prEN 50388-1

SLOVENSKI STANDARD
01-junij-2017
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SIST EN 50388:2012
SIST EN 50388:2012/AC:2013
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Railway Applications - Fixed installations and rolling stock - Technical criteria for the
coordination between traction power supply and rolling stock to achieve interoperability -
Part 1: general
Bahnanwendungen - Ortsfeste Anlagen und Bahnfahrzeuge - Technische Kriterien für
die Koordination zwischen Anlagen der Bahnenergieversorgung und Fahrzeugen zum
Erreichen der Interoperabilität - Teil 1: Allgemeines
Applications ferroviaires - Installations fixes et matériel roulant - Critères techniques
pour la coordination entre les installations fixes de traction électrique et le matériel
roulant pour réaliser l’interopérabilité - partie 1 : généralités
Ta slovenski standard je istoveten z: prEN 50388-1
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.

EUROPEAN STANDARD DRAFT
NORME EUROPÉENNE
EUROPÄISCHE NORM
April 2017
ICS 29.280; 45.060.01 Will supersede EN 50388:2012 (PART)
English Version
Railway Applications - Fixed installations and rolling stock -
Technical criteria for the coordination between traction power
supply and rolling stock to achieve interoperability - Part 1:
general
Applications ferroviaires - Installations fixes et matériel Bahnanwendungen - Ortsfeste Anlagen und Bahnfahrzeuge
roulant - Critères techniques pour la coordination entre les
- Technische Kriterien für die Koordination zwischen
installations fixes de traction électrique et le matériel roulant Anlagen der Bahnenergieversorgung und Fahrzeugen zum
pour réaliser l'interopérabilité - partie 1 : généralités Erreichen der Interoperabilität - Teil 1: Allgemeines
This draft European Standard is submitted to CENELEC members for enquiry.
Deadline for CENELEC: 2017-07-07.

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 CEN-CENELEC Management Centre has the same status as the official versions.

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

Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.

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.

European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung
CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2017 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
Project: 60244 Ref. No. prEN 50388-1 E

Contents Page
European foreword . 6
1 Scope . 7
2 Normative references . 7
3 Terms and definitions . 8
3.1 Terms and definitions . 8
3.2 Term clarification, coherence and translation . 11
3.3 Abbreviations . 11
4 Periods over which parameters should be averaged or integrated . 12
5 Separation sections . 12
5.1 Phase separation sections . 12
5.2 System separation sections . 12
5.2.1 General . 12
5.2.2 Pantograph raised . 12
5.2.3 Pantograph lowered . 13
6 Power factor of a traction unit . 13
6.1 General . 13
6.2 Inductive displacement power factor . 14
6.3 Capacitive displacement power factor . 14
6.4 Acceptance criteria . 14
7 Train set current and power limitation . 14
7.1 Power or current limitation function of the train set as a function of infrastructure register
information . 14
7.2 Automatic current or power regulation function of the train set as a function of line voltage . 15
7.3 Automatic power or current limitation function of the train set as a function of frequency
variation . 16
7.4 Acceptance criteria . 17
8 Requirements for performance of power supply . 17
8.1 General . 17
8.2 Quality index . 18
8.3 Voltage limits . 18
8.4 Acceptance criteria . 19
9 Type and characterization of traction power supply system . 19
9.1 Type of traction power supply system . 19
9.2 Characterization of traction power supply system . 19
10 Harmonics and dynamic effects . 20
10.1 Objectives . 20
10.2 General . 20
10.3 Acceptance procedure for new elements . 21
10.4 Compatibility study . 22
10.5 Methodology and acceptance criteria . 26
11 Coordination of protection . 27
11.1 General . 27
11.2 Protection against short-circuits . 27
11.3 Closing or auto-reclosing of circuit breakers . 28
11.4 Maximum inrush current of AC traction unit . 29
11.5 DC electrification systems, transient current during closure . 30
11.6 Acceptance criteria . 30
12 Regenerative braking . 30
12.1 General conditions on the use of regenerative braking . 30
12.1.1 Traction unit conditions . 30
12.1.2 Power supply system conditions . 30
12.2 Use of regenerative braking . 31
12.3 Acceptance criteria . 31
13 Effects of DC operation on AC systems . 31
14 Tests . 32
15 Test methodology . 32
15.1 Separation sections . 32
15.1.1 Tests for traction unit . 32
15.1.2 Tests for infrastructure . 32
15.2 Power factor . 32
15.3 Train set current limitation . 33
15.4 Power limitation as a function of line frequency . 33
15.5 Requirements for performance of power supply . 33
15.6 Coordination of protection . 33
15.6.1 Protection against short-circuits and action on circuit breakers . 33
15.6.2 Auto reclosing system in substations . 33
15.6.3 Loss of line voltage and effect on traction units . 33
15.6.4 Maximum inrush current of AC traction unit . 34
15.6.5 DC traction units, transient current during closure . 34
15.7 Regenerative braking . 34
15.7.1 Traction unit . 34
15.7.2 Substation . 34
Annex A (informative) Integration periods over which parameters can be averaged . 35
A.1 General . 35
A.2 Reference time period over which values can be averaged or integrated . 35
Annex B (informative) U : description, calculation and use . 36
mean useful
B.1 General . 36
B.2 Description . 36
B.3 Selection criteria determining the voltage at the pantograph . 37
B.4 Values for U at the pantograph . 38
mean useful
B.5 Relation between U and U . 39
mean useful min1
B.6 Acceptance criteria . 39
B.7 Testing . 39
Annex C (informative) Sign convention of active and reactive power . 41
Annex D (informative) Maximum allowable train set current . 44
Annex E (informative) Power limitation as a function of line frequency . 46
Annex F (informative) Proposed power limitation steps . 47
Annex G (normative) Maximum traction current and power of a trainset against voltage . 48
Annex H (normative) Special national conditions . 50
Annex ZZ (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2008/57/EC . 51
Bibliography . 53
Figures
Figure 1 — Power limitation at wheel . 16
Figure 3 — Closing and auto-reclosing sequence . 29
Figure C.1 — Basic circuit of a traction power system in LRAS . 41
Figure C.2 — Relation of active and reactive power and the character of the circuit elements . 43
Figure E.1 — Maximum available effort at wheel depending on the line frequency . 46
Figure G.1 — Linear limitation of traction current and resulting traction power against voltage . 48
Figure G.2 — Linear limitation of traction power and resulting current against voltage . 49
Tables
Table 1 — term coherence and translation . 11
Table 2 — Value of factor . 16
Table 3 —frequency limits according to power limitation . 17
Table 5 — Traction power supply systems on interoperable lines . 19
Figure 2 — Procedure for compatibility study of harmonics and dynamic effects . 23
Table 6 — Description of steps . 24
Table 7 — Maximum contact line-rail short-circuit level . 27
Table 8 — Action on circuit breakers at an internal fault within a traction unit . 28
Table 9 — Use of regenerative braking . 31
Table 10 — Tests . 32
Table A.1 — Integration periods . 35
Table B.1 — Minimum U at pantograph . 39
ean useful
Table B.2 — U (zone) . 39
mean useful
Table B.3 — U (train) . 40
mean useful
Table B.4 — Relationship between U and U . 40
mean useful min1
Table D.1 — Maximum allowable train current . 45
Table F.1 — Proposed power limitation steps . 47
Table ZZ.1 — Correspondence between this European Standard, the TSI “Locomotives and
Passenger Rolling Stock” (REGULATION (EU) No 1302/2014 of 18 November 2014
) and
............................................................................................................................... 51
Directive 2008/57/EC
Table ZZ.2 — Correspondence between this European Standard, the TSI “Energy” (REGULATION
(EU) No 1301/2014 of 18 November 2014 . 52
) and Directive 2008/57/EC
European foreword
This document (prEN 50388-1:2017) has been prepared by CLC/SC 9XC, “Electric supply and earthing
systems for public transport equipment and ancillary apparatus (Fixed installations)”, of Technical Committee
CLC/TC 9X, “Electrical and electronic applications for railways”. It also concerns the expertise of
CLC/SC 9XB, “Electromechanical material on board of rolling stock”.
The following dates are proposed:
• latest date by which the existence of (doa) dor + 6 months
this document has to be announced
at national level
• latest date by which this document has to be (dop) dor + 12 months
implemented at national level by publication of
an identical national standard or by
endorsement
• latest date by which the national standards (dow) dor + 36 months
conflicting with this document have to (to be confirmed or
be withdrawn modified when voting)
This document will partially supersede EN 50388:2012.
This document has been prepared under a mandate given to CENELEC by the European Commission and
the European Free Trade Association, and supports essential requirements of EU Directive(s).
For the relationship with EU Directive 2008/57/EC, see informative Annex ZZ, which is an integral part of this
document.
For TSI lines, modification and amendments should be made within a procedure which is related to the legal
status of the TSIs.
1 Scope
This European Standard establishes requirements for the technical compatibility of rolling stock with
infrastructure particularly in relation to:
– co-ordination of protection principles between power supply and traction units, especially fault
discrimination for short-circuits;
– co-ordination of installed power on the line and the power demand of trains;
– co-ordination of traction unit regenerative braking and power supply receptivity;
– co-ordination of harmonic behaviour (see prEN 50388-2).
This European Standard deals with the definition and quality requirements of the power supply at the
interface between traction units and fixed installations.
This European Standard specifies the interface between rolling stock and electrical fixed installations for
traction, in respect of the power supply system. The interaction between pantograph and overhead contact
line is dealt with in EN 50367. The interaction with the “control-command” subsystem (especially signalling)
is not dealt with in this standard.
Values are given for the existing European networks. Furthermore the maximum values that are specified
are applicable to the foreseen developments of the infrastructure of the Trans European rail networks.
The following electric traction systems are within scope:
– railways;
– guided mass transport systems that are integrated with railways;
– material transport systems that are integrated with railways.
As far as a migration strategy is not defined in legal documents referring to this standard, this European
Standard does not apply retrospectively to rolling stock and infrastructure already in service.
Information is given on electrification parameters such as to enable train operating companies to confirm,
after consultation with the rolling stock manufacturers, that there will be no consequential disturbance on the
electrification system.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 50122-2, Railway applications - Fixed installations - Electrical safety, earthing and the return circuit - Part
2: Provisions against the effects of stray currents caused by d.c. traction systems
EN 50122-3, Railway applications - Fixed installations - Electrical safety, earthing and the return circuit - Part
3: Mutual Interaction of a.c. and d.c. traction systems
EN 50123-1:2003, Railway applications - Fixed installations - D.C. switchgear - Part 1: General
EN 50163:2004 , Railway applications - Supply voltages of traction systems

As impacted by EN 50163:2004/A1:2007, EN 50163:2004/AC:2013 and EN 50163:2004/Corrigendum May 2010.
EN 50367, Railway applications - Current collection systems - Technical criteria for the interaction between
pantograph and overhead line (to achieve free access)
prEN 50388-2, Railway Applications - Fixed installations and rolling stock - Technical criteria for the
coordination between traction power supply and rolling stock to achieve interoperability - Part 2: Stability and
harmonics
CEN/TS 50535:2010, Railway applications — Onboard auxiliary power converter systems
3 Terms and definitions
3.1 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1.1
abnormal operating condition
operating condition that is not normal operating condition due to either higher traffic loads or outage of power
supply equipment outside the design standard
Note 1 to entry: Under these conditions, traffic may not operate to the design timetable.
3.1.2
classical line
existing line that is not subject to a renewal or upgrading project to bring it into compliance with a TSI
3.1.3
contact line
conductor system for supplying electric energy to vehicles through current-collecting equipment
[SOURCE: IEC 60050-811:1991, 811-33-01]
3.1.4
dimensioning train
train with the lowest mean useful voltage
3.1.5
infrastructure manager
body or undertaking that is responsible in particular for establishing and maintaining railway infrastructure
Note 1 to entry: This may also include the management of infrastructure control and safety systems. The functions of
the infrastructure manager on a network or part of a network may be allocated to different bodies or undertakings.
Note 2 to entry: In TSI Energy, this body is referred to as the contracting or adjudicating entity.
3.1.6
maximum line speed
speed for which parts of a route were approved for operation
3.1.7
mean useful voltage at the pantograph (U )
mean useful
3.1.7.1
U (zone)
mean useful
voltage giving an indication of the quality of the power supply in a geographic zone during the peak traffic
period in the timetable. The zone is a limited part of a route or complex zone not exceeding the length of line
supplied by a substation
3.1.7.2
U (train)
mean useful
voltage identifying the dimensioning train and which enables the effect on its performance to be quantified
3.1.8
new element
new, rebuilt or modified traction-unit or power supply component (hardware or software) having a possible
influence on the harmonic behaviour of the power supply system
Note 1 to entry: This new element may be integrated in an existing power supply network with traction units e.g. for
fixed installation:
– transformer;
– HV cable;
– filters;
– converter.
3.1.9
normal operating conditions
traffic operating to the design timetable and train formation used for power supply fixed installation design
Note 1 to entry: Power supply equipment is operated according to standard design rules. Rules can vary depending
on the infrastructure manager’s policy.
3.1.10
overhead contact line
contact line placed above (or beside) the upper limit of the vehicle gauge and supplying vehicles with electric
energy through roof–mounted current collection equipment
[SOURCE: IEC 60050-811:1991, 811-33-02]
3.1.11
power factor of the fundamental wave
displacement factor cos φ
ratio of the active power of the fundamental components P1 to the apparent power of the fundamental
components S1 under periodic conditions
active power of the fundamental wave
Ratio cosφ=
apparent power of the fundamental wave
Note 1 to entry: In this standard, only the fundamental wave is considered
3.1.12
total power factor λ
ratio of the absolute value of the active power P to the apparent power S under periodic conditions
active power
λ=
apparent power
Note 1 to entry: Deformation factor υ:
λ
υ=
cosφ
3.1.13
register of infrastructure
single document which compiles, for each section of line, the characteristics of the lines concerned
in respect of all subsystems including fixed equipment
Note 1 to entry: The list of items included in the register is described in the commission decision 2011/633/UE.
3.1.14
rolling stock
general term covering all vehicles with or without motors
[SOURCE: IEC 60050-811:1991, 811-02-01]
Note 1 to entry: See also Table 1.
3.1.15
separation or neutral section
section of a contact line provided with a sectioning point at each end to prevent successive electrical
sections, differing in voltage, phase or frequency being connected together by the passage of current
collectors
3.1.16
(traction) substation
installation, the main function of which is to supply a contact line system, at which the voltage of a primary
supply system, and in certain cases the frequency, is converted to the voltage and frequency of the contact
line
3.1.17
traction unit
general term denoting a locomotive, motor coach or train unit
[SOURCE: IEC 60050-811:1991, 811-02-04]
Note 1 to entry: See also Table 1.
3.1.18
train set
combination of vehicles coupled together. It includes banking locomotives
Note 1 to entry: See also Table 1.
3.1.19
train set power at the pantograph
active power of the train taking into account power for traction, regeneration and auxiliaries
3.1.20
TSI line
high speed or conventional rail line being part of the Trans-European Rail Network (TEN) and complying with
the requirements of the relevant Technical Specifications for Interoperability (TSI)
3.1.21
type of line
classification of lines as a function of the parameters described in 3.1.6 and 3.1.19
3.1.22
vehicle
general term denoting any single item of rolling stock, e.g. a locomotive, a coach or a wagon
[SOURCE: IEC 60050-811:1991, 811-02-02]
3.1.23
unit
rolling stock which is subject to the application of this TSI, and therefore subject to ’EC’ verification
Note 1 to entry: A unit may be composed of several Vehicles, as defined in Directive 2008/57/EC, Article 2(c);
considering the scope of this TSI, the use of the term “vehicle” in this TSI is limited to the rolling stock subsystem as
defined in Chapter 1.
[SOURCE: TSI LOC&PAS]
3.1.24
train
operational formation consisting of one or more units
Note 1 to entry: A train set is a fixed formation that can operate as a train; it is by definition not intended to be
reconfigured, except within a workshop environment or by adding banking locomotive in particular zones It is composed
of only motored or of motored and non-motored vehicles.
[SOURCE: TSI LOC&PAS]
3.1.25
locomotive
traction vehicle (or combination of several vehicles) that is not intended to carry a payload and has the ability
to be uncoupled in normal operation from a train and to operate independently.
[SOURCE: TSI LOC&PAS]
3.2 Term clarification, coherence and translation
Due to heterogeneous definitions in the bibliography, the following statement in the Table 1 and following
text should be considered.
Table 1 — term coherence and translation
Subclause English term German term French term
3.1.22 Vehicle Fahrzeug Véhicule
3.1.13 Rolling stock Bahnfahrzeuge Matériel roulant
3.1.18 Train set Zugverband Train (composition)
3.1.17 Traction unit Triebfahrzeug Unité motrice
For information Train (train path) Zug (Fahrplantrasse) Train (circulation)
3.3 Abbreviations
For the purposes of this document, the following abbreviations apply.
EC European Commission
ERTMS European Rail Traffic Management System
HV High Voltage
LRAS Load Reference-Arrow System
r.m.s. root mean square
RINF Register of Infrastructure
TSI Technical specification for interoperability
4 Periods over which parameters should be averaged or integrated
Where train operators or infrastructure managers use various parameters for their dimensioning
computations, protection measures and planning, these are effective only if they are averaged over precisely
defined time spans. Guidance and recommendations on these time spans are given in Annex A (informative).
5 Separation sections
5.1 Phase separation sections
Train sets shall be able to move from one section of an AC system to an adjacent section of the same
system, through a phase separation section, without bridging the different phases.
Power consumption (traction, auxiliaries and no-load current of the transformer) of the train set taken from
overhead line shall be brought to zero before entering the phase separation section.
This can be done for the complete train set or individually and consecutively for each traction unit of the train
set.
For lines with speed v ≥ 250 [km/h], this shall be done automatically.
For lines with speed v < 250 [km/h], where required by the infrastructure manager, this shall be done
automatically. Otherwise, automatic operation is preferred, but manual on board operation may also be
employed.
Where particular circumstances require the lowering of the pantographs this shall be recorded in the register
of infrastructure.
For phase separation sections longer than 8 m, the infrastructure manager shall provide adequate means to
allow a train set that is gapped underneath the phase separation to be restarted.
EN 50367 describes the characteristics of some designs of phase separation sections.
For other designs of phase separation that allow train sets to pass the section with power running (e.g.
automatically switched sections or “change over sections”), the requirements of this clause may not apply if
reliability and compatibility with all train sets can be demonstrated.
5.2 System separation sections
5.2.1 General
Train sets shall be able to move from one energy supply system to an adjacent one which uses a different
energy supply without bridging the two contact line systems. The necessary actions (opening of the main
circuit breaker, lowering of the pantographs, etc.) depend on the type of both supply systems as well as on
the arrangement of pantographs on train sets and the running speed.
There are two possibilities for train sets to run through system separation sections:
1) with pantograph raised and touching the contact wire(s) as described in 5.2.2;
2) with pantograph lowered and not touching the contact wire(s) as described in 5.2.3.
The choice between 1) and 2) shall be made by the infrastructure manager.
The requirements for the design of the infrastructure and rolling stock are described in following paragraphs.
EN 50367 describes the design of the system separation sections as well as other functional requirements of
the overhead contact line and pantographs.
5.2.2 Pantograph raised
Where the system separation sections are traversed by a train set with pantographs raised to the contact
wire(s), the following conditions apply:
• Provisions shall be made in the infrastructure to avoid bridging the contact lines of both adjacent power
supply systems if the opening of the on-board circuit breaker(s) fails.
• For lines with speed v ≥ 250 [km/h], an on board, system shall automatically open the circuit breaker
before reaching the separation section and shall recognize automatically the voltage of the new power
supply system at the pantograph in order to switch the corresponding circuits.
• For Lines with speed v < 250 [km/h], the requirements for lines with speed v ≥ 250 [km/h] may be
applied.
5.2.3 Pantograph lowered
Where the system separation sections are traversed with pantographs lowered the following conditions
apply:
• The design of separation section between differing energy supply systems shall ensure that, in case of a
pantograph unintentionally applied to the contact line, bridging the contact lines of two power supply
systems is avoided and switching off both supply systems is triggered immediately, e.g. by detection of
short circuits or unintended voltages.
• For lines with speed v ≥ 250 [km/h], at supply system separations which require a lowering of the
pantograph, the pantograph shall be lowered without the driver’s intervention, triggered by control
signals.
• For Lines with speed v < 250 [km/h], the requirements for lines with speed v ≥ 250 [km/h] may be
applied.
6 Power factor of a traction unit
6.1 General
The total power factor of a traction unit influences the power supply system performance, i.e. voltage profile,
power feeding (active and reactive) and transfer capacity, energy losses, system stability and reliability of
protection relays. Hence, requirements to the power factor apply.
The total power factor is composed of the following two elements:
— The displacement power factor related to the phase shift between the fundamental line voltage and
fundamental load current (cos); and
— The total harmonic distortion related to load current harmonics.
NOTE 1 No requirement on total harmonic distortion is given in this standard.
The displacement power factor shall be designed as close as possible to unity. More specifically the
requirements below apply to traction units in AC systems in quasi-stationary state, i.e. short transients are
excluded.
NOTE 2 Infrastructure manager can impose economic conditions when displacement power factor is out of the limits of
this chapter 6 and for vehicles not fulfilling the specific requirements (e.g. for retrofitted, existing vehicles) or for vehicles
putting special demands on the power supply impose operational or power limiting conditions.
Where a train set comprises multiple traction units, if the requirements of each single traction unit are fulfilled,
then they are considered to be fulfilled for the train set,
The requirements apply only to traction units and therefore do not apply to separate loads such as carriages
and wagons which are supplied by traction units
For carriages/wagons, the information in CEN/TS 50535:2010, 6.1 applies.
NOTE 3 Annex C gives sign convention on active and reactive power.
6.2 Inductive displacement power factor
Inductive displacement power factor, i.e. the traction unit consuming reactive power independent of the
active power flow direction, lowers the line voltage. Hence the following requirements apply:
— For line voltage below U as defined in EN 50163 and in order not to reduce the power supply
max1
capacity, increase the losses and lower the line voltage unnecessarily, inductive displacement power
factor shall be above 0,95.
— During regeneration, the inductive displacement power factor may be allowed to decrease freely in the
range of 1,1 U and U in order to keep voltage within limits as defined in EN 50163. It facilitates
n max2
regenerative braking as far as stability is still maintained.
— In yards or depots, for train sets drawing only auxiliary load (with traction power switched off and all
auxiliaries running), the inductive reactive power shall not exceed 3 % of the maximum power limit of the
train set,
In order to allow for feasible control accuracy each traction unit may always consume inductive reactive
power till 3 % of its maximum active power, e.g. no or low load such as standstill and coasting Where current
is drawn solely for the purpose of de-icing using reactive power, there shall be no inductive displacement
power factor limitation
6.3 Capacitive displacement power factor
Capacitive displacement power factor, i.e. the traction unit producing reactive power independent of the
active power flow direction, raises the line voltage. Hence the following requirements apply:
— Above U n as defined in EN 50163 and in order to facilitate for regenerative braking and not reducing the
reliability of the protection relays, capacitive reactive power shall be zero
— During regenerative braking, capacitive reactive power shall be zero, in order to facilitate for such
braking and not reducing the reliability of the protection relays.
— During traction, capacitive displacement power factor of 0,95 may be used for supporting the line
voltage in weak networks or under abnormal operating conditions below U n as defined in EN 50163.
Capacitive displacement power factor below 0,95 may be used as far as stability is still maintained.
— In order to allow for feasible control accuracy and use of passive filters or high-voltage cables having a
capacitance according to prEN 50388-2, each traction unit may always produce capacitive reactive
power up till 3 % of its maximum active power limit.
6.4 Acceptance criteria
The power factor is acceptable if the requirements given in 6.2 and 6.3 are fulfilled.
7 Train set current and power limitation
7.1 Power or current limitation function of the train set as a function of infrastructure
register information
In order to:
— avoid any adverse effects on infrastructure due to permanent or temporary current overload;
and/or
— allow the train set to reach the timetable performance without unnecessary power consumption;
an on board power limitation function shall be available which will limit the power demand of the train set to a
given value.
This value is given by the Infrastructure Manager for route description.
Informative Annex F proposes preferred values for P max expressed by the maximum current in Ampere
independently from the voltage in order of standardization.
This is applicable on all lines except lines with speed greater than 250 [km/h]
Train sets with a power less than 2 MW may operate without this functionality.
This setting shall be applied on board manually or automatically.
If automatic operation: the table in Annex F allows automatic systems such as ERTMS to transmit the order
from ground to boar
...