oSIST prEN 50388:2008

SLOVENSKI STANDARD
01-december-2008
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Railway applications - Power supply and rolling stock - Technical criteria for the
coordination between power supply (substation) and rolling stock to achieve
interoperability
Bahnanwendungen - Bahnenergieversorgung und Fahrzeuge - Technische Kriterien für
die Koordination zwischen Anlagen der Bahnenergieversorgung und Fahrzeugen zum
Erreichen der Interoperabilität
Applications ferroviaires - Alimentation électrique et matériel roulant - Critères techniques
pour la coordination entre le système d'alimentation (sous-station) et le matériel roulant
pour réaliser l'interopérabilité
Ta slovenski standard je istoveten z: prEN 50388:2008
ICS:
29.280 (OHNWULþQDYOHþQDRSUHPD Electric traction equipment
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

DRAFT
EUROPEAN STANDARD
NORME EUROPÉENNE
October 2008
EUROPÄISCHE NORM
ICS Will supersede EN 50388:2005

English version
Railway applications -
Power supply and rolling stock -
Technical criteria for the coordination between power supply (substation)
and rolling stock to achieve interoperability

Applications ferroviaires -  Bahnanwendungen -
Alimentation électrique et matériel roulant - Bahnenergieversorgung und Fahrzeuge -
Critères techniques pour la coordination entre Technische Kriterien für die Koordination
le système d'alimentation (sous-station) zwischen Anlagen der Bahnenergieversorgung
et le matériel roulant pour réaliser und Fahrzeugen zum Erreichen der
l'interopérabilité Interoperabilität

This draft European Standard is submitted to CENELEC members for CENELEC enquiry.
Deadline for CENELEC: 2009-03-13.

It has been drawn up by CLC/SC 9XC.

If this draft becomes a European Standard, CENELEC members are bound to comply with the CEN/CENELEC
Internal Regulations which stipulate the conditions for giving this European Standard the status of a national
standard without any alteration.

This draft European Standard was established by CENELEC in three official versions (English, French, German).
A version in any other language made by translation under the responsibility of a CENELEC member into its own
language and notified to the Central Secretariat has the same status as the official versions.

CENELEC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Cyprus, the
Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,
Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain,
Sweden, Switzerland and the United Kingdom.

Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to
change without notice and shall not be referred to as a European Standard.

CENELEC
European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung

Central Secretariat: rue de Stassart 35, B - 1050 Brussels

© 2008 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members.
Project: 17184 Ref. No. prEN 50388:2008 E

Draft for Enquiry
1 Foreword
2 This draft European Standard was prepared by SC 9XC, Electric supply and earthing systems for public
3 transport equipment and ancillary apparatus (Fixed installations), of Technical Committee CENELEC TC 9X,
4 Electrical and electronic applications for railways. It also concerns the expertise of SC 9XB,
5 Electromechanical material on board of rolling stock. It is submitted to the CENELEC enquiry.
6 This document will supersede EN 50388:2005.
7 For TSI lines, modification and amendments shall be made within a procedure which is related to the legal
8 status of the HS and CR TSIs.
9 This draft European Standard has been prepared under a mandate given to CENELEC by the European
10 Commission and the European Free Trade Association and covers essential requirements of EC Directives
1 2
) )
11 96/48/EC and 2001/16/EC . See Annex ZZ.
12 ______________
1)
Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high speed rail system, O.J. L 235,
17/09/1996, p. 6 – 24
2)
Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the trans-European
conventional rail system, O.J. L 110, 20/04/2001, p. 1 – 27
Draft for Enquiry
– 3 – prEN 50388:2008
13 Contents
14 1 Scope . 5
15 2 Normative references . 6
16 3 Terms and definitions . 6
17 4 Periods over which parameters can be averaged or integrated . 10
18 5 Neutral sections . 10
19 5.1 AC phase separation sections . 10
20 5.2 System separation sections . 10
21 5.3 Acceptance criteria . 11
22 6 Power factor of a train . 11
23 6.1 General . 11
24 6.2 Inductive power factor . 11
25 6.3 Capacitive power factor . 12
26 6.4 Acceptance criteria . 12
27 7 Train current limitation . 13
28 7.1 Maximum train current . 13
29 7.2 Automatic regulation . 15
30 7.3 Power or current limitation device . 16
31 7.4 Acceptance criteria . 16
32 8 Requirements on performance of power supply . 16
33 8.1 General . 16
34 8.2 Description . 16
35 8.3 Values for U  at the pantograph . 17
mean useful
36 8.4 Relation between U and U . 17
mean useful min1
37 8.5 Acceptance criteria . 17
38 9 Type of line and electrification system . 18
39 10 Harmonics and dynamic effects . 18
40 10.1 General . 18
41 10.2 Acceptance procedure for new element . 20
42 10.3 Compatibility study . 20
43 10.4 Methodology and acceptance criteria . 24
44 11 Coordination of protection . 24
45 11.1 General . 24
46 11.2 Protection toward short-circuits . 24
47 11.3 Auto-reclosing of one or more substation circuit breakers . 25
48 11.4 Effect of loss of line voltage and re-energisation on the traction unit . 25
49 11.5 DC electrification systems, transient current during closure . 25
50 11.6 Acceptance criteria . 26
51 12 Regenerative braking . 26
52 12.1 General conditions on the use of regenerative braking . 26
53 12.2 Use of regenerative braking. 26
54 12.3 Acceptance criteria . 28
55 13 Effects of d.c. operation on a.c. systems . 28
56 14 Tests . 28
57 15 Test methodology . 29
58 15.1 Neutral sections . 29
59 15.2 Power factor . 29
60 15.3 Train current limitation . 29
61 15.4 Quality index of the power supply . 29
62 15.5 Harmonics and dynamic effects . 31
63 15.6 Coordination of protections . 31
64 15.7 Regenerative braking . 31
Draft for Enquiry
65 Annex A (informative) Integration periods over which parameters can be averaged . 33
66 A.1 General . 33
67 A.2 Reference time period over which it can be averaged or integrated . 33
68 Annex B (informative) Selection criteria determining the voltage at the pantograph for high speed
69 trains . 34
70 Annex C (informative) Investigation of harmonic characteristics and related overvoltages . 36
71 C.1 General . 36
72 C.2 Stability . 36
73 C.3 Overvoltages generated by harmonics . 37
74 Annex D (informative) Data related to the compatibility study of harmonics and dynamic effects . 38
75 D.1 Characterisation of the traction power supply fixed installations . 38
76 D.2 Characterisation of the trains . 41
77 Annex E (informative) Inductive and capacitive power factor . 43
78 Annex F (normative) Special national conditions . 45
79 Annex ZZ (informative) Coverage of Essential Requirements of EC Directives. 47
80 Bibliography . 48
81 Figures
82 Figure 1 – Maximum train current against voltage . 15
83 Figure 2 – Procedure for compatibility study of harmonics and dynamic effects . 21
84 Figure E.1 – Allowed power factor versus drawn active and reactive power (P and Q) by the train . 43
85 Tables
86 Table 1 – Total inductive power factor λ of a train . 12
87 Table 2 – Maximum allowable train current . 14
88 Table 3 – Value of factor a . 15
89 Table 4 – Minimum U at pantograph . 17
mean useful
90 Table 5 – Electrification systems in function of the type of lines . 18
91 Table 6 – Description of steps . 22
92 Table 7 – Maximum contact line – Rail short-circuit level . 24
93 Table 8 – Action on circuit breakers at an internal fault within a traction unit . 25
94 Table 9 – di/dt when closure of traction unit circuit breaker . 26
95 Table 10 – Use of regenerative braking . 27
96 Table 11 – Tests . 28
97 Table 12 – U (zone) . 29
mean useful
98 Table 13 – U (train) . 30
mean useful
99 Table 14 – Relation between U and U . 30
mean useful min1
100 Table A.1 – Integration period . 33
101 Table D.1 – Characterization of a.c. electrified lines . 39
102 Table D.2 – Characterisation of d.c. electrified lines . 40
103 Table D.3 – Characterisation of one a.c. train with respect to impedances, harmonics and stability . 41
104 Table D.4 – Characterisation of one d.c. train with respect to impedances, harmonics and stability . 42
105 Table ZZ.1 – Correspondence between this European Standard and Directives 96/48/EC and
106 2001/16/EC . 47
Draft for Enquiry
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109 1 Scope
110 This European Standard is intended to be used to set up the requirements for the acceptance of rolling stock
111 on infrastructure in the field of
112 – co-ordination of protection principles between power supply and traction units, especially fault
113 discrimination for short-circuits,
114 – co-ordination of installed power on the line and power demand of the trains,
115 – co-ordination of traction unit regenerative braking and power supply receptivity,
116 – co-ordination of harmonic behaviour.
117 This standard deals with the definition and quality requirements of the power supply at the interface between
118 traction unit and fixed installations.
119 The standard specifies the interface between rolling stock and electrical fixed installations for traction, in the
120 frame ”supply system“. The interaction between pantograph and overhead line is dealt with in EN 50367.
121 The interaction with subsystem “control-command” (especially signalling) is not dealt with in the standard.
122 Requirements are given for the following categories of line:
123 – TSI lines (high speed and conventional);
124 – classical lines.
125 For classical lines, values, if any, are given for the existing European networks. A set of values is also
126 specified for the future network, which is named ”target“ network.
127 The following electric traction systems are concerned:
128 – railways;
129 – guided mass transport systems that are integrated with the railways;
130 – material transport systems that are integrated with the railways.
131 This standard does not apply retrospectively to rolling stock already accepted by infrastructure managers.
132 However, on new infrastructure, existing rolling stock may be accepted by the infrastructure manager,
133 provided there is an agreement.
134 Information is given to the train operating companies on electrification parameters to enable them to confirm
135 after consultation with the rolling stock manufacturers that there will be no consequential disturbance on the
136 electrification system.
Draft for Enquiry
137 2 Normative references
138 The following referenced documents are indispensable for the application of this document. For dated
139 references, only the edition cited applies. For undated references, the latest edition of the referenced
140 document (including any amendments) applies.
141 EN 50122-2:1998, Railway applications – Fixed installations – Part 2: Protective provisions against the
142 effects of stray currents caused by d.c. traction systems
3)
143 EN 50122-2 , Railway applications – Fixed installations – Electrical safety, earthing and bonding –
144 Part 2: Provisions against the effects of stray currents caused by d.c. traction systems
3)
145 EN 50122-3 , Railway applications – Fixed installations – Electrical safety, earthing and bonding –
146 Part 3: Mutual interaction of a.c. and d.c. traction systems
147 EN 50123-1:2003, Railway applications – Fixed installations – D.C. switchgear, Part 1: General
148 EN 50163:2004 + A1:2007, Railway applications ─ Supply voltages of traction systems
149 EN 50367, Railway application ─ Current collection systems ─ Technical criteria for the interaction between
150 pantograph and overhead line (to achieve free access)
151 IEC 60050-811, International Electrotechnical vocabulary (IEV) – Chapter 811: Electric traction
4)
152 EN ISO 3166-1:1997 , Codes for the representation of names of countries and their subdivisions –
153 Part 1: Country codes (ISO 3166-1:1997)
154 3 Terms and definitions
155 For the purposes of this document, the following terms and definitions apply.
156 3.1
157 TSI line
158 line defined as part of the Trans European High-Speed rail network for the High Speed Technical
159 Specification for Interoperability, HS TSI, (see Directive 96/48/EC) or line defined as conventional as part of
160 TEN Trans European Network in the conventional TSI, CR TSI, (see Directive 2001/16/EC).
161 It includes for the HS TSI:
162 – category I: specially built high-speed lines equipped for speeds generally equal to or greater than
163 250 km/h;
164 – category II: specially upgraded high-speed lines equipped for speeds of the order of 200 km/h;
165 – category III: specially upgraded high-speed lines which have special features as a result of
166 topographical, relief or town planning constraints on which the speed must be adapted to each case.
167 It includes for the CR TSI:
168 – category IV: New Core TEN LINE:
169 – passenger and mixed traffic: 200 km/h max.;
170 – freight traffic: 140 km/h max.;

3)
At draft stage.
4)
Superseded by EN ISO 3166-1:2006, Codes for the representation of names of countries and their subdivisions – Part 1: Country
codes (ISO 3166-1:2006).
Draft for Enquiry
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171 – category V: Upgraded Core TEN LINE:
172 – passenger and mixed traffic: 160 km/h max.;
173 – freight traffic: 100 km/h max.;
174 – category VI: New Other TEN LINE:
175 – passenger and mixed traffic: 140 km/h max.;
176 – freight traffic: 100 km/h max.;
177 – category VII: Upgraded Other TEN LINE:
178 – passenger and mixed traffic: 120 km/h max.;
179 – freight traffic: 100 km/h max.
180 3.2
181 classical line
182 line which does not belong to the TSI lines.
183 It includes
184 – information on European networks named with their national country code (see EN ISO 3166-1) and
185 – future target network named as ”target“, see 3.25
186 3.3
187 type of line
188 classification of lines as a function of the parameters described in 3.4 to 3.6
189 3.4
190 train power at the pantograph
191 active power of the train taking into account power for traction, regeneration and auxiliary
192 3.5
193 minimum possible headway
194 interval at which trains can run as allowed by the signalling system
195 3.6
196 maximum line speed
197 speed for which the line was approved for operation
198 3.7
199 contact line
200 conductor system for supplying electric energy to vehicles through current-collecting equipment
201 [IEC 60050-811-33-01]
202 3.8
203 overhead contact line
204 contact line placed above (or beside) the upper limit of the vehicle gauge and supplying vehicles with electric
205 energy through roof–mounted current collection equipment
206 [IEC 60050-811-33-02]
207 3.9
208 (traction) substation
209 installation, the main function of which is to supply a contact line system, at which the voltage of a primary
210 supply system, and in certain cases the frequency, is converted to the voltage and frequency of the contact
211 line
Draft for Enquiry
212 3.10
213 total power factor λ
active power
214 λ =
apparent power
215 3.11
216 deformation factor υ
λ
217 υ =
cos ϕ
218 3.12
219 power factor
active power of the fundamental wave
220 cos ϕ =
apparent power of the fundamental wave
221 In this standard, only fundamental wave is considered
222 NOTE This is also the displacement factor cos ϕ.
223 3.13
224 neutral section
225 section of a contact line provided with a sectioning point at each end to prevent successive electrical
226 sections, differing in voltage, phase or frequency being connected together by the passage of current
227 collectors
228 [IEC 60050-811-36-16]
229 3.14
230 vehicle
231 general term denoting any single item of rolling stock, e.g. a locomotive, a coach or a wagon
232 [IEC 60050-811-02-02]
233 3.15
234 traction unit
235 general term covering a locomotive, motor coach or train unit
236 [IEC 60050-811-02-04]
237 3.16
238 rolling stock
239 general term covering all vehicles with or without motors
240 [IEC 60050-811-02-01]
241 3.17
242 train
243 any combination of rolling stock coupled together. It includes banking locomotives
244 3.18
245 normal operating conditions
246 traffic operating to the design timetable and train formation used for power supply fixed installation design
247 Power supply equipment is operated according to standard design-rules
248 NOTE Standard rules may vary depending on the infrastructure manager’s policy.
Draft for Enquiry
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249 3.19
250 abnormal operating conditions
251 either higher traffic loads or outage of power supply equipment outside the design standard
252 NOTE Under these conditions, traffic may not operate to the design timetable.
253 3.20
254 mean useful voltage at the pantograph (U )
mean useful
255 3.20.1
256 U (zone)
mean useful
257 voltage giving an indication of the quality of the power supply in a geographic zone during the peak traffic
258 period in the timetable
259 3.20.2
260 U (train)
mean useful
261 voltage identifying the dimensioning train and enables the effect on its performance to be quantified
262 3.21
263 dimensioning train
264 train with the lowest mean useful voltage
265 3.22
266 register of infrastructure
267 for TSI, a single document which compiles, for each section of line of the trans-European high speed rail or
268 conventional network systems, the characteristics of the lines concerned for all subsystems that include fixed
269 equipment.
270 This register of infrastructure should be drawn up by the infrastructure manager or its authorised
271 representative.
272 For other lines, a single document which compiles, for each section of line, the characteristics of the lines
273 concerned for all subsystems that include fixed equipment
274 3.23
275 infrastructure manager
276 any body or undertaking that is responsible in particular for establishing and maintaining railway
277 infrastructure. This may also include the management of infrastructure control and safety systems. The
278 functions of the infrastructure manager on a network or part of a network may be allocated to different bodies
279 or undertakings
280 NOTE In TSI Energy, this body is referred to as the contracting or adjudicating entity.
281 3.24
282 new element
283 generally, any new, rebuilt or modified (hardware or software) traction-unit or power supply component
284 having a possible influence on the harmonic behaviour of the power supply system.
285 This new element will be integrated in an existing power supply network with traction units e.g. for fixed
286 installation side:
287 – transformer;
288 – HV cable;
289 – filters;
290 – converter
291 3.25
292 target network
293 network whose design allows the requirements of European interoperability and should avoid later costly
294 investments
Draft for Enquiry
295 4 Periods over which parameters can be averaged or integrated
296 This clause is informative and refers to Annex A.
297 The train operators or infrastructure managers use parameters for
298 – their dimensioning computations,
299 – protection measures,
300 – planning;
301 – etc.
302 These are effective only if they are averaged over precisely defined time spans.
303 Annex A gives, for information, the periods over which those parameters should be averaged.
304 5 Neutral sections
305 5.1 AC phase separation sections
306 The train shall be able to move from one section to an adjacent one without bridging the two phases.
307 Power consumption of the train (traction, auxiliaries and no-load current of the transformer) shall be brought
308 to zero when entering the phase separation section.
309 For HS TSI lines, this shall be done automatically.
310 For Conventional Rail TSI lines and for classical lines, automatic operation is preferred; however manual on
311 board operation is also permitted.
312 Lowering of the pantographs is not necessary.
313 The infrastructure manager shall provide adequate means to allow a train that is gapped underneath the
314 phase separation to be restarted.
315 NOTE For other designs of phase separation to be considered allowing the train to pass the section with power running e.g.
316 automatically switched sections or “change over sections” if reliability and compatibility with all trains can be demonstrated, some
317 requirements of this clause may not apply.
318 EN 50367 describes the design of phase separation sections.
319 5.2 System separation sections
320 5.2.1 General
321 The trains shall be able to move from one energy supply system to an adjacent one which uses a different
322 energy supply without bridging the two contact line systems. The necessary actions (opening of the main
323 circuit breaker, lowering of the pantographs) depend on the type of both supply systems as well as on the
324 arrangement of pantographs on trains and the running speed.
325 There are two possibilities for the train to run through system separation sections:
326 1) with pantograph raised and touching the contact wire(s) as described in 5.2.2;
327 2) with pantograph lowered and not touching the contact wire(s) as described in 5.2.3.
Draft for Enquiry
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328 The choice between 1) and 2) shall be made by the infrastructure manager.
329 The requirements for the design of the infrastructure and rolling stock are:
330 5.2.2 Pantograph raised
331 If the system separation sections are negotiated with pantographs raised to the contact wire(s), provisions
332 shall be made in the infrastructure to avoid bridging the contact lines of both adjacent power supply systems
333 when the opening of the on-board circuit breaker(s) fails.
334 – For categories I, II and III lines, on rolling stock, devices shall open automatically the circuit breaker
335 before reaching the separation section and recognise automatically the voltage of the new power supply
336 system at the pantograph in order to switch the corresponding circuits.
337 – For categories IV to VII lines and for classical lines, these requirements for categories I, II and III lines
338 may be applied.
339 5.2.3 Pantograph lowered
340 If the system separation sections are negotiated with pantographs lowered the following conditions apply:
341 the design of separation section between differing energy supply systems shall ensure that, in case of a
342 pantograph unintentionally applied to the contact line, bridging the contact lines of two power supply systems
343 is avoided and switching off both supply sections is triggered immediately. If a system separation section is
344 traversed with pantographs lowered, it shall be designed so as to avoid the bridging by an unintentionally
345 raised pantograph. Equipment shall be provided to switch off both power supply systems should a
346 pantograph remain raised, e.g. by detection of short circuits or unintended voltages.
347 – For categories I, II and III lines, at supply system separations which require a lowering of the pantograph,
348 the pantograph shall be lowered without the driver’s intervention, triggered by control signals.
349 – For categories IV to VII lines and for classical lines, these requirements for categories I, II and III lines
350 may be applied.
351 EN 50367 describes the design of the system separation sections as well as some other functional
352 requirements of the overhead-contact line and pantographs.
353 5.3 Acceptance criteria
354 Infrastructure, traction units and control command designers shall comply with the requirements of 5.1
355 and 5.2.
356 6 Power factor of a train
357 6.1 General
358 The higher the power factor of a train, the better is the power supply performance, therefore the rules below
359 apply.
360 Capacitive or inductive power from a train can be utilised to change the overhead contact line voltage.
361 6.2 Inductive power factor
362 This clause deals only with inductive power factor and power consumption over the range of voltage from,
363 U to U defined in EN 50163.
min1 max1
364 Table 1 gives the total inductive power factor λ of a train. For the calculation of λ, only the fundamental of the
365 voltage at pantograph is taken into account.
Draft for Enquiry
366 Table 1 – Total inductive power factor λ of a train
Category I and II of TSI line category III; IV; V;VI; VII
a
HS TSI lines and Classical lines
MW
P > 2 ≥ 0,95 ≥ 0,95
b b
0 ≤ P ≤ 2
For yards or depot, the power factor of the fundamental wave shall be equal or higher to 0,8 (see the Note
below) under the following conditions: the train is hotelling with traction power switched off and all auxiliaries
running and the active power being drawn is greater than 200 kW.
The calculation of overall average λ for a train journey, including the stops, is taken from the active energy
W (MWh) and reactive energy W (MVArh) given by a computer simulation of a train journey or metered on
P Q
an actual train:
λ =
W
 
Q
1+ 
 
W
 P
NOTE Higher power factors than 0,8 will result in better economic performance due to a reduced requirement for fixed equipment

provision.
a
Applicable to trains in conformity with the HS TSI "rolling stock".
b
In order to control the total power factor of the auxiliary load of a train during the coasting phases, the overall average λ (traction
and auxiliaries) defined by simulation and/or measurement shall be higher than 0,85 over a complete timetable journey (typical
journey between two stations including commercial stops).
368 During regeneration, inductive power factor is allowed to decrease freely in order to keep voltage within
369 limits.
370 NOTE 1 Another representation of Table 1 in a graphic form is given in Annex E.
371 NOTE 2 On line categories III to VII, for rolling stock existing before publication of this standard, the infrastructure manager may
372 impose conditions e.g. economic, operating, power limitation for acceptance of interoperable trains having power factors below the
373 value specified in Table 1.
374 6.3 Capacitive power factor
375 During traction mode and standstill, capacitive power factor is allowed in order to keep voltage within limits:
376 – within the range of voltage from U to U defined in EN 50163, capacitive power factors are not
min1 max1
377 limited;
378 – within the range of voltage from U to U defined in EN 50163, a train shall not behave like a
max1 max2
379 capacitor.
380 During regenerative mode, capacitive power factor is not allowed.
381 NOTE Capacitive power factors could lead to overvoltages and/or dynamic effects and should be treated according to Clause 10.
382 6.4 Acceptance criteria
383 The power factor is acceptable if the values given in Table 1 and requirement given in 6.3 are achieved.
Draft for Enquiry
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384 7 Train current limitation
385 7.1 Maximum train current
386 The maximum allowable train current including auxiliary is given in Table 2. The levels apply both in tractive
387 and regenerative modes. Higher or lower values of train current shall be given in the register of infrastructure
388 (see 7.3) for each line when required.
389 NOTE In order to prevent the energy subsystem from over sizing, the values given in Table 2 are given for rolling stock and not for
390 the design of the energy sub system for continuous load.
Draft for Enquiry
Draft for Enquiry
392 Table 2 – Maximum allowable train current
393 Currents in Amperes
Power Category Category IV, V, VI, VII
supply of HS TSI CR TSI lines and
system lines Classical lines
AT
I II III Max. CH BE CZ DK ES FI FR GB GR HU IE IS IT LU MT NL NO PL PT SE SI SK
DE
a.c.
25 000 V 1 500 600 500 800 / 500 800 500 ? 500 500 300 / ? / / ? 500 / / ? / / 300
50 Hz
a.c.
a
1 500 900 900 900 900 / / / / / / / / / / / / / 900 / / 900 / /
15 000 V
16,7 Hz
2 500
2 500 (3 200 for
(3 200 HS TSI
d.c.
for HS upgraded
4 000 4 000 4 000 4 000 / 2 500 3 000 / / / / / / / 4 000 ? / / / / 2 500 3 200
a
TSI lines; 2 500
3000 V
upgraded for HS TSI
lines) connecting
lines)
d.c.
/ 5 000 5 000 5 000 / / 5 000 2 800 / / 5 000 / / / ? / / 4 000 / ? / / /
a
1 500 V
d.c.
/ / 6 800 / / / / / / / / 6 800 / / / / / / / / / / /
750 V
a
On special lines (e.g. freight in mountain area, suburban network), these values may be exceeded.
– 15 – prEN 50388:2008
396 7.2 Automatic regulation
397 In order to facilitate stable operation on weak power supply networks or in abnormal operating conditions,
398 trains shall be equipped with an automatic device which adapts the level of the power consumption
399 depending on overhead line voltage in steady state condition. Figure 1 gives the maximum allowed train
400 current as a function of the overhead contact line voltage.
401 Figure 1 does not apply in regenerative braking mode.
CURRENT
B
I
max
A
C
I
auxiliary
current
OVERHEAD LINE
VOLTAGE
(1) a × U
U n U
min2
max2
A
No traction
B
Current level exceeded
C
Allowable current levels
403 Key
404 I is the maximum current consumed by the train at nominal voltage.
max
(1)
405 With regard to the setting values of the under-voltage releases, see EN 50163:2004, 4.1, Note 2.
406 NOTE The purpose of this diagram is not to design the nominal power of the train.
407 Figure 1 – Maximum train current against voltage
408 The value of the knee point factor a is given in Table 3.
409 Table 3 – Value of factor a
Power supply system Value of a
a.c. 25 000 V 50 Hz 0,9
a.c. 15 000 V 16,7 Hz 0,95
d.c. 3 000 V 0,9
d.c. 1 500 V 0,9
d.c. 750 V 0,8
Draft for Enquiry
410 7.3 Power or current limitation device
411 In order to allow a train to operate everywhere, on weak or electrically well supplied lines, it is necessary to
412 install on board a current or power selector which will limit the power demand of the train to the electrical
413 capacity of the line. This is applicable on all lines except on category I lines.
414 The infrastructure manager shall declare the required limitation of each line in a register of infrastructure.
415 This setting shall be carried out automatically.
416 However, if the infrastructure has not been equipped for automatic power selection, it can be done manually
417 by the drivers.
418 7.4 Acceptance criteria
419 The train current limitation systems or devices are acceptable if the requirements from 7.1 up to 7.3 are
420 fulfilled.
421 8 Requirements on performance of power supply
422 8.1 General
423 A study has to be performed in order to be able to assess the quality of power supply.
424 For this purpose, a dimensioning study has to be performed. Its aim, as set out in Annex B, is to define the
425 characteristics of fixed installations.
426 These installations should allow the most severe conditions, as specified in the design timetable, to be
427 satisfied through:
428 – the densest operating period in the timetable, corresponding to peak traffic;
429 – the characteristics of the different types of train involved, taking account of the selected traction units.
430 The quality index U is calculated by simulation and can be verified by ad hoc measurements on a
mean useful
431 critical train.
432 The voltage at the pantographs in EN 50163 and the U are relevant for the assessment.
mean useful
433 8.2 Description
434 Mean useful voltage is calculated by computer simulation of a geographic zone (zone under study) which
435 takes account of all trains scheduled to pass through the zone in an appropriate period of time corresponding
436 to the peak traffic period in the timetable. This given period of time shall be sufficient to take account of the
437 highest load on each electrical section in the geographic zone.
438 Account shall be taken of the electrical characteristics of the infrastructure and each different type of train in
439 the simulation.
440 The fundamental voltage at the pantograph of each train in the geographic zone is analysed at each
441 simulation time step. For a.c. systems, the r.m.s. values of the fundamental voltage is used. For d.c.
442 systems, the mean voltage is used. This time step in the simulation shall be short enough to take into
443 account all events in the timetable.
Draft for Enquiry
– 17 – prEN 50388:2008
444 The voltage values from the simulation are used to study:
445 a) U  (zone)
mean useful
446 This is the mean value of all voltages analysed in the simulation and gives an indication of the quality of
447 the power supply for the entire zone.
448 All trains in the geographic zone, over the peak traffic period considered, are included in this analysis
449 whether they are in traction mode or not (stationary, traction, regeneration, coasting) at each simulation
450 time step.
451 b) U (train)
mean useful
452 This is the mean value of all voltages in the same simulation as the geographic zone study but only
453 analysing the voltages for one particular train at each time step where the train is taking tractio
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