figure 1 of the.2009 version)
figure 2);
--- Increased the requirements for microprocessor-induced emissions above 1 GHz (see 6.3.3);
--- Revised the frequency range of the measurement method for electromagnetic noise of rolling stock (see B.1 of B.1,.2009 edition);
---Modified the requirements of measuring equipment (see B.2,.2009 edition B.2);
--- Removed the requirement for radiated electromagnetic disturbance test in the range of 9 kHz to 0.15 MHz (see Table B.1 of the.2009 edition).
This section uses the redrafting method to modify the use of IEC 62236-3-1.2008 "railway electromagnetic compatibility part 3-1. locomotive
Train and vehicle.
There are technical differences between this part and IEC 62236-3-1.2008. The terms involved in these differences have been passed on the outer side of the page.
The vertical single line (|) of the white position is marked. The specific technical differences and their causes are as follows.
---About the normative reference documents, this part has made technical adjustments to adapt to China's technical conditions, adjustments
The situation is reflected in Chapter 2, “Regulatory References”, and the specific adjustments are as follows.
● Replace CISPR16-1-1 with GB/T 6113.101-2016 equivalent to the international standard;
● Replace IEC 62236-1 with GB/T 24338.1 modified to adopt international standards;
● Replace IEC 62236-2 with GB/T 24338.2 modified to adopt international standards;
● Replace IEC 62236-3-2 with GB/T 24338.4 modified to international standards;
● Replace IEC 62427 with GB/T 28807 equivalent to the international standard;
● Added reference to GB/T 4365.
--- Increased the requirements for the working mode of the equipment during the test, and further improved and unified the test conditions (see Chapter 4);
--- Removed the immunity level requirement of the vehicle in the frequency range of 0.15MHz~2GHz to adapt to the highest frequency to 6GHz
Requirements
--- Removed the limit requirements for the 9kHz~0.15MHz range emission and related test content to meet the test repeatability
Claim;
--- Removed the requirements for the test conditions and test sites specified in the contract, and removed the influence of other parts and the external environment on the measurement.
Claim;
--- Revised the requirements for other equipment, clearly not considering the impact of the external environment (see 6.1);
--- Increased the digital system xDSL that is not affected by electromagnetics to accommodate the development of digital systems (see 6.2.1);
--- Revised the requirements for interference on analog communication lines, moving the requirements to informative Appendix B (see 6.2.2);
--- Increased the same passenger car/truck measurement times and vehicle test requirements with energy storage system to improve the test method
(see 6.3.2);
--- Removed the limits for the static and slow tests in the 9kHz~0.15MHz range, and moved the contents to the informative Appendix C (see 6.3.3);
--- Revised the limit curve requirements for electric drive diesel locomotives and internal combustion traction units, canceling the frequency range of 9 kHz to 0.15 MHz
Test requirements (see 6.3.3);
--- Increased the requirements for microprocessor-induced launch above 1 GHz to accommodate the development of vehicle electronics (see 6.3.3);
--- Revised the part of the legend in Figure 1 and Figure 2 as the text, according to the actual situation in China, the bandwidth selection in Appendix B of this part is clear.
Seek (see 6.3.3);
--- Revised the frequency range of the measurement method of electromagnetic noise of rolling stock, and canceled the test of the frequency range of 9kHz~0.15MHz
Seeking (see B.1);
--- Modified the requirements of the measuring equipment to meet the requirements of GB/T 6113.101-2016 (see B.2).
This section also made the following editorial changes.
--- Revised the order of the appendix and adjusted it in the order in which the appendix appeared in the standard;
--- Added an overview of A.1 rail system current and communication line noise;
--- Added the A.5.1 "Overview" number to eliminate the suspended section;
--- Added references.
Please note that some of the contents of this document may involve patents. The issuing organization of this document is not responsible for identifying these patents.
This part is proposed by the National Railway Administration.
This part is under the jurisdiction of the National Traction Electrical Equipment and Systems Standardization Technical Committee (SAC/TC278).
This section was drafted by. Zhuzhou Zhongche Times Electric Co., Ltd., China Institute of Railway Science, Institute of Standard Metrology, China Railways
Chau Electric Locomotive Co., Ltd., CRRC Changchun Railway Co., Ltd., Beijing Jiaotong University.
The main drafters of this section. Wang Yimin, Song Rui, Wang Qiuhua, Peng Yumin, Sun Ping, Shen Ping.
The previous versions of the standards replaced by this section are.
---GB/T 24338.3-2009.
Rail transit electromagnetic compatibility
Part 3-1. Locomotive trains and complete vehicles
1 Scope
This part of GB/T 24338 specifies all types of rolling stock (including towed vehicles, trailers and city vehicles used in urban streets).
Vehicle) emission and immunity requirements.
This section applies to the frequency range from 0GHz to 400GHz. Bands without limit requirements do not need to be tested.
The range of equipment in this section is limited to rolling stock and each energy interface (input and output). for locomotives, trains, trams
Wait until the limit is reached to the current receiver (pantograph, power shoe), for the trailer, to the AC or DC auxiliary power connector. Due to the current receptor
It is part of the towing vehicle and it is therefore impossible to completely eliminate the influence of the power line interface. Slow testing minimizes these effects.
This section specifies the emission limits for rolling stock to the outside world.
Additional compatibility requirements for rail systems are identified in the EMC program, such as those specified in GB/T 28807.
All equipment installed on rolling stock should meet the basic requirements of GB/T 24338.4. In exceptional cases, the device meets other
EMC standard, but there is no data to prove that the requirements of GB/T 24338.4 are met, and the equipment needs to be installed in the vehicle system.
When testing EMC and/or EMC analysis and testing to determine the difference between the equipment and GB/T 24338.4 requirements.
See GB/T 24338.2 for the treatment of electromagnetic interference of the track system as a whole.
The specific provisions of this section should be used in conjunction with the general provisions of GB/T 24338.1.
2 Normative references
The following documents are indispensable for the application of this document. For dated references, only dated versions apply to this article.
Pieces. For undated references, the latest edition (including all amendments) applies to this document.
GB/T 4365 Electrotechnical terminology electromagnetic compatibility [GB/T 4365-2003, IEC 60050 (161)..1990, IDT]
GB/T 6113.101-2016 Specification for equipment and methods of measurement of radio disturbance and immunity - Part 1-1. Radio disturbance and immunity
Disturbance measuring equipment measuring equipment (CISPR16-1-1..2010, IDT)
GB/T 24338.1 Electromagnetic compatibility of rail transit Part 1. General (GB/T 24338.1-2018, IEC 62236-1.
2008, MOD)
GB/T 24338.2 Electromagnetic compatibility of rail transit Part 2. Emission of the entire track system to the outside (GB/T 24338.2-
2018, IEC 62236-2..2008, MOD)
GB/T 24338.4 Electromagnetic compatibility of rail transit Part 3-2. Equipment for rolling stock (GB/T 24338.4-2018,
IEC 62236-3-2.2008, MOD)
Compatibility of GB/T 28807 rail transit rolling stock and train detection system (GB/T 28807-2012, IEC 62427.
2007, IDT)
3 Terms and definitions
The following terms and definitions as defined in GB/T 4365 apply to this document.
3.1
Traction vehicle tractionstock
Electric and diesel locomotives, high-speed trains, electric and internal combustion EMUs (inorganic vehicles, decentralized traction equipment) and urban vehicles.
3.2
Trailer hauledstock
Passenger cars and trucks equipped with electrical equipment that are dragged by random combinations of different types of locomotives (if they contain electrical equipment)
Such as refrigeration equipment, etc.).
3.3
Mainline vehicle mainlinevehicles
Used for vehicles operating between cities, such as high-speed trains, intercity trains, and trucks.
3.4
Urban vehicle urbanvehicles
For vehicles operating in a single city, such as subway vehicles, trams, light rail vehicles (LRV) and trolleybuses.
4 applications
In general, it is unrealistic to conduct an EMC test for each function of the vehicle. Therefore, the test should be in the code that produces the maximum emission.
In the working mode.
The typical working mode only requires all the equipment that should be continuously running when the system works normally; when working normally, the short-time working equipment
(such as the door) Although it is possible to increase the launch, it is not required to operate. Does not involve the degraded working mode of the device.
The test program shall specify the system configuration and mode of operation of the test. The test report shall detail the actual working conditions during the test.
5 Immunity test and limit
This part does not specify the vehicle immunity test, if all equipment meets the requirements of GB/T 24338.4 through the EMC program
The immunity limit requirements of the integrated vehicle are integrated into the equipment to meet the requirements.
6 Launch test and limits
6.1 General
The emission test and limits of the rolling stock in this section shall be as far as possible to ensure that the typical equipment in the adjacent rail system is not affected by the rolling stock.
Disturb. Measurements should be made under well-defined and reproducible conditions. It is impossible to completely isolate the mutual system of the track system and the vehicle during the test.
influences. The test conditions for radiated emissions are specified in 6.3.1 and 6.3.2.
If different lines of signal equipment, train wireless communication equipment and other equipment (such as axle counting, track circuits and train control systems, etc.)
Different types, the operating frequency and waveform of the transmitted signal are also different. Therefore, it should be determined according to the type of signal equipment and train wireless communication equipment.
For emission requirements, see GB/T 28807.
For equipment other than radio or railway track systems with operating frequencies below 0.15 MHz (if any), electromagnetic
The management plan should be considered and the electromagnetic emission margin should be kept in the relevant frequency bands to maintain compatibility with these devices, and the relevant emission value requirements.
See Appendix A, but there is no guarantee that these devices will not be disturbed by the track system.
6.2 Interference on external communication lines
6.2.1 Digital communication lines
High-frequency digital systems use a variety of carrier or error correction protocols to cope with interference, and the intensity of interference of locomotives in the relevant high-frequency range is not
This affects the normal operation of the digital system, so this section does not involve interference with digital systems (such as PCM, ISDN, xDSL).
6.2.2 Analog communication line
Analog communication cable interference can be found in Appendix A. There are no limit requirements specified in this section.
6.3 RF electromagnetic disturbance
6.3.1 Test site
There are more factors affecting the measurement at the test site than laboratory conditions, including but not limited to.
--- Trees, fences, bridges, tunnels or other conductive objects near the track;
---Other vehicles operating in the same interval or near the measuring point;
--- Substation near the measuring point, transformer, power cable, underground cable, segmented insulator and overhead contact network/third rail interruption
Point and so on.
Field factors affecting the measurement should be avoided as much as possible. At least there should be no field factors affecting the measurement between the antenna and the product under test.
The overhead contact net/third rail should be as continuous as possible on both sides of the measuring point (not less than.200m).
Overhead contact net strut is inevitable and the measuring point should be at the midpoint between the overhead contact net strut and opposite the track (for dual rail,
On the side of the track being used). If the rail system is powered by the third rail, the antenna should be placed on the same side of the track (the worst case).
The impact of the overhead catenary system and the test site on the test should be considered. In order to eliminate the contact network resonance caused by radio frequency, the test can be changed.
on site.
The measurement of vehicle noise can take into account the effects of substations, but it is not possible to measure the effects of DC substation load currents at no load.
Environmental noise before and after the test should be recorded and environmental noise measurements should not be affected by the vehicle.
If the ambient noise is higher than the limit by 6 dB within the specified frequency or the specified frequency range, the measurement may not be performed at these frequencies.
However, the test report should record these frequencies.
Note. The vehicle is completely powered down and parked in front of the antenna to facilitate environmental noise measurements.
6.3.2 Test conditions
The test shall cover the operating mode of all in-vehicle equipment that may generate electromagnetic emissions.
The trailer should be tested under static live working conditions (normal operation of the auxiliary converter and battery charger). Antenna should be aligned
A device that produces the largest possible emission at a frequency.
Only one test is performed for the same passenger car or truck.
The towing vehicle should be tested under static and low speed driving conditions. The auxiliary converter should work during the static test (maximum load
The maximum emission level is not necessarily generated under conditions. The traction converter should be energized but not working. The antenna should be aligned with the vehicle centerline, otherwise choose pre-
The position that produces a larger emission level.
In the slow test, the speed should be appropriate, avoiding contact arcing or jumping, and electric braking. The speed of urban vehicles should be
(20±5)km/h, the speed of the main line vehicle should be (50±10)km/h. When passing the antenna, the rolling stock should be large within a given speed range
About 1/3 of its maximum traction accelerates or decelerates.
If the following conditions are met, the static test of the mechanical brake can be used instead of the locomotive that works at 1/3 of its maximum traction force.
Line test.
---The traction device can work at rest;
--- If the circuit is not used in the brake, the electric brake will not be tested.
If the static test with traction replaces the slow test, the limit of the slow test shall be used and the replacement shall be indicated in the test report.
reason.
For vehicles that are powered by on-board energy storage equipment, the charging process should use slow test and limit requirements.
Note. The slow test and limit requirements are used for the charging process (vehicle energy storage equipment) due to the transmission of higher energy in a short time.
6.3.3 Emission limit
The emission limit is given in two modes. static test and slow test. The static test emission limit is shown in Figure 1. For the slow test emission limit, see
figure 2.
Description.
A limit curve - applicable to other rail vehicles;
B limit curve - suitable for rail/trailer trams in urban streets.
Figure 1 150kHz ~ 1GHz static test limit (quasi-peak, 10m method)
The limit defined in Figure 1 is a quasi-peak, and the bandwidth is based on GB/T 6113.101-2016.
---0.15MHz~30MHz corresponding bandwidth 9kHz;
---30MHz~1GHz corresponds to a bandwidth of 120kHz.
Since there is no significant source of interference at frequencies above 1 GHz, the emission limits are only specified to 1 GHz. Microprocessor device possible
Transmissions greater than 1 GHz shall comply with the requirements of GB/T 24338.4.
Description.
A limit curve - suitable for vehicles with AC 25kV power supply;
B limit curve --- for vehicles with AC 15kV, DC 3kV and 1500V power supply;
C limit curve - for vehicles with DC 750V or 600V power supply, as well as rail/trailer.
Figure 2 150kHz ~ 1GHz slow test limit (peak, 10m method)
See Appendix B for the test method.
All values are peaks measured by the 10m method.
Unless otherwise specified (such as in the application of low-voltage electrification lines), diesel locomotives and internal combustion EMUs should meet the limit curve in Figure 1.
A and the requirements of the limit curve B in Figure 2.
The applicable frequency range of the emission limit is not more than 1 GHz, and the micro-controller causes the emission above 1 GHz to meet the requirements of GB/T 24338.4.
Requirements.
Appendix A
(informative appendix)
Communication line interference
A.1 Harmonics in traction current
A.1.1 Overview
Harmonics in rail system currents can create noise in conventional analog telecommunications systems. ITU-T specifies conventional analog communication lines
Acceptable noise levels can be measured using a noise meter filter. Track system current (current absorbed or generated by locomotives) and pass
The relationship between signal line noise is not fully controlled by the vehicle manufacturer or the communication network operator. The buyer of the rolling stock should be based on the infrastructure
The rules of the supervisor specify the current limit corresponding to the frequency at the vehicle interface.
The noise meter current can be weighted by the Ipso calculation method in this appendix. For kilohertz-level harmonic noise, Ipso
The calculation method is not fully applicable and other frequency weighting methods can be specified by the buyer.
A.1.2 Relationship between track system current and communication line noise
Conventional communication copper cables adjacent to electrified tracks are susceptible to electromagnetic disturbances caused by orbital currents.
These disturbances cause induced common-mode voltage harmonics from the fundamental frequency to higher frequencies, due to the imbalance of the cable itself, these common-mode voltages
Converted to differential mode voltage or noise. The source of the harmonics is typically the traction device of the towing vehicle and/or the converter of the substation.
The ITU-T specifies acceptable noise levels on conventional analog communication lines. This noise value is measured by a noise meter filter
Quantity.
The relationship between the current drawn by the rolling stock and the noise of the communication line is neither under the full control of the vehicle manufacturer nor in the
Under the complete control of the track system and the communication network operator.
The relationship between rail system current and communication line noise depends on.
---Communication cable structure. shielding, grounding insulation and cable balance.
--- Characteristics of communication terminals. immunity and input balance.
--- The topology of the communication network.
● the length of the communication line parallel to the track;
● the distance between the track and the communication line;
● Grounding resistance.
--- Topology of the track network. single/dual track.
--- Contact network power supply type.
● AC/DC;
● Substation ripple (caused by rectifiers such as rectifiers);
● type of contact network and feed system (eg 1×25kV or 2×25kV);
● application of return conductors;
● Single-ended or double-ended power supply for the segment in question.
--- Train circulation density.
--- Current absorption and harmonic generation of the towing vehicle.
--- Superposition of harmonics of multiple converters.
A.2 Definition of noise meter current
The noise meter current is an equivalent interference current, which represents the effective disturbance of the current spectrum in the power circuit to the telephone line. The calculation is shown in equation (A.1).
Ipso=
P800 ∑
PfIf( ) 2 (A.1)
In the formula.
Ipso---Noise meter current, the unit is Am (A);
If --- the current component of the contact network current at the frequency f, in units of ampere (A);
Pf --- noise meter weighting factor;
P800---800Hz weighting factor.
Pf values can be found in ITU-T Directives for the protection of communication lines from measures to prevent hazards from electrified railways, ITU-T.
ITU-TK.68.
When measuring, a noise meter filter can be used to automatically calculate the voltage and current of the signal based on the Pf value.
A.3 Limits and test conditions
Prescribed by the buyer.
--- The maximum value and duration of the noise meter current;
--- Working conditions.
Working conditions include.
--- Ipso limits under norm...
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