Railway Current &

Traction Catalogue Traction Voltage Transducers

1 Current and Voltage Transducers for Railway applications

LEM solutions for traction electrical measurements

This catalogue summarizes and to the auxiliaries (for air- experience has contributed to the most common LEM conditioning, heating, lighting, establishing LEM as a market product offerings for electrical electrical doors, ventilation, leader with worldwide presence railway measurements. It is our etc.). This includes the early to serve you and provide the business to support you with monitoring of the voltage efficient, safe and reliable both standard and customized network (changing by crossing operation of the railways. products to optimize your the European borders) to make application. the powers electronics working With more than 2 500 current accordingly. and voltage transducers in its Please contact LEM in your Although this is true for portfolio, LEM offers a complete region for assistance. on-board applications, LEM range of accurate, reliable and has also provided the same galvanically isolated devices for Today, high speed trains, control and protection signals the measurement of currents city transit systems (metro, for wayside substations. from 0.01 A to 20000 A and trams, and trolleybuses) and voltages from 10 V to 6400 V freight trains are the solutions The rail industry is under in various technologies: Open against pollution and interstate constant changes and evolution. Loop, Closed Loop, Isolating traffic immobility and provide a As a recent example, the digital technology, etc. significant energy savings. privatization of the rail networks Power electronics is essential to raised new requirements for LEM transducers for railway drive and control energy in these which LEM provides: the on- applications are designed transportation systems. board monitoring of power according to the most LEM has been a main player consumption (EM4T II Energy demanding international in traction power electronics Meter), solutions to trackside standards (EN50155, EN50124- applications and development applications, rail maintenance 1, NFF 16101, 16102, etc) and for the last 45 years and leverages and the monitoring of points carry CE marking. UL or UR this vast experience to supply (switches) machines or signaling is also available on selected solutions for isolated current conditions with some new models. and voltage measurements. transducers families. We have worldwide ISO 9000 LEM is always available to assist and ISO TS 16949 and IRIS LEM transducers provide in adapting to these evolving qualification and offer a 5-year control and protection signals to technical applications. warranty on all of our products. power converters and inverters LEM constantly innovates that regulate energy to the Four decades of railway and strives to improve the electric motors (for propulsion)

2 Content Pages performance, cost and sizes Transducer Technologies 4 - 5 of its products. On-Board Applications 6 - 15 LEM is a worldwide company Substations 16 - 19 with offices across the globe Energy Measurement for On-Board 20 - 23 and production facilities in Applications: EM4T II Europe (included Russia), Asia Specific Railway Applications 24 - 25 and America. Mining Trucks Applications 26 - 27 Trackside Applications 28 - 31 We hope you will find this LEM’s Quality & Standards 32 - 33 catalogue as a useful guide for Solutions for Voltage Measurement 34 - 35 the selection of our products. From the Application to the Product 36 - 37 Visit our website at www.lem. Secondary Connections Options 38 com and contact our sales Design Specification Form 39 - 40 network for further assistance. Product Coding 41 Detailed datasheets and Dimension Drawings 42 - 46 application notes are available. LEM’s Warranty 47 Sincerely, LEM International Sales 48 Representatives Hans-Dieter Huber Vice President Industry Sales About Products:

Frank Rehfeld LTC Series 7, 9 CEO LEM LF xx10 Series 11, 14 LAC Series 11 LT 4000 Series 13-14 DVL Voltage Series 15-17-34-35 DVM Voltage Series 15-17-34-35 DV Voltage Series 15-23-34-35 HAZ Series 18-19 EM4T II 20-21-22-23

LEM - At the heart of power electronics.

3

Open Loop Current Transducers (O/L) Closed loop Fluxgate ITC type Features Features

• Excellent linearity • Small package size • Low power consumption • Low residual noise • Better than Class 0.5R • Very low sensitivity to high • Extended measuring range • No insertion losses according to EN 50463 external DC and AC fields • Reduced weight • Outstanding long- • High temperature stability term stability

Operation principle O/L Operation principle

Test winding

Compensation Isolated Output + U Fluxgate D C winding Supplies I Current S

VH Supplies Monitoring I Over Voltage Protection P OV Protection Fluxgate Oscillato r VOUT Micro-Controller IP Offset Correction - UC

Transducers Technologies Transducers Bridge _

Resistor Filter DAC 0 Power Stage LP Rectifie r + PI Regulato r Fluxgate D’ Synchronous Fault_PS 0V Fluxgate Current I S Primary Current I Isolated Output Voltage V P OUT R I M Primary Current P

ITC current transducers are high accuracy transducers using fluxgate The magnetic flux created by the primary current I is P technology. This high sensitivity zero-flux detector uses a second wound concentrated in a magnetic circuit and measured in the air core (D’) for noise reduction. A difference between primary and secondary gap using a Hall device. The output from the Hall device is ampere turns creates an asymmetry in the fluxgate current. then signal conditioned to provide an exact representation This difference is detected by a microcontroller that controls the secondary of the primary current at the output. current that compensates the primary ampere turns (IP x NP). This results in a very good accuracy and a very low temperature drift. The secondary compensating current is an exact representation of the primary current. Closed Loop Current Transducers (C/L) Closed Loop Fluxgate (C Type)

Features Features • Wide frequency range • Low temperature drift • High accuracy • Measurement of • Good overall accuracy • Excellent linearity • Very wide frequency range differential currents (CD) • Safety isolation (CV) • Fast response time • No insertion losses • Reduced temperature drift • Excellent linearity • Reduced loading on the primary (CV)

Operation principle C/L Operation principle

I I Isolated Output Current S S +UC

-UC +U C Vout

+UC Imag -UC 0V I P VH I P +UC

-UC IS

R I + I M S mag -UC V Isolated Output Voltage out 0V Primary Current I Primary Current I P P

The magnetic flux created by the primary current IP is This technology uses two toroidal cores and two balanced by a complementary flux produced by driving secondary windings and operates on a fluxgate principle a current through the secondary windings. A hall device of Ampere-turns compensation. For the voltage type a and associated electronic circuit are used to generate small (few mA) current is taken from the voltage line to be the secondary (compensating) current that is an exact measured and is driven through the primary coil and the representation of the primary current. primary resistor.

4 DV, DVL & DVM Type Voltage transducers Closed Loop Voltage Transducers (C/L) Features Features

• Insulating digital technology • Low consumption and losses • Measurement of all • Measurement of • Good overall accuracy types of signals: DC, AC, • Very high accuracy, Class pulsed and complex 0.5R according to EN high voltages • Low temperature drift 50463 (DV Models) • Compact size, reduced volume • Safety isolation • Excellent linearity • Low temperature drift • High galvanic insulation

Operation principle Operation principle C/L

R1 Supply Isolated Output Current I Rectifier Filter Power Supply +VC S +UC -VC

+Up -Up 0V +5V VP VH

+HT Bitstream Technologies Transducers Digital Micro controller U / I Primary Modulator I Filter D/A Converter Generator Output -UC S Voltage VP -HT RM R1 IP 0V -Up Primary Voltage V P

The measuring voltage, VP , is applied directly to the A very small current limited by a series resistor is taken transducer primary connections through a resistor network from the voltage to be measured and is driven through allowing the signal conditioning circuitry to feed a Sigma- the primary coil. The magnetic flux created by the primary

Delta modulator that allows to transmit data via one single current IP is balanced by a complementary flux produced isolated channel. by driving a current through the secondary windings. A The signal is then transmitted to the secondary over an hall device and associated electronic circuit are used to insulating transformer ensuring the insulation between generate the secondary (compensating) current that is an the high voltage side (primary) and the low voltage side exact representation of the primary voltage. The primary (secondary). resistor (R1) can be incorporated or not in the transducer. The signal is reshaped on the secondary side, then decoded and filtered through a digital filter to feed a micro- controller using a Digital/Analog (D/A) converter and a voltage to current generator. The recovered output signal is completely insulated against the primary and is an exact representation of the primary voltage.

* For further information, refer the brochure “Characteristics - Applications -Calculations” or www.lem.com

5 On-Board Applications in different countries with various measurement. electrical railway catenary voltages, Multi winding transformers convert The electrical power is supplied to it has been possible due to advances the catenary voltage to a voltage the trains via the catenaries. in modern power electronics. compatible with the power So, depending on the country and Eurostar, for example, is able to run converters. also to the applications (Subway, over four different voltages, 25 kV/ To get the best efficiency of the trolleybuses, high speed train, heavy AC/50 Hz, 3 kV DC, 1.5 kV DC and energy provided by the network, traction…) the locomotives can 750 V DC. accurate and reliable measurement operate at different voltage levels is required. LEM proposes the and under different systems. The DVM or DV series used at this adapted measurement tool level allows the detection of the “EM4T II”, adapted to various voltage network, informing about European networks (please see 1. Rolling Stock Heavy Traction the country where is running the section dedicated to EM4T II). locomotive (N°:1c in the figure 2). One of the secondary windings of Heavy traction means high speed, this transformer is used to build a or long distances, or heavily loaded To ensure the protection of the whole four-quadrant controller. cars (freight trains). system, the earth leakage current to For new lines, not part of an already the wheels is also monitored thanks Main Rectifier On-Board Applications existing network, AC voltage is often to special current transducers This is generally made up by a four the choice. called CD series dedicated for that quadrant controller to be connected Heavy traction rolling stocks are function (N°:1b in the figure 2). to the DC link. made up of (figure 1): They are responsible for measuring A four quadrant controller can Circuit Breaker Pantograph regulate the flow of energy from Locomotive Cooling Fans the AC line to the DC link and from DC Link the DC link back to the AC line. It Air Compressor Main Rectifier Auxiliary allows to have the power, taken Rectifier Main Inverter Battery from the catenaries, nearly close to

Axle Motor Blower the maximum theoretical value for a Brush given current and this over a large range of speed and traction effort. In simple terms, this is an active Main Transformer rectifier. 3-Phase AC MotorsAuxiliary Inverter 3-Phase AC Motors To other 3-phase AC motors Figure 1: Various parts of an AC electric locomotive This step is necessary for the 15 kV/ - Main transformer, differential current between 2 or 3 AC/16Hz 2/3 and 25 kV/AC/50Hz - Main rectifier, conductors and detecting possible networks, in order to decrease - DC link to make the connection leakage between these conductors. the voltage level, and, also, to to the Main Inverter and Auxiliary It is also possible to accomplish this convert the voltage to a DC value, Inverter, measurement by using 2 typical which has been defined as the best - Main Inverter, traction current transducers like the compromise for the voltage/current - Auxiliary Inverter. HAR 1000 or LT 2005 families. supplied to today’s semiconductors. 2000 V is a typical value at this stage Main Transformer 4 - Quadrant Controller DC - Link Inverter Circuit Power from the catenaries route Breaker 3a through the main circuit breaker 1c 1a 6 4 before reaching the main transformer. U 2 CA This is the first place where a current Transformer 4 V M 3c transducer can be advantageous: 2 5 6 4 The control of the input current 1b Uz (N°1a in the figure 2). The LT 2005 3b & 4000 models bring the necessary advantages for that job: a large Figure 2: Where is the current and voltage measurement on the traction drive system ? aperture for cable pass-through of the primary conductor as well as No contact and galvanically of the voltage transformation. high isolation voltage. isolated differential measurement The control of the input voltage (main with a large aperture for multiple transformer output) is ensured by Although it is a complex undertaking primary conductors result in safety- DVM or DV Voltage transducers to design a train capable of operating friendly transducers and accurate (N°:5 in the figure 2).

6 SMA Technologie AG Copyright ALSTOM

500 A LTC FAMILY On-Board Applications 1000 A

200 A

350 A 400 A 500 A Mounting flexibility horizontal or vertical Multiple options for a full modularity

Various secondary connections Various busbars Various feet

7 One current transducer may be used Main Inverter or Drive Propulsion often used for TGV propulsion for for the input current measurement Inverter example). to control and protect the four The inverter is transforming the DC quadrant controller (N°:2 in the In the past, some other propulsion voltage supplied by the DC link into figure 2) such as models derived principles were running using series an AC voltage for a three phase from LTC 1000 or LT 1005 Series. DC current motors. Initially, the system. adjustment of the motor speed and The frequency and amplitude of DC Link torque was controlled by switched the root (base) signal can then be series resistors (figure 3). adjusted. This is the link between the main rectifier output and the propulsion inverter input and the auxiliary inverter. Its goal is to smooth the DC signal, limit the voltage (overloads), and/or filter the perturbations coming from the source (catenary/transformer) to U the inverter or vice-versa. DC On-Board Applications A voltage transducer derived from the DVM family can be used for these functions (there are many models available for 2000 V measurement which is a typical value at this level) (N°:3c in the Figure 3 : DC motor control per resistors adjustment figure 2). DVL Series transducers Years later, choppers appeared The most used inverter today is can also be a solution. The polarity with the use of the semiconductors the PWM (Pulse Width Modulation) on the DC link is also a controlled (thyristors, then GTO thyristors inverter. This is made up of six parameter. or IGBT transistors). This last electronic switches (initially GTOs propulsion system is still often used followed by IGBTs) as represented Current overloads and polarity are today for railway traction (figure 4). in figure 5. also monitored by some current transducers to avoid power semiconductor damage (N°:3a in the figure 2): LT 1005, 2005, LTC 1000, LF 2005 and LF 2010 families.

UDC U M In the case of a direct DC voltage DC 3 supplied by the catenaries (no transformer, no rectifier) (for subways, or trolleybuses for example, voltage line between 600 to 900 V DC), the DC link could then be made up of a simple Figure 4 : DC motor control per Figure 5 : AC motor control per inductance and some capacitors chopper PWM inverter (DVM transducers range covers also these values as well as the LV Today, however, the most popular The switching frequency is normally 25-Voltage models) (N°:3c in the way to propel the train is the as high as possible. figure 2). asynchronous motor where the The motor voltage follows a sinusoidal power is supplied by inverters. profile and the fundamental As for measurement of differential frequency of the current and the leakage currents at this level, Indeed, asynchronous motors bring voltage supplied are functions of the the CD series transducers would advantages such as compactness, required motor speed. Depending satisfy the requirement (N°:3b in robustness, less expensive for on the required torque, voltage and the figure 2). maintenance, and increased current amplitudes fluctuate with the productivity. frequency. (Synchronous motors are also To control these motor current

8 LTC series : Modular Current transducers

Measures DC, AC, pulsed … currents with galvanic isolation 200…1000 ARMS Mountable in 4 positions : 0º, 90º, 180º, 270º Closed loop Different accessories : mounting feet, clamps, bus bars more details on page 4 of each -S data sheet Hall cell

LTC 600 & 1000 Transducer / Mechanical adaptation accessories (same possibilities for LTC 200, 350, 400 and 500 models) On-Board Applications

Technical data in short form. For more details please see data sheet

Without accessories LTC 200-S LTC 350-S LTC 400-S LTC 500-S LTC 600-S LTC 1000-S With clamps 1) 1) 1) 1) 1) 1) With feets 1) LTC 350-SF 1) LTC 500-SF LTC 600-SF LTC 1000-SF With clamps and feets 1) 1) 1) 1) LTC 600-SFC LTC 1000-SFC With bus bar 1) LTC 350-T 1) LTC 500-T LTC 600-T LTC 1000-T With bus bar and feets 1) LTC 350-TF 1) LTC 500-TF LTC 600-TF LTC 1000-TF Other types: contact sales < < < < < < Special features : contact sales < < < < < < Different bus bars are available yes yes yes yes yes yes

Parameter Description Condition unit

IPN Primary nominal current ARMS 200 350 400 500 500 1000 ) ) ) ) ) ) IP Measuring range, primary @ ±24V A peak ±400 ² ±1200 ² ±1000 ² ±1200 ² ±1500 ² ±2400 ² ÎP Max. not measurable overload kA / ms 10 / 10 10 / 10 10 / 10 10 / 10 10 / 10 10 / 10 RMmax Max. Measuring resistance @ ±24V Ω 31 60 33 110 150 50 RMmax Max. Measuring resistance @ ±15V Ω 9 30 6 50 70 15 RMmin Min. Measuring resistance @ ±24V Ω 10 10 0 0 0 0 RMmin Min. Measuring resistance @ ±15V Ω 0 0 0 0 0 0 KN Conversion ratio 1 : 1000 1 : 2000 1 : 5000 1 : 4000 1 : 5000 1 : 5000 ISN Secondary nominal current mA 200 175 80 125 100 200 VC Supply voltage ±5% V ±15…24 ±15…24 ±15…24 ±15…24 ±15…24 ±15…24 IC Current consumption @ ±24V mA < 35 + IS < 35 + IS < 35 + IS < 35 + IS < 30 + IS < 30 + IS Vd Dielectric strength 50Hz 1min. kVRMS 12 12 12 12 13.4 13.4

XG Overall accuracy @ IPN, TA = 25ºC % ≤ ± 0.5 < ± 0.5 ≤ ± 0.6 < ± 0.6 < ± 0.7 < ± 0.4 @ IPN, TA = -40…+85ºC % < ± 1.6 < ± 1 ε L Linearity error % < 0.1 < 0.1 < 0.1 < 0.1 < 0.1 < 0.1 IO Offset current @ IP=0, TA=25ºC mA ≤ ±0.5 ≤ ±0.5 ≤ ±0.5 ≤ ±0.5 ≤ ±0.5 ≤ ±0.5 3) IOT Thermal drift of IO -40…+85ºC mA ≤ ±0.8 ≤ ±0.8 ≤ ±0.8 ≤ ±0.8 ≤ ±1 ≤ ±1 tr Response time @90% of IPN μs < 1 < 1 < 1 < 1 < 1 < 1 di/dt accurately followed A/μs > 100 > 100 > 100 > 100 > 100 > 100 BW Frequency bandwidth -1dB kHz DC…100 DC…100 DC…100 DC…100 DC…100 DC…100

TA Ambient operating temperature ºC -40…+70 -40…+85 -40…+85 -40…+85 -40…+85 -40…+85 TS Ambient storage temperature ºC -45…+85 -45…+90 -45…+90 -45…+90 -45…+90 -45…+90 4) RS Secondary coil resistance @ TA = +85ºC Ω 20 15 70 47 44 44 m Mass -S model g 300 400 385 400 750 750

Standards EN50155 yes yes yes yes yes yes Secondary connection Faston M5, Faston Faston M5, Faston M5, Faston M5, Faston Shield between primary and secondary yes yes yes yes yes yes

1) order separately 2) more details: see data sheet 3) -40 ... +70°C 4) +70°C 9 parameters, LTC current transducers the floor…) or by the application etc. The start-up and shutdown located on each phase of the (environment)…, the electronic of these motors are automatically asynchronous motor, fulfill all the schematics for the auxiliary inverters controlled by other on-board railway requirements for 200 to 1000 are various, and, they use in all the systems but still require current A nominal current measurements cases all the last innovations of the overload support from the (N°:4 in the figure 2): The LTC power electronics. auxiliary inverter. is modular, compact, designed They have to bring the following - Various electronics: AC single- for traction, many possibilities of advantages to the application: phase power supplies control secondary connections, and fully power, power plugs, lighting, etc. approved for traction. - Compact, These voltages have to be filtered The LT 505, 1005, and 2005 series - Light weight, and stabilized since the catenary are also recognized for this function, - High yield, low cost and low voltages can fluctuate. The and have been used for several maintenance, auxiliary inverter must sustain years in these applications. - High performance. any high transient overvoltages The higher the chopping frequency, that may occur. the more sinusoidal is the current For DC power, auxiliary inverters can - Transformers… waveform. be fed directly from the catenaries The choice of a Closed Loop Hall and for AC power, they can be Additionally, these systems support On-Board Applications effect based transducer is justified: connected to the main transformer the operation of HVAC heating through a secondary winding, but and doors openers while having - to get a fast response time (for can also be connected to the main to operate from several possible protection purpose), or intermediate rectifier ouput. voltage networks for European cars. - to “see” and support high By converting the voltage and frequency signals of the current current under various waveforms The passenger’s comfort is (ripple on the fundamental) from (DC, AC, different frequencies, represented more and more in these the high switching frequency of stable or variable frequency), they systems and consequently increases the inverter, have the responsibility to supply the overall energy requirements. The - and to achieve accurate control systems such as: auxiliary inverters have to rationalize of the speed. the best energy consumption by - Batteries: The DC voltage using the latest power electronics Several propulsion motors can be provides charge to the battery technology and take advantage of connected in parallel at the inverter at different values depending any possible energy savings. output. on the country and the traction Depending on the equipment manu- vehicle (24, 48, 72 or 110 V being For the previous mentioned reasons facturer, some techniques are possi- the most widely used). (protection and control), monitoring ble to improve the voltage waveform The batteries are used to provide the DC or AC currents and voltages applied to the motor or to decrease start-up current, for emergency at the input and output of the the motor harmonic currents. lighting when the line supply inverter is needed. This is also The PWM inverter output phase fails, or to supply power to other essential for successful loop control. voltages can also be controlled with auxiliary circuits. Again, depending on the regulation help from two voltage transducers Charging and discharging of accuracy required, the choices for derived from the DVM-Voltage, the batteries are monitored by voltage and current transducers DV Voltage or DVL Voltage or CV- voltage transducers. Depending are various. Furthermore, auxiliary Voltage families for speed control on the accuracy needed for inverters are subject to cost (N°:6 in the figure 2). this type of monitoring, various pressures and often the least models are available. expensive measuring solutions Auxiliary Inverter The CV 3 models are designed are the final preferences. In this for high accurate measurement context, the best compromise of Auxiliary inverters are the systems throughout their measuring rang- the price/performance ratio for supplying other on-board loads. es followed by the DV Voltage, the voltage measurement is the LV Although, not as popular, they DVL Voltage and DVM-Voltage 25-Voltage family (200 V to 1200 are essential to the auxiliary loads models. V) and for current measurements, needed for the propulsion and for - Resistances and windings, models derived from the LTC and the passengers’ comfort. - Motors: DC or even AC motors LAC families are typically the best Depending on the catenary volt- operating under three phases solutions. All use the Closed Loop ages on the applied loads at the 380-400 V/50-60 Hz for car Hall effect technology providing output, on the constraints dic- ventilation, traction motors fans high bandwidth, overall accuracy tated by the car itself (where it will and traction compartment fans, at + 25°C between 0.4 and 0.8 be mounted : On the roof, into blowers, pumps, compressors, % of nominal current (or voltage)

10 LF series : Compact Current transducers

Measures DC, AC, pulsed … currents with galvanic isolation 100…2000 ARMS Choice between different electrical parameters Closed loop Choice between different output connectors, studs, cables Hall cell

2000 A LF xx10 FAMILY 1000 A LAC 300-S Very compact Mounting versatility packages Several horizontal or vertical mountings

500 A On-Board Applications 300 A 200 A 100 A

Technical data in short form. For more details please see data sheet

LF 210-S/SP5 LF 210-S/SP11 LF 310-S/SP20 LAC 300-S

Other types: contact sales < < < < Special features : contact sales < < < <

Parameter Description Condition unit

Primary nominal current A IPN RMS 100 200 300 400 Measuring range, primary @ ±12…15V A peak ±200 ¹ ±420 ¹ ±500 ¹ ±650 ¹ IP

Max. Measuring resistance @ ±15V Ω 54.6 27.2 24.15 15 RMmax Max. Measuring resistance @ ±12V Ω 40.35 13.6 12.75 RMmax Min. Measuring resistance @ ±15V Ω 47 23 0 0 RMmin Min. Measuring resistance @ ±12V Ω 15 0 0 RMmin Conversion ratio 1 : 1000 1 : 2000 1 : 2000 1 : 4000 KN Secondary nominal current mA 100 100 150 100 ISN Supply voltage ±5% V ±12…15 ±12…15 ±12…20 ±15 VC Current consumption @ ±15V mA 35 + IS 35 + I 38 + I 25 + I IC S S S Vd Dielectric strength 50Hz 1min. kVRMS 3.5 3.5 3.8 5.5

XG Overall accuracy @ IPN, TA = 25ºC % < ± 0.2 < ± 0.2 < ± 0.2 < ± 1 @ IPN, TA = -40…+85ºC % < ± 0.2 < ± 0.2 < ± 0.2 ε L Linearity error % < 0.05 < 0.05 < 0.05 < 0.1

IO Offset current @ IP=0, TA=25ºC mA ≤ ±0 .15 ≤ ±0 .075 ≤ ± 0.1 ≤ ±0 .15 IOM Residual current @IP after overload 3 x IPN mA ≤ ± 0.2 ≤ ± 0.1 ≤ ± 0.1 ≤ ±0 .15 IOT Thermal drift of Io -40…+85ºC mA typ. ±0.2 typ. ±0.12 typ. ±0.1 typ. ±0.2 tra Reaction time @10% of IPN ns < 500 < 500 < 500 tr Response time @90% of IPN μs < 0.5 < 0.5 < 0.5 < 1 di/dt accurately followed A/μs > 100 > 100 > 100 > 50 BW Frequency bandwidth -1dB kHz -3dB kHz DC…100 DC…100 DC…100 DC…50

TA Ambient operating temperature ºC -40…+85 -40…+85 -40…+85 -40…+85 TS Ambient storage temperature ºC -50…+90 -50…+90 -50…+90 -45…+90 RS Secondary coil resistance @ TA = +25ºC Ω 8.5 27 22.5 " @ TA = +85ºC Ω 11.05 35.1 29.25 67 m Mass g 75 78 107 137

Standards EN50155 yes yes yes yes Secondary connection Molex Minif.5566 Molex Minif.5566 Molex Minif.5566 Molex 70543-0003 Shield between primary and secondary no no no no

1) more details: see data sheet

11 and fast response time for current tramways are not possible). The diesel engine drives: transducers (less than 1 µs @ 90 Often combined with a diesel engine % of Ipn). (bi-mode), the rail network can be 1. DC current generator, If mounting constraints or overall extended outside cities by using the 2. or, a three phase alternating- dimensions restrictions are relevant diesel mode. Also, the trolleybuses current generator. then other models can be used for and tramways, with their batteries this function, such as the LA 205 / charged via the auxiliary inverter or Both scenarios need to supply power 305 series or LT and LF 510 / 1010 through wheel inertia or “Sup Cap,” to DC motors for the propulsion. / 2010-S families for example. ensure their electrical propulsion in However, if the price is the main places where electrical networks The three phase alternating-current issue and if overall accuracy of are not possible for architectural generator must use a rectifier at the 1 % of Ipn at +25°C, a slightly reasons for example: High flexibility. output to convert back to DC. longer response time (between 3 and 10µs @ 90 % of Ipn) and a 3. Rolling Stock Underground Current control from the generators shorter bandwidth (10 to 50 kHz) are is accomplished by a rheostat or a acceptable in the application then, (Subways) group of contactors. the solution might be an Open Loop Traction power is controlled by Hall effect based current transducer: At one time, subways propulsion adjusting the rotational speed On-Board Applications the HTA, HAR or HTC series. systems were based on resistor setting of the diesel engine. control to control a series DC current DC voltages generated can be from 2. Rolling Stock Light Rail traction motor then, chopper control 400 to 1500 V with currents from was progressively introduced in the 500 A to 2500 A DC. Cars (Trolleybus/Tramways) 70’s to reduce the power losses and finally, combined with the But as for all the other rolling stock, In principle, there is no major regenerative braking to reduce the trend is asynchronous motors. difference between the diagrams of overheating in tunnels and to save Today, we see that the share is 80 heavy traction and light rail traction energy. Most of the recent deliveries % with AC and 20 % DC. systems. are now based on inverters This trend can also be justified by Both are mainly propelled by controlling asynchronous motors. the requirement to reduce the fuel asynchronous motors. As for consumption. the heavy traction, the chopper They operate mainly from DC Indeed, asynchronous motors pro- technology is still often used to voltages supplied by the rails (third vide better yield than DC in the same supply a series DC current traction rail or 2 lateral rails) or by a catenary application. motor. (for suburban lines) with typical The whole electrical system is They operate mainly from DC values: 600 V, 750 V up to 1500 V similar to the one used for the voltages supplied by the catenaries at the maximum. heavy traction except that the initial with typical values such as: 600 V, Subway systems also use auxiliary AC power is generated by the AC 750 V, 900 V, 1200 V or 1500 V at inverters for auxiliary functions such generator (alternator). the maximum. as ventilation, air-conditioning, The needs in current and voltage The main transformer and rectifier doors openers, etc., similar to heavy measurements are the same as are then not needed. traction, trolleybuses and tramways. previously detailed in the other rolling stocks. Auxiliary inverters are also used, as 4. Rolling Stock Heavy Traction for the heavy traction, to generate either three phase AC 380 V voltage Diesel-Electric : or DC voltage (24, 48 V or more) for battery chargers. Both voltages In the past, locomotives operating (DC and AC three phase output where no electrical networks exist voltages) can be isolated from the had only a couple of options: auxiliary inverter with an intermediate transformer. Trolleybuses as well as tramways are becoming more and more important in cities to reduce the local air pol- lution. Trolleybuses are however more abundant than tramways, as they require less significant infra- structure and also, as they are more convenient for steep grades (where

12 Auxiliary Inverter Copyright Bombardier Copyright ALSTOM On-Board Applications

Copyright ALSTOM Large current range capability up to 4000 A LT FAMILY

Large choice of secondary 4000 A connections

Busbar or aperture 2000 A

LA 205 / 305 FAMILY

500 A 200 A 300 A 1000 A

13 LF series : Compact Current transducers

Measures DC, AC, pulsed … currents with galvanic isolation 100…2000 ARMS Choice between different electrical parameters Closed loop Choice between different output connectors, studs, cables Hall cell

LF xx10 FAMILY 1000 A 2000 A

Very compact packages

500 A On-Board Applications 300 A 200 A 100 A

Technical data in short form. For more details please see data sheet

LF 510-S/SPA2 LF 1010-S/SPA2 LF 2010-S/SP1 LT 4000-S/SP34

Other types: contact sales < < < < Special features : contact sales < < < < Different bus bars are available no no yes yes

Parameter Description Condition unit

IPN Primary nominal current ARMS 500 1000 2000 4000

IP Measuring range, primary @ ±24V A peak ±1920 ¹ ±2720 ¹ ±3500 ¹ ±6000 ¹

RMmax Max. Measuring resistance @ ±24V Ω 2.06 1.2 6.5 10 2) 3) 4) RMmax Max. Measuring resistance @ ±15V Ω 1.44 0.64 0.72 RMmin Min. Measuring resistance @ ±24V Ω 0 0 0 2 RMmin Min. Measuring resistance @ ±15V Ω 0 0 0 KN Conversion ratio 1 : 4000 1 : 5000 1 : 5000 1 : 5000 ISN Secondary nominal current mA 125 200 400 800 VC Supply voltage ±5% V ±15…24 ±15…24 ±15…24 ±24 IC Current consumption @ ±24V mA 49 + IS 49 + IS 48 + IS 35 + IS Vd Dielectric strength 50Hz 1min. kVRMS 4.6 6 10 12

XG Overall accuracy @ IPN, TA = 25ºC % < ± 0.5 < ± 0.2 < ± 0.2 < ± 0.5 @ IPN, TA = -40…+85ºC % < ± 0.6 < ± 0.4 < ± 0.3 ε L Linearity error % < 0.1 < 0.15 < 0.1 < 0.1

IO Offset current @ IP=0, TA=25ºC mA ≤ ±0.25 ≤ ±0.2 ≤ ±0.2 ≤ ±0.8 IOM Residual current @IP after overload 3 x IPN mA 0.175 0.2 ≤ ±0.2 IOT Thermal drift of IO mA typ. ±0.15 typ. ±0.12 typ. ±0.2 typ. ±0.6 tra Reaction time @10% of IPN ns < 500 < 500 < 500 tr Response time @90% of IPN μs < 0.5 < 0.5 < 0.5 < 1 di/dt accurately followed A/μs > 100 > 100 > 100 > 50 BW Frequency bandwidth -3dB kHz DC…200 DC…200 DC…150 DC…100

TA Ambient operating temperature ºC -40…+85 -40…+85 -40…+85 -25…+70 TS Ambient storage temperature ºC -50…+90 -50…+90 -50…+90 -40…+85 RS Secondary coil resistance @ TA = +25ºC Ω 33.3 29.9 18.6 15 @ TA = +85ºC Ω 43.29 38.87 24.18 m Mass g 240 435 1500 6000

Standards EN50155 yes yes yes yes Secondary connection Molex Minifit 5566 Molex Minifit 5566 Lemo EEJ...CYC M5 studs Shield between primary and secondary yes yes yes no

1) more details: see data sheet

2) IP max = 1200 A

3) IP max = 1700 A

4) IP max = 2600 A 14 DV, DVM and DVL series : Voltage transducers

Measures DC, AC, pulsed … Voltages with galvanic isolation 50 V…6400 VRMS Choice between different electrical parameters Isolation Amplifier Choice between different output connectors, studs, cables Insulating Digital Technologies On-Board Applications

Technical data in s hort form. For more details please see data sheet

DVL 1000 DVM 2000 DV 1200/SP2 DV 4200/SP4 DV 6400

Other types: contact sales < < < < < Special features : contact sales < < < < <

Parameter Description Condition unit

VPN Primary nominal voltage VRMS 1000 2000 1200 4200 6400 ) ) ) ) ) VPM Measuring range, primary @ ±24V V ±1500 ¹ ±3000 ¹ ±1800 ¹ ±6000 ¹ ±9050 ¹

RMmax Max. Measuring resistance @ ±24V Ω 133 244 28 140 133 RMmax Max. Measuring resistance @ ±15V Ω 133 135 7 133 RMmin Min. Measuring resistance @ ±24V Ω 100 0 0 60 0 RMmin Min. Measuring resistance @ ±15V Ω 0 0 0 0 0 ISN Secondary nominal current mA 50 50 50 50 50 VC Supply voltage ±5% V ±15…24 ±15…24 ±15…24 ±15…24 ±13.5…26.4 IC Current consumption @ ±24V mA 20 + IS 30 + IS 20 + IS 20 + IS 25 + IS Ve Partial discharge extinction voltage RMS@ 10pC kV 2.7 5 5 5 7.05 Vd Dielectric strength 50Hz 1min. kVRMS 8.5 12 18.5 18.5 18.5

XG Overall accuracy @ VPN, TA = 25ºC % < ± 0.5 < ± 0.5 < ± 0.3 < ± 0.3 < ± 0.3 2) @ VPN, TA = -40…+85ºC % < ± 1 < ± 1 < ± 1,2 < ± 1 < ± 1 ε L Linearity error % < 0.5 < 0.5 < 0.1 < 0.1 < 0.1 IO Offset current @ VP=0, TA=25ºC mA ≤ ±0.05 ≤ ±0.05 ≤ ± 0.5 ≤ ± 0.5 ≤ 0.05 2) IOT Thermal drift of Io -40 ... +85°C mA max ±0.15 max ±0.12 max ±0.3 max ±0.1 max ±0.1 tr Response time @90% of VPN μs < 50 < 50 <48 < 48 < 48 BW Frequency bandwidth -3dB kHz DC…14 DC…13 DC…12 DC…12 DC…12

TA Ambient operating temperature ºC -40…+85 -40…+85 -40…+85 -40…+85 -40…+70 TS Ambient storage temperature ºC -50…+90 -50…+90 -50…+90 -50…+90 -50…+85

m Mass g 270 375 620 620 620

Standards EN50155 yes yes yes yes yes Secondary connection M5, Faston M5, Faston M5, Faston M5 M5, Faston Shield between primary and secondary no no no no no

1) more details: see data sheet 2) -40 to +70°C

15 Substations The substations then supply these transformers may have additional various voltages to the rolling stocks. windings for metering and protection Most of the trains are powered The supplied voltage type (AC or purposes. electrically. The necessary power DC) and levels make the substations Some relays are protecting the to energize the electrical motors for different in their building. transformer and also contribute to locomotive propulsion is generated These substations are located as the rectifier protection. at the railway substations. close as possible to the tracks to maintain a consistent power level. Rectifiers Power substations convert the The number of substations all along Substations the track is dependent on the power Most of the rectifiers are in 3-phase high voltage provided by the utility supply requirement (subway or high bridge connection. company’s distribution lines to the speed trains for example) and also These rectifiers shall withstand a full low voltage (AC or DC) and supply it of the traffic. short circuit until the opening of the with direct current needed to oper- AC breakers; this is rather common ate railway vehicles. Generally, they are made up of in traction networks. (figure 6): It is not unusual to find current Once generated, the voltage transducers measuring earth and current are distributed to the - AC switchgear, leakage current from the rectifier to locomotives or rolling stocks via - Power transformers, the rail (as represented in figure 6). the catenaries or rails (for urban - Power rectifiers, underground railway for example). - DC switchgear. DC switchgear The voltages generated by the substations are various, due to the Initially, the substation has an input DC switchgear is used to connect different possible voltage networks voltage of 10.5 kV/AC/50 (60) Hz the rectifier DC busbar and the cat- existing, according to the country up to 66 kV/AC/50 (60)Hz, as an enary (DC line). where the rolling stocks are running. example, and can convert it into All the following voltage networks different levels of AC or DC voltages Its aim is to open the circuit: exist in Europe: depending on the network supply requirement. - During low impedance short - 1.5 kV DC : in south of France, circuits, the DC switchgear must Netherlands… - 3 kV DC : in Spain, Italia, Latvia, High voltage distribution lines Slovenia, Estonia, Poland, AC busbars Belgium,Croatia, Moldavia… representing about 30 % of the AC switches AC breaker Possibility to install worldwide railway electrical lines, or breakers transducer - 15 kV / AC / 16.7 Hz: in Germany, Switzerland, Austria, Norway, Sweden... - 25 kV/AC/50 Hz : Portugal, Transformer AC feeding North of France, North of UK, cables DC swtichgears Finland, Belarus, Yugoslavia, Bosnia & Herzegovina, Macedonia, Greece, Romania, Bulgaria, Hungary, Lithuania, U Denmark… - 3 kV DC and 25 kV/AC/50 Hz : Czech Republic, Slovakia, Ukraine, Russia… Rectifier - 750 V DC : UK…

IDC negative To catenary or DC feeders To rail Today, the trend is to have more Figure 6: Typical Substation layout. and more heavy rolling stocks open within milliseconds to powered with voltage lines under AC switchgear and Power trans- prevent overcurrent levels AC voltage. formers exceeding breaking capacity. For the subways, trolleybuses, or You will find current transducers tramways the voltage line is typically AC switchgear is similar to the ones accurately measuring and between 600 to 900 V DC (600, installed in AC distribution stations. monitoring these short circuit 750 and 900 Volt). In a general way, the AC current overcurrents while feeding relays

16 Substations

Copyright ALSTOM

DVL VOLTAGE Voltage measurement from 50 to 2000 V

HAR 1000-S Small size for 1000 A measured

DVM-VOLTAGE Voltage measurement from 600 to 4200 V

17 with defined trigger levels to between arc splitting plates. The open the switchgear without sum of all these individual small delay (as represented figure 6). voltages makes the total reverse HAZ xxxx-SB - During medium to high voltage. Vout (V) impedance short circuits, the After the interrupt (up to 80 to + 10 DC switchgear must open 150 kA peak), the current then within a few hundred decreases with a time constant milliseconds. Again, the L/R while the breaker reverse - Ipn + Ipn combination of the current voltage is higher than the busbar

Substations - 10 transducer and relay will trigger DC voltage. The arc stops when the the switchgear to open, current is at a zero value. however, electronic analysis of The current transducers installed HAZ xxxx-SBI the transducer ouput waveform must support these high over- currents (representing sometimes would allow further Iout (mA) consideration and decision 20 times their nominal value) and + 20 making (as represented figure 6). voltages.

Typical nominal currents in DC When bare or semi-isolated busbars - Ipn + Ipn switchgear range from 1000 to are used for the primary current 10000 A DC and voltages from 600 feed into the substations, then the - 20 to 3000 VDC. isolation for transducers is required (12 kVRMS/50 Hz/1 min as isolation Current transducers LT 4000-S/ test voltage as an example). HAZ xxxx-SBI/SP1 SP32, SP34, LT 4000-T/SP42, or On the other hand, if the primary Iout (mA) HAZ 4000…20000 models can conductor is isolated, this will + 20 measure and detect these required typically result in a large conductor levels and are especially useful due requiring current transducers with a large aperture. The LT 4000-S and to their large apertures allowing + 12 wide primary conductors as this HAZ models provide the oversized aperture for large isolated primary + 4 is often the case in this kind of - Ipn + Ipn application. conductors.

The protection can also be ensured HAZ models are designed for various nominal current measurements HAZ xxxx-SRU by measuring the current at the from 4000 up to 20000 A and can rectifier output using the same current Vout (V) supply various output signals such transducers previously indicated, and + 10 as : represented in figure 6. - +/- 10 Volt instantaneous: The voltage at the DC switchgear - Ipn + Ipn HAZ xxxxx-SB models, or the DC busbar (rectifier output) is - +/- 20 mA instantaneous: often monitored to ensure the right HAZ xxxxx-SBI models, voltage supplied to the catenary - + 4 to + 20 mA instantaneous: HAZ xxxx-SRI (The DV Voltage transducers are HAZ xxxxx-SBI/SP1 models, possible voltage transducers Iout (mA) - + 20 mA DC TRUE RMS: solutions as represented figure 6). + 20 HAZ xxxxx-SRI models, - + 4 to + 20 mA DC TRUE RMS: Many times, when DC circuit HAZ xxxxx-SRI/SP1 models, - Ipn + Ipn breakers interrupt the circuit, - + 10 Volt DC TRUE RMS: a reverse voltage is generated HAZ xxxxx-SRU models. at about 2 times higher than its nominal value. This reverse voltage HAZ xxxx-SRI/SP1 is generated by the arc splitting Iout (mA) process. This arc is split into small arcs in series within the arc chute + 20 and each individual arc generates a reverse voltage (20 to 25 V). - Ipn + 4 + Ipn These small arcs are contained

18 HAZ 4000 ... 20000 FAMILY

Signal Conditioning or Instantaneous Output Substations 20

4

0/4 - 20 mA True RMS 0 - 10 V

Model Instantaneous DC True RMS Output

Voltage 0 - 10 Volt - SB - SRU

Current 0 - 20 mA - SBI - SRI

Current 4 - 20 mA - SBI / SP1 - SRI / SP1

Measurement from 4000 A to 20000 ARMS

with the same compact size

19 Energy Measurement for generation of universal energy • Additional “user” load profile meters for electric traction units like the voltage with a shorter On-Board Applications: with the authorization for billings. time interval (feature coming EM4T II Thanks to the advanced in a second design step) capability (such as input channels • Position of the train at the With the liberalization and/or to connect any actual available time the load profile was privatization of some of the major current and voltage transducer stored and/or the event arose or transformer) of the EM4T II, it rail networks, the opportunity for • Further functions, such as is used both in new multi-system traction units to cross national voltage detection can be set. boundaries now exists, using locomotives and for retrofitting both the installed base of rail and to all types of electrical rail planned rail networks. vehicles already in operation. The measured energy information This gave train designers the Recently, the new EN 50463 includes separately the consumed daunting task to develop multi- standards define characteristics and regenerated active and system locomotives to be used on of energy measurement function reactive energy and is stored the different existing networks. (EMF) as well as transducers for in the load profile memory (at 5 Energy Measurement Energy Measurement These prime movers would be current and voltage DC or AC minutes period length) for at least needed to operate on the different measurement used for EMF. This 300 days. supply networks of bordering evolution led LEM to upgrade The input variables - current countries along the route without EM4T to the latest model: EM4T and voltage - are connected to requiring an equipment exchange II. the measuring circuits of the at the regional or network supply EM4T II via differential inputs border. EM4T II - the load profile provider (Picture 2 and 3), designed for Today, it is therefore technically connection of all current and possible to transfer people or EM4T II is a single energy meter voltage transducers/transformers goods throughout Europe, from complying to all the requirements currently available on the market. Norway to Sicily for example, of EN 50463-x & EN 50155 Four input channels are proposed without any physical exchange of standards for metering and On- for metering of both DC and AC the locomotive (Picture 1). Board use, and thus satisfies signals of any existing traction Changes in the Energy Markets the requirements of EC Decision network (see chart 1). in the form of deregulation and 2011/291/EC (TSI “Locomotives increased competition for large user and passenger rolling stock”). contracts brought potential benefits The EM4T II is suitable for usage for those willing to negotiate for EM4T II processes signals from in multi-system vehicles. Supply their electrical traction supply the transformer and electronic systems 25 kV 50/60 Hz and 15 requirements. converter systems for current and kV 16.7 Hz, or either 600 V DC, This negotiation however voltage to calculate energy values 750 V DC, 1.5 kV DC or 3 kV DC requires greater knowledge and which are stored as load profile are covered. A system change is understanding of the load profile information. detected by the energy meter and of bulk supply points in one of the In this load profile (set and stored stored in the load profile. harshest electrical environments – in intervals of 1, 2, 3, 5, 10 or 15 The requirements for current the traction supply. minutes period length according measurement at this level can be With the energy meter from LEM, to the user), the primary energy diverse. the data for the precise calculation (delta) values are recorded A large aperture transducer is of both supplied and regenerated together with data such as: appropriate when the primary energy for billing purposes can conductor is highly isolated to be accomplished on the train, support the high level of voltage independently of the energy • Date and time stamp (15 to 25 kV AC as nominal level): supplier. • Events LEM’s ITC Transducer Series is of • Train identification numbers this category. The second generation of universal • Absolute energy values for energy meters for traction especially consumption and regeneration designed for on-board applications of active and reactive energy • Frequency of the network With the EM4T II energy meter, (16.7 Hz, 50 Hz, 60 Hz or DC) LEM introduced the second

20 Picture 1 : European rail networks

FINLAND

SWEDEN VR RUSSIAN FEDERATION NORWAY not electrified NSB SJ ESTONIA EVR LATVIA RZD electrified (DC) tracks LDZ

DENMARK LITHUANIA IRELAND BELARUS 1.5 kV DC IE BR NETHERLANDS BZD UNITED KINGDOM POLAND NS GERMANY PKP 3 kV DC BELGIUM UKRAINE SNCB FAP/KHP DB AG CD UZ SLOVAKIA ZSR SNCF AUSTRIA 15 kV 16.7 Hz SWITZERLAND HUNGARY FRANCE OBB SBB/CFF/FFS MAV ROMANIA SLOVENIA SNCFR SZ CROATIA HZ 25 kV 50 Hz BOSNIA FS AND HERZEGOVINA MONACO ITALY ZBH JZ BULGARIA KOSOVO MONTENEGRO PORTUGAL BDZ CP SPAIN MACEDONIA 3 kV DC / 25 kV 50Hz Energy Measurement RENFE ALBANIA OSE GREECE

EM4T II Energy meter for electrical traction unit railways

• Data recording according to EN 50463-x • Accuracy 0.5R according to EN 50463-2 Picture 2: EM4T II • Multi-System capability for DC, 16.7 Hz, 50 Hz, 60 Hz • Supply systems according to EN50163: 25 kV 50 Hz, 15 kV 16.7 Hz, 600 V DC, 750 VDC, 1.5 kV DC, 3 kV DC • Measurement of consumed and regenerated active and reactive energy • For DC optionally with up to 3 DC current channels • Input for GPS receiver • Load profile recording including location data • RS-type interface for data communication • Ethernet-interface (Available in the next version) Siemens Train

Version Channel 1 Channel 2 Channel 3 Channel 4 AC AC-voltage AC-current ACDC AC-voltage AC-current DC-voltage DC-current DC DC-voltage DC-current DCDC DC-voltage DC-current DC-current DCDCDC DC-voltage DC-current DC-current DC-current

Chart 1: EM4T II possible configurations for inputs

21 For the DC networks, the measure the energy consumption All measured and stored data transducer’s inherent isolation for vehicles with multiple power can be read out via the RS-type properties are adequate. supply points. interface (via modem or local). Analog to Digital Sigma-Delta The EM4T II has a dedicated The interface versions conversion processors suppress RS232 interface input for RS232, RS422 or RS485 are high frequency disturbances in all receiving serial GPS-data available. The applied data channels, enhancing even further messages according to NMEA communications protocol is the capacity to handle the often 0183, including the location data IEC 62056-21 and is therefore rapid supply transitions within of the energy consumption point. easily adaptable by all common traction supplies. It synchronizes also the internal remote reading systems. In the The microprocessor reads the clock of the meter using the next version, the EM4T II will also sampled values and calculates obtained time information. provide an Ethernet-interface. the real energy in adjustable A log book in full conformity The supply voltage is selectable intervals (standard value = 5 min). with EN 50463-3 is stored between 24 V and 110 V. The results are then saved in in the EM4T II. This log book Optionally, the EM4T II offers

Energy Measurement flash memory (a special variant of information contains e.g. loss a power supply of 12 V for a an EEPROM). and gain of the operating communication unit (modem). The signals from 2 AC and 2 DC voltage, power up/power down The operating conditions input channels (each for U- and events of the supply voltage, (considering EMC, temperature, I- input) are used to calculate clock synchronization, and the vibration, etc.) meet the special the energy values. The high- modification of parameters requirements for traction use, accuracy measurement of the influencing the energy calculating. including EN 50155, EN 50121- energy value is guaranteed by the Identification data of the vehicle 3-2, EN 50124-1, and EN 61373. digitally sampled signal converter or train are also stored and can The compact and fire-retardant implemented, providing the be retrieved separately. The self- enclosure provides protection highest level of temperature and luminous display of the EM4T against the ingress of moisture or long-term stability. II shows cyclically all relevant foreign objects according IP 65. Optionally, the EM4T II for DC energy and status information measurement is available in a without required operations of a version with a single voltage input mechanical or optical button. and up to three current inputs to

Standards & Regulations • EN 50463-x Modem GPS (GSM / GPRS / GSM-R) Receiver (2012): Railway application Energy measurement on board trains DC measurement Class 2 AC measurement Class 1.5 Local Display Interface • EN 50155 Railway applications Battery Supply (2007): Electronic equipment used ISOLATION Over- ISOLATION on rolling stock Voltage MEMORY Protection µ-Processor CLOCK • EN 50121-3-2 Railway applications RESET (Buffer Battery) Supply Buffer (2006): Electromagnetic compatibility ISOLATION ISOLATION Part 3-2: Rolling stock - Apparatus

Internal Supply ADC ADC ADC ADC • EN 61373 Railway applications (2010): Rolling stock equipment Sensor Sensor Sensor Sensor Shock and vibration tests Channel Channel Channel Channel #1 #2 #3 #4 • EN 50124-1 Railway applications (2001): Insulation coordination Part 1: Basic requirements Transducer Transducer Transducer Transducer • IEC 62056-21 Electricity metering (2002): Data exchange for meter reading, Picture 3: Block diagram of the LEM energy meter tariff and load control Part 21: Direct local data exchange

22 EM4T II DV 4200/SP4 ITC 4000-S ITC 2000-S Energy Measurement

Part of a high voltage frame of a multi-system locomotive with the positions needed for current & voltage measurement

DV-VOLTAGE FAMILY

1200 to 6400 VRMS Standards & Regulations One unique compact package Class 0.5R accuracy Low thermal drift

ITC 2000...4000-S FAMILY Better than Class 0.5R High temperature stability

23 Specific Railway A control system is then used to application, a 1 A accuracy for the monitor the output signal of the DC component measurement is Applications LEM transducer. If frequencies of sufficient and is performed by a 42 Hz and/or 50 - 60 - 100 Hz are Closed Loop Hall effect transducer. 1. Interference Frequencies present, the system detects them However, to achieve this level Detection and automated equipment stops of accuracy, and withstand a the train. high parasitic magnetic field Most of the trolleybuses, trams, Normally, the PWM converters environment, a special design is subways and suburban networks are designed so that the drive necessary (LEM current transducer work with DC voltage (600 to 3000 system cannot generate these LB 2000-S/SP4 for example). V DC). frequencies, but these may appear Recall that the standard 2000 A These networks are divided into because of defects in the internal transducers have a DC offset error different isolated sections, each filter, malfunctioning of the pulse of at least 2.5 to 3 A (Figure 8). powered by different substations modulation system of the drive, etc. as seen previously. The RA products are considered If the DC component control In addition to their normal DC as important products in this is made on the primary of the voltages provided, these application as ensuring a safety transformer where the supply substations are supplying also a function. voltage can be of 25 kVRMS AC, the small AC signal (of 42 and 50 Hz That is why the RA transducer AC current level will be much lower or 60 or 100 Hz). can be used in a redundant way, and the low DC component allowed When a train enters a given section with 2 pieces per measurement. will then require a more precise of the track system, the wheels Some additional functions are often current measurement technology.

Specific Railway Applications short the AC signals (through required in this kind of application Typically, Fluxgate technology can the axle) and the “Track-Free- and then added, like an built-in be used for that requirement but Signaling-System” protects this test winding, part of the simulation that means also a transducer with area with a red stop signal for the system to check the overall safety a large aperture as the primary other trains. chain before every start of the train. conductor will have to be isolated

By using PWM (Pulse Width Modulation) converters, the drive system of the trains also generate U low frequency signals which are fed DC DC-Link U back into the network. Due to these generated interference currents, the frequency Breaking DC spectrum must be controlled and Circuit current Voltage limited to 10 A maximum through Breaker Interference Short circuit current detection internal filters, because when a measurement Motor frequency of 42 Hz and/or 50-60- Current 100 Hz is fed into the network, the Figure 7: Interference current measurement on the DC link. “Track-Free-Signaling-System” will measure the signal and will open for the network voltage (25 kV this section of the track for the 2. Main Transformer for example) or the transducer other trains. Saturation Detection proposed will have to support this For example, in an application, the voltage level constraint. 25 Hz current generated and sent The measurement of a low DC back to the DC supply can be 50 component in high AC currents can times greater than the maximum be requested to control the current 3. Fault Detection limit tolerated at 42 or 50 Hz (0.5 A). supplied by the main transformer previously to the driving converter. In underground DC traction power LEM RA family current transducers This DC component can saturate supplies using a positive and a have been designed to detect the transformer and, as a result,has negative running rail, differential AC currents up to 20 A peak, to be limited or the faulty converter current detectors (CD differential in a dedicated bandwidth, disconnected. current transducers) are needed to detect faults from either supply superimposed on a DC current of A 2000 ARMS transducer is required 1000 up to 4000 A DC with a given to measure both the AC current pole to earth (Figure 9). accuracy. and the DC component. For that

24 Such faults would perturbing 25 kV currents for the signaling system. Inverter In this application, primary 4 Quadrant Controller currents reaching up to 1500 A are Traction controlled with a detection of an Motor imbalance level of 1 A at a precision M of 0.1 A. In the same kind of underground LB 2000-S/SP4 vehicle, the heating circuits must also be controlled with differential current transducers. Currents of approximately 100 A are monitored Figure 8: AC+DC measurement in transformer output of driving converter for imbalance down to 100 mA with a maximum offset error of 15 mA.

+ 420 V

200 Ohm Earth fault = 3A

CD transducer 100 Ohm Earth fault = 6A Specific Railway Applications Substation - 210 V

Figure 9: Current balance detector for underground

CD FAMILY

Copyright ALSTOM RA FAMILY

LB 2000 FAMILY

25 Mining Trucks Wheel drive system with DC motors Applications

Mining Trucks Traction Alternator excitation Off-highway vehicles (trucks) Rectifier operating in mining use high horsepower diesel engines Engine Microprocessor Wheel Control unit Motors combined with an electrical drive system to propel them efficiently Alternator with electrical motors in harsh Motor excitation environments such as large surface mining. AC or DC drive systems can be used according to the motors used. The global systems for propulsion of these trucks are quite similar To simplify, the system is made mining) and provide the whole system to the ones used for the Diesel- up of: enhanced productivity by reducing Electric railway locomotives. - An alternator, maintenance services (Brushes LEM, based on its experience - a rectifier, elimination, contactors decreasing…). Mining Trucks Applications in traction applications, supplies - a microprocessor control unit, current and voltage transducers - and motorized wheels The use of power electronics makes for control in inverters, one of the (DC motors). the system simpler and more major sub-systems in truck drive reliable with increased efficiency. systems. The microprocessor control unit And the improved efficiency leads In open cast mining (surface monitors the alternator and rectifier, to less fuel consumption. mining), the conditions are extreme and DC motorized wheels to deliver To simplify, the AC system is made leading to high constraints. optimal performance. up of: The truck wheels are electrically The use of a microprocessor control - An alternator, motorized, either DC or AC unit allows quick diagnostics when - a rectifier, motors, driven by a specific drive defects occur. (or inverter), as the ones used in traction applications to ensure the Wheel drive system with AC motors propulsion locomotives. Electronic drives systems, Inverter 1 IDC compared to mechanical drives, provide lower operating costs and M

higher haul productivity. Rectifier IM VM The elimination of torque converters, Breaking Engine U drive shafts, transmissions, and Chopper DC differentials (all exhibiting high Alternator M wearing coefficients), reduces the I maintenance, improves the trucks IM VM life time, reliability and finally overall Resistor Inverter 2 cost. Grid The motor torque and speed applied to the wheels is controlled As for the traction propulsion in - a DC link, by the DC or AC drives by closely railway industry, the trend today is - one or several DC/AC drive monitoring the voltage and current to use IGBT (GTO are also still used) inverters, supplied, avoiding then a gear box. based AC drive systems to control - a microprocessor control unit, This provides smooth application of AC motors (generally asynchronous - and motorized wheels the power to the wheels (this also motors driving the wheels) for new (asynchronous motors). reduces tire wear during wheel levels of performance. AC motors The drive inverters are controlled spinning and safe operation). are indeed less restricting (smaller, by the microprocessor control unit more robust, and, better suited for to convert DC to AC power and harsh environments such as surface

2626 to supply the motorized wheels with the desired power (PWM voltage inverter with variable frequency, AC current). This is the same concept used for the drive propulsion inverters for locomotives in railway industry. All of the inverter output parameters (current, voltage, frequency) are controlled by the microprocessor control unit, adjusting if necessary, certain parameters at the inverter leading to attain the required power for the commanded torque and speed of the wheels. Current and voltage transducers are essential to monitor these parameters. Nevertheless, due to the harsh conditions of the application, the models used have to be well adapted. Mining trucks are exposed to extreme Mining Trucks Applications dust, humidity, and temperature conditions all around the world; therefore, the transducer must be designed to perform optimally in this environment. The result can be models issued from the HTC series (500 to 3000 A nominal), LT 505 - 1005 - 2005 Copyright ALSTOM series for current measurement and from DVM Voltage & DVL Voltage families for voltage measurement. All transducers are HTA FAMILY 250 A potted or varnished to guarantee exceptional protection against 1000 A humidity and dust. Also, vibration immunity is important in such applications. This explains the choice of transducers adapted for traction applications, as they have already complied with high level vibration constraints originating from railway applications. Hence, all are qualified against the EN 50155 standard for the environmental tests. HTC FAMILY 500 A 1000 A 2000 A One unique design 3000 A to cover their ranges

27 Trackside Applications - Preventive maintenance, The information is collected replacement to prevent failures, and analyzed to predict a more The rail industry operates - Maintenance process preventive maintenance time for in a physically unique context. improvement. similar equipment. If there is a points failure, signal Generally speaking, this optimizes problem or a fault with the rails, you About 25 % of disturbances causing the efficiency of the railway can’t just drive around the obstacle. trains delays are due to the point maintenance staff, minimizes the More and more, people and machines. traffic disruption and keeps costs goods are to be moved. Existing to an acceptable level. infrastructure must be exploited 1. Points Machines (Picture 4) and LEM has designed a dedicated more efficiently. Condition Monitoring clip-on current transducer family called PCM (Points Condition The increasing separation To measure the movement and the Monitoring), covering DC or AC of infrastructure and railway position of the switch machines, current measurements of 5, 10, 20 undertakings responsibilities you can use a: and 30 A nominal. To be mounted within the rail system, particularly in directly in the switch and without Europe, underlines the importance - Position transducer, disruption to existing cabling or - Power transducer, connections, the PCM current Trackside Applications of trackside and on-board monitoring. They serve to optimize - Pressure transducer, transducer is to be secured around the capital and maintenance cost - Current and voltage transducers. the conductor without any contact. of track equipment and rolling This is one of the main requirements stock while ensuring satisfactory The curve of the motor current is for retrofit applications. levels of safety and operational shown every time the switch runs. Its mechanical design is also performance. This curve is compared with an adapted to the harsh environment ideal situation (reference curve) of along the tracks and waterproof A study about the reliability the motor current. versions are available. and maintainability of the rail A significant difference between Most of the motors used for the infrastructure revealed the following the last curve and the reference points machines have been DC needs : curve will result in an alarm signal. motors but today, the trend is to use Maintenance engineers can adjust AC motors as they are more robust, - Introduction of condition the alarm level (Figure 10) and it compact and less expensive on monitoring methods, is also possible to measure the maintenance. - Optimization of the maintenance voltage to adjust the trigger if there The PCM-PR versions are dedicated plans, is a change in the voltage level. for these AC motors to control the - Guarantee of the safety level. high speed train switches. They As time elapses, changes in the measure the AC low frequency Monitoring systems arose from machine footprint can indicate currents (from 0.040 to 1 kHz) these needs expressed by the vari- mechanical wear, lack of lubrication, exactly for the same reasons as ous maintenance contractors. points misalignment, and jamming for the DC motors previously and One of the goals was to decrease within the points mechanism provide a 4-20 mA DC output train service interruptions due to caused by ballast, electrical motor representing the true RMS value failures to improve the punctuality and winding failure. All indications of the measured signal. This kind and to reduce potentially strong result in an increase in total current of output signal is compatible with penalties. absorbed. PLCs that analyze the data. Also, the availability of the railway Any variation from the normal profile network is becoming more and also indicates the likelihood of other PCM products are designed for more crucial. developing problems – wear, rust, use by the railway maintenance Existing infrastructure must be debris, vandalism, etc. contractors as a retrofit tool for exploited more efficiently, that’s An early warning of machine failure, the actual infrastructure. Typically, why monitoring crucial track objects using current profile monitoring the contractors provide current (points, crossing gates, signaling…) before problems or critical measurement without disruption is an indispensable tool in this breakdown occur, is provided to to the operating points machines. context. Online monitoring makes signal preventive maintenance. It is important not to interrupt the it possible to take preventive action. When necessary, the replacement current carrying conductors to Replacements take place before of material (points motor for the points motors as this would abnormalities lead to failures. example) is performed, with disrupt the safety chain mechanism. Main functions of condition supporting evidence, i.e. current Hence, the PCM transducers are monitoring : profile records. designed to allow uninterruptible

28 connection and measurement by way of the clip-on package. This type of retrofit is a requirement by the integrators and infrastructure owners. Of course, condition monitoring using transducers may be integrated into the initial design of the points machine system. If this is the case, electrical current interruption is not a concern and therefore other, more cost effective, current measurements are available. Being part of the original electronic assembly, PCB mounted current transducers might be viable solutions. LEM

can offer the LXSR 6-15-25-NPS or Figure 10: Typical current profile of a points DC Motor over the time Trackside Applications the LA 25-NP or CAS/CASR/CKSR Picture provided by courtesy of STRUKTON 6-15-25-50-NP series transducers for this particular application.

2. Track Circuits (Picture 5) and PCM FAMILY Condition Monitoring About 5 % of disturbances causing 5 to 30 A trains delays are due to track circuit failures. The track circuit is a method of indicating the presence of a train on a given section of line. With relay-operated signals, the extend of the circuit typically corresponds to a signaling block section. Clip-on design - Ideal for retrofit applications

CASR FAMILY 6 - 15 - 25 - 50 A

LXSR FAMILY 6 - 15 - 25 A

LA 25-NP FAMILY 0.25 to 25 A

Picture 4: Points Machine along the tracks. PCB mounted current transducers

29 The source of current begins at one This kind of circuit is typical for older Monitoring of the supply voltages end of the isolated rail section, the and existing installations, however for both the track circuit and signal driving current travels down the rail today, with modern continuous lamps will also highlight failures. to the end of the section where it welded rails, it is more and more LEM transducers can work with then energizes a relay, is redirected difficult and less desirable to fit AC or DC track circuits and are to the other rail section and finally, insulated joints. extensively used in the railway returns to the power supply to Today, coded electrical impulse industry. complete the circuit. The energized track circuits are installed. The measurement of the currents relay prevents the signaling lights in the vast number of relays used to operate indicating that the rail Monitoring the actual track circuit within the rail network is required. section is free. (Figure 11). current flow, in lieu of the relay, For non-contact measurement (which is clearly a requirement for avoiding interference of relay operation), the CTSR series is an signaling lights battery option with nominal measurements

relay energized of 300, 600 mARMS or 1 ARMS and a large aperture of 20.1 mm diameter. Trackside Applications insulated joints Other current transducers are also available for this function, such as rails the CKSR 6-NP or LXSR 6-NPS or LV 25-P (1.5A and 6 A and Figure 11: Track circuit situation with no train on the track. RMS RMS 10 mARMS nominal, respectively) However, if there is a train on would allow interpretation of the capable of measuring AC or DC the section, the current path is current levels as an indication of waveforms with an integrated shorted through the wheels and potential problems as well as know- primary conductor. axles, bypassing the relay, back to ing when a train is passing or not. the other rail and returning to the Typical current monitoring levels are 3. Crossing gates (Picture 6) and power supply. The relay is now between 20 and 90 mA depending Condition Monitoring de-energized and the signaling of the resistance of the short circuit. lights are in operation indicating A current threshold detector can be About +/-15 % of disturbances the presence of a train (Figure 12). used to report relay failure when the causing trains delays are due to crossing gate failures.

In the USA, priority is on the level relay de-energized signaling lights crossings (railroad crossings). Each new level crossing uses current train on section battery measurement for the motor, the incandescent lamps and bells. The current measured may be DC as well as AC.

rails short circuited Although the future is LED lamp by the train wheels rails insulated joints technology and thereby smaller currents, current measurement Figure 12: Track circuit situation with a train on the track is still necessary for condition monitoring. circuit current changes but the relay It is easily understood that the For the system to work reliably, does not operate. monitoring system must detect rail joints have to be electrically By sensing the current in the lamps, if the gate motor and signals are bonded with a wire connecting the the system can not only determine working properly when there is an two rail ends. At each end of the if the lamp filaments are intact and approaching train. This is a question section, the circuit has to be kept wired properly but, can also record of safety and current measurement in isolation. the aspect (color) of the signal when provides this knowledge. Foreign objects (ice, leaves, etc.) a train passes a section of track. The motor current waveform can on the line can cause failure of this Consequently, an alarm can be be analyzed and compared with circuit resulting in an avoidance or issued if the driver passes a red the typical current profile during creation of an untimely short circuit. signal. gate activation. An excess of supplied current to

30 the motor could signify a potential failure or problem such as the end of life of the motor or an obstacle in front of the gate.

Signal monitoring is a method to identify if the lamps are working fine. The current provided to the LED lamp cluster is monitored by a highly accurate current transducer. A reduced LED current level would indicate that one or several individual LEDs have ruptured. There is a defined number of allowable defective LEDs in a lamp and this can be determined from the current level and then the defective LEDs can be replaced Picture 5: Tracks network Trackside Applications to ensure the minimum safety. Current transducers provide this information. This early warning detection is useful when scheduling routine maintenance thereby reducing the costs to schedule an unplanned repair run.

Typical current consumption for a lamp produced with several LEDs is 500 mA and 10 A for the gate motor when lifting or lowering. Picture 6: Signaling at a crossing gate An inexpensive transducer solution for motor current monitoring is the LXSR series with nominal current CTSR -P & -TP FAMILY measurements from 6 to 25 ARMS. For signal monitoring, the CTSR PCB mounting series meets the requirement with 3 models covering accurate mea- surements from 300 mARMS up to

1 ARMS. These transducers provide measurement with no contact with the conductor. In this type of application, it is important not to add any new items in the existing signaling circuit, that is to say, 0.3 / 0.6 / 1 A not to introduce a new potential disruption in the circuit. The non- contact measurement is a must as Non-contact small current measurement they are considered safety items. LV 25-P FAMILY

Current measurement of 10 mARMS

31 LEM’s Quality & Standards device within a pre-determined LEM is currently UL recognized for allowance range, main models. Quality is demanded by everyone You can consult the UL website to and it is quite justified. QOS – 8D (Quality Operating get the updated list of recognized The levels of quality required by System – Eight Disciplines): models at www.UL.com. customers are different depending - 8D: Problem solving process The individual datasheets precisely on the application as well as the used to identify and eliminate the specify the applicable standards, standards to comply with. recurrence of quality problems, approvals and recognitions for This quality has to be reached but - QOS: System used to solve individual products. also maintained and constantly problems, improved for both products and The EN 50124-1 (“Basic services. The different LEM design IPQ (Interactive Purchase Ques- requirements – Clearances and and production centers around the tionnaire): Tool aimed at involving creepage distances for all electrical world are either ISO TS 16949, ISO the supplier in the quality of the and electronic equipment”) 9001 and/or ISO 14001 certified. purchased parts and spare parts. standard is used as reference to Our main production centers design the creepage and clearance for traction transducers are IRIS In addition to these quality programs, distances for the transducers certified, a must for companies and since 2002, LEM embraces Six versus the needed insulation levels supplying the railway market. Sigma as its methodology in pursuit (rated insulation voltage) and the of business excellence. The main conditions of use.

LEM’s Quality & Standards LEM’s Quality & Standards Several quality tools have been goal is to create an environment in implemented at LEM to assess which anything less than Six Sigma The rated insulation voltage level and analyze its performances. LEM quality is unacceptable. allowed by a transducer intended to utilizes this information to take the be used in an application classified necessary corrective actions to LEM’s Standards as being “Railway”, is defined remain a responsive player in the according to several criteria listed market. LEM traction transducers are under the EN 50124-1 standard. Among which the most designed and tested according to Some criteria are dependent on the representatives are: recognized worldwide standards. transducer itself when the others are linked to the application. The EN 50155 standard dedicated These criteria are the following: DPT FMEA (Design, Process & to “Electronic Equipment used on Tool Failure Mode Effect Analysis) Rolling stock” in railway applications - Clearance distance (the shortest tool used preventively to: is our standard of reference for distance in air between two electrical, environmental and conductive parts), - identify the risks and the root mechanical parameters. - Creepage distance (the shortest causes related to the product, It guarantees the overall distance along the surface of the the process or the machinery performances of our products in insulating material between two and, railway environments. conductive parts), - set up the corrective actions, All of the LEM traction products - Pollution degree (application are designed according to the EN specific - this is a way to Control Plan: Description of 50155 standard. classify the micro-environmental checks and monitoring actions conditions having effect on the executed along the production CE marking is a guarantee that the insulation), process, product complies with the European - Overvoltage category (application EMC directive 2004/108/EEC and specific - characterizes the Cpk – R&R (Capability for low voltage directive and therefore exposure of the equipment to Processes & Measurement warrants the electro-magnetic overvoltages), Systems): compatibility of the transducers. - Comparative Tracking Index (CTI Transducers comply to the linked to the kind of material - Cpk: Statistical tool used EN 50121-3-2 standard (Railway used for the insulated material) to evaluate the ability of a EMC standard). leading to a classification over production procedure to remain different Insulating Material stable and accurate within a UL is used as a reference to define groups, specified allowance range, the flammability of the materials - Simple (Basic) or Reinforced - R&R: Repeatability and (UL94V0) as well as the NFF 16101 isolation need. Reproducibility: Tool to monitor and 16102 standards for the fire/ the accuracy of a measurement smoke materials classification.

3232 LEM follows this thought process < 4.8 kV, according to the clearance for the transducer designs: distance. Example: LTC 600-S, current From the creepage distance point of transducer in an propulsion inverter view, when dimensioning reinforced insulation, the rated insulation

Conditions of use: voltage UNm shall be two times the rated insulation voltage required for Creepage distance: 66.70 mm, the basic insulation. Clearance distance: 45.90 mm, With a creepage distance of 66.70 CTI: 600 V (group I), mm and PD3 and CTI of 600 V Overvoltage category: II, (group I), it is then allowed to have Pollution Degree: 3. 25 mm/kV (2 x 12.5) vs. 12.5 mm/ kV previously (for basic insulation), Basic or Single insulation: leading to a possible reinforced

rated insulation voltage U Nm of According to EN 50124-1 standard: 2.668 kV. With clearance distance of 45.90 In conclusion, the possible mm and PD3, UNi (Rated impulse reinforced rated insulation voltage voltage) = 30 kV. UNm, in these conditions of use, is of

With UNi = 30 kV & OV II, the rated 2.668 kV (the lowest value given by insulation voltage (AC or DC) called the both results from the creepage LEM’s Quality & Standards

“UNm” can be from >= 6.5 up to < and clearance distances). 8.3 kV. With a creepage distance of 66.70 mm and PD3 and CTI of 600 V (group I), it is allowed to have 12.5 Key Six Sigma Statistics mm/kV, leading to a possible rated insulation voltage UNm of 5.336 kV. Company Sigma Defect Defects Per In conclusion, the possible rated Status Level Free Million insulation voltage, UNm, in these conditions of use, is of 5.336 kV Non 2 65% 308,537 (the lowest value given by the both Competitive results from the creepage and 3 93% 66,807 clearance distances). Industry 4 99.4% 6,210 Average Reinforced insulation: 5 99.976% 233

Let’s look for the reinforced World Class 6 99.9997% 3.4 insulation for the same creepage Source: Six Sigma Academy, Cambridge Management Consulting and clearance distances as previously defined:

When dimensioning reinforced insulation, from the clearance distance point of view, the rated impulse voltage, U Ni, shall be 160% of the rated impulse voltage required for basic insulation. The clearance distance of 45.90 mm is already designed and then, we look for the reinforced insulation with this distance.

Reinforced UNi = 30 kV obtained with the clearance distance of 45.90 mm.

Basic UNi = Reinforced UNi / 1.6 = 18.75 kV. According to RoHS 2 directive 2011/65/EU Reinforced UNm: From >= 3.7 up to

33 Solutions for Voltage Measurement

LV 25-P Family LV 25-Voltage DVL Voltage

0.8 Solutions for Voltage Measurement )

PN 0.7 V

0.6

0.5

0.4

0.3

0.2 Overall Accuracy @ + 25 °C ( % of 0.1

6400 0 ... 60 ... 4200 ... 50 ... 2000 40 1800 1600 30 1400 1200 20 1000 800 Response Time ( µs ) 600 10 400 200 34 0 0 CV 3-Voltage DVM-Voltage DV Voltage

0.8

0.7

0.6

0.5

0.4

0.3

0.2

0.1

6400 0 ... 60 ... 4200 ... 50 ... 2000 40 1800 1600 30 1400 1200 20 1000 800 600 10 400 200 0 0 Nominal Voltage Measurement Range ( V ) 35 On-Board Trackside Substation

Main Propul- Energy SECONDARY SYSTEM Interfe- Product Nominal Auxiliary Package Main rence Switch- circuit DC Link sion measure- Points Relays Signaling represented Solution Range rectifier inverter Lighting HVAC Doors Battery measure- gear breaker / plugs Control Charger on page n° inverter ment ment

13 LT 505-S family 250-720 A 13 LT 1005-S family 1000 A 13 LT 2005-S family 1100-2000 A 13 & 14 LT 4000-S family 4000-4400 A 7 & 9 LTC family 200-1000 A 11 LAC 300-S 300 A 13 LA 205/305-S family 200-500 A 11 LF 210-S family 100-200 A 11 LF 310-S family 300 A 14 LF 510-S family 500 A 14 LF 1010-S family 1000 A 14 LF 2010-S family 2000 A 27 HTA family 250-1000 A 17 HAR family 1000 A 27 HTC family 500-3000 A 23 ITC family 2000-4000 A From the Application to Product 19 HAZ family 4000-20000 A

25 LB family 2000 A 2 x 1000 A, 1200 A, 1500 A, 25 CD family 2 to 10 A differential

25 RA family 10-20 A AC Peak superposed on 1000 to 4000 A DC

31

CUR RENT MEASUREMENT CTSR-P & -TP family 0.3-0.6-1 A 29 LA 25-NP family 0.25-25 A 29 PCM family 5-10-20-30 A 29 LXSR & CAS/CASR/CKSR families 1.5-50 A 31 LV 25-P family 0.01 A

34 LV 25-P family 10-1500 V 34 LV 25-Voltage family 200-1200 V 15, 17 & 35 DVM-Voltage family 600-4200 V AGE

T 34 CV 3-Voltage family 85-1400 V 15, 17, 34 DVL Voltage family 50-2000 V VOL 22 & 35 DV-Voltage family 1200-6400 V

21 EM4T II

ENERGY

36 On-Board Trackside Substation

Main Propul- Energy SECONDARY SYSTEM Interfe- Product Nominal Auxiliary Package Main rence Switch- circuit DC Link sion measure- Points Relays Signaling represented Solution Range rectifier inverter Lighting HVAC Doors Battery measure- gear breaker / plugs Control Charger on page n° inverter ment ment

13 LT 505-S family 250-720 A 13 LT 1005-S family 1000 A 13 LT 2005-S family 1100-2000 A 13 & 14 LT 4000-S family 4000-4400 A 7 & 9 LTC family 200-1000 A 11 LAC 300-S 300 A 13 LA 205/305-S family 200-500 A 11 LF 210-S family 100-200 A 11 LF 310-S family 300 A 14 LF 510-S family 500 A 14 LF 1010-S family 1000 A 14 LF 2010-S family 2000 A 27 HTA family 250-1000 A 17 HAR family 1000 A 27 HTC family 500-3000 A 23 ITC family 2000-4000 A From the Application to Product 19 HAZ family 4000-20000 A

25 LB family 2000 A 2 x 1000 A, 1200 A, 1500 A, 25 CD family 2 to 10 A differential

25 RA family 10-20 A AC Peak superposed on 1000 to 4000 A DC

31

CUR RENT MEASUREMENT CTSR-P & -TP family 0.3-0.6-1 A 29 LA 25-NP family 0.25-25 A 29 PCM family 5-10-20-30 A 29 LXSR & CAS/CASR/CKSR families 1.5-50 A 31 LV 25-P family 0.01 A

34 LV 25-P family 10-1500 V 34 LV 25-Voltage family 200-1200 V 15, 17 & 35 DVM-Voltage family 600-4200 V AGE

T 34 CV 3-Voltage family 85-1400 V 15, 17, 34 DVL Voltage family 50-2000 V VOL 22 & 35 DV-Voltage family 1200-6400 V

21 EM4T II

ENERGY

37 Various options for secondary connections Molex 5045/A Series connector JST VH Series Connector Molex Mini-Fit, Jr 5566 Series Connector Molex 70543 Series Connector

Threaded Studs, M4, M5, UNC...

...or Faston 6.30 x 0.80 or screws...... or the both, in the same time

M4, M5 inserts Secondary Connections Options

LEMO Connectors

AMP Connectors

Burndy Connectors

Sub-D Connectors

Cables, Shielded Cables...

But also Wago, Phoenix, Souriau ... connectors

3838 DESIGN SPECIFICATION 98.11.11.118.0 ind.6 LEM Subsidiary : Contact : Date : Customer information e-mail : Company : City : Country : Contact person : Phone : Fax : Project name : Application Type industrial traction automotive process autom. other: Utilisation voltage current power other: Function control display ground fault detection detection differential measurement other (provide a separate descr.)

Electrical & Environmental characteristics Transducer reference (if relevant): Signal to measure Static and intrinsic values Type of signal : AC sin. DC Global accuracy (% of nominal value, @ 25 °C) square pulse % other Overall accuracy over operating temperature range

bidirectional unidirectional Design Specification Form % Nominal value: rms Measuring range: pk Maximum offset @ 25 °C: mA/mV (please provide a graph) Dielectric strength: Overload value to be measured rms Primary/secondary (50 Hz/ 1 mn): kV rms Peak: pk Screen/secondary: kV rms Duration: s Impulse withstand voltage kV rms Non measured overload: pk (to withstand) Frequency: Hz PD Level @ 10 pC: kV duration: ms OV category: Pollution degree: di/dt to be followed: A/µs Rated Isolation Voltage: Bandwidth: kHz Single isolation: V Operating frequency: Hz Reinforced isolation: V Ripple: pk-pk Preferred output: mA/A mV/A Ripple frequency: Hz mA/V mV/V dv/dt applied on primary circuit: kV/µs Turn ratio: Power supply: V ± % Temperature range bipolar unipolar Operating: °C to °C Storage: °C to °C Mechanical requirements Maximum dimensions required: L mm x W mm x H mm Mounting on: PCB Panel Output terminals: PCB Faston Threaded studs M Molex Cable other: Primary connection: through hole: L mm x W mm; or ∅ mm busbar L mm x W mm x H mm other: For the bus bar, please provide layout Applicable standards: industrial EN 50178 traction EN 50155 other If other, please specify:

Project management (amounts given in EUR) Financials Target price and Target cost or Gross margin % Total quantity for the project: and product life time or quantity per year Delivery: Engineering samples Quantity: Date: Prototype Quantity: Date: Initial samples Quantity: Date: Series 1 Quantity: Date: Required response time

39 DESIGN SPECIFICATION

Comments: Design Specification Form

Railway Current & Voltage Transducers, Edition 2013, Published by LEM c LEM International SA, Geneva, Switzerland 2013, e-mail: [email protected] All right reserved The paper of this publication is produced with pulp bleached without chlorine, neutral sized and non-aging. As far as patents or other rights of third parties are concerned, liability is only assumed for components per se, not for applications, processes and circuits implemented with components or assemblies. For more details see the available data sheets. Terms of delivery and rights to change design or specifications are reserved.

40 PRODUCT CODING / Industrial & Traction Transducers

Family A : transducers using the principle of isolation amplifier C : transducers using the principle of fluxgate compensation D : digital transducers F : transducers using the detector of fields H : transducers using the Hall effect without magnetic compensation I : compensation current transducers with high accuracy L : transducers using the Hall effect with magnetic compensation R : transducers using the principle of the Rogowski loop T : transducers using the simple transformer effect Coding Product

Group: A or AK or AL or AS 1) or AT or AX or AZ : with rectangular laminated magnetic circuit AR or AW or AC or X or XN : with rectangular laminated magnetic circuit AF : with rectangular laminated magnetic circuit and flat housing AH : vertical mounting AIS, XS, ASS, AFS : rectangular laminated magnetic circuit + unidirectional power supply + reference access ES : rectangular magnetic circuit + unipolar power supply ESR, PSR, XSR, ASR, KSR : rectangular magnetic circuit + unipolar power supply + reference access AY : rectangular magnetic circuit + hybrid B : double toroidal core C : apparent printed circuit D : differential measurement HS : Hall effect without magnetic compensation; magnetic concentrators + unidirectional power supply + reference access. When used with F (FHS): Minisens, SO8 transducer F : flat design I : shunt isolator MS : surface mounted device + unidirectional power supply + reference access OP : opening laminated magnetic circuit TC : transducer reserved for the traction TD : double measurement TKS, TFS : core, flat case + unidirectional power supply + reference access TP, TO, TN, TZ, TL, T, TA, TB, TY : toroidal core TR : opening core TS : core + unipolar power supply TSR, TSP : core + unipolar power supply + reference access TT : triple measurement VM, V, VL : voltage measurement Y : compact hybrid for PCB mounting Nominal Amperage - current transducer : rms amperes - voltage tranducer : rms amperes-turns - 0000 : Nominal Voltage (-1000 meaning 1000 V, with built in primary resistor R1) - AW/2 : particular type of voltage transducer - AW/2/200: Nominal voltage for AW/2 design (200 meaning 200V with built in primary resistor R1)

Execution N : multiple range P : assembly on printed circuit S(I) : with through-hole for primary conductor T(I) : with incorporated primary busbar

Particularities (1or 2 optional characters or figures) B : bipolar output voltage BI : bipolar current output C : fastening kit without bus bar F : with mounting feet FC : with mounting feet + fastening kit P : assembly on printed circuit PR : programmable R : rms output 1) When used with L (LAS): current transducer with RI : rms current output secondary winding and unipolar power supply using RU : rms voltage output Eta technology

Variants When used with C (CAS): current transducer with Differing from the standard product... /SPXX rectangular magnetic circuit + unipolar power supply

LTC 600-SF/... 41 All dimensions are in mm Hall effect chip location

LXSR 6-NPS; LXSR 15-NPS; LXSR 25-NPS LA 25-NP/SP25 LA 200-P/SP4 Dimension Drawings

LA 205-S/SP21 LA 205-T/SP16 LF 210-S/SP5; LF 210-S/SP11

LF 310-S/SP20 LF 510-S/SPA2 LF 1010-S/SPA2

42 All dimensions are in mm Hall effect chip location

LF 2010-S/SP1 LAC 300-S LT 505-S/SP5 Dimension Drawings

LT 505-T/SP12 LT 1005-S/SP26 LT 2005-S/SP15 10 51 84

LT 4000-S/SP24 LTC 1000-S/SP1 LTC 500-SFC/SP2

Burndy SMS6GE4 110.5 61 67.2 34.8

43 All dimensions are in mm Hall effect chip location

LTC 1000-SF/SP4 LB 2000-S/SP4 HTA 1000-S/SP9 Dimension Drawings

HAR 1000-S HTC 500 ... 3000-S/SP4 HAZ 4000 ... 20000-SB

60

2- D7 .5 54 77 7 6 3 2 1

SMS6GE4 PNAMS

DT R 0000027141 0V - + HAR 1000-S 3 2 1 6 5 4 1000A/ 5V 0V - M 4xxxx 0 0 0 7 7 7

2- D7 .5 8 8 2 2 18 1 2 54 71

3 64

110726 7

124

For the HAZ 4000 models

For the other models

CD 1000-T/SP7 LTC 200-S LTC 400-S

44 All dimensions are in mm Hall effect chip location

PCM 10-P LV 25-P/SP5 DVM 2000 Dimension Drawings

LV 25-1000/SP3 RA 1005-S, Rogowski Principle CTSR 0.3/0.6/1-P Fluxgate Principle

CV 3-100/SP3 CV 4-4000/SP1

45 All dimensions are in mm Hall effect chip location

DVL 1000 DV 4200/SP4 Dimension Drawings

DV 6400 ITC 4000-S

EM4T II ITC 2000-S/SP1

46 5 Year Warranty on LEM Transducers

We design and manufacture high quality and highly reliable products for our customers

all over the world. LEM’s Warranty

We have delivered several million current and voltage transducers since 1972 and most of them are still being used today for traction vehicles, industrial motor drives, UPS systems and many other applications requiring high quality standards.

The warranty granted on LEM transducers is for a period of 5 years (60 months) from the date of their delivery (not applicable to Energy-meter product family for traction and automotive transducers where the warranty period is 2 years).

During this period LEM shall replace or repair all defective parts at its’ cost (provided the defect is due to defective material or workmanship).

Additional claims as well as claims for the compensation of damages, which do not occur on the delivered material itself, are not covered by this warranty.

All defects must be notified to LEM immediately and faulty material must be returned to the factory along with a description of the defect.

Warranty repairs and or replacements are carried out at LEM’s discretion.

The customer bears the transport costs. An extension of the warranty period following repairs undertaken under warranty cannot be granted.

The warranty becomes invalid if the buyer has modified or repaired, or has had repaired by a third party the material without LEM’s written consent.

The warranty does not cover any damage caused by incorrect conditions of useand cases of force majeure.

No responsibility will apply except legal requirements regarding product liability. The warranty explicitly excludes all claims exceeding the above conditions.

Geneva, 21 June 2011

Frank Rehfeld CEO LEM June 2011/Version 1

47 Our contacts

Production Centers (PDCs) Adaptation Centers Sales Offices Agents / Distributors

LEM International SA 8, Chemin des Aulx, P.O. Box 35 CH-1228 Plan-les-Ouates Tel. +41 22 706 11 11, Fax +41 22 794 94 78 e-mail: [email protected]; www.lem.com

Publication CAE180723/1