Railway applications - Fixed installations - Requirements for the validation of simulation tools used for the design of traction power supply systems

This European Standard specifies requirements for the acceptance of simulation tools used for the assessment of design of traction power supply systems.
The simulation results allow the calculation of quality indexes requested by EN 50388:2012, Clause 8.
This European Standard is applicable to the simulation of AC and DC traction power supply systems, including lines defined in the TSIs.
This European Standard does not deal with validation of simulation tools by measurement.
The minimum required functionalities are described in this European Standard (Clauses 5, 6, 7 and 8). The previous statement is valid regardless of how many additional functions the simulation tool has, e.g. energy efficiency, advanced regenerative braking, calculation of load angles...
NOTE   A new test case will be drafted considering metro, tramways and trolleybuses using 600 V - 750 V DC. Until this test case is available, this standard can also be applied to subway, tram and trolley bus systems. This test case will also integrate rail systems using 750 V.
Additionally, the application of the standard ensures that the output data of different simulation tools are consistent when they are using the same set of input data.
This European Standard only applies to the simulation of traction power supply systems characteristics at their nominal frequency for AC or DC systems. It does not apply to harmonic, electrical safety or electromagnetic compatibility studies over a wide frequency spectrum.
This European Standard does not mandate the use of a particular simulation tool in order to validate the design of a traction power supply system.
This standard has not the purpose to avoid the need for the experience of a skilled power supply designer, as well as the fulfilment of other standards like EN 50388.

Bahnanwendungen - Ortsfeste Anlagen - Anforderungen für die Validierung von Simulationsprogrammen für die Auslegung von Bahnenergieversorgungssystemen

Applications ferroviaires - Installations fixes - Exigences relatives à la validation des outils de simulation utilisés pour la conception des systèmes d’alimentation de la traction

La présente Norme européenne spécifie les exigences pour l'acceptation des outils de simulation utilisés pour évaluer la conception des systèmes d'alimentation de la traction.
À partir des résultats d'une simulation, il est possible de calculer les critères de qualité prescrits dans l'EN 50388:2012, Article 8.
La présente Norme européenne s'applique à la simulation des systèmes d'alimentation électrique de traction en courant alternatif et en courant continu, notamment pour les lignes définies dans les spécifications techniques d'interopérabilité (STI).
La présente Norme européenne ne traite pas de la validation des outils de simulation reposant sur des mesurages.
Les fonctionnalités minimales requises sont décrites dans la présente Norme européenne (Articles 5, 6, 7 et 8). La déclaration ci-dessus est valable quel que soit le nombre de fonctions supplémentaires offertes par l'outil de simulation, par exemple efficacité énergétique, freinage par récupération poussé, calcul des angles de charge...
NOTE   Un nouveau cas d'essai sera développé pour le métro, les tramways et les trolleybus fonctionnant sous un courant continu compris entre 600 V et 750 V. En attendant la diffusion de ce cas d'essai, la présente norme peut être appliquée au métro, aux tramways et aux trolleybus. Ce cas d'essai intégrera également les systèmes ferroviaires fonctionnant avec un courant de 750 V.
En outre, l'application de la norme garantit que l'outil de simulation utilisé n'aura pas d'impact sur les résultats, c'est-à-dire que les données obtenues à partir d'un même ensemble de données d'entrée seront similaires aux tolérances près quel que soit l'outil de simulation utilisé.
La présente Norme européenne ne s'applique qu'à la simulation des caractéristiques d'alimentation de la traction en courant alternatif ou continu à leur fréquence nominale. Elle ne s'applique pas aux études des harmoniques, de la sécurité électrique et de la compatibilité électromagnétique sur un large spectre de fréquences.
La présente Norme européenne n'impose pas l'utilisation d'un outil de simulation spécifique pour valider la conception d'un système d'alimentation de la traction.
La présente norme ne vise pas à se substituer à un concepteur d'alimentation électrique expérimenté, ni à d'autres normes telles que l'EN 50388.

Železniške naprave - Stabilne naprave električne vleke - Zahteve za ocenjevanje simulacijskih orodij za snovanje elektroenergetskih napajalnih sistemov električne vleke

General Information

Status
Published
Public Enquiry End Date
31-Oct-2017
Publication Date
07-Apr-2020
Current Stage
6060 - National Implementation/Publication (Adopted Project)
Start Date
12-Mar-2020
Due Date
17-May-2020
Completion Date
08-Apr-2020

Buy Standard

Standard
EN 50641:2020 - BARVE
English language
69 pages
sale 10% off
Preview
sale 10% off
Preview
e-Library read for
1 day
Draft
prEN 50641:2017 - BARVE
English language
107 pages
sale 10% off
Preview
sale 10% off
Preview
e-Library read for
1 day

Standards Content (Sample)

SLOVENSKI STANDARD
SIST EN 50641:2020
01-maj-2020
Železniške naprave - Stabilne naprave električne vleke - Zahteve za ocenjevanje
simulacijskih orodij za snovanje elektroenergetskih napajalnih sistemov električne
vleke
Railway applications - Fixed installations - Requirements for the validation of simulation
tools used for the design of traction power supply systems
Bahnanwendungen - Ortsfeste Anlagen - Anforderungen für die Validierung von
Simulationsprogrammen für die Auslegung von Bahnenergieversorgungssystemen
Applications ferroviaires - Installations fixes - Exigences relatives à la validation des
outils de simulation utilisés pour la conception des systèmes d’alimentation de la traction
Ta slovenski standard je istoveten z: EN 50641:2020
ICS:
29.280 Električna vlečna oprema Electric traction equipment
SIST EN 50641:2020 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

---------------------- Page: 1 ----------------------
SIST EN 50641:2020

---------------------- Page: 2 ----------------------
SIST EN 50641:2020

EUROPEAN STANDARD EN 50641

NORME EUROPÉENNE

EUROPÄISCHE NORM
January 2020
ICS 29.280
English Version
Railway applications - Fixed installations - Requirements for the
validation of simulation tools used for the design of electric
traction power supply systems
Applications ferroviaires - Installations fixes - Exigences Bahnanwendungen - Ortsfeste Anlagen - Anforderungen für
relatives à la validation des outils de simulation utilisés pour die Validierung von Simulationsprogrammen für die
la conception des réseaux d'alimentation de traction Auslegung von Bahnenergieversorgungssystemen
This European Standard was approved by CENELEC on 2019-11-04. 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.
Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC
Management Centre or to any CENELEC member.
This European Standard exists 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, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the
Netherlands, Norway, Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.



European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2020 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
 Ref. No. EN 50641:2020 E

---------------------- Page: 3 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
Contents Page

European foreword . 4
1 Scope . 5
2 Normative references . 6
3 Terms and definitions . 6
4 Symbols and abbreviated terms . 8
5 General . 9
6 Test and models description . 12
6.1 General . 12
6.2 Common parameters . 12
6.3 Train set descriptions . 13
6.3.1 Type of train set and mechanical characteristics . 13
6.3.2 Traction and braking effort characteristics . 14
6.3.3 Current limitation in traction . 15
6.3.4 Current limitation in regenerative braking . 15
6.3.5 Additional information for the train set models . 16
6.4 Parameters for DC models . 16
6.4.1 Track layout model . 16
6.4.2 Train traffic model . 17
6.4.3 Electrical infrastructure model . 18
6.5 Parameters for AC models . 20
6.5.1 Track layout model . 20
6.5.2 Train traffic model . 21
6.5.3 Electrical infrastructure model . 22
6.5.4 Transformer model . 22
6.5.5 AC electrical infrastructure complement and multi-conductor model . 24
7 Plausibility of expected outputs . 26
7.1 General . 26
7.2 Validation of driven timetable . 26
7.3 Complementary Information on train journeys . 28
7.4 Complementary Information for substation results . 31
8 Verification of expected output . 33
8.1 General . 33
8.2 Train results . 34
8.3 Substation results . 35
9 Validation with simulated values . 36
10 Assessment . 37
Annex A (normative) Substation outage, Train output results: validation boundary
value . 39
Annex B (normative) Substation outage, Substation output results: validation boundary

values . 46
Annex C (informative) Determination of reference values and their tolerances . 50
C.1 Tolerances for determination of applied boundary values . 50
C.2 Determination of reference values . 51
2

---------------------- Page: 4 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
Annex D (informative) Individual graphs for each system and operating condition
infrastructure . 52
Annex ZZ (informative) Relationship between this European Standard and the Essential
Requirements of Directive (EU) 2016/797 aimed to be covered . 68
Bibliography . 69

3

---------------------- Page: 5 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
European foreword
This document (EN 50641:2020) 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”.
The following dates are fixed:
• latest date by which this document has to be (dop) 2020-11-04
implemented at national level by publication of
an identical national standard or by
endorsement
• latest date by which the national standards (dow) 2022-11-04
conflicting with this document have to be
withdrawn
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(s) see informative Annex ZZ, which is an integral part of this
document.
Experts representing approximately ten member states worked to draft a complete new document. The
results and data are taken from the most well-known representative simulation softwares in Europe and
related experts. This document provides a means of assessing simulation tools and provides assurance to
anyone who depends upon their output. Future versions will include other cases such as urban traffic.
4

---------------------- Page: 6 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
1 Scope
This document specifies requirements for the acceptance of simulation tools used for the assessment of
design of electric traction power supply systems with respect to TSI Energy.
This document is applicable to the simulation of AC and DC electric traction power supply systems, in the
frame of assessment required by Directive (EU) 2016/797. The methods and parameters defined in this
document are only intended for use in the design of the electric traction power supply system, and hence
this document solely considers validation of tools within the TSI energy subsystem for all envisaged railway
networks.
This document does not deal with validation of simulation tools by measurement.
This document focuses on the core simulation functions comprising the equations and functions which
calculate the mechanical movement of trains and also which calculate the load flow of the electrical traction
power supply system. In doing so this document provides all requirements necessary to demonstrate that
a simulation tool may be used for the purposes of TSI approval of electric traction power supply systems.
Any simulation tool which meets the acceptance requirements of the test cases in this document can be
used to determine TSI compatibility for all systems of the same voltage and frequency without any
requirement for further validation as part of the TSI assessment process.
This document includes controls for the modification of simulation tools, in particular the limits of applicability
of certification when tools are modified. These controls focus on determining whether the core functions of
the simulation model are modified.
This document provides only the requirements for demonstration of the algorithms and calculations of core
functions. The use of a certified simulation tool in accordance with this document does not, in itself,
demonstrate good practice in electric traction power supply system design, neither does it guarantee that
the simulation models and data for infrastructure or trains used in the tool are correct for a given application.
The choice and application of any models and data, of individual system components, in a design is
therefore subject to additional verification processes and not in the Scope of this document. Competent
development of design models and full understanding of the limits of design tools remain requirements in
any system design. This document does not reduce any element of the need for competent designers to
lead the design process.
The test cases and data shown in Clause 6 in this document do not represent an existing network, but
these data are used as theoretical/virtual network only for the purpose of verification of the core
functionality.
NOTE A new test case will be drafted considering metro, tramways and trolleybuses using DC 600 V or DC 750 V.
Until this test case is available, this document can also be applied to subway, tram and trolley bus systems. This test
case will also integrate rail systems using DC 750 V.
Additionally, the application of this document ensures that the output data of different simulation tools are
consistent when they are using the same set of input data listed in Clause 6.
This document only applies to the simulation of electric traction power supply systems characteristics at
their nominal frequency for AC or DC systems. It does not consider harmonic studies, electrical safety
studies (e.g. rail potential), short circuit or electromagnetic compatibility studies over a wide frequency
spectrum. This document does not mandate the use of a particular simulation tool in order to validate the
design of an electric traction power supply system.
This document does not consider complex models with active components such as static frequency
convertors.
5

---------------------- Page: 7 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content constitutes
requirements of this document. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 50163:2004, Railway applications - Supply voltages of traction systems
EN 50388:2012, Railway Applications - Power supply and rolling stock - Technical criteria for the
coordination between power supply (substation) and rolling stock to achieve interoperability
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 50163:2004, EN 50388:2012 and
the following apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at http://www.iso.org/obp
3.1
assessor
entity that carries out an assessment
[SOURCE IEC 60050-821:2017, 821-12-05]
3.2
electric traction system
electric traction power supply system
railway electric distribution network used to provide energy for rolling stock
[SOURCE: IEC 60050-811:2017, 811-36-21, modified – “electric traction power supply system” has been
added as synonym and the Note 1 to entry has been removed.]
3.3
proposer
organization which proposes the simulation and validation
Note 1 to entry: This will normally be the software owner and or developer.
3.4
simulation accuracy
indicator dedicated to the characterization of the accuracy of the simulation output regarding a reference
(measure or theoretical model) for a given case
3.5
simulation method
construction and solution of a numerical time-step or space-step model of train movement and electric
traction power supply performance
3.6
simulation tool
software implementing a simulation method(s)
6

---------------------- Page: 8 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
3.7
software quality management
management system for software to be updated
Note 1 to entry: The processes are the following:
— software development process comprising the steps of development request, software test, release;
— life cycle process with the steps release plan, versioning with code protection and changelog, bug tracking,
documentation (user manual, help system, developer's guide if any).
3.8
track layout model
model describing the physical characteristics of the track such as curves, tunnels and gradient description
3.9
train set
combination of vehicles coupled together
Note 1 to entry: Vehicle includes banking locomotives.
3.10
train set model
model describing the electrical and mechanical characteristics of the train set
3.11
train traffic model
model of the train service and the timetable over a given time period
3.12
validation
confirmation, through the provision of objective evidence, that the requirements for a specific intended use
or application have been fulfilled
Note 1 to entry: Verification is a prerequisite for validation.
[SOURCE: IEC 60050-192:2015, 192-01-18, modified – Notes 1 to 5 to entry have been removed and a
new Note 1 to entry has been added.]
3.13
verification
confirmation, through the provision of objective evidence, that specified requirements have been fulfilled
Note 1 to entry: Whilst the general term in this document is assessment, verification is commonly understood in the
assessment of models and data analysis and its use is more specific than the general term conformity.
[SOURCE: IEC 60050-192:2015, 192-01-17, modified – Notes 1 to 3 to entry have been removed and a
new Note 1 to entry has been added.]
7

---------------------- Page: 9 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
4 Symbols and abbreviated terms
For the purposes of this document, the following symbols and abbreviated terms apply.
A coefficient of running resistance independent of speed
a knee point factor (see EN 50388:2012, 7.2)
AT autotransformer
ATPP autotransformer paralleling post including paralleling of CLS
B coefficient of running resistance for linear dependence of speed
C coefficient of running resistance for quadratic dependence of speed
CLS contact line system (overhead contact line or third rail)
cos φ power factor for the traction and auxiliary power
EMU electrical multiple unit
F tractive effort
F maximum tractive effort
m
FR freight train set
F running resistance
res
HS high speed train set
 NOTE  This name is used as a general term and does not relate to similar definitions given in
Directive (EU) 2016/797.
I current
I current for train set auxiliaries (e.g. air conditioning)
aux
I braking current of the train set
braking
I maximum current consumed by the train set at U
max n
Ind inductive behaviour
N/A not applicable
P auxiliary active power
aux
P maximum mechanical power
max
PP paralleling post where CLS of both tracks are electrically connected
R equivalent internal resistance of a substation
eq
SP sectioning point of the CLS for each track.
SS substation including paralleling of CLS
SUB suburban train set
TSI technical specification of interoperability
U no load voltage at a substation for DC traction system
di0
U no load voltage at a substation for AC traction system
0
U short circuit voltage of a transformer
cc
UIC60 rail profile with a mass of 60 kg/m
U highest permanent voltage (see EN 50163:2004)
max1
Umax2 highest non-permanent voltage (see EN 50163:2004)
U mean useful voltage (see EN 50388:2012, 8.2)
mean useful
U lowest non-permanent voltage (see EN 50163:2004)
min2
8

---------------------- Page: 10 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
U nominal voltage for a given electrical supply system
n
U current collector voltage
p
V speed in km/h
v transfer speed 1 (transfer from adhesion characteristic to maximum voltage characteristic of
1
drive)
v transfer speed 2 (transfer from maximum voltage characteristic to torque limitation
2
characteristic of drive)
v maximum speed
3
v maximum allowed speed (track, train set)
max
Z transformer impedance
TR
η
traction/braking efficiency
µ relative permeability
r

5 General
This document considers the acceptance of typical impedance based models of electric traction power
supply systems at fundamental frequency or DC. Both lumped and multiconductor impedance models are
covered, but this document does not consider complex models of active components such as a static
frequency converter.
The theoretical study of the interactions between the operation of rolling stock and the power supply system
by means of computer simulation is generally used to obtain detailed information about a traction power
system. This minimizes the costs of live tests, and as a consequence optimizes the investment to be made
for a given performance of the electrical railway system.
Depending on the type of the supply system (for example: AC or DC system), the simulation tools require
different data and different system descriptions. Therefore the scope of the simulation should be defined in
advance, taking account of possible supply systems (see Figure 1). The assessment process of the
simulation is in two parts. Firstly, a validation process is undertaken which compares in a qualitative way
specific characteristics of the key simulation output graphs, in order to validate the performance of the
simulation at critical events. Secondly, the quantitative verification of the simulation is assessed by
comparing key calculated values with those given in this document. The verification process laid out in this
document is based on a verification using a defined benchmark example of an electric traction power supply
system, and employing a common set of input data incorporating the infrastructure (including station
locations, gradient, speed limit), types of train sets and timetable.
NOTE The output data sets have been developed through assessment with several existing simulation tools,
currently used in electric traction power supply system design, and which therefore represent a range of differences
within core algorithms. The simulation accuracy of the outputs from these tools were compared, and tolerances applied
to cover the range of variation considered reasonable across all tools. The observed variation in these tools has no
effect on their applicability for use in TSI assessments, and hence this range of tolerance can be applied to the
acceptance of new tools. Annex C gives information on the calculation methodology of tolerances for determination of
applied boundary values.
The following cases are provided in the standard:
— DC 1,5 kV,
— DC 3 kV,
— AC 15 kV, lumped element,
— AC 25 kV, lumped element,
— AC 25 kV, multi-conductor model,
9

---------------------- Page: 11 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
— AC 2x25 kV, multi-conductor model.
In order to obtain an acceptable verification of a simulation tool, the results of the simulation tool shall be
compared with the output results presented in this document according to the criteria described in
Annexes A and B.
In order to use a simulation tool with confidence, it shall be validated initially and after each revision of the
core functions of the software that have an impact on the simulation results. If the modification affects a
core function then a new validation is necessary. The validation shall be done by following the steps shown
in Figure 1.
Core functions of the simulation tools are the algorithms to:
— solve the differential equations of train sets movement resulting in power demand at current
collector(s);
— calculate the load flow (current-voltage) of the electrical network with changing configurations caused
by moving loads.
Interaction between mechanical and electrical core functions are required to provide an integrated solution,
where lack of electrical power will feedback to influence the train set movement including iterations as
necessary.
The core functionality comprises the algorithms of mechanical train movement, the electrical network load
flow, and the interaction between mechanical and electrical core functions required to provide an integrated
solution.
Changes to these core functions, and also functions outside the core such as interaction with the user,
presentation and pre-processing of data and models before passing to the core, and all post-processing of
data from the core, do not require full validation by an assessor. If a validated simulation tool has been
certified, the organization holding the certificate may asses such changes, subject to the requirements for
internal software quality management to provide a traceable audit process to these changes.
10

---------------------- Page: 12 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)

Figure 1 — Steps of validation
11

---------------------- Page: 13 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
6 Test and models description
6.1 General
Common parameters for both AC and DC systems are given in 6.2 and 6.3. Parameters specific to DC and
AC systems are given respectively in 6.4 and 6.5.
The test case configurations and data are used for the purpose of the standard only. They do not represent
typical applications for system design.
6.2 Common parameters
The test case describes simple traffic along a given open air double track straight line. Although there are
some differences due to the different supply systems, some parameters remain identical among the test
cases, in particular:
— traffic timetable;
— train set.
The maximum track operational speed is 200 km/h for all train types.
The general description of the case is described in Figure 2. Distances are indicated in Tables 2 and 3 for
DC cases and Tables 6 and 7 for AC cases.
Station Station
Station Station Station
Station
Track 2
Track 1
A B C D E F
Train set
Station
Railway station position

Figure 2 — Test case general description
Three different kinds of train set are defined throughout the test case:
a) high speed train set;
b) suburban train set;
c) freight train set.
12

---------------------- Page: 14 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
6.3 Train set descriptions
6.3.1 Type of train set and mechanical characteristics
The mechanical characteristics for the three different kinds of train set of this test case are provided as
follows:
a) high speed train set (HS): locomotive and coaches;
b) suburban train set (SUB): EMU;
c) freight train set (FR): locomotive and wagons.
The parameters shall be as specified in Table 1.
Table 1 — Train set mechanical and traction characteristics
SUB
Type Unit HS FR
(2 units)
Speed v km/h 110 50 80
1
Speed v km/h 180 140 140
2
Speed v km/h 220 160 160
3
Maximum allowed train set speed km/h 220 160 100
Maximum Tractive effort F kN 250 320 250
m
Tractive effort at v kN 152,8 114,3 143
2
Tractive effort at v kN 102 87,5 109,4
3
Total mass t 580 400 1 580
Rotating mass t 58 40 158
Efficiency (η) - 85 % 85 % 85 %
Power factor at the pantograph (traction /
- 0,96 ind. 0,96 ind. 0,96 ind.
a
braking and auxiliaries)
Auxiliary active power P MW 0,5 0,4 0
aux
A kN 9,23 3,351 6 24,3
B kN/(km/h) 0,015 8 0,008 208 0,084 7
2
C kN/(km/h) 0,001 23 0,000 66 0,004 03
Locomotive(s) - 1 2 (EMU) 1
Coaches/wagon - 10 - 25
2
Max permissible deceleration m/s 0,8 1 0,5

a
 Applicable only to the AC cases; for DC cases the power factor is 1.
For the locomotives for the HS and FR train sets, the individual parameters shall be:
— mass : 80 t;

2
The running resistance shall be defined using a formula: F = A + B x v + C x v with v the speed in km/h.
res
The A, B and C coefficients apply to the whole train set.
Additionally, it shall be understood that:
13

---------------------- Page: 15 ----------------------
SIST EN 50641:2020
EN 50641:2020 (E)
— the tractive effort for the SUB train set is provided for the whole train set, thus the two units combined
have a total tractive effort of 320 kN;
— the adhesion factor and the acceleration are not provided as the tractive effort is assumed to be
transferred to the track under all circumstances;
— for braking, it is assumed that it is possible to brake with the desired deceleration under all
circumstances;
— train set mass model is concentrated.
NOTE 1 If train mass model is distributed, then a length of 1 m can be used.
— current collection point is located at the front end of the train;
— the efficiency (η) refers to the whole traction chain from current collector to the wheels not taking into
account the auxiliary power;
— the efficiency (η) and the power factor are both applicable to the whole train set speed range;
— the tractive effort is dependent upon the line voltage caused by current limitation as defined in 6.3.3.
NOTE 2 Some data are given to provide more clarity, precise formulae are given in this document.
6.3.2 Traction and braking effort characteristics
The tractive effort of the train set used is described according to a standardized tractive effort (F) versus
speed (v) characteristic which will be defined according to a set of parameters. The model and the
parameters are described hereafter in Figure 3.
The curve for regenerative braking effort shall be the same as the tractive effort versus speed curve.
Train set traction force versus Time
300
F
m
v v v
1 2 3
250
200
150
100
50
F = 0 kN when v > v
3
0
0 50 100 150 200 250 300
v (km/h)

Figure 3 — Tract
...

SLOVENSKI STANDARD
oSIST prEN 50641:2017
01-oktober-2017
äHOH]QLãNHQDSUDYH6WDELOQHQDSUDYHHOHNWULþQHYOHNH=DKWHYH]DRFHQMHYDQMH
VLPXODFLMVNLKRURGLM]DVQRYDQMHHOHNWURHQHUJHWVNLKQDSDMDOQLKVLVWHPRYHOHNWULþQH
YOHNH
Railway applications - Fixed installations - Requirements for the validation of simulation
tools used for the design of traction power supply systems
Bahnanwendungen - Ortsfeste Anlagen - Anforderungen für die Validierung von
Simulationsprogrammen für die Auslegung von Bahnenergieversorgungssystemen
Applications ferroviaires - Installations fixes - Exigences relatives à la validation des
outils de simulation utilisés pour la conception des systèmes d’alimentation de la traction
Ta slovenski standard je istoveten z: prEN 50641:2017
ICS:
29.280 (OHNWULþQDYOHþQDRSUHPD Electric traction equipment
oSIST prEN 50641:2017 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

---------------------- Page: 1 ----------------------
oSIST prEN 50641:2017

---------------------- Page: 2 ----------------------
oSIST prEN 50641:2017

EUROPEAN STANDARD DRAFT
prEN 50641
NORME EUROPÉENNE

EUROPÄISCHE NORM

August 2017
ICS 29.280
English Version
Railway applications - Fixed installations - Requirements for the
validation of simulation tools used for the design of traction
power supply systems
Applications ferroviaires - Installations fixes - Exigences Bahnanwendungen - Ortsfeste Anlagen - Anforderungen für
relatives à la validation des outils de simulation utilisés pour die Validierung von Simulationsprogrammen für die
la conception des systèmes d'alimentation de la traction Auslegung von Bahnenergieversorgungssystemen
This draft European Standard is submitted to CENELEC members for enquiry.
Deadline for CENELEC: 2017-10-27.

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: 63218 Ref. No. prEN 50641:2017 E

---------------------- Page: 3 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
1 Contents Page
2 European foreword . 4
3 1 Scope . 5
4 2 Normative references . 5
5 3 Definition . 5
6 4 Symbols and abbreviated terms . 7
7 5 General . 8
8 6 Test and models description. 11
9 6.1 General . 11
10 6.2 Common parameters . 11
11 6.3 Train set descriptions . 12
12 6.3.1 Type of train set and mechanical characteristics . 12
13 6.3.2 Traction and braking effort characteristics. 13
14 6.3.3 Current limitation in traction . 14
15 6.3.4 Current limitation in regenerative braking . 16
16 6.3.5 Additional information for the train set models . 16
17 6.3.6 Maximum train set allowed speed . 17
18 6.4 Parameters for DC-models . 17
19 6.4.1 Track layout model . 17
20 6.4.2 Train traffic model . 18
21 6.4.3 Electrical infrastructure model . 18
22 6.5 Parameters for DC-models . 20
23 6.5.1 Track layout model . 20
24 6.5.2 Train traffic model . 21
25 6.5.3 Electrical infrastructure model . 22
26 6.5.4 Transformer model . 22
27 6.5.5 AC electrical infrastructure complement and multi-conductor model . 23
28 7 Plausibility of expected outputs . 25
29 7.1 General . 25
30 7.2 Validation of driven time-table . 25
31 7.3 Validation of train-journeys . 26
32 7.4 Validation of substation results . 29
33 8 Verification of expected output . 30
34 8.1 General . 30
35 8.2 Train results. 31
36 8.3 Substation results . 32
37 9 Validation with simulated values . 34
38 10 Assessment . 35
39 Annex A (normative) Nominal infrastructure, Train output results: validation
40 boundary value . 37
2

---------------------- Page: 4 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
41 Annex B (normative) Nominal Infrastructure, Substation output results: validation
42 boundary values . 52
43 Annex C (normative) Substation outage, Train output results: validation boundary
44 value . 58
45 Annex D (normative) Substation outage, Substation output results: validation
46 boundary values . 71
47 Annex E (normative) Individual graphs for each system and operating condition
48 infrastructure . 77
49 Annex ZZ (informative) Relationship between this European Standard and the
50 Essential Requirements of EU Directive 2008/57/EC . 107
3

---------------------- Page: 5 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
51 European foreword
52 This document (prEN 50641:2017) has been prepared by CLC/SC 9XC “Electric supply and earthing
53 systems for public transport equipment and ancillary apparatus (Fixed installations)”, of Technical
54 Committee CLC/TC 9X “Electrical and electronic applications for railways”.
55 This document is currently submitted to the Enquiry.
56 The following dates are proposed:
• latest date by which the existence of this (doa) dor + 6 months
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 be (to be confirmed or
withdrawn modified when voting)
57 This document has been prepared under a mandate given to CENELEC by the European Commission
58 and the European Free Trade Association, and supports essential requirements of EU Directive(s).
59 For the relationship with EU Directive(s) see informative Annex ZZ, which is an integral part of this
60 document.
4

---------------------- Page: 6 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
61 1 Scope
62 This European Standard specifies requirements for the acceptance of simulation tools used for the
63 assessment of design of traction power supply systems.
64 The simulation results allow the calculation of quality indexes requested by EN 50388:2012, Clause 8.
65 This European Standard is applicable to the simulation of AC and DC traction power supply systems,
66 including lines defined in the TSIs.
67 This European Standard does not deal with validation of simulation tools by measurement.
68 The minimum required functionalities are described in this European Standard (Clauses 5, 6, 7 and 8).
69 The previous statement is valid regardless of how many additional functions the simulation tool has, e.g.
70 energy efficiency, advanced regenerative braking, calculation of load angles …
71 NOTE A new test case will be drafted considering metro, tramways and trolleybuses using 600 V – 750 V DC.
72 Until this test case is available, this standard can also be applied to subway, tram and trolley bus systems. This test
73 case will also integrate rail systems using 750 V.
74 Additionally, the application of the standard ensures that the output data of different simulation tools are
75 consistent when they are using the same set of input data.
76 This European Standard only applies to the simulation of traction power supply systems characteristics at
77 their nominal frequency for AC or DC systems. It does not apply to harmonic, electrical safety or
78 electromagnetic compatibility studies over a wide frequency spectrum.
79 This European Standard does not mandate the use of a particular simulation tool in order to validate the
80 design of a traction power supply system.
81 This standard has not the purpose to avoid the need for the experience of a skilled power supply
82 designer, as well as the fulfilment of other standards like EN 50388.
83 2 Normative references
84 The following documents, in whole or in part, are normatively referenced in this document and are
85 indispensable for its application. For dated references, only the edition cited applies. For undated
86 references, the latest edition of the referenced document (including any amendments) applies.
87 EN 50163:2004, Railway applications - Supply voltages of traction systems
88 EN 50388:2012, Railway Applications - Power supply and rolling stock - Technical criteria for the
89 coordination between power supply (substation) and rolling stock to achieve interoperability
90 3 Terms and definitions
91 For the purposes of this document, the terms and definitions given in EN 50163:2004, EN 50388:2012
92 and the following apply.
93 3.1
94 assessor
95 independent third party which undertakes conformity assessment
96 Note 1 to entry: In the TSI context, it is named a Notified Body (NoBo).
97 3.2
98 simulation accuracy
99 indicators dedicated to the characterization of the accuracy of the simulation output regarding a reference
100 (measure or theoretical model) for a given case
5

---------------------- Page: 7 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
101 3.3
102 simulation method
103 construction and solution of a numerical time-step or space-step model of train movement and traction
104 power supply performance
105 3.4
106 simulation tool
107 software implementing a simulation method(s)
108 3.5
109 traction power supply system
110 railway electrical distribution network used to provide energy for rolling stock
111 3.6
112 train set
113 combination of vehicles
114 3.7
115 train set model
116 model describing the electrical and mechanical characteristics of the train set
117 3.8
118 train traffic model
119 model of the train service and the timetable over a given time period
120 3.9
121 track layout model
122 model describing the physical characteristics of the track such as curves, tunnels and gradient description
123 3.10
124 verification
125 confirmation by examination and provision of objective evidence that the specified requirements have
126 been fulfilled
127 Note 1 to entry: Whilst the general term in this standard is conformity assessment, verification is commonly
128 understood in the assessment of models and data analysis and its use is more specific than the general term
129 conformity.
130 3.11
131 validation
132 confirmation by examination and provision of objective evidence that the product, system or process is
133 suitable for a specific intended use
134 Note 1 to entry: Verification is a prerequisite for validation.
135 3.12
136 software quality management
137 for software which is updated, a management system which comprises the processes:
138 — software development process comprising the steps of development request, software test, release;
139 — life cycle process with the steps release plan, versioning with code protection and changelog, bug
140 tracking, documentation (user manual, help system, developer's guide if any)
141 3.13
142 proposer
143 organisation which proposes the simulation and validation. This will normally be the software owner and
144 or developer
6

---------------------- Page: 8 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
145 4 Symbols and abbreviated terms
146 For the purposes of this document, the following symbols and abbreviated terms apply.
A Coefficient of running resistance independent of speed
a Knee point factor (see EN 50388:2012 subclause 7.2)
AT Autotransformer
ATPP Autotransformer paralleling post including paralleling of CLS
B Coefficient of running resistance for linear dependence of speed
C Coefficient of running resistance for quadratic dependence of speed
CLS Contact Line System (overhead contact line or third rail)
cos φ Power factor for the traction and auxiliary power
EMU Electrical Multiple Unit
F Tractive Effort
F Maximum Tractive Effort
m
FR Freight train set
Fres Running resistance
HS High speed train set
this name is used as a general term and does not relate to the definition given in Directive
2008/57/EC
I Current
Iaux Current for train set auxiliaries (e.g. air conditioning)
Ibraking Braking current of the train set
Imax maximum current consumed by the train set at Un
Ind inductive behaviour
N/A not applicable
Paux Auxiliary active power
Pmax maximum mechanical power
PP Paralleling post
Req Equivalent internal resistance of a substation
SP Sectioning point
SS Substation including paralleling of CLS
SUB Suburban train set
TSI Technical Specification of Interoperability
U No load voltage at a substation for DC traction system
di0
U0 No load voltage at a substation for AC traction system
U Short circuit voltage of a transformer
cc
UIC60 Rail profile with a mass of 60 kg/m
Umax1 Highest permanent voltage (see EN 50163:2004)
Umax2 Highest non-permanent voltage (see EN 50163:2004)
Umean Mean useful voltage (see EN 50388:2012 Clause 8.2)
useful
7

---------------------- Page: 9 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
Umin2 Lowest non-permanent voltage (see EN 50163:2004)
Un Nominal voltage for a given electrical supply system
Up Current collector voltage
v Speed in km/h
v1 Transfer speed 1 (transfer from adhesion characteristic to maximum voltage characteristic of
drive)
v2 Transfer speed 2 (transfer from maximum voltage characteristic to torque limitation
characteristic of drive)
v3 Maximum speed
vmax Maximum allowed speed (track, train set)
ZTR Transformer impedance
η Traction/braking efficiency
µr Relative permeability
147 5 General
148 The theoretical study of the interactions between the operation of rolling stock and the power supply
149 system by means of computer simulation is generally used to obtain detailed information about a traction
150 power system. This minimizes the costs of live tests, and as a consequence optimises the investment to
151 be made for a given performance of the electrical railway system.
152 Depending on the type of the supply system (for example: AC or DC system), the simulation tools require
153 different data and different system descriptions. Therefore, the scope of the simulation should be defined
154 in advance, taking account of possible supply systems (see Figure 1).
155 The assessment process of the simulation is in two parts. Firstly, a validation process shall be undertaken
156 which compares specific characteristics of the key simulation output graphs, in order to validate the
157 performance of the simulation at critical events. Secondly, the quantitative verification of the simulation
158 shall be assessed by comparing key calculated values with those given in this standard. The verification
159 process laid out in this European Standard is based on a verification using a defined benchmark example
160 of a traction power supply system, and employing a common set of input data incorporating the
161 infrastructure (including station locations, gradient, speed limit), types of train sets and timetable.
162 For the cases of 15 kV and 25 kV single-pole systems, the standard currently utilizes results for lumped
163 impedance modelling only. Use of multiconductor models is foreseen for the AT case. The cross
164 acceptance table in Clause 9 gives the implicit validation with other systems.
165 NOTE It is expected that this will be extended in future to cover multiconductor models for all AC systems.
166 In order to obtain an acceptable verification of a simulation tool, the results of the simulation tool shall be
167 compared with the output results presented in this European Standard according to the criteria described
168 in Annexes A to D.
169 In order to use a simulation tool with confidence, it shall be validated initially and after each revision of the
170 core functions of the software that have an impact on the simulation results. If the modification affects a
171 core function then a new validation is necessary. The validation shall be done by following the steps
172 shown in Figure 1.
173 Core functions of the simulation tools are the algorithms to:
174 — solve the differential equations of train sets movement resulting in power demand at current
175 collector(s);
176 — calculate the load flow (current-voltage) of the electrical network with changing configurations caused
177 by moving loads where the calculated train voltage level is such that train mechanical performance is
178 affected (reduced), and implement feedback to influence the train sets movement including iterations
179 as necessary.
8

---------------------- Page: 10 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
180 Any change to these functions represents a change to the core functionality. However, inclusion of these
181 core functions here does not infer that these functions are subject to specific assessment: the validation
182 process is to be based upon comparison of the results of this standard. See Clause 9 of this standard.
183 The validation processes of this standard alone shall be considered to be sufficient for acceptance of a
184 simulation model, provided that they have been applied to the version of model proposed for use in a
185 traction power supply design. Alternatively, where minor upgrades are implemented, these may be
186 internally approved to this standard by the organization which owns the model, without further
187 demonstration of validation, provided that the organization has implemented a software quality assurance
188 system against appropriate standards. In this respect, a minor upgrade is considered to be any change
189 which does not modify the core numerical algorithms of the simulation.
9

---------------------- Page: 11 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
190
191 Figure 1 — Steps of validation
10

---------------------- Page: 12 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
192 6 Test and models description
193 6.1 General
194 Common parameters for both AC and DC systems are given in 6.2 and 6.3. Parameters specific to DC
195 and AC systems are given respectively in 6.4 and 6.5.
196 The test case configurations and data are used for the purpose of the standard only. They do not
197 represent typical applications for system design.
198 6.2 Common parameters
199 The test case describes simple traffic along a given open air double track straight line. Although there are
200 some differences due to the different supply systems, some parameters remain identical among the test
201 cases, in particular:
202 — traffic timetable;
203 — train set.
204 The maximum track operational speed is 200 km/h for all train types.
205 The general description of the case is described in Figure 2. Distances are indicated in Tables 2, 3, 6 and
206 7.
207
208 Figure 2 — Test case general description
209 Three different kinds of train set are defined throughout the test case:
210 a) high Speed train set
211 b) suburban train set
212 c) freight train set
11

---------------------- Page: 13 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
213 6.3 Train set descriptions
214 6.3.1 Type of train set and mechanical characteristics
215 The mechanical characteristics for the three different kinds of train set of this test case are provided as
216 follows:
217 a) high speed train set (HS): locomotive and coaches;
218 b) suburban train set (SUB): EMU;
219 c) freight train set (FR): locomotive and wagons.
220 The parameters are defined in Table 1.
221 Table 1 — Train set mechanical and traction characteristics
SUB
Type Unit HS FR
(2 units)
Speed v1 km/h 110 50 80
Speed v2 km/h 180 140 140
Speed v3 km/h 220 160 160
Maximum Tractive effort Fm kN 250 320 250
Tractive effort at v2 kN 152,8 114,3 143
Tractive effort at v3 kN 102 87,5 109,4
Total mass t 580 400 1 580
Rotating mass t 58 40 158
Efficiency (η) - 85 % 85 % 85 %
a
Power factor at the pantograph
- 0,96 ind. 0,96 ind. 0,96 ind.
(traction / braking and auxiliaries)
Auxiliary active power P MW 0,5 0,4 0
aux
A kN 9,23 3,351 6 24,3
B kN/(km/h) 0,015 8 0,008 208 0,084 7
2
C kN/(km/h) 0,001 23 0,000 66 0,004 03
Locomotive(s) - 1 2 (EMU) 1
Coaches/wagon - 10 - 25
2
Max permissible deceleration m/s 0,8 1 0,5
b
Length m 265 150 315
a
Applicable only to the AC cases; for DC cases the power factor is 1.
b
Lengths are given for information.
222 For the locomotives for the HS and FR train sets, the individual parameters are:
– mass : 80 t;
– length : 15 m.
223 NOTE 1 length is given for information.
12

---------------------- Page: 14 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
2
224 The running resistance is defined using a formula: F = A + B∙v + C∙v with v the speed in km/h. The A, B
res
225 and C coefficients apply to the whole train set.
226 Additionally, it shall be understood that:
227 — the tractive effort for the SUB train set is provided for the whole train set, thus the combined two units
228 have a total tractive effort of 320 kN;
229 — the adhesion factor is not provided as the tractive effort is assumed to be transferred to the track
230 under all circumstances;
231 — for braking, it is assumed that it is possible to brake with the desired deceleration under all
232 circumstances;
233 — the length of the SUB train set is provided for two units, thus the length of a single unit is 75 m;
234 — train set mass model is concentrated.
235 NOTE 2 If train mass model is distributed, then a length of 1 m can be used.
236 — current collection point is located at the front end of the train;
237 — the efficiency (η) refers to the whole traction chain from current collector to the wheels not taking into
238 account the auxiliary power;
239 — the efficiency (η) and the power factor are both applicable to the whole train set speed range;
240 — the tractive effort is dependent upon the line voltage caused by current limitation as defined in 6.3.3.
241 6.3.2 Traction and braking effort characteristics
242 The tractive effort of the train set used is described according to a standardized tractive effort (F) versus
243 speed (v) characteristic which will be defined according to a set of parameters. The model and the
244 parameters are described hereafter in Figure 3.
245 The curve for regenerative braking effort is the same as the tractive effort versus speed curve.
13

---------------------- Page: 15 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
246
247 Figure 3 — Tractive effort diagram example for a train set at nominal voltage
248 The maximum tractive effort behaviour is then according to Figure 3:
249 — Zone 1: F = Fm from v = 0 km/h to v = v1;
250 — Zone 2: F = F(v1) × v1 / v from v = v1 to v = v2;
2 2
251 — Zone 3: F = F(v2) × v2 / v ;
252 — when v > v3, F = 0.
253 The v1, v2, v3 characteristics are provided in 6.3.1.
254 6.3.3 Current limitation in traction
255 The current limitation with respect to the voltage level shall be taken into account according to
256 EN 50388:2012, 7.2, for the traction mode only (not for regenerative braking). Figure 4 is representative
257 of the limiting current:
14

---------------------- Page: 16 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
258
259 Figure 4 — Traction mode diagram description
260 The value a is specified according to EN 50388:2012, 7.2, and U , U , U are given in the
n min2 max2
261 EN 50163:2004. The current limitation applies to the current at the current collector and the parameters
262 I and I are defined here as:
aux max
263 — I = P / (U × cos φ) ;
aux aux min2
264 — I = (P / (η × cos φ) + P / cos φ) / U , with P the maximum mechanical power at U ;
max max aux n max n
265 For the DC case, use the formula above taking into account the value for cos φ equal to 1.
266 NOTE According to EN 50388:2012, I is the maximum current consumed by the train set at U .
max n
15

---------------------- Page: 17 ----------------------
oSIST prEN 50641:2017
prEN 50641:2017 (E)
267 6.3.4 Current limitation in regenerative braking
268 The current limitation due to regenerative braking shall be as defined in Figure 5.
269
270 Figure 5 — Regenerative braking, Current limitation vs Current collector Voltage
271 I is defined as:
braking
272 I = (η × P – P ) / (cos φ × U )
braking max aux max1
273 Where
274 — η shall be taken as equal to 85 %, in accordance with the value provid
...

Questions, Comments and Discussion

Ask us and Technical Secretary will try to provide an answer. You can facilitate discussion about the standard in here.