Analytical Study On Lightning Surge Propagation Along Rail and Lightning Overvoltages On Railway Signalling Equipment

G Model EPSR-3328; No.
of Pages 11
ARTICLE IN PRESS
Electric Power Systems Research xxx (2011) xxxxxx
Contents lists available at ScienceDirect
Electric Power Systems Research

journal homepage: www.elsevier.com/locate/epsr
Analytical study on lightning surge propagation along rail and lightning overvoltages on railway signalling equipment
Hideki Arai a, , Ikuo Watanabe a , Hideki Motoyama b , Shigeru Yokoyama b , Masaru Ishii c
a b c
Railway Technical Research Institute (RTRI), 2-8-38, Hikari-cho, Kokubunji-shi, Tokyo 185-8540, Japan Central Research Institute of Electric Power Industry (CRIEPI), Kanagawa, Japan Institute of Industrial Science, the University of Tokyo, Tokyo, Japan
a r t i c l e
Article history: Available online xxx
i n f o
a b s t r a c t
The development of the effective and economical protection measures is very important for the railway signalling systems because the lightning damages cause the disruption of the railway transportation systems. In general, the railway signalling systems are set up at a wayside and directly connected to the rails through cables. The lightning surges can invade the railway signalling systems via the cables and cause damages to the systems. Accordingly, clarifying the propagation characteristics of lightning surges along the rails is essential to develop the lightning protection measures for the railway signalling systems. We have carried out the eld tests to examine both surge impedance and surge propagation velocity of the rails. This paper proposes a calculation model of the surge propagation characteristics along the rails. The results of surge impedance and surge propagation velocity calculated by the proposed model almost agree with the experimental results. Moreover, this paper proposes a calculation model of the lightning overvoltages on the railway signalling equipment. The calculation model consists of the rail model and the equivalent circuit model of signalling equipment. We indicated the validity of the calculation model of the railway signalling equipment by comparing with the results of the eld test. This model is applicable to the development of lightning protection measures for the railway signalling systems. 2011 Elsevier B.V. All rights reserved.
Keywords: Lightning Surge propagation Calculation model Railway signalling equipment
1. Introduction The railway signalling systems have made remarkable progress in recent years with their components becoming increasingly compact and multi-functional due to the adoption of microcomputers and other electronic devices in wide ranges. However, lightning damages such as circuit burnout, system failure or malfunction have frequently occurred in the railway signalling systems because of the vulnerability of electronic devices to the lightning surges. Furthermore, the railway signalling systems are widely installed at a wayside and constitutes a network by being connected each other with rails and cables. Accordingly, there are a lot of parts that lightning surges can invade easily. In addition, troubles extend to wide ranges in case of occurring lightning damages on the railway signalling systems. Therefore, it is required to build up effective and economical countermeasures for preventing lightning damages on the railway signalling systems since suspension and delays of trains due to lightnings may cause social confusion. In general, the railway signalling systems are set up at a wayside and directly connected to the rails through cables. The rails
can be one of the invasion routes of lightning surges to the railway signalling systems. Accordingly, clarifying the propagation characteristics of lightning surges along the rails is essential to develop the lightning protection measures for the railway signalling systems. We carried out eld experiments on the following [1]. (1) Measurement of the surge impedance of the rail and the surge propagation velocity in the rail. (2) Measurement of the surge attenuation ratio in the rail . This paper proposes a calculation model of the surge propagation characteristics along the rails. Moreover, this paper proposes a calculation model of the lightning overvoltages on the railway signalling equipment. This paper describes the results of the eld tests, the components of proposal calculation model, and the comparison between experimental results and calculated results. 2. Outline of eld test section We selected 3 test sections with different ground resistivity, respectively. All test sections are non-electried and single track sections because noises induced on rails could be reduced in the measurement.
Corresponding author. Tel.: +81 42 573 7325; fax: +81 42 573 7323. E-mail address: poo@rtri.or.jp (H. Arai). 0378-7796/$ see front matter 2011 Elsevier B.V. All rights reserved. doi:10.1016/j.epsr.2011.07.010
Please cite this article in press as: H. Arai, et al., Analytical study on lightning surge propagation along rail and lightning overvoltages on railway signalling equipment. Electr. Power Syst. Res. (2011), doi:10.1016/j.epsr.2011.07.010
G Model EPSR-3328; No. of Pages 11 2
ARTICLE IN PRESS
H. Arai et al. / Electric Power Systems Research xxx (2011) xxxxxx
Fig. 1. Line prole of rail track at the test section.
Table 1 Condition of test sections. Test section A B C Ground resistivity ( 1043 534 146 m) Length of rail (m) 329 293 50
The line prole of the rail track at the test section is shown in Fig. 1. A rail track consists of rails, cross ties, a rail bed, and a track bed. The test section consists of timber cross ties and a ballast rail bed. The conditions at test sections are shown in Table 1. The ground resistivity in Table 1 were measured due to the 4 electrode methods of Wenner. The eld tests were done on a ne day when both the rail and rail bed were dry. 3. Surge parameters of the rail 3.1. Measuring methods The surge impedance and the surge propagation velocity are important parameters as the surge characteristics of a rail. We investigated the surge impedance and the surge propagation velocity between the rail and the ground due to measure the injection current to the rail and the induced voltage on the rail when the steep-front current was injected into the rail. The outline of measuring method is shown in Fig. 2. Two measuring rails are insulated from adjacent rails by inserting insulated rail joints at both ends as shown in Fig. 2. A steep-front current generated by a pulse generator (PG) was injected into the sending end of one side rail (for example the rail No. 1 in Fig. 2). Then, the injected current waveform (I), voltage waveform of the rail No. 1 against the ground (Vs ), and voltage waveform of the rail No. 2 against the ground (Vm ) were measured with an oscilloscope. The self surge impedance of the rail No. 1 (Z11 ) and mutual surge impedance between rails No. 1 and No. 2 (Z21 ) were calculated from measured waveforms. In addition, the above-mentioned measurement was executed at the case of the open/short between the receiving end of the injection rail and ground, respectively. This makes the measurement of round trip propagation time of the surge easy due to clear the difference of the reection at the receiving end. The surge propagation velocity (c1 ) between the rail No. 1 and the ground was calculated
Fig. 3. Measured waveforms at the test section B. (a) Voltage waveforms of injection rail and injection current waveform. (b) Voltage waveforms of induction rail.
from the round trip propagation time of the surge which is obtained with the measurement and the length of test rail which is known. The measurement which is similar to description above was implemented with a steep-front current injected into the rail No. 2. The self surge impedance of the rail No. 2 (Z22 ), mutual surge impedance between rails No. 2 and No. 1 (Z12 ) and the surge propagation velocity (c2 ) between the rail No. 2 and the ground were calculated from measured waveforms. 3.2. Measured results Fig. 3 shows the measured result obtained at the test section B in Table 1, for example. Fig. 3 shows the waveforms of the injected current (I), the voltage of the injection rail against the ground (Vs ), and the voltage of the induction rail against the ground (Vm ) which was measured in the case of a steep-front current injected into the rail No. 1. Furthermore, the voltage waveforms of the injection rail (Vs ) and the induction rail (Vm ) in Fig. 3 is shown at the case that the
Fig. 2. Outline of measuring surge parameters of rail.
G Model EPSR-3328; No. of Pages 11
ARTICLE IN PRESS
H. Arai et al. / Electric Power Systems Research xxx (2011) xxxxxx 3 Surge propagation velocity ( s/m) 55 70 92
Table 2 Surge impedance and surge propagation velocity of rail. Test section Surge impedance ( ) 57 43 45 28 40 14 43 56 28 43 14 38
A ( = 1043 B ( = 534 C ( = 146
m) m) m)
receiving end of the injection rail was grounded or non-grounded, respectively. From Fig. 3, the round trip propagation time of the surge in the rail, the self surge impedance and the mutual surge impedance of the rail was calculated by the way mentioned below. As shown Fig. 3(a), we can nd that the voltage waveforms of the injection rail (Vs ) begin to divide from the time when the receiving end of the injection rail was opened or shorted against the ground. When the receiving end is grounded, negative reection is shown, when it is non-grounded, the positive reection is shown. Namely, the time is the time that the reected surge traveled back from the receiving end to the sending end of the rail. The time is dened as the round trip propagation time of the surge in this measurement. Furthermore, the surge propagation velocity is able to calculate by the length of the rail. In addition, we can see the period which the voltage and the current waveforms stabilize between to the time . For example, the period is between the time and the time in Fig. 3(a). This period is not affected by the length of the rail because this period is before the round trip propagation time. The self surge impedance of the rail is dened those which the voltage of the injection rail (Vs ) exclude by the injection current (I) in this period. In the same way, the mutual surge impedance of the rail is dened those which the voltage of the induction rail (Vm ) exclude by the injection current (I) in this period. The surge impedance matrix of the rail and the surge propagation velocity between the rail and the ground calculated by above-mentioned methods are shown in Table 2. As shown in Table 2, the surge impedance matrix is symmetry and the surge propagation velocity against the ground is same between the rail No. 1 and No. 2. The measured results are valid in consideration of the geometry of two rails shown in Fig. 1. As the ground resistivity is higher, the surge impedance of the rail is higher and the surge propagation velocity between the rail and the ground is slower from Table 2. Compared with an overhead line, the surge impedance of the rail is extremely low and the surge propagation velocity is extremely slow [2]. These phenomena will be caused by the rail with high admittance component. 4. Surge attenuation ratio in the rail 4.1. Measuring methods The surge attenuation caused by traveling along the rail is important parameters as the surge characteristics of a rail. We
Fig. 5. Measured waveforms at the test section B. (a) Sending end. (b) Receiving end.
investigated the lightning surge attenuation ratio due to measure the voltage waveforms between the rail and the ground at the sending end and the receiving end, respectively when the lightning surge voltage of an arbitrary waveform was impressed to the sending end of the rail. The outline of measuring method is shown in Fig. 4. This eld test was conducted at the test sections A and B in Table 1. As shown in Fig. 4, insulated rail joints are inserted into the both ends of the test section. The lightning surge voltage of an arbitrary waveform generated by a PG was impressed to the sending end of one side rail as shown in Fig. 4. Then, the voltage waveform of the injection rail against the ground (Vs ) was measured with an oscilloscope at the sending end. In the same way, the voltage waveform of the injection rail against the ground (Vr ) was measured at the receiving end. Supposing that the impressed surge voltage reects perfectly on the insulated rail joint at the receiving end, we dened the surge attenuation ratio in the rail as Eq. (1). Vr 2Vs
Fig. 4. Outline of measuring surge attenuation ratio in rail.
Surge attenuation ratio =
(1)
ARTICLE IN PRESS
Fig. 6. Tt -dependence of surge attenuation ratio.
Fig. 7. Tf -dependence of surge attenuation ratio.
Namely, Eq. (1) indicates that this surge attenuation ratio becomes lower as the attenuation of the surge voltage caused by traveling along the rail increases. The surge attenuation ratio in the rail was measured as parameters of the duration of wave front (Tf ) and wave tail (Tt ) of the lightning surge voltage impressed to the rail. 4.2. Measured results Fig. 5 shows the measured voltage waveforms of the injection rail at the sending end (Vs ) and at the receiving end (Vr ) when a 1/5 s lightning surge voltage was impressed to the rail. Fig. 5 indicates that the wave crest decreases and Tf becomes longer as a lightning surge voltage travels along the rail. Fig. 6 shows the measured results of Tt -dependence of the surge attenuation ratio obtained the test sections A and B in Table 1. Fig. 7 shows the measured result of Tf -dependence of surge attenuation ratio obtained the test section A in Table 1. From Figs. 6 and 7, the surge attenuation ratio depends on Tt and increases as Tt becomes
longer, because the wave crest is decided at the wave tail in the case of distorting the wave front of the voltage waveform at the receiving end. The surge attenuation ratio increase as the ground resistivity becomes lower. As a result, it is claried that the attenuation of a lightning surge voltage caused by traveling along the rail is extremely large compared with that of an overhead line. Rails may have extremely high leakage conductance against the ground in comparison with overhead lines. 5. Calculation model for surge propagation characteristics of the rail 5.1. Distributed parameters of the rail We studied calculation models used EMTP (Electro-Magnetic Transients Program) for the surge propagation characteristics along the rail which can reasonably predict the experimental results, expressed in chapters 4 and 5.
ARTICLE IN PRESS
H. Arai et al. / Electric Power Systems Research xxx (2011) xxxxxx 5
Fig. 8. Distributed parameters of rail. (a) Between rail and ground. (b) Between rails.
The electric circuit, which is formed between sending end and receiving end of rail showing in Fig. 2, can be considered a two-port circuit composed from the distributed-parameter line such as rails. We investigated the frequency-dependent four-terminal parameters (resistance R, inductance L, conductance G and capacitance C) of the rails to estimate the distributed parameter adopted in the calculation model due to measure the open circuit impedance and the short circuit impedance by non-grounding or grounding at the receiving end of rail, respectively. In the same way, we measured the open/short circuit impedance between rails. When the sine wave voltage of 1100 kHz was impressed from the sending end of the rail against between one side rail and the ground or between rails, the voltage of the rail, the current through the rail, and those phase were measured.
Fig. 9. Admittance between rail and ground and between rails.
ARTICLE IN PRESS
Fig. 10. Rail model for surge propagations.
Four-terminal parameters (R, L, G and C) of the distributed line can be derived from Eqs. (2)(5). The open/short circuit impedance obtained with above-mentioned measurement is inputted in Eqs. (2) and (3). Zk () = =2 f Zo ()Zs () (2)
between rails can be derived from the measured value of Gs meas and Cs meas which is shown in Fig. 8 due to Eq. (6). Ge = Gs = Ce = Cs = 2Ge meas Gs meas 4Gs meas Ge meas
2 4Gs meas 2Ge meas Gs meas 4Gs meas Ge meas
where Zk is the characteristic impedance of rail ( ), Zo is the open circuit impedance ( ), Zs is the short circuit impedance ( ) and f is the frequency (Hz). () = tanh1 Zo ()/Zs () l
2Ce meas Cs meas 4Cs meas Ce meas

2 4Cs meas 2Ce meas Cs meas 4Cs meas Ce meas
(6)
(3)
is the propagation constant (1/m) and l is the length of where rail (m). Z() = Zk () () Y () = () Zk () (4)
where Z is the impedance ( /m) and Y is the admittance (S/m). R() = Z() cos Z G() = Y () cos Y L() = Z() sin Z / C() = Y () sin Y /
where Ge is the conductance between the rail and the ground (S/m), Gs is the conductance between rails (S/m), Ge meas is the measured value of conductance between the rail and the ground (S/m), Gs meas is the measured value of conductance between rails (S/m), Ce is the capacitance between the rail and the ground (F/m), Cs is the capacitance between rails (F/m), Ce meas is the measured value of capacitance between the rail and the ground (F/m) and Cs meas is the measured value of capacitance between rails (F/m). 5.2. Constitution of calculated model The calculation model of the surge propagation characteristics along the rails is constituted of the line model insulated from the ground, which is CP line model in EMTP, and the admittance component against the ground. The rail used for the eld test, which is called the 50 N rail, has the property that equivalent cylindrical body radius is 93.9 mm, specic resistance is 20.3 108 m, relative magnetic permeability is 70. These electric mediums above were made to reect CP line model. In addition, the CP line model at 100 kHz was applied. Furthermore, Ge , Ce , Gs and Cs at 100 kHz derived from the measured value (Ge meas , Ce meas , Gs meas and Cs meas ) and Eq. (6) were applied to the model. The calculation model of the surge propagation characteristics along the rail is shown in Fig. 10. As shown in Fig. 10, the model forms 8 divisions into the length of rail. This reason is that when number of partitions is too few, the admittance component of the
(5)
where R is the resistance ( /m), L is the inductance (H/m), G is the conductance (S/m), C is the capacitance (F/m), Z is the phase of the impedance (rad) and Y is the phase of the admittance (rad). The calculated results of four-terminal parameters (R, L, G and C) of between the rail and the ground and between rails are shown in Fig. 8, respectively. Fig. 8 is obtained at the test section C in Table 1, for example. As mentioned at Sections 3.2 and 4.2, rails are considered as a distributed line with extremely high leakage admittance, so we applied G and C to the calculation model. Furthermore, G and C where it exists between the rail and the ground and between rails shown in Fig. 8 are something for the kind of circuit which is shown in Fig. 9. We can calculate the true value of Ge and Ce which exist between the rail and the ground from the measured value of Ge meas and Ce meas which is shown in Fig. 8 due to Eq. (6). In the same way, the true value of Gs and Cs which exist
ARTICLE IN PRESS
Fig. 11. Calculated waveforms at the condition of test section C. (a) Voltage waveforms of injection rail and injection current waveform. (b) Voltage waveforms of induction rail.
Fig. 12. Measured waveforms at the test section C. (a) Voltage waveforms of injection rail and injection current waveform. (b) Voltage waveforms of induction rail.
rail is added as concentrated constant against 1 place. Otherwise, when number of partitions is too multi, the model becomes troublesome. 5.3. Surge propagation analysis by calculated model We simulated the current and voltage characteristics of the rail when the steep-front current was injected into the sending end of the rail by using the calculation model shown in Fig. 10. The calculated result which reproduces the experiment which is expressed in chapter 3 is shown in Fig. 11. Furthermore, at the time of analysis, the ground resistivity is 146 m, same as the condition of the eld test section C in Table 1. When Fig. 11 which is the calculated result and Fig. 12 which is the experimental result obtained at the test section C is compared, the calculated result by the surge propagation model of the rail has become smaller than the experimental result about the current value of owing into the rail, while the voltage waveform of calculated result almost agrees with that of experimental result.
In addition, the surge impedance calculated by the rail model for surge propagation analysis is higher than that of experimental result, as shown in Table 3. On the other hand, the surge propagation velocity of calculated result is about 91 m/ s. It is similar to the experimental result, as shown in Table 3. Next, we simulated the surge attenuation caused by traveling along the rail when a lightning surge voltage was impressed to the rail by using the calculation model shown in Fig. 10. The calculated result which reproduces the experiment which is expressed in chapter 4 is shown in Fig. 13. Furthermore, at the time of analysis, the ground resistivity is 534 m, same as the condition of the eld test section B in Table 1. A lightning surge waveform impressed to the rail in the simulation is 1/5 s, similar to the experiment. When Fig. 13 which is the calculated result and Fig. 5 which is the experimental result is compared, the surge attenuation and the distortion which accompany the propagation of the surge along the rail can be conrmed on the surge propagation model of the rail, similar to the experimental result.
ARTICLE IN PRESS
H. Arai et al. / Electric Power Systems Research xxx (2011) xxxxxx Condition Surge impedance ( ) 50 21 40 14 21 50 14 38 Surge propagation velocity ( s/m) 91 Calculation
Table 3 Compare with calculated and measured results. Test section C ( = 146 m)
Measurement
92
Fig. 13. Calculated waveforms at the condition of test section B. (a) Sending end. (b) Receiving end.
The results of surge impedance and surge propagation velocity calculated by the proposed model almost agree with the experimental results. Moreover, the proposed model can calculate the surge attenuation along the rails. Hence, the calculation model of the surge propagation characteristics along the rails is valid.
The equivalent circuit model related another terminal on the electronic train detector was estimated by the above mentioned same way. We propose the calculation model of the lightning overvoltages on the railway signalling equipment. The calculation model consists of the rail model above mentioned in chapter 5 and the equivalent circuit model of signalling equipment.
6. Calculation model of the lightning overvoltages on the railway signalling equipment 6.1. Equivalent circuit model of the signalling equipment for level crossing system The equivalent circuit model can be estimated by measuring the input impedance of equipment [3]. This paper describes how to estimate the equivalent circuit model of the signalling equipment such as the electronic train detector for level crossing system, for typical example. The electronic train detector for level crossing system is one of the most vulnerable equipment to lightning in Japan. In this present work, we measured the input impedance between the terminals and frame case of the electronic train detector and estimated the parameters of equivalent circuit model by least square approximation against the measured value. The parameters of equivalent circuit model at 100 kHz were applied, same as the calculation model of the surge propagation characteristics along the rails. For example, the measured result of the input impedance on the terminal of the electronic train detector, named as Rail (s), is shown in Fig. 14. The calculated result of the equivalent circuit as shown in Fig. 15 is also shown in Fig. 14.
6.2. Field test for validation of the model As shown in Fig. 16, we temporarily installed an actual railway level crossing equipment representing typical examples of wayside electronic signalling equipment for eld lightning surge tests, and measured the lightning overvoltages on the level crossing equipment in case of a potential rise of the rail for the validation of the calculation model of the lightning overvoltages on the level crossing equipment [1]. A potential rise of the rail was caused by injecting a 1/100 s lightning surge current of 3 A generated with an impulse generator (IG). There are differences between natural lighting current and the generated current by IG. Natural lightning is considered as an impressed current source. Therefore, we conducted the eld test on condition that ashovers do not occur on the equipment. Namely, we supposed that there is a linear characteristic between the overvoltages occurred on the equipment and the impressed current. The eld test was conducted at the test section C in Table 1. Furthermore, at the time of analysis, the ground resistivity is 146 m, same as the condition of the eld test section C.
ARTICLE IN PRESS
Fig. 14. Input impedance on the terminal Rail (s). (a) Absolute value of impedance. (b) Phase of impedance.
6.3. Comparison of the eld test results and the calculation results Fig. 17 shows the comparison of the calculated results and the experimental results regarding the lightning overvoltages in case of the lightning surge current injection into the rail. The lightning overvoltage waveform on the both terminal Rail (s) connected to the injection rail and terminal Rail (s)+ connected to the induction rail are shown in Fig. 17, respectively. From Fig. 17, the proposal model is almost correct because of agreement with the experimental results. The part of wave front of calculated result is especially similar to that of experimental result.
Fig. 15. Equivalent circuit model for the terminal Rail (s).
Hence, the calculation model of the lightning overvoltages on railway signalling equipment is valid and applicable to the development of lightning protection measures for the railway signalling systems.
ARTICLE IN PRESS
Fig. 16. Outline of eld test.
Fig. 17. Comparison of the calculated waveform and the experimental waveform. (a) Voltage waveforms on terminal Rail (s) connected to injection rail. (b) Voltage waveforms on terminal Rail (s)+ connected to induction rail.
7. Conclusions This paper describes the experimental results concerning surge propagation characteristics of a railway system consisting rails, cross ties, a rail bed, and a track bed, and proposes a calculation model for surge analysis which can reasonably predict the experimental results. Moreover, this paper proposes a lightning surge calculation model of the level crossing equipment representing typical examples of wayside electronic railway signalling equipment. The main conclusions are summarized as follows: (1) The self surge impedance between the rail and the ground is about 50 , the mutual surge impedance between the rails is about 30 , and the surge propagation velocity between the
rail and the ground is about 7090 m/ s. The rail has the property that equivalent cylindrical body radius is 93.9 mm, specic resistance is 20.3 108 m, relative magnetic permeability is 70, and distance between two rails on the surface of the ground is 1067 mm. In general, the surge impedance of the rail is much small and the surge propagation velocity of the rail is much slow compared to the over-head conductors. (2) The attenuation of the surge propagating along the rail is large compared to the over-head conductors. The rail is the conductor which possesses the high admittance components against the ground. (3) We proposed a calculation model of the surge propagation characteristics along the rails. The results of surge impedance and surge propagation velocity calculated by the proposed model
ARTICLE IN PRESS
almost agree with the experimental results. Moreover, the proposed model can calculate the surge attenuation along the rails. (4) We propose the calculation model of the lightning overvoltages on the railway signalling equipment. The calculation model consists of the rail model and the equivalent circuit model of signalling equipment. The calculation model is applicable to the development of lightning protection measures for the railway signalling systems.
References
[1] H. Arai, H. Matsubara, K. Miyajima, S. Yokoyama, K. Sato, Experimental study of surge propagation characteristics of rail and lightning overvoltages on level crossing , IEEJ Trans. PE 123 (11) (2003) 13071312. [2] J.R. Carson, Wave propagation in overhead wires with ground return , Bell. Syst. Technol. J (5) (1926) 539554. [3] A.H. Whiteld, Transfer function synthesis using frequency response data , Int. J. Control 43 (5) (1986) 14131426.

Analytical Study On Lightning Surge Propagation Along Rail and Lightning Overvoltages On Railway Signalling Equipment

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Analytical Study On Lightning Surge Propagation Along Rail and Lightning Overvoltages On Railway Signalling Equipment

Uploaded by

Copyright:

Available Formats

G Model EPSR-3328; No.

Contents lists available at ScienceDirect

Electric Power Systems Research

Keywords: Lightning Surge propagation Calculation model Railway signalling equipment

G Model EPSR-3328; No. of Pages 11 2

Fig. 1. Line prole of rail track at the test section.

Fig. 2. Outline of measuring surge parameters of rail.

G Model EPSR-3328; No. of Pages 11

A ( = 1043 B ( = 534 C ( = 146

Fig. 4. Outline of measuring surge attenuation ratio in rail.

Surge attenuation ratio =

G Model EPSR-3328; No. of Pages 11 4

Fig. 6. Tt -dependence of surge attenuation ratio.

Fig. 7. Tf -dependence of surge attenuation ratio.

G Model EPSR-3328; No. of Pages 11

Fig. 9. Admittance between rail and ground and between rails.

G Model EPSR-3328; No. of Pages 11 6

Fig. 10. Rail model for surge propagations.

2Ce meas Cs meas 4Cs meas Ce meas

G Model EPSR-3328; No. of Pages 11

G Model EPSR-3328; No. of Pages 11 8

G Model EPSR-3328; No. of Pages 11

G Model EPSR-3328; No. of Pages 11 10

Fig. 16. Outline of eld test.

G Model EPSR-3328; No. of Pages 11

You might also like