CLC TS 50591-2013 Specification and verification of energy consumption for railway rolling stock.pdf

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1、BSI Standards PublicationSpecification and verification of energy consumption for railway rolling stockPD CLC/TS 50591:2013National forewordThis Published Document is the UK implementation of CLC/TS 50591:2013.The UK participation in its preparation was entrusted to TechnicalCommittee GEL/9, Railway

2、 Electrotechnical Applications.A list of organizations represented on this committee can be obtained onrequest to its secretary.This publication does not purport to include all the necessary provisions ofa contract. Users are responsible for its correct application. The British Standards Institution

3、 2014.Published by BSI Standards Limited 2014ISBN 978 0 580 76383 0ICS 45.060.10Compliance with a British Standard cannot confer immunity fromlegal obligations.This Published Document was published under the authority of theStandards Policy and Strategy Committee on 31 January 2014.Amendments/corrig

4、enda issued since publicationDate Text affectedPUBLISHED DOCUMENTPD CLC/TS 50591:2013TECHNICAL SPECIFICATION CLC/TS 50591 SPCIFICATION TECHNIQUE TECHNISCHE SPEZIFIKATION November 2013 CENELEC European Committee for Electrotechnical Standardization Comit Europen de Normalisation Electrotechnique Euro

5、pisches Komitee fr Elektrotechnische Normung CEN-CENELEC Management Centre: Avenue Marnix 17, B - 1000 Brussels 2013 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members. Ref. No. CLC/TS 50591:2013 E ICS 45.060.10 English version Specification and

6、verification of energy consumption for railway rolling stock Spcification et vrification de la consommation dnergie pour le matriel roulant ferroviaire Spezifikation und berprfung des Energieverbrauchs von Schienenfahrzeugen This Technical Specification was approved by CENELEC on 2013-11-05. CENELEC

7、 members are required to announce the existence of this TS in the same way as for an EN and to make the TS available promptly at national level in an appropriate form. It is permissible to keep conflicting national standards in force. CENELEC members are the national electrotechnical committees of A

8、ustria, 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, Slovakia, Slovenia, S

9、pain, Sweden, Switzerland, Turkey and the United Kingdom. PD CLC/TS 50591:2013CLC/TS 50591:2013 - 2 - Contents Page Foreword . 4 1 Scope . 5 2 Normative references . 5 3 Terms, definitions and abbreviations . 5 3.1 Terms and definitions 5 3.2 Abbreviations 7 4 General . 7 5 Infrastructure descriptio

10、n 8 5.1 General 8 5.2 Longitudinal profile 8 5.3 Speed profile . 9 5.4 Curves 9 5.5 Tunnels 9 5.6 Electric traction system . 9 5.7 Diesel fuel oil specifications .10 6 Operational requirements 10 6.1 General 10 6.2 In-service operation mode .10 6.3 Out of service mode .12 6.4 Environmental condition

11、s .13 7 Simulation requirements 13 7.1 General 13 7.2 In-service operation mode .14 7.3 Out of service mode .14 7.4 Environmental conditions .15 7.5 Documentation .15 8 Verification 15 8.1 General 15 8.2 Infrastructure conditions .15 8.3 Timetable verification .16 8.4 Environmental conditions .16 8.

12、5 Measurement equipment .16 8.6 Test rules .16 8.7 Documentation .17 9 Post processing 17 9.1 General 17 9.2 Train data.17 9.3 Time and driving style 17 9.4 Environmental conditions .18 9.5 Electric network characteristics .18 Annex A (normative) Definition of standard parameters 19 A.1 General 19 A

13、.2 Infrastructure characteristics 19 A.3 Electric supply system characteristics 19 A.4 In service operation mode .20 A.5 Parked train service mode .21 A.6 Ambient conditions with seasonal changes21 Annex B (normative) Definition of standard values for service profiles .22 B.1 General remarks .22 B.2

14、 Suburban passenger traffic .22 B.3 Regional passenger traffic 23 B.4 Intercity passenger traffic24 PD CLC/TS 50591:2013- 3 - CLC/TS 50591:2013 B.5 High-speed passenger traffic 25 B.6 Freight mainline 26 Bibliography 30 Figures Figure B.1 Standard profile SUBURBAN .22 Figure B.2 Standard profile REG

15、IONAL .23 Figure B.3 Standard profile INTERCITY .24 Figure B.4 Standard profile HIGHSPEED 26 Figure B.5 Standard profile FREIGHT mainline 27 Tables Table A.1 Infrastructure characteristics 19 Table A.2 Electric supply system characteristics 20 Table A.3 In service operation mode .20 Table A.4 Parked

16、 train service mode .21 Table A.5 Ambient conditions with seasonal change 21 Table B.1 Data of the SUBURBAN profile23 Table B.2 Data of the REGIONAL profile .24 Table B.3 Data of the INTERCITY profile .25 Table B.4 Data of the HIGHSPEED profile .26 Table B.5 Data of the FREIGHT mainline profile .28

17、Table B.6 Train data of the HIGHSPEED profile .29 PD CLC/TS 50591:2013CLC/TS 50591:2013 - 4 - Foreword This document (CLC/TS 50591:2013) has been prepared by CLC/TC 9X/WG 11, “Energy Measurement on-board trains“, of CLC/TC 9X “Electrical and electronic applications for railways“. Attention is drawn

18、to the possibility that some of the elements of this document may be the subject of patent rights. CENELEC and/or CEN shall not be held responsible for identifying any or all such patent rights. PD CLC/TS 50591:2013- 5 - CLC/TS 50591:2013 1 Scope This Technical Specification is applicable to the spe

19、cification and verification of energy consumption of railway rolling stock. It establishes a criterion for the energy consumption of rolling stock to calculate the total net energy consumed, either at pantograph or from the fuel tank, over a predefined service profile, in order to assure that the re

20、sults are directly comparable or representative of the real operation of the train. For this purpose this document takes into account the energy consumed and regenerated by the rolling stock. This Technical Specification provides the framework which gives guidance on the generation comparable energy

21、 performance values for trains and locomotives on a common basis and thereby supports benchmarking and improvement of the energy efficiency of rail vehicles. This Technical Specification does not cover specification for comparison of energy consumption with other modes of transportation, or even for

22、 comparison between diesel and electric traction, dealing only with the energy consumption of the Railway rolling stock itself. Consequently, this document is not applicable to the evaluation of the carbon foot print of the railway transportation system. 2 Normative references The following document

23、s, 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 590, Automotive fuels Dies

24、el Requirements and test methods EN 13129-2, Railway applications Air conditioning for main line rolling stock Part 2 : Type tests EN 15663:2009, Railway applications Definition of vehicle reference masses EN 50163, Railway applications Supply voltages of traction systems EN 50463 (all parts), Railw

25、ay applications Energy measurement on board trains 3 Terms, definitions and abbreviations 3.1 Terms and definitions For the purposes of this document, the following terms and definitions apply. NOTE When possible, the following definitions have been taken from the relevant chapters of the Internatio

26、nal Electrotechnical Vocabulary (IEV), IEC 60050. In such cases, the appropriate IEV reference is given. Certain new definitions or modifications of IEV definitions have been added in this specification in order to facilitate understanding. Expression of the performance of electrical and electronic

27、measuring equipment has been taken from EN 60359. 3.1.1 auxiliaries equipment needed to operate the traction equipment, but not producing tractive or dynamic braking efforts themselves (e.g. cooling fans, oil and water pumps, and compressor) Note 1 to entry: In the context of this Technical Specific

28、ation, heating and/or air conditioning of the leading drivers cab is included in the auxiliaries. 3.1.2 comfort systems all equipment consuming energy, belonging neither to the traction equipment nor to its auxiliaries, mainly in passenger cars (e.g. lighting, heating, air conditioning, toilets, inf

29、ormation and entertainment systems, laptop supplies) PD CLC/TS 50591:2013CLC/TS 50591:2013 - 6 - 3.1.3 consist group of vehicles which are not separated during normal operation or a single vehicle 3.1.4 contact line CL conductor system for supplying electric energy to a traction unit through current

30、-collecting equipment SOURCE: IEC 60050-811:1991, 811-33-01, modified 3.1.5 diesel multiple unit: DMU train having a fixed composition powered by one or several diesel engines having a fixed composition 3.1.6 electric traction system railway electrical distribution network used to provide energy for

31、 rolling stock Note 1 to entry: The system may comprise: contact line systems, return circuit of electric traction systems, running rails of non-electric traction systems, which are in the vicinity of, and conductively connected to the running rails of an electric traction system, electrical install

32、ations, which are supplied from contact lines either directly or via a transformer, electrical installations in power plants and substations, which are utilized solely for generation and distribution of power directly to the contact line, electrical installations of switching stations. 3.1.7 electri

33、c multiple unit EMU train having a fixed composition and getting its traction power from an external Electric traction system 3.1.8 heating, ventilation and air conditioning HVAC system to help maintain good indoor air quality through adequate ventilation with filtration and provide thermal comfort

34、3.1.9 infrastructure fixed installations of the railway system (e.g. tracks, power supply, signalling, communication) 3.1.10 net energy difference between the energy taken (consumed) from the Contact Line by the traction unit and the energy fed back (regenerated) into the Contact Line by the tractio

35、n unit 3.1.11 rolling stock general term covering all railway vehicles or consist of vehicles Note 1 to entry: Rolling stock may be fitted with traction equipment. 3.1.12 service profile outline of the expected range and variation in the mission with respect to parameters such as time, loading, spee

36、d, distance, stops, tunnels, etc., in the exploitation of the train 3.1.13 single-train simulation simulation of the run of one train over a part of infrastructure, without inclusion of effects of other trains PD CLC/TS 50591:2013- 7 - CLC/TS 50591:2013 3.1.14 railway system simulation simulation of

37、 several trains over one or several parts of infrastructure (railway network), including effects of train performance, power supply characteristics, operational constraints (time table, conflicts between trains) 3.1.15 traction equipment equipment directly needed to produce tractive or dynamic braki

38、ng effort (e.g. transformer, converters, motors, gearboxes) 3.1.16 traction unit railway vehicle or a fixed composition of vehicles with traction ability (e.g. locomotive, multiple traction unit) 3.1.17 train consist ready for use, capable either of in-service operational mode or of out of service m

39、ode (pre-heating and pre-cooling, cleaning and parking) 3.1.18 vehicle smallest part in a train, intended as a single vehicle (e.g. freight wagons, passenger coaches, locomotives) 3.2 Abbreviations For the purposes of this document, the following abbreviations apply. All the abbreviations are listed

40、 in alphabetical order: a.c. Alternating Current d.c. Direct Current DMU Diesel Multiple Unit EMU Electric Multiple Unit HVAC Heating, Ventilation and Air Conditioning LCC Life Cycle Cost 4 General Energy is an integral quantity. This means that the cumulated energy is the decisive factor. Realistic

41、 train operation always has to take place under the constraints of infrastructure and operational requirements. The defined timetable for the operation over a specified line plays an important role. This Technical Specification incorporates these conditions into a so-called “service profile” for the

42、 train. This Technical Specification is therefore not a direct specification of detailed operational profiles and driving styles. Instead it provides a framework which allows freedom for the user to propose sound solutions integrating a given mix of energy efficient technologies and driving styles.

43、The energy consumption over such a service profile can be used as an input when assessing LCC. It can also serve as key documentation for the environmental performance of the train. This requires a well defined and harmonised methodology for specification and verification of the energy consumption.

44、The selected approach has two steps: 1) simulation of the energy consumption of the train, over one or more simulation train runs; 2) verification of the simulation by undertaking test train runs. PD CLC/TS 50591:2013CLC/TS 50591:2013 - 8 - Two different sorts of service profiles may be chosen: a) u

45、ser define service profiles based on data from a real railway line, normally one or several lines out of the railway network where the train will be operated; b) standardised, service profiles, for the following categories for passenger service: suburban; regional; intercity (inter-regional); high s

46、peed; and for the following types of freight service: mainline; shunting. Definitions of relevant values for the typical service profiles and their parameters are given in annex B of this Technical Specification. The standard service profiles are characterised by definitions of standard values for t

47、he identified service types being typical (i.e. representative) yet not real of the type of railway service. This means that it may not be possible to validate these on a real world track unless some adjustments of the verification results is undertaken to take account of the differences between the

48、 simulation and verification. However, these standardised service profiles are intended to be a common basis against which various trains can be simulated and simulation results compared. In order to keep different characteristics, requirement and procedures manageable, the energy consumption of the

49、 whole train is subdivided into different aspects and handled separately: Traction equipment and auxiliaries necessary for traction without comfort systems; Only comfort systems (for all operating modes). The following clauses show how to define the infrastructure (clause 5) and the operational and environmental conditions (Clause 6) for both simulations and verification tests. The simulations are specified in Clause 7 and verification tests in Clause 8. Finally post processing of test r