Specification no. MP-0.08.00.106 - rdso - Indian Railway

- DRAFT -

(For official use only) (dsoy ljdkjh iz;ksx gsrq)

Hkkjr ljdkj jsy ea=ky; GOVERNMENT OF INDIA MINISTRY OF RAILWAYS

Specification for High Speed BG Diesel Electric Multiple Unit (DEMU) on LHB Platform Powered by under slung mounted AC-AC Dsl. –Electric Traction (To be manufactured by IR)

Specification no. MP-0.08.00.106 (Rev.-00) November - 2013

Issued by vuqla/kku vfHkdYi ,oa ekud laxBu] Ekkud uxj] y[kuÅ - 226 011 RESEARCH DESIGNS AND STANDARDS ORGANISATION MANAK NAGAR, LUCKNOW – 226011

RDSO (MP)

Specification no. MP - 0.08.00.106

Rev.-00

Nov - 2013

CONTENTS

Part I

Description

Page No. 2

II

General Operating Requirements & Environmental Conditions

III

Bogie

9

IV

Traction Equipment & Controls

16

V

Brake system

27

VI

Coach lighting

34

VII

Testing & Inspection

36

6

ANNEXURES S.No.

Description

Annexure

1.

Layout of DPC

I

2.

Layout of TPC

II

3.

Tractive effort Vs. speed curve

III

4.

Technical data sheet pertaining to electrical equipment

IV

5.

Equipment Test Specification

V

6.

Service & Maintenance requirements

VI

Specification for High Speed BG DEMU on LHB Platform powered by under slung mounted 3- Phase AC-AC dsl.electric traction (to be manufactured by IR) Page 1

RDSO (MP)


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PART – I GENERAL 1.

SCOPE OF THE SPECIFICATION

1.1

This specification covers manufacture of High Speed BG DEMU on LHB Platform powered by underslung mounted 3- Phase AC-AC diesel-electric traction (to be manufactured by IR) suitable for operating at 160 km/h / 200 km/h as per the tentative layout enclosed at Annexure-I & Annexure-II.

1.2

Being a high speed vehicle the design criteria are based mostly on UIC standards modified Indian environmental and track conditions.

1.3

Shell design of Driving Power Car (DPC), Trailer Power Car (TPC) and Train Set, including design for crashworthiness (as per EN 15227) shall be done by Production Unit in consultation with agency doing the bogie and bogie body connection design. Design shall include Equipment Layout, Cabling, Piping, Furnishing, Coupling and other interconnecting elements between the Coaches etc.

1.4

The shell shall be designed by PU in association with RDSO

1.5

Engine along with its Sub-Systems, Alternator along With Rectifier, Traction Motors, Inverters, Battery & Auxiliary Alternator, Vehicle controller, Brake system, Bogie, HVAC, Train Lighting and Train communication system, Fire Detection System shall be procured by Production Unit as per the detailed specification enclosed. However Eligibility Criteria for Design Approvals, Prototype Inspections and other terms and conditions of contract shall be suitably framed by Production Unit, RDSO will provide necessary assistance, if required.

2.

Design Requirements of the DEMU

2.1

Car body of DPC & TPC shall be similar to that of LHB AC EOG chair car coaches high speed DEMU.

2.2

DEMU shall comply with clearance diagram of IRSOD 2004 (with latest revision).

2.3

Driver’s visibility shall be checked as per UIC 625-6 O.

2.4

Layout of driver cabin of the DPC shall comply with UIC 651 OR.

2.5

Passenger comfort i.e. seat layout and driver chairs shall be as per UIC 566 OR and baggage racks, coat hooks shall be as per UIC 562 OR.

2.6

The body side hand body side door window shall have double seal glass windows of modular design permitting easy unit exchange. Side windows shall be double-glazed with an outer toughened glass pane and an inner laminated glass pane. Each coach shall be fitted with four emergency windows, two on each side. The glazing shall be resistant to breakage and shall minimize danger on breakage, especially from objects hitting it, taking into account the speed of the HS DEMU train. The exterior glazing shall withstand aero dynamic forces. The width of window shall be kept around 1500 mm to match as for as possible the chair pitching so as to accommodate two row of chairs per window including pillars. The windows shall have height of opening around 850mm.Windows of DEMU shall comply with UIC 560 OR Section 7. The design shall be finalised in consultation with RDSO.

2.7

Passenger doors shall be automatically operated and shall be as per UIC 560 OR section 1.2.

2.8

Driver Cabin doors shall be hinged type as per UIC 560 OR section 1.3.

for

modified to

space

for


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2.9

Shock loading of DEMU Body shall comply with UIC 566 OR.

2.10

Material used for furnishing shall comply with following Norms for Fire Retardancy properties for other properties approval shall be taken by RDSO before fitment:S.No. i. ii. iii. iv.

Properties Resistance to Spread of Flame Deterioration of visibility Due to Smoke Limiting Oxygen Index Toxicity Index

Test Method UIC Code 564-2 Apendix 8 UIC Code 564-2 Apendix 15 IS 13501 NCD 1409

Accepted Value Class A Class A 30% Min Less than 1

2.11

Painting of the coaches shall be done as per following specification i) Exterior painting - As per RDSO Spec PCN/100/2009 ii) Anti corrosion paint - As per RDSO Spec PCN/123/2006 iii) Interior painting - As per ICF/M/D/Spec 045 Rev.3 based upon IS:8622/2004. iv) FIAT bogie painting - Primer as per RDSO Spec PCN/123/2006 and Top coat is two component epoxy high build paint as per MDTS 094. v) Aluminum paint - As per RDSO spec PCN/110/88 vi) Epoxy zinc phosphate primer - As per RDSO spec PCN/102 vii) Sound insulation paint - As per MDTS 076 Rev.2

2.12

Engine should be approved as per UIC-623.

2.13

Bogie shall be as per Part-III.

2.14

Brake system shall be as per Part – V of this specification.

2.15

Compressor shall be as per clause 1.1.7 of Part-IV

2.16

Air dryer shall be as per RDSO Specification No.MP.0.01.00.06 (Rev.05)

2.17

Traction system including Vehicle Control, Hotel Load and GPS based Passenger System etc. shall be as per RDSO Specification no. RDSO/2008/CG-02.

2.18

Passenger comfort, in relation to vibration, shall be as per UIC 513 OR.

2.19

Fire protection and firefighting measures shall be provided as per UIC 564-2 OR.

2.20

Heating, ventilation and air-conditioning (HVAC) shall be as per UIC 553 OR.

2.21

Toilets shall be equipped with IR-DRDE Bio – Toilets. Design for bio-digester shall be worked out in consultation with RDSO.

3.

Design of Car Body Shell

3.1

Strength and Crashworthiness of the car body shell as per UIC 566 OR.

3.2

Driving car crashworthiness as per EN 12663.

3.3

Verification shall be done by Finite element analysis (FEM) and validation by strain gauging and report shall be submitted to RDSO.

Information


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3.4

Welding and approval of the welders shall comply with UIC 897-1 OR, UIC 897-12 O / BS EN ISO 15614-1:2004 & UIC 897-11 O / BS EN 287-1 respectively.

3.

Design of Car Body Shell

3.1

Strength of the car body shell shall be as per UIC 566OR.

3.2

Crashworthiness of all variants in the DEMU formation shall as per EN 15227.

4.9

Shell along with FEM Modeling (Finite Element Method) stress analysis of the car structure including Modal Analysis of car-body.

4.10

Each car shall be provided with semi-permanent coupler generally conforming to RDSO specification no.61-B-36/Rev.68-1 with the added provision that the coupler should be suitable for meeting crashworthy requirements in reference to EN 15227. The requirements for crashworthiness should be finalized by PU in consultation with coupler suppliers and agency doing bogie and body-bogie connection design.

4.10.1 Coupler force trials should also be carried out to confirm adequacy of the design offered for the maximum rake formation under the most adverse operating conditions likely to be encountered in service. 4.

The detailed design and calculations shall cover the following and –

4.1

Braking effort and EBD calculation on plane section and gradient with maximum load / without load.

4.2

Calculation for stability of the BG DEMU against wind force shall be supplied.

4.3

Matching calculation of engine and transmission system alongwith tractive effort Vs. Speed curve.

4.4

Technical details with supporting calculation for compressor.

4.5

Calculation for electric load capacity with details of Battery & auxiliary alternator.

4.6

Clearance and Visibility diagram.

4.7

Layout of all type of cars.

4.7.1

Trailer Power Car (TPC): Design of complete interiors including doors, windows, partitions, interior paneling, roof paneling, flooring, luggage racks, public address system, seat cushioning and covering, noise suppression measures, heat insulation and passenger amenities and fittings. Passenger information display, digital destination boards and digital car no. plate Interior and exterior color scheme Complete lighting system Electrical couplers.

4.8

Driving Power Car: In addition items mentioned in the Trailer Power Car (TPC), the layout Driving Power Car (DPC) shall also include Power and Control Equipment, Layout of Driver’s Cab.

4.9

Weight estimation and Calculation of Centre of Gravity (C.G.) along with Balancing of BG DEMU from rail level.

4.10

Shell along with FEM Modeling (Finite Element Method) stress analysis of the car structure including Modal Analysis of carbody


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5.

PROTOTYPE TRAIN

5.1

Testing of prototype: Riding and stability on track performance of bogie shall be established oscillation trials as per IR standing criteria.

5.2

Details of test scheme for prototype trial shall be finalized during design stage.

by


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PART – II OPERATING REQUIREMENTS & ENVIRONMENTAL CONDITIONS 1.

DETAILED OPERATING REQUIREMENTS AND OVERALL DIMENSIONS Basic Data:

2.

A 1.

General Train formation

2. 3.

Service Wheel diameter over tread (New)

B. 1. 2. 3. 4. 5. 6.

Specific to Gauge Gauge Maximum operating speed On level track Max. Test speed Maximum gradient Maximum curve Max. acceleration Max. permitted axle load

7.

Estimated gross weight

8. 9. 10. 11. 12. 13. 14. 15.

Max. Length over body of car Max. Width of car Max. Height from rail level Max. floor Height in unloaded condition Wheel Base (Minimum) CRS. Of bogies Seating capacity of DPC Seating capacity of TPC

12-Car formation i.e. 1DPC + 10 TPC+ 1DPC as per Annexure-I and Annexure-II with provision of running in 3, 6, 9 and 12 coach formations. Passenger DPC / TPC- 915 mm (New) 1676 mm 160 / 200 km/h 175/220 km/h 1 in 30 10º 0.8 m/s2 DPC-20 t TPC-20 t DPC- 81t TC -80t 23540 mm 3240 mm 4039 mm 1320 mm 2560 mm 14900mm 315 nominal 360 nominal

MAXIMUM CURVE AND GRADE The DEMU shall be capable of negotiating sharpest curves up to 10º and capable of operation on grades of 1 in 30.

3.0

ENVIRONMENTAL CONDITIONS

3.1

The complete microprocessor based vehicle controls and inverter systems shall be required to work continuously at full load under following atmospheric conditions: Maximum (Atmospheric) Minimum (Atmospheric)

temperature (i) (ii)

70 ºC (under sun). 47 ºC (in shade)

(Temperature inside DEMU may reach 60 ºC.) temperature -10 ºC.


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Humidity

90 % (Up to 100% during rainy season as per IEC 607213-5.

Altitude

Max. 1200 meter above mean sea level

Reference site conditions

(i) Ambient temp. 47 ºC (ii) Temp. inside engine compartment 55 ºC (iii) Altitude 160 m. Annual rainfall Between 1750 mm to 6250 mm. The DEMU shall be designed to permit its running at 5 Km/h in a flood water level of 102mm above the rail level. Dust Extremely dusty and desert terrain in certain areas. The dust content in air may reach as high a value as 1.6 mg / m³. Atmospheric conditions in coastal All the equipment shall be designed to work in coastal areas in humidity salt laden and areas in humidity salt laden and corrosive atmosphere. corrosive atmosphere (a) Maximum pH value : 8.5 (b) Sulphate : 7 mg / litre (c) Max. concentration of chlorine : 6 mg / litre (d) Maximum conductivity: 130 micro Siemens / CM.

3.2

All the equipment shall be designed to withstand ambient conditions indicated above without any harmful effect even after sustained working at 100% load factor. Complete system shall be suitable for rugged service normally experienced for rolling stock where DEMUs are expected to run up to a maximum speed as indicated in Para 1.B.2 in varying climatic conditions existing throughout India. All the equipment and their mounting arrangement shall be designed to withstand vibrations and shocks as specified in IEC-61287 and IEC-60571 for the inverters and electronic equipment respectively. Complete Vehicle control and inverter systems with their controls and gate drive electronics shall be protected from dusty environment by providing well-sealed enclosures. Necessary precaution should be taken against high degree of electromagnetic pollution anticipated in the DEMU. The cooling system shall be designed to take care of tilting and centrifugal forces which would normally be encountered in service.

4.

SERVICE CONDITIONS

4.1

The service condition shall be as per AAR standards.

4.2

The equipment, sub system and their mounting arrangements shall withstand satisfactorily the vibrations and shocks normally encountered in service as indicated below: (a) (b) (c)

5.

Max. Vertical acceleration Max. Longitudinal acceleration Max. Transverse acceleration (‘g’ being acceleration due to gravity)

-

3.0 g 5.0 g 2.0 g

PERFORMANCE REQUIREMENTS The performance of coach shall be adjudged as per IR standing criteria for coaching stock given as under:


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5.1

The value of acceleration recorded as near as possible to the bogie center pivot shall be limited to 0.30g both in vertical and lateral direction. A peak value upto 0.35g may be permitted provided the records do not indicate a resonant tendency in the region of peak values.

5.2

Riding behavior of the DEMU coaches shall be assessed in accordance of “3rd Report of Standing Committee for Evolving Criteria for Assessment of stability of locomotives and Rolling Stock in Indian Railways”. Sperling’s Ride Index shall be calculated on the basis of Para 2.1 of ORE Report C-116 Report no. 8. Sperling’s Ride Index shall not be greater than 4.0.

5.3

A general indication of stable riding characteristic as evidenced by the movement of bogies on straight and curve track and by acceleration reading and instantaneous wheel load variations /spring deflections.

6.

NOISE PARAMETERS

6.1

The equipment design and their mounting arrangement shall ensure the generation of noise and vibration to bare minimum. The design of the vehicle shall have adequate attenuation of air-borne and structural-borne vibrations along potential paths from the sources to passenger area and to wayside receptors.

6.2

The Contractor shall propose car exterior and interior noise level standards as per UIC 611 and UIC 660 OR better than those specified in these standards provided that this does not cause significant weight penalties.


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PART - III SPECIFICATION FOR POWERED AND NON-POWERED BOGIE FOR BROAD GAUGE (1676MM) DEMU 1.0

Overview

1.1

Each coach shall be equipped with two four wheel Bogies (motorised / normal) with outboard mounted roller bearing. Powered bogie shall be fitted with fully suspended traction motor and drive. Bogies shall be designed for operation at all speeds up to 160 km/h. Bogie frames shall be fabricated and shall incorporate braking via disk brakes. Bogie design shall be proven for safe and reliable operation.

2.0

General Design feature:

2.1

The trailer bogie shall generally meet the requirement of UIC 515-0 and powered bogie shall meet the requirements of UIC 615-0.

2.2

DPC and TPC coach shall have two 4-wheel bogies of fabricated design suitable for taking brake gear, motor suspension unit, 2-stage suspension etc. and capable of withstanding the maximum static and dynamic load conditions as per UIC / EN standards. Maximum permissible axle load shall be 20t and shall be designed for commercial speed of 160 km/h, designed and tested for 175 km/h maximum speed. The bogie wheel base and other parameters shall follow IRSOD-2004 and UIC 515-0.

2.3

Bogies shall be interchangeable.

2.4

The bogie shall be equipped with two disc brake units per axle. The disc brake arrangement shall be inboard mounted / wheel mounted. Brake equipments shall be provided in line with Part-V of this specification.

2.5

Bogie suspension design shall be coil steel or conical rubber suspension in primary and air suspension in secondary stages. The bogie assembly includes frame, wheel/axle sets, and all components related to the suspension system and their accessories.

2.6

Design of the bogie shall be maintenance friendly and permit easy access to running gear and brake gear in the case of motor bogie as well as trailer bogies without the need of special pits on the track. Bogies shall have provision for jacking the assemblies safely, jacking pads shall be provided for use during maintenance and re-railing. Jacking pads shall have an anti-slip finish. Lifting eyes shall also be provided to permit bogie assemblies to be lifted once removed from beneath the car. Appropriate means shall be provided to prevent primary or secondary suspension elements from over-extending during jacking or lifting actions. Bogie assemblies shall be easily removable from the car body for maintenance.

2.7

Bogies shall be designed and manufactured by a builder having a history of producing service-proven bogies. Evidence of design and operating environment similarity will be a pre-requisite for approval of any proven design.

2.8

The detailed bogie design shall be submitted to the RDSO for their approval before manufacture is commenced.

2.9

The bogies shall be designed in such a way that, when fitted to the body frames for which they were intended, the vehicles thus formed satisfy Braking and load gauge requirements.


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2.10

The bogies shall be designed to enable the vehicles to which they are fitted to run at the maximum speed indicated, while fulfilling the stipulated safety and ride quality conditions.

2.11

Bogie Mounted Equipment

a. Equipment mounted on bogie frame shall withstand without permanent deformation the loads associated with the following accelerations acting on the mass of the item of equipment: (i) Vertically 10g (ii) Transversally 3g (iii) Longitudinally 5g b. Equipment mounted on bogie frame shall have a fatigue life of not less than 107 cycles under loads associated with the following accelerations acting on the mass of the item of equipment: (i) Vertically ± 5.0g (ii) Transversally ± 1.5g (iii) Longitudinally ± 0.2g c. Equipment mounted on the axle box shall withstand without permanent deformation the loads associated with the following accelerations acting on the mass of the item of equipment: (i) Vertically 25g (ii) Transversally 5g (iii) Longitudinally 5g d. Equipment mounted on the axle box shall have a fatigue life of not less than 107 cycles under the loads associated with the following accelerations acting on the mass of the item of equipment: (i) Vertically ± 10.0g (ii) Transversally ± 3.0g (iii) Longitudinally ± 0.5g The acceleration level specified in paragraphs (a) & (b) above will be reviewed by the Engineer, based upon International Standards or Norms followed by reputed railways. 2.12

The bogies shall enable: -

Vehicles to negotiate 150 m radius curves when coupled normally in a train; An individual vehicle to negotiate 80m radius curves when empty;

3.0

Bogie Frames & Bolster:

3.1

The frame shall be of copper bearing steel plates of approved quality, and shall be fabricated by welding. Special care shall be taken in the design and construction of all joints in the bogie frame and the attachment of heavy equipment thereto to ensure that the connections are rigid and are of adequate strength to withstand the severest strain under the worst operating conditions, and further that sudden changes in section are avoided to prevent concentration of stress at or near the joints. The top and bottom plates of the bogie side frame shall be of one piece. Fabricated bogie frame for motor car and for trailer car shall meet the requirements of UIC-615-4, 515-4 respectively and the same shall be made of the approved quality steel as per EN-13749. Any alternative, steel equivalent to Copper bearing steel with chemical composition and better mechanical properties as regards to strength and corrosion resistance may be used by the supplier only with prior approval by the RDSO.

3.2

Critical areas of all welds shall be magnetic particle and radio graphically and ultrasonically inspected as per suitable international standards ( EN 1435, EN1290 and EN 1714).

4.0

Connection between wheel sets and bogie frames Connection between wheel sets and bogie frames shall be in line with UIC 515-4 for non-powered bogie and UIC 615-4 for powered bogie.


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5.0

Connection between car body and bogie frames

5.1

Connection between car body and bogie frames shall be in line with UIC 515-4 for non-powered bogie and UIC 615-4 for powered bogie.

5.2

The car body centre pivot shall be capable of permitting the full range of bogie movements without excessive restraint.

5.3

The bogie shall be attached to the car body in such a way as to permit lifting of car body and bogies as complete unit. The supplier shall indicate the minimum safety factor used, taking account of the yield stress for all support members.

5.4

Traction linkage(s) shall be provided, and located such that the ride characteristics of the vehicle are devoid of any pronounced fore and aft pitching motion.

5.5

The car body to bogie connection shall withstand the following loads without permanent deformation:

5.6

i.

A vertical load of 0.75 times the fully loaded weight of the car body (existing bogies).

ii.

A lateral load of half fully loaded body weight subjected to an acceleration of ±1.1g.

iii.

A longitudinal load equivalent to the bogie mass subjected to an acceleration of ±3.0g.

Bogie and car body connection shall be designed to minimize the transmission of noise and vibration.

6.0

Suspension

6.1

All bogies shall have primary and secondary suspension systems designed to meet the requirements of this section of the Technical Specifications. Suspension components shall have characteristics optimized to perform with the track geometry as defined in this technical specification and shall achieve the ride quality identified in this specification without causing undue rail, wheel, or car component wear. The primary suspension shall consist of helical springs or conical rubber spring with non-linear characteristics and articulated or rigid axle guidance, with or without external hydraulic shock absorber. Care to be taken for ballast hitting and dust sealing.

6.2

The primary suspension shall consist of elastomeric elements, such as chevrons, coiled steel springs, or conical rubber springs, designed for a minimum functional service life of eight years. The primary suspension shall be capable for sustaining track perturbations under given vertical and lateral load conditions up to a maximum frequency of 12.0 Hz.

6.3

Elastomeric springs, if used, shall have a minimum amount of "creep". Elastomeric springs shall be subject to an approved program of preloading or exercising at assembly of the bogie to compensate for the deflection caused by initial "creep" of the elastomer. Provision shall be made in the bogie design to compensate for "creep" and keep the bogie properly levelled and trammelled.

6.4

Springs shall be designed for ease of replacement and maintenance without requiring the removal of the bogie from the car body or complete disassembly of the bogie. Chevrons shall be secured to the bogie frame when axle assemblies are removed.

6.5

Coil springs, if used, shall meet the requirements of AAR M-114 or EN 13298. Suspension characteristics shall be selected so as to avoid resonance between the various elements of the car systems including the car body. Bogie and body frequencies shall be suitable separated. Coil springs shall be thoroughly shot-peened.


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6.6

The secondary suspension shall be of air springs spaced as far as possible, firmly located on the spring plank and bolster and with stops to prevent excessive deflections due to overloading or excessive rolling of the superstructure.

6.7

In case Y frame bolster less bogie, the air spring shall be placed suitably and firmly between bogie frame and body bolster with additional reservoir located as near as possible to the air spring. The anti roll bar mechanism can be incorporated to prevent excessive rolling of car body. The value of roll coefficient shall be less than 0.3 as per UIC 515/4 and 615/4.

6.8

Springs for primary and secondary suspension shall be designed to cater for actual service conditions and the final design of springs shall be submitted to the Engineers for approval.

7.0

Wheel and axle assembly

7.1

The wheel and axle assembly shall consist of an axle, two wheels, two outboard journal bearings, two inboard brake discs etc.

7.2

The wheel and axle shall be designed as per EN13979 specification for the service condition covered in this specification. These wheels shall be manufactured as per EN 13262 specifications or IRS R19/93 Part-II specification, then the details to be submitted as a part of tender.

7.3

The non –powered axle shall be designed as per Annex-B of EN 13103 for use on trailer car and powered axle shall be as per Annex-B of EN 13104 specification for use on powered car for the service condition covered in this specification. These axles shall be manufactured as per EN 13261 or IRS R-16/95 specification. If the manufacturer shall supply the axles to other than EN 13261 or IRS R-16/95 specification then the details to be submitted as a part of tender.

7.4

Wheel set bearings shall be able to withstand and cater to service condition covered in this specification and shall confirm to UIC 515-1 and UIC 515-5. The wheel set bearing must provide the following performance: • Interval for additional lubrication, inspection and operating safety not be less than 1.2 million kilometre. • Service life shall not be less than 3.0 million kilometre.

8.0

DESIGN VALIDATION

8.1

Approval of Design Data: The Contractor shall submit the design data and calculations for approval to RDSO for all bogie components not limited to the bogie frame, wheel/axle sets, bearings, and the primary and secondary suspension systems. The data shall include a general description of system, operation, drawings and layouts with components clearly identified. The type test reports of Critical components and assemblies shall be submitted.

8.2

Stress Analysis Requirements:

8.2.1

A structural finite element analysis of the proposed bogie design, including bogie frame, radius rods and their attachments, shall be submitted for review. This shall include data on stresses under static and dynamic conditions. Allowable stress values including, endurance limit data for base material and connections shall be clearly identified for the material proposed. The stress analysis shall demonstrate that the bogie frame members and structural connections comply with the requirements of specifications and shall be submitted for approval before bogie production commences.


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8.2.2

Welded and bolted connections shall be analysed in detail to demonstrate compliance with static and fatigue strength requirements of this specification

8.2.3

The number of seated passengers shall be taken as one per seat, and standing for all the above mentioned strength analyses.

8.3

Prototype Bogie Frame Stress and Fatigue Testing and Inspection:

8.3.1

Prototype Bogie frame shall be used for the bogie fatigue load tests and shall be performed as per UIC-515-4, 615-4 and EN 13749. Fatigue test shall be witnessed by RDSO official. After the test this frame shall not be used in any case and shall be discarded or destroyed.

passengers as 10/m2

The mechanical strength of the bogie frame shall comply with the requirements of UIC 615-4, UIC 515-4 for static test under exceptional loads and fatigue tests. The maximum stress developed under static load shall not exceed 85% of the yield strength of the material. The dynamic effects due to the inertia of the motors and transmission shall also be simulated along with traction and braking forces. 8.3.2

Inspection of prototype Bogie: Prototype Bogies shall be inspected by RDSO official which shall be as under:i. Two Bogies each of the DPC & TPC. ii. Static Load deflection of Bogie Frame. iii. Load Testing of Complete Bogie along with suspensions, wheel & axles, etc. for clearances. iv. Only after clearance of prototype bogies, supplier may proceed for further manufacturing.

8.4

Dynamic Modelling and Vehicle Dynamic Simulation

8.4.1

The Contractor shall submit a detailed dynamic model to demonstrate the running behaviour and performance characteristics of the proposed service proven bogie design.

8.4.2

It is mandatory for the supplier to conduct vehicle dynamic simulations on the coach bogie in following domain of analysis and submit the results in the form of a report to the engineer, before finalizing optimized suspension design of coach bogie.

8.4.3

Frequency domain analysis for evaluating critical speeds. Time domain analysis –for evaluating riding quality and safety against derailment on given BG suburban track up to maximum test speed (10% higher than operating speed) as per UIC norms. The simulation results shall exhibit satisfactory riding and stability performance up to maximum test speed. The vehicle dynamics software package used for conducting simulation studies should be specified in the report.

8.4.4

The natural frequencies of vehicle suspension in bouncing, pitching and rolling mode under tare and gross load condition as obtained by simulation / calculation along with damping factor is to be furnished by the supplier.

9.0

Derailment Safety

9.1

Y/Q shall be demonstrated to be less than 1.0 in all conditions through calculations/simulations.

9.1

The bogie suspension, in conjunction with the car body, shall be designed to enable cars to operate satisfactorily on track with the maximum specified track twist. The maximum off load of wheels shall not exceed 50% of nominal wheel loads in inflated up to maximum permissible speeds and shall not exceed 50 % of nominal wheel in deflated conditions up to maximum permissible speeds during on track ( Oscillation Trial) tests.


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9.2

The bogie rotational resistance (X factor) test under inflated and deflated air spring conditions would be carried out at the manufacturer's works under tare conditions, at rotational speed of 0.8 degrees/second. Analysis of track twist performance shall also be done for the leading wheel set using the wheel unloading factor ∆Q/Qo. The wheel unloading factor, ∆Q/Qo shall be equal to or less than 0.5 and the rotational resistance factor, X shall be equal to or less than 0.08. The procedure shall be as detailed in EN14363.The rotational resistance shall neither cause excessive flange wear nor cause any possibility of flange climbing but shall be adequate to avoid bogie hunting on straight track. The Contractor shall show by analysis that no flange climbing occurs on any curve and moving at all possible speeds.

9.3

The Dynamic Analysis, to evaluate the running behaviour of the cars with the proposed bogie design, shall be carried out by means of theoretical calculations applying multi-body simulation techniques. The following parameters, at a minimum, shall be evaluated / analysed and submitted. i. ii. iii. iv. v. vi. vii. viii. ix.

9.4

Natural frequency of the suspension Stability of the car ∆Q/Q for the track twist Bogie rotational resistance (X – factor ) Wheel wear index at the tread and flange Derailment quotient Y/Q Car body accelerations Curving capability and any tendency to hunt Ride index lateral and vertical

The Supplier shall submit a proposal covering the scope of the analysis and the model for review by RDSO. The maximum values of acceleration measured at central pivot / Bogie Centre level in above simulations are: Vertical acceleration : 0.3 g Lateral acceleration : 0.3 g Ride Index shall not be greater than 3.0 at maximum operational speed + 10% speed in the above simulations. The bogies shall be rejected if they do not comply with the specified values of the ride index.

9.5

The natural frequencies of vehicle suspension in bouncing, pitching and rolling mode under tare and gross load condition as obtained by simulation / calculation along with damping factor is to be furnished by the supplier.

9.6

The bogie suspension, in conjunction with the carbody, shall be designed to enable cars to operate satisfactorily on track with the maximum specified track twist. The maximum off load of wheels shall not exceed 50% of nominal wheel loads in inflated and deflated up to maximum permissible speeds during simulations calculations and on track (Oscillation Trial) tests.

10.0

The axles yaw stiffness and the rotational resistance of the complete bogie shall be such that the lateral flange forces generated when negotiating the track alignments for the route specified are not so high as to lead to excessive rail wear and wheel flange wear, but shall be sufficient to obviate bogie or wheel hunting.

11.0

The Supplier shall submit calculations to confirm that the derailment quotient Y/Q shall not exceed 1.0 under the most adverse conditions, where Y & Q are the instantaneous lateral force on the wheel


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flange and the instantaneous vertical load on that wheel tread respectively under the most adverse conditions. 12.0

The Ride index of the rake at maximum operational speed + 10% shall not exceed 3.0 in both vertical and horizontal directions in inflated and deflated condition of the secondary suspension. The RI Calculations shall be done as per Para 2.1 of ORE Report no.8 of C-116 using FFT method (Fast Fourier Transformation Method).


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PART - IV TRACTION EQUIPMENT & CONTROLS Under slung mounted three Phase AC-AC Traction System & Associated Control Equipment for High Speed Diesel Electric Multiple Unit (HS DEMU): 1.

Scope of supply;

1.1

Scope of supply of equipment for each coach of HS DEMU with under slung mounted power pack shall be as under: Sr. No. 1.

Equipment

2.

Traction Alternator

3.

Traction converter

4.

Vehicle Control System

5.

Traction motor

6.

Auxiliary Power Control

7.

Compressor

Diesel engine

Description

Quantity per DPC New generation diesel engine producing min. 1 no. continuous 760 HP with fuel efficiency of 212 g/kW-hr (min.) and shall meet U.S. EPA Tier-2 emission standard or better. TA shall be directly coupled to diesel engine. 1 No. Base Rail arrangement with mounting brackets & bolts for mounting Engine and alternator. IGBT based traction converter system 2 nos. or 4 per including power rectifier, DC link and nos,(as associated controls (Hardware and software). configuration) The software for converter control system shall be compatible with that of Vehicle Control System 1 No. Microprocessor based Vehicle Control System (Hardware and software) along with all control, protection and indication equipment required for proper functioning of the DEMU. This shall be compatible with other equipment on DEMU such as diesel engine, traction alternator, traction converter, etc. Three-phase induction motors with gear 4 Nos. wheel and gear case suitable for input supply from traction converter(s). 1 set Solid state Auxiliary Power Control (APC) for supplying auxiliary power for battery charging, controls, light, fan, rectifier blower motor etc. (please refer Para 8.0) may be supplied. The APC shall draw power from Traction Alternator or companion alternator. 1 No. Motor driven compressor (Motorcompressor) having minimum FAD 1000 lpm shall be supplied. The motor shall draw power from the APC (Auxiliary power converter). The compressor shall be of a proven design and at least 200 nos. of such compressor shall be in service in Railway Rolling stock. The design shall be cleared by RDSO.


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Air dryer

8. 9.

Power contactors Battery

10.

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Twin tower heatless regenerative type air dryers to RDSO Specification No.MP.0.01.00.06(Rev.05). The air dryer shall be of proven design and procured from RDSO approved sources.

1 No

All the power contactors, MCB’s, relays etc. Battery: a. 24 V, 450 AH minimum for engine starting (Spec No. DEL/SPN/193, (Latest Revision) b. 110 V supply of suitable 120 AH capacity for controls cum RDSO’s specification no. MP-0-3700-07 Rev-05 August-2008 Driver Desk including all accessories.

1 set 1 set 1 set

1 set (Only in DPC) 11. 1 set (Only in DPC) 12. Software tool PC/Laptop based software tool for 1 No. downloading the fault data packs, viewing and changing the user settable parameters along with user license. 13. Power and control Inter coach coupler, power and control cables 1 set cables shall be in the scope of coach builder. Special cables like optic fibre cables are in tenderer scope. *Note: EP Brake, parking brake, flasher light, head light, tail light and fire alerter shall be provided by Indian Railways. 1.2

Speed indicator recorder Driver Desk*

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OPERATING REQUIREMENTS (half worn wheels) Maximum Tractive effort at start Installed power (standard) Power input to traction (at 47 ºC site condition) Speed Vs TE characteristic

20 ton (from start till 20 km/h) or superior 760 HP per car 690HP (approx.) per car Refer graph at Annexure-III. The offered equipment should be capable of meeting this characteristic.

1.3

The supplier shall state the value of maximum starting tractive effort, continuous tractive effort and continuous speed values that shall be developed under dry rail conditions and also under all weather conditions, which shall be demonstrated during testing. Supplier shall try to improve the performance beyond above stated values.

1.4

The tenderer shall clearly specify the efficiency of various equipments and also the overall transmission efficiency.

2. 2.1

ADHESION REQUIREMENTS Microprocessor based control system shall be provided with state of the art adhesion improvement system. The system should be able to optimize the adhesion for all weather conditions - dry rail, wet rail conditions- and all track conditions - mainline, branch line and station yards- and operating conditions (starting, running, braking). The system offered shall be so designed as to reduce operation of sanding system substantially.


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2.2

The torque pulsations of traction motors arising out of imperfections in waveform shall be controlled in such a manner that the coefficient of adhesion between wheel and rail is utilized fully in entire speed range of DEMU. The mechanical transmission shall be adequately designed to cater for loading imposed by torque fluctuations.

2.3

Tenderers are required to indicate the expected level of adhesion in various conditions. The proposed inverter and vehicle control system shall achieve far better adhesion performance compared to existing DEMUs which are based on AC/DC transmission system.

3.

EMI REQUIREMENTS

3.1

The DEMU shall be working under 25 kV, 50 Hz, OHE system also. Electronic signals generated inside the traction inverters and vehicle control systems shall not be affected by this and DEMU shall work without any adverse performance.

3.2

The tracks over which the offered system shall work may be equipped with DC track circuits, 83-1/3 Hz track circuits as well as track circuits at higher frequencies. Harmonics generated by the inverter system should not affect signalling gears like audio frequency track circuits and axle counters which work in the range 0-5 kHz with a limit of 400 mA. On the communication network, control circuits, teleprinter circuits, as well as VHF/UHF and microwave circuits are employed. The psophometric voltage induced on communication circuit running by the side of track should not exceed 1 mV.

4.0

ELECTRIC TRANSMISSION SYSTEM

4.1

The each car shall be powered by fuel efficient diesel engine capable of producing approx 760 HP under standard conditions. The engine shall be adjusted to deliver 690 hp for the traction under site conditions.

4.2

The rectified traction alternator output shall be fed to traction inverter(s) through a DC link. Traction inverter system shall be used to generate 3-phase variable voltage-variable frequency (VVVF) output to be fed to four 3-phase asynchronous traction motors connected in parallel. Inverter output voltage and frequency shall be matched to traction requirements over the entire speed range of the DEMU and shall be continuously regulated.

4.3

Solid state Auxiliary Power Control (APC) shall be provided to cater to battery charging, controls and lighting requirements.

4.4

The 3-phase propulsion equipment should be offered such that alternator excitation and engine HP for idle and intermediate notches are so chosen that the engine is operated at the optimum SFC points.

4.5

All electrical equipment shall comply with relevant latest IEC/AAR/IEEE standards. Tropical humid weather conditions prevailing in India shall be kept in view in the design of all electrical components. The successful tenderer /supplier shall submit detailed information about traction machines and equipment used as per Annexure - IV.

5.0

TRACTION ALTERNATOR

5.1

A three phase synchronous alternator preferably with integrated brushless exciter and rotating diodes shall be offered. The traction alternator shall be of self-ventilated type.

5.2

The traction alternator shall be coupled with fuel efficient diesel engines capable of producing approx 760HP under standard conditions. The engine shall be adjusted to deliver 690 hp for the traction under site conditions.


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5.3

The traction alternator offered shall be directly coupled with the engine. The mounting arrangement of the engine with alternator shall be decided mutually between engine manufacturer and tenderer. No any modification shall be carried out in the engine/engine block for the purpose of mounting the proposed traction alternator. If any modification is required for successful mounting of the proposed traction alternator, it should be carried out in traction alternator only. Any changes in the mounting design should be approved by RDSO.

5.4

The main terminal box shall be mounted at suitable location such that connection / disconnection can be made easily. The neutral connection shall preferably be available for ground fault detection, if required.

5.5

The alternator shall be designed for a high voltage low current operation such that the alternator voltage at rated engine output is sufficient for proper operation of the system.

5.6

The alternator efficiency with rated output shall not be less than 95%. The efficiency curve for the alternator over the entire speed range shall be furnished. The alternator shall be designed such that its output when rectified by a three-phase bridge rectifier does not result in a ripple factor more than 5%.

5.7

The weight of the Alternator should be approximately 3 tons.

6.0

TRACTION MOTOR

6.1

A suitable traction motor matching with the entire system shall be offered. The traction motor shall be of AC 3-phase squirrel cage asynchronous type. It should have a three phase stator winding suitable for voltage of wide frequency range from inverter.

6.2

The traction motor shall be Fully Suspended self-ventilated type. The motor shall be fitted with roller suspension bearings.

6.3

Suitable arrangement for sensing of the motor temperature shall be provided to allow microprocessor based controls to sense and take required action to prevent motor failure.

6.4

The motor shall be designed so as to be capable of withstanding voltage fluctuations and other conditions caused by stalling and wheel slip under difficult operational conditions.

6.5

Extreme adverse environmental conditions as stated in clause 3.0 of Part-II and vibrations due to average track conditions should be taken into consideration during the design of the motor.

6.6

The traction motor shall operate satisfactorily over the entire range of loading with ripple/harmonic currents imposed from the supply system (comprising of alternator, rectifier, inverter, etc.). The manufacturer shall conduct necessary tests on the traction motor to establish compliance with this requirement.

6.7

The traction motor shall be of a high voltage and low current design such that it is compact. The max. Voltage rating of the traction motor shall be commensurate with the alternator/inverter voltage rating.

6.8

The maximum working speed of traction motor corresponding to 175 km/h with full worn wheel of 877 mm diameter shall not exceed 3030 rpm. Traction motor speed should be as low as possible.

6.9

The motor efficiency at continuous rating shall not be less than 93%.

6.10

The weight of the traction motor should be approximately 2 tons.


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Gear case The gear case shall be of sturdy and lightweight construction and shall be adequately supported to prevent dropping down under the most severe vibration that may be generated due to adverse track conditions.

6.12

Traction Gears Traction gears and pinion shall be of proven design and performance capability.

7.0

INSULATION SYSTEM FOR TRACTION MACHINES

7.1

The insulation scheme for Traction alternator and traction motor should be class 200 or above.

7.2

The machine shall be designed such that the 'hot spot' temperature under any condition of loading in stator winding does not exceed the average temperature of that winding (measured by resistance method) by more than 15 deg.C.

7.3

The manufacturer shall provide maximum possible margin in temperature rise for prolonged life of the traction machines after taking into consideration the system of insulation adopted and environmental conditions prevailing on Indian Railways.

8.0

AUXILIARY MACHINES DRIVE Tenderer shall offer auxiliary machine drive as follows: i. ii.

The tenderer shall provide Solid state Auxiliary Power Control (APC) of sufficient rating to drive motor driven compressor / electric motor driven radiator fan / ventilation fan, in addition to supplying auxiliary power for battery charging, controls, light, fan, rectifier blower motor etc. The APC shall draw power from Traction Alternator or Companion alternator.

The vendor shall submit a suitable design of a proven electric compressor and radiator fan. The design shall be cleared by RDSO. 9.0

POWER RECTIFIER

9.1

The power rectifier shall be a 3-phase bridge using IGBT based rectifier suitable for rectifying the 3phase AC output of traction alternator throughout the range of operation of the alternator. More than one bridge units may be connected in parallel depending upon requirement.

9.2

Power rectifier shall preferably be mechanically integrated with the traction alternator with common cooling arrangement.

9.3

Proposed rectifier shall have sufficient margin in continuous / short time ratings and surge withstanding capability. Also, it shall have adequate margin to withstand internal short circuits due to string failure condition and short circuit across DC link. Cooling air requirement for the rectifier shall be indicated by the tenderer in the offer.

9.4

The devices used in the rectifier assembly shall preferably be of a standard type of a reputed make such that, in case of urgency, the purchaser can interchange these devices with commercially available devices of another make.

9.5

The layout of components inside the rectifier assembly shall provide for easy accessibility and replacement of the failed components during maintenance without having to remove large number of


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other healthy components. Each component shall be clearly marked to indicate type, nomenclature and rating. 9.6

All the components such as diodes, heat sinks, fuses, micro switches, snubber capacitors/resistors etc. and their mounting arrangement shall be designed to withstand vibrations and shocks as specified in IEC-60571.

10.0

TRACTION INVERTER SYSTEM

10.1

Proposed traction inverter system may preferably have four inverters using one inverter individually for each motor. Alternatively, a configuration of two traction inverters may also be offered. In this case each traction inverter shall drive traction motors on one bogie. Input supply for all the traction inverters shall be the same DC link.

10.2

The basic control philosophy for the induction motor shall be such as to achieve best suited results for traction application like minimum device losses, high dynamic response, stable constant speed operation, fast acting slip/slide control etc. Direct Torque Control, Vector Control, Slip Frequency Control etc. are some of the popular control strategies used for traction drives. The tenderer shall furnish the details of control strategy duly describing its merits.

10.3

The software of the inverter control system shall be fully compatible with the Vehicle control software including closed loop propulsion control, slip slide control, exchange of temperature data, fault diagnosis etc. The inverter system should have its own protection and control logic, which it should also be able to communicate with the vehicle control software in the event of a fatal failure to initiate a protective shutdown of the DEMU. Damage to IGBT devices of the inverter shall be prevented in case of a short circuit at the load end.

10.4

Motor cut out facility shall be provided to isolate defective traction motor(s) in case of any fault. In case axle control philosophy is followed, each defective traction motor can be isolated individually. In the event of bogie control system and in case of inverter cut out, inverter control system shall be designed to automatically reduce DEMU power adequately so that remaining inverters and motors are not overloaded and the DEMU is able to reach up to destination with reduced power. DEMU power shall be reduced in proportion to the number of traction motors cut out at that time.

10.5

Inverter Protection System shall be used to protect the inverters from over voltage and over current conditions on supply as well as load side. Protection shall be achieved by turning OFF the traction alternator excitation by vehicle control system in case current or voltage exceeds a pre-set value. An alternative proven and reliable protection system may also be offered by the tenderers giving full justification of the offered scheme.

10.6

The proposed traction inverter system shall be capable of withstanding dielectric test voltages as per IEC-61287-1(for power circuit) and IEC-60571-1(for control circuit). The traction inverter system shall be designed for following protection class: (a) For phase modules : IP20 (b) For electronic compartments : IP54 The complete converter box shall be IP 65 complied (for the electronic portion).

10.7

The main power semiconductor device used for switching shall be Insulated Gate Bipolar Transistor (IGBT) with sufficient PIV rating. The IGBT module may contain external or internal protection circuits and gate drive circuits. The complete system shall be designed as simple as possible with reduced number of components without compromising reliability and efficiency. The devices offered should be field proven. The detailed characteristics of the devices along with details of gate drive circuits and protection circuits used shall be furnished in the offer.


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10.8

Suitable temperature sensors shall be provided so that temperature of phase modules / IGBT modules can be continuously monitored by the control system. In case of over temperature, traction motor torque should be gradually reduced to keep phase modules / IGBT modules at safe operating conditions. Additionally, IGBT modules should preferably be provided with a built-in self-protection function to avoid failure on over temperature, in case of failure of temperature sensor.

10.9

The proposed inverter system shall be modular in construction so as to facilitate ease of maintenance and replacement. In case of any fault, removal and replacement of phase modules should be easy. Tenderer shall confirm support for obsolescence of all semi conductor devices for a minimum period of 15 years.

10.10

Preferably forced air cooling shall be used for inverters. It is preferable that cooling requirement of complete inverter system be met by blowers that are located inside the inverter cabinet(s) itself. Alternative cooling method for the main inverter can be proposed by the tenderer and clearance shall be obtained from RDSO.

10.11

The weight of the Inverter and rectifier combined should be approximately 2 tons.

11.0

GENERAL POINTS FOR TRACTION INVERTER DESIGN

11.1

Inverter shall be of PWM type with high switching frequency to obtain near sinusoidal waveform and reduce current harmonics even in the lower speed region of traction motor. The harmonics of the output waveform of inverter shall be controlled to minimize the traction motor torque pulsations, traction motor heating and also to provide constant and high adhesion between wheel and rail throughout the operating speed range of the DEMU.

11.2

The components and technology used shall ensure very high efficiency of the inverter system. Typical efficiency of about 98% is preferred. Manufacturer shall furnish the expected efficiency with respect to DEMU load/speed.

11.3

For semi conductor devices a safety margin of 25% on the ratings for current and voltage under worst operating conditions shall be provided and established through calculations.

11.4

i)

Inverter system shall be provided with following features to minimize possibility of trains being stalled on the section: In case of axle unit system, one axle can be cut-out in the event of major faults with the inverter. Similarly in case of bogie control, traction motors of a bogie may be cut out in the event of an inverter fault. In either case, it must be ensured that journey is completed with defective equipment isolated.

ii)

Suitable margin shall be provided in the equipment rating such that under emergency conditions with isolation of single traction unit such as inverter, traction motor(s), etc., there is no necessity to reduce trailing load on level track and the journey can be completed at reduced speeds, if adhesion conditions are satisfactory. The one-hour ratings of the equipment shall not be exceeded under such operations. The successful tenderer /supplier shall submit short-time ratings of the major equipment.

Inverter electronics should be TCN compatible. All communication interfaces should be TCN compatible as per IEC-61375-1. However, if it is not possible to design TCN compatible inverter control system having proper functional interface with vehicle control system, then the alternative communication interface offered shall be got approved. In this case, the tenderer shall submit details of the alternative protocol to RDSO for approval.

11.5 Features of data logging for monitoring fault conditions. Facility for interfacing PC / laptop for upload / download of data for fault diagnostics and further analysis shall be provided. A real time clock unit is to Specification for High Speed BG DEMU on LHB Platform powered by under slung mounted 3- Phase AC-AC dsl.electric traction (to be manufactured by IR) Page 22

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be provided along with the fault logs so that tripping time can be co-related with the operating conditions of the DEMU. The fault codes should be in text format which shall be comprehensible for the operating and maintenance personnel. Faults should be stored in permanent memory with a buffer battery. Minimum fault log size should be 50 faults with ring buffer. It should be possible to download the fault log using a lap top computer and interpret it through a separate common PC application such as MS EXCEL etc. Important parameters of the equipment at the time of occurrence of the fault should be recoverable for fault analysis and must include the following: a) Identification of the fault and its brief description in text and coded form. b) Identification of components and sub assemblies involved. c) Time and date of fault occurrence. The programme download must preferably be through an online connected PC platform without the need to remove the memory chips. A FLASH EPROM based program memory is preferred. Provision for downloading the data through USB port should be provided. Features to take corrective action in case of recognizable faults. The inverter system should have its own protection and control logic, which it should also be able to communicate with the loco control system in the event of a fatal failure to initiate a protective shutdown of the DEMU. The protective shutdown in case of defined fatal conditions shall be based on a predictable logic preferably implemented in the hardware of inverter electronics. Damage to IGBT devices of the inverter shall be prevented in case of a short circuit at the load end. 11.6 Proper shielding against electric and magnetic interference shall be provided. Cable length for gate drive timing signals transmitted from traction control system shall be kept minimum to minimize losses and prevent loss of data. Actual firing pulses shall be generated by gate drive units mounted in the phase modules. Proper electrical isolation for low voltage gate drive signals and high voltage gate drive power supplies shall be provided. Proper creepage distances between high and low voltage circuits as well as to the ground shall be maintained. 12.0

D.C. LINK For smoothing the voltage ripple of the rectifier output and for supplying the reactive power for inverter switch-over and traction motor excitation, a capacitor bank of optimal value shall be provided keeping considerations of permissible ripple voltage in the intermediate circuit on one hand, and the space occupied and the current to be controlled in the event of a short circuit on the other.

13.0 VEHICLE CONTROL SYSTEM 13.1

All the digital input signals of Switches, Relay Contact Feedbacks, Contactor Feedback contacts, etc shall be electrically isolated before being given to the Vehicle Control Computer through a Digital Input Interface. All such Digital Input interfaces should be provided with reverse polarity and surge protection to prevent damage to the computer circuits against inadvertent wrong connection.

13.2

All driving output signals for the Relays, Contactors, Lamps, etc shall preferably be driven through a MOSFET based circuit of adequate rating. These outputs shall be electrically isolated from computer circuits and shall be provided with protection against short circuit and reverse polarity.

13.3

All the analog input signals that are received from the various Sensors e.g. Voltage, Current, Temperature, Pressure etc, shall be conditioned and electrically isolated with Isolation Amplifiers before being used by computer. Similarly all the analog outputs shall be electrically isolated from CPU and shall have short circuit protection.


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13.4

It is preferable that an optical fiber based communication system be provided between Vehicle Control Computer and Traction Inverter Control system. Preferably dual redundant optical fiber communication link with adequate redundancy shall be provided to improve the reliability of the system.

13.5

The CPU shall consist of a 32 bit micro controller running at minimum 40MHz along with its programmed software, various peripheral and interface circuits e.g. Real Time Clock, Non Volatile Memory, etc. All other circuits that are meant for processing either input or output signals shall be controlled through commands from this card. The CPU shall continuously monitor all the inputs and control all the outputs of the system based on the software program. Provision shall be made to configure the control system through Laptop for using the system with different types of traction equipment/DEMUs, through user programmable parameters, loaded in Non Volatile Memory of CPU. The details shall be finalized in consultation with RDSO.

13.6

A removal type of non-volatile memory module shall be provided for storing the Event Data for short term (every sec for last 72 hrs.) and long term memory(every 20 sec. for last 90 days). This data shall be logged during running of the DEMU. This memory module shall be prevented from unauthorized access by a Lock and Key arrangement. The details of the data to be stored shall be finalized in consultation with RDSO.

14.1

GENERAL REQUIREMENTS OF CONTROL EQUIIPMENT i. ii. iii. iv. v. vi. vii. viii. ix.

14.2

The system design shall be made modular in construction to the extent possible with provision of visual indications by means of LEDs for easy trouble shooting by maintenance staff. Various cards used in the design shall have polarized connections to prevent inadvertent insertion into wrong slot and possible damage resulting due to this. The system hardware design shall have provision to carry out self-diagnostics at Driver’s Instruction and at Power ON. The Electronic components used shall be of Industrial Grade. It shall be preferable to have the entire control system hardware so optimized that, the component count is kept as low as possible, without sacrificing the overall system performance and reliability. Password protection shall be provided for configurable parameters. Voltage, Current, Temperature, Pressure, Speed, etc parameters shall be monitored through sensors of adequate rating. The sensors used in the system shall be provided, wherever necessary, with regulated power supplies. Sensors used in the system shall be based on the latest technology prevalent for the Rolling Stock application in the world. All electronic equipment shall be housed in dust proof enclosures either by providing the complete equipment in dust proof cabinets and/or pressuring the cabinets

FUNCTIONAL REQUIREMENTS The major functions of the proposed Vehicle Control Computer shall be i) Propulsion Control, ii) Excitation control of Main Alternator & companion alterntor iii) Traction Control iv) Wheel Slip Control, v) Control of Auxiliaries, vi) On line Fault Diagnostics vii) Speed recording viii) Display of operating status, faults in the traction equipment/electronics. ix) Communication with Traction Control computers


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x) Communication with Brake Control Unit xi) Communication with Door Control Unit xii) Dynamic Brake Control xiii) Hotel load inverter Control xiv)Vigilance control through vigilance device. xv) On line Fault Diagnostics 14.3

FAULT DIAGNOSTICS The Vehicle Control System shall monitor the temperatures, pressures, currents, and voltages of various traction equipments and identify the faulty equipment. Whenever a fault is identified, the control system shall take appropriate action to restrict the operation of the DEMU depending upon the fault, and to save the other equipment from consequential damage. The system should preferably have a built-in feature to ensure that in case of failure of a component, DEMU operation, if feasible, is either not vitiated at all or downgraded only in such a manner that the DEMU is enabled to complete the trip safely. A set of data packs and an appropriate fault message shall be recorded in a nonvolatile memory. It shall be possible to download the faults through a Laptop PC by the maintenance shed staff. An application software shall be provided for use on Laptop PC. It shall be menu driven and easy to use by maintenance shed staff without any requirement for much computer literacy.

14.4

DISPLAY UNIT All displays shall be on LCD TFT monitor not more than 10.4”. There shall be two display screens on the control desk for use by the driver (one is for redundancy). Same displays can also be used as maintenance display which shall continuously display important data such as loco speed and tractive effort, MR pressure and BP pressure in analog gauge picture form whereas the other one (on the vehicle control microprocessor unit) also a digital display showing turbo, lube, fuel, load meter data etc. on recall through an alphanumeric keypad. The display on the vehicle control microprocessor unit shall be MENU driven and shall be made user friendly. It shall display operational status of DEMU, fault messages and data packs, running totals etc. Any fault, Alarm condition, etc shall be shown on the display with suggested action, if any, and sounding of audio alarm for the benefit of the Driver. It shall be possible to conduct self tests on various equipments, by using a key pad to be provided on the display unit. It shall also be possible to conduct self load test on the engine and Traction Alternator through the keypad. The details of the various Display Screens, Text Messages, etc shall be finalized in consultation with RDSO.

14.5

USER SETTABLE PARAMETERS For flexibility of operation and future upgrades in the traction equipment, it is desirable to provide user configurability for various control parameters like currents, voltages, horse powers, temperatures, pressures and speeds of the traction equipment. It shall be possible to configure these parameters through a laptop PC/ DIALS (Display Unit). A menu driven easy to use application software shall be provided for loading on the Laptop PC for this purpose. Password protection shall be provided to safeguard against misuse. User settable parameters shall be finalized in consultation with RDSO.

15.0 TORSIONAL VIBRATION ANALYSIS 15.1

After placement of order, the manufacturer shall furnish complete relevant data and dynamic system details pertaining to proposed traction alternator/auxiliary generator required for carrying out torsional vibration calculations. The manufacturer shall also furnish complete set of dimensional drawings required for the calculation of mass elastic data i.e. mass moment of inertia, stiffness of different shafting, etc. Material specification and the permissible vibratory stress values of different shaft sections of the proposed system shall also be indicated by the manufacturer. Dynamic system details of the diesel


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engine and other auxiliary attachment of DEMU shall be supplied by RDSO to the manufacturer to assist them in deciding the dynamic system details by some approximate analysis. The details indicated here shall be submitted by the manufacturer to RDSO, well in advance of the actual manufacture, for scrutiny and approval. 15.2

Verification of torsional matching of the equipment offered with other equipment shall be done by RDSO by carrying out detailed torsional vibration analysis.

15.3

The manufacturer shall be prepared to carry out modifications in the design of offered equipment if considered necessary from the torsional matching considerations.

16.0

DOCUMENTATION

16.1

Following documents shall be submitted by each tenderer along with the offer for evaluation: (a) (b) (c) (d)

16.2

Following documents shall be submitted by the successful tenderer, before commissioning of the equipment on DEMU: i. ii. iii. iv. v. vi. vii. viii. ix. x. xi. xii. xiii. xiv.

17.0

Functional description of the complete system. Clause by clause compliance with the specification. Salient features and advantages of the offered system. Details of technical support and training offered.

Technical documentation explaining complete system including characteristic curves, inverter output curves and efficiency, diagnostics, and protection circuits etc. Vehicle Control System schematics. Layout and mounting drawings of inverter controls, traction machines etc. Drawings of each sub-system with interface details. Technical data sheet of all the equipment offered (as per Annexure -IV) Cooling system details. Details of enclosures provided. Details of lubricants. Procedure for user settable parameter alteration, fault data downloading and analysis etc. Maintenance and trouble shooting manual for all the equipment offered. Recommended list of spares for 3 years. List of special tools, jigs and fixtures needed for testing, commissioning, maintenance and repair. Modifications needed in the existing DEMUs to adopt the offered system. Virtual animation of operating, assembly, repair and maintenance with user interface in 3D animation shall also be submitted in exe file for effective training of end users.

INSTRUMENTATION (a) All the instruments used for testing should be duly calibrated. The calibration certificates are to be shown to RDSO representative(s) on demand. (b) Value of the fundamental component and THD of traction inverter output shall be measured by power analyzer during the prototype test at various mutually decided pre-set points. True RMS value of output voltage is also to be measured for record.


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PART – V BRAKE SYSTEM 1.0

General:

This specification intended to cover the requirements related to EP Brake Unit, Brake Controller and other accessories for Electro Pneumatic Brake system for DEMU stock of Indian Railways. However this specification does not cover the requirements of Compressor, compressor fitting, Air Drier, Pipe & Pipe fittings etc., which are also part of EP Brake System. The Electro Pneumatic brake equipment covered in this specification is suitable for the braking effort exerted through the disc brakes. 1.

Technical, Functional and General Requirements

1.1

Brake System Performance

1.1.1

All the requirements specified in this clause of this specification shall be achieved when the train load is as specified in clause 1 of part-II.

1.1.2

The DEMU trains shall, subject to the requirements with respect to jerk rate, specified in clause 1.8 of part-V, achieve a minimum deceleration rate of 0.9 m/s2 from 160 km/h to 50 km/h and 1.0 m/s2 from 50km/h to standstill during full service and emergency braking.

1.1.3

The DEMU trains shall have load compensated braking effort control.

1.1.4

The DEMU Trains shall be fitted with an emergency brake which can bring the train with train load as specified in clause 1 of part-II, to stand in less than 1000 m when the train is travelling at 160 km/h with approx average deceleration rate of 1.2 m/s2.

1.1.5

Specified brake performance shall also be achieved in case of failure of dynamic braking.

1.1.6

Specified brake performance shall also be achieved in case brake system of one car of 12 car formation isolated.

1.1.7

The supplier shall submit design calculations for the safe braking distances and Emergency braking distances for both dry and wet conditions as per EN: 13452-1 and EN 13452 - 2 and design basis for wet condition

1.1.8

The parking brakes shall be capable of holding a stationary rake in Loading Condition defined in clause 1.3.5 of part-V on 1 in 34 gradients for an unlimited time.

1.1.9

The pneumatic brakes shall be controlled on a per-car or per-bogie basis. Measures shall be taken to prevent a brake fault on one bogie from affecting brake equipment on the other bogie.

1.1.10 Under push-out conditions with no brakes on the defective rake, the brake system shall be capable of stopping the coupled rakes at the next station to detrain all passengers and then permit the empty rakes to continue to the terminal station without further scheduled stopping. (However, the emergency brake application on both rakes shall still be possible) 1.2

Jerk Limit

1.2.1

Under all normal operating conditions, the rate of change of Railcar acceleration or deceleration shall be less than 0.7 m/s³. Failure of the jerk limiting system shall not limit braking effort. Emergency brake applications and any associated ramp down of tractive effort shall not be jerk limited. Reduction


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of tractive effort due to a power interruption (including passing through neutral sections) need not be jerk limited. 1.3

Brake System: General Micro processor controlled electro pneumatic brake system generally conforming to UIC 541-5 shall be provided on all coaches. The complete brake system shall be of similar performance as EN 134521:2003 – ‘Railway Application – Braking – Mass Transit Brake System Performance Requirements’ or equivalent standard. Testing of the brake system shall be in accordance with EN13452-2.

1.3.1

The cars shall have disc brake. Train braking performance shall be as specified in clause 1.1 of part-V and shall be designed for 175 km/h. The operational speed shall be 160 km/h.

1.3.2

The brake system shall be complete in each three-car unit, and shall consist of: i. ii. iii. iv. v.

An electro-pneumatic friction brake system (EP). An electric regenerative brake system. Provision of smooth and continuous blending of EP and dynamic braking. A spring applied air-release parking brake. Brake pipe controlled backup brake system.

1.3.3

The EP brake system shall be so designed that in case of any failure of electrical & electronic equipment its control function can be taken over by the other control elements without affecting the train performance.

1.3.4

The friction braking shall be achieved by bogie mounted brake actuator units operating on the EP system. The EP service and emergency brakes shall be applied by the same brake actuators. The brake actuator shall operate disc brake.

1.3.5

Parking brakes shall be incorporated on one car per DEMU. Parking brake shall be capable of holding a fully loaded stationary train on 1 in 34 gradient indefinitely.

1.3.6

The friction brake system shall be proven and capable of achieving all performance requirements without the aid of electric regenerative braking.

1.3.7 When a train is at standstill there shall be sufficient retention of brakes such that the train does not roll back on 1 in 34 gradient. The brake application shall be retained while traction power is applied and the train takes forward movement. 1.3.8

It shall be possible to isolate the friction brake system individually on each bogie. The isolation device shall be located inside the passenger Car area (duly protected by a lockable cover) and also on the under frame adjacent to the bogie and be readily accessible. The isolation shall be readily discernible to operation and maintenance staff.

1.3.9

If due to any reason parting of train is being perceived without actual taking place, the service brakes of the portion of the train which perceived parting shall automatically get applied.

1.3.10 It should be possible to move the train further by isolating the bogie brakes of this portion of the train. In such situation, the control system shall automatically impose restriction on the maximum speed. The level of the speed will be decided during the design stage. 1.3.11 All devices capable of isolating a portion of the brake system shall be located and protected to avoid inadvertent or malicious operation. The operation of such isolation device shall be clearly visible to maintenance staff once operated.


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1.3.12 Brake friction materials shall not contaminate the tracks adversely so as to affect train detection by the Signaling system. 1.3.13 Brake Block shall be of composite material and shall contain no toxic material. Heating by the brake Block in no case shall cause the wheel disc material to exceed its permissible temperature limits. 1.3.14 Brake Block shall be proven in DEMU application. The friction characteristics of the brake block/brake pad material shall be tested on brake dynamometer, in both and wet conditions in the range of 0-175 km/h under various designed brake forces. The test scheme and acceptance criterion shall be submitted for review by the RDSO. The bidder shall furnish brief description of the proposed brake system along with the expected life of brake blocks based upon experience of other Railways. 1.3.15 The calculation for emergency braking distances under dry and wet conditions shall be submitted. Braking distances for normal service braking with electric brake blending shall also be submitted. 1.3.16 All the pneumatic control equipment and valves for one car shall be mounted in the enclosed lockable boxes, made of stainless steel. 1.3.17 The air supply and distribution systems shall be arranged such that any single type failure can be readily isolated such that full performance capabilities are maintained. 1.4

Electric Dynamic/ Regenerative Brake and Electric/Pneumatic Brake Blending Priority shall be given to the electric dynamic/regenerative brake whenever a brake command is initiated. The electric dynamic / regenerative brake shall also be load weighed to ensure consistent performance. The use of electric regenerative brakes shall be maximized in all service modes, and shall make full use of the adhesive weight on all motor car axles.

1.4.1

Brake blending logic shall ensure priority of electric dynamic/ regenerative braking over pneumatic braking. If the demanded brake effort is not achievable solely by the electric regenerative brakes, the pneumatic brake system on the non motor cars, shall provide supplementary brake effort. The Supplier shall submit full proposal for review. Electric dynamic/ regenerative brake fades out shall occur above 5 km/h. After the speed is reduced to a very low speed, holding brakes shall be applied to prevent the train from rolling backwards at station stops and gradient.

1.4.2

The electric dynamic/ regenerative brake shall be independent for each bogie and faults on one bogie should not affect the braking performance on the other.

1.4.3

In the event of failure of electric dynamic/ regenerative brake, the friction brake shall be capable of carrying out full braking duty. Smooth and safe changeover from regenerative to EP brakes in case of failure of regenerative brakes shall be ensured. Short time braking resistor shall be used to ensure smooth transition between regenerative braking and EP brakes.

1.4.4

The Supplier shall submit brake effort vs. speed characteristics showing the contribution of dynamic/ regenerative braking and electro-pneumatic braking separately over the entire speed range and at different loading conditions of the cars.

1.5

Parking Brake Parking brakes shall be applied in the event of loss of the main compressed air supply. The parking brakes shall be capable of release from within the cab when the compressed air supply is present. With no compressed air supply available, it shall be possible to release individual parking brake actuators manually from track level. Application of parking brakes shall also be controllable from the cab. Unintended parking brake application due to air leakage from parking brake line will be detected and displayed on TCMS as fault indication.


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The design shall be such that the parking brakes will take effect prior to fade off of service brake and shall ensure that the combined brake effect of the pneumatic brake and parking brake is never less than the full brake effort of the parking brake alone. Status of train parking brake shall be displayed in the active cab.

1.6

Emergency Braking Emergency braking shall be applied by de-energisation of an emergency magnet valve as a consequence of break in emergency brake loop wire. The break can be caused by the train operator intentionally or by opening of contacts of safety devices in the brake loop, provided in the design, to avoid unsafe conditions. Two brake loops shall be provided; one normal and the other redundant.

1.6.1

Emergency brake is applied by friction brake system. Electric regenerative brake shall be isolated during emergency braking. The Emergency braking shall be load weighed. Emergency braking rate, as specified in clause 1.1.4 of part-V, shall be achieved from 175kmph to 0 km/h upto fully loaded train on level tangent track.

1.6.2

Two emergency brake push-buttons shall be installed in each cab in the train. Activation of the buttons, including that of non-active cabs, shall apply the emergency brakes under all conditions.

1.6.3

Unintended parting of the train shall result in an emergency brake application on both halves of the train.

1.6.4

Activation of the emergency brake by any means shall result in the propulsion system being disabled in a safe critical manner. The propulsion system shall not be re-enabled until the train is at zero speed and the emergency condition has been reset.

1.6.5

The Supplier shall furnish emergency braking distances to standstill, for a fully loaded train from speeds, starting from 10 kmph to 175 kmph in increments of 10 kmph

1.6.6

The friction brake system shall be rated to and have sufficient thermal capacity to safely complete three successive acceleration and emergency brake cycles with no interval between each cycle. Each cycle shall comprise a full acceleration from standstill to 160 kmph followed by the application of emergency brake to standstill. On the completion of the three cycles, the brake system shall show no abnormalities. The requirement shall be demonstrated during testing.

1.6.7

The Supplier shall furnish the maximum braking distance from a speed of 160 kmph to stop, under emergency brake application.

1.7

Brake Control System Separate Brake Electronic Control Unit (BECU) of proven design shall be provided to ensure redundancies and shall perform the functions as defined in sub-clauses of this clause.

1.7.1

A high integrity fast response closed loop digital brake control system shall be provided, with the brake regulation rate at ±5% of the deceleration demanded. The Supplier shall ensure that the brake system is so designed that failure of any single control component shall not result in loss of net braking effort of the train. All circuits and controls essential for braking equipment shall be a failsafe, double break circuits, and shall have high integrity ‘hard’ wire feeds and inputs. These feeds and inputs shall be duplicated. A microprocessor based brake control system shall be offered.

1.7.2

The Supplier shall submit the details of the brake control system interfaces with the vehicle control circuits. The brake control system logic shall have adequate redundancy and back-up.


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1.7.3

A Deadman device shall be incorporated into the Master Controller Handle. Activation of the same shall cause emergency brake application.

1.7.4

A Load Weighing Signal, proportional to the passenger load shall be applied to the control system for the rates of acceleration and braking, and for ensuring correct adjustment of the car body by the secondary air springs.

1.7.5

A sufficient degree of redundancy without adversely affecting system reliability may be used to achieve the degree of fail-safe operational required.

1.8

Jerk Limitation for Service Brake The build-up of pneumatic brake force shall be jerk limited (for changes in brake demand) to increase passenger comfort. The jerk limitation is adjustable between 0.70 ± 0.05 m/s3. Jerk rate control shall be applicable to braking as well as propulsion.

1.9

Brake Operating Timing The following maximum brake operating timing shall be achieved on all cars of a train. The maximum time for a brake application from full application to 90% of full Brake Cylinder Pressure (BCP) and for brake release from full Brake Cylinder pressure to 10% shall not exceed the following:i. Service Brake Application : 2.0s ii. Emergency Brake Application : 1.5s(max.) iii. Service and Emergency Brake Release : 2.5 s. Any Malfunction of brake control system, which can cause an unsafe operation, shall result in an emergency brake application.+

1.10

Brake Pipe (BP) Controlled Back-up Brake System A BP controlled back-up system including a separate pneumatic control unit shall be provided in order to take over the control function in case of failure of electronic or electric control elements in the brake system. In case of such failure, the operator can continue to control braking by using the back-up brake. This system shall also be used to control brake system of dead train during rescue by a healthy train, transit of cars and shunting operation. The back-up brake control unit shall be ergonomically placed on operator’s console and shall have three positions for application, charging and lap modes. During the operation of this mode, the dynamic brakes shall be isolated and the pneumatic brake application shall be resorted to.

1.11

Failure Management It shall be possible to recover a dead train (i.e. one having no traction power and no means of generating further compressed air, but with the air brake system intact) using only an air connection from the rescue train or locomotive. The emergency brake application of the dead train shall be possible by its operator. The detailed scheme shall be subject to the RDSO’s review.

1.12

Wheel Slide Protection (WSP) Wheel slide protection with gradual slide correction shall be provided in all braking modes, on all cars. Slide detection shall be on a per axle basis with correction on a per bogie basis. The slide protection scheme provided shall be capable of detecting the severity of the slide and provide the appropriate level of slide correction. The WSP Unit is to be approved by UIC and is to meet the corresponding requirements especially UIC 541-05.

1.12.1

The wheel slide system shall detect the onset of slide by either (a) an axle deceleration exceeding a pre-set parameter, or (b) detection of a difference between the relative speeds of the axles of any one bogie. A proven speed sensor mounted on the cover of each axle box shall be provided to detect the speed of associated wheel for implementing wheel slide protection scheme. Wheel slide


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indication shall be displayed through Train Control and Management System (TCMS) in the driving cab. The Supplier shall submit full details of wheel slide protection scheme and equipment. 1.12.2

Engineer shall be able to adjust/change Brake Cylinder Pressure and other output parameters of Brake System. Any hardware/software tool required for this purpose shall also be provided. The documentation including but not restricted to flow charts (for complete software), signal flows, and interpretation of signal etc. shall be provided. Engineer shall be fully trained and made fully conversant by the supplier for this purpose.

1.12.3

The system shall provide adequate protection against brake binding and give indication to the driver.

1.13

Monitoring The performance of brake system shall be monitored by the train integrated management system (TCMS) and displayed in the train operator’s cab..

1.14

Brake Equipment Type Test Following Tests shall be carried out on Brake System: (i) (ii) (iii) (iv) (v)

1.14.2

Functional checks such as working stroke, slack adjuster operation and parking brake action. Recording of the relationship of brake block force to cylinder pressure over the full working range. Plotting of brake force against pressure curves in all conditions of operation of brake cylinder and parking brake. Vibration test as defined in IEC 61373. Air leakage test.

Brake Lining: The Supplier shall carry out testing of brake lining in respect of coefficient of friction with respect to the wheel disc under dry and wet conditions, maximum temperature attained during braking, rate of wear etc.

1.14.3

Brake Control Equipment Individual items of electro-pneumatic equipment shall be type tested as follows: (i) Mechanical Operation and Endurance as defined in IEC 60077 (ii) Vibration and Shock as defined in IEC 61373. (iii) Air Tightness generally as in IEC 60077. (iv) Electrical Test, generally as in IEC 60077. (v) Characteristic Tests (vi) Each item of equipment having a pilot or transducing function, shall be tested to confirm compliance with the Supplier’s design data. Oscillograms shall be produced in support. (vii) Type Tests on Electronic Equipment The electronic equipment used in brake system shall be tested as laid down in IEC 60571 and EN 50121-3-2.

1.15 1.15.1

Complete Brake System Type Tests A complete set of brake equipment comprising all items of equipment forming the Brake System shall be assembled. These shall include the Brake Controller and a transceiver to measure force at the push rod of Brake unit. A complete series of tests shall be carried out on this rig under all service conditions to demonstrate the function of the brake system as a whole, both in manual and auto modes.


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The Supplier may submit a proposal to combine the test of individual items with the system test if agreed by for review and acceptance of the Engineer. 1.15.2

Instrumented tests shall be carried out at train level both in tare and loaded condition, to establish designed performance of pneumatic/ regenerative braking. Similarly emergency braking distance tests shall be carried out in tare and loaded condition under dry and wet rail conditions. Wheel Slide Protection system shall be tested under and wet rail conditions. The Supplier shall submit detailed Test Procedure for review by the Engineer.

1.15.3

The prototype train shall be used for carrying out emergency braking distance trials under tare and loaded conditions of the train.

1.16 1.16.1

Complete Brake System, Routine Tests All reservoirs shall be tested to an appropriate international pressure vessel standard and necessary test certificates shall be provided from a recognized test agency.


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PART - VI COACH LIGHTING 1.

GENERAL

1.1

This part covers the requirements of lighting equipment to be installed in the DEMU. Lights and fans shall be as per layouts mentioned in Annexure – I & Annexure-II of this specification.

1.2

A solid state Auxiliary Power Control (APC) provided on each DPC shall meet the power supply of lights & fans for all 3 coaches and 110 V battery charging to the DEMU. Battery pack shall be provided on each DPC/TPC for power supply to lights and fans during engine shut down position.

2.

WIRING

2.1

The code of practice for wiring as per EL/TL/48 shall be generally followed. Each driving cab shall be provided with a control panel with controlling switches for lighting and fan circuits. Suitable indication lamps shall be provided to indicate the working of the generator and ON/OFF positions of various feeders. The configuration of coupler wires shall be such as to meet the above requirements. The controls of lights and fans shall be possible from any of the driving cabs.

3.

INTER CAB COUPLERS

3.1

DPC and TPC shall be connected to each other by means of suitable electrical power couplers and socket arrangements so that the control of lights and fans in all the coaches of the unit is possible from any driving cab. Each end wall of the coach shall have a socket on one side and coupler plug on other side so as to permit flexibility in operation.

4.

LIGHT FITTINGS

4.1

Centralized light fittings with MCB protection at end wall shall be provided as per ICF modified light fittings arrangement.

5.

FANS

5.1

Brush less d.c (BLDC) fixed type of fans of 400 mm sweep conforming to RDSO/PE/SPEC/TL/0021/2000 (Rev.0) with Annexure – H to IS: 6680-1992 issued by RDSO in June/2003, shall be provided. Each fan shall be controlled by its own switch. The fan base shall be insulated from the coach body and the coach wiring shall be terminated to 2-way connectors supplied with the fan and fixed on the ceiling.

6.

LIGHTS

6.1

Interior: Fluorescent fittings shall be used for lighting the compartment as shown in layouts indicated in Annexure-I & Annexure-II of this specification.

6.2

Exterior: External light fittings will work on 110 V DC. 15W incandescent lamps to IS: 897 shall be fitted at locations as shown in the coach layouts (Annexure-I of this specification). The coach wiring shall be terminated on 2-way connectors to IRS Drg. No.E101/M/B and the connection to the light fitting shall be given from 2-way connectors using flexible wires.

6.3

All the lights shall be grouped into L-I and L-II circuits, which shall consist of essential and nonessential lights respectively. 50% of the compartment lights and doorway lights shall be wired as essential lights and all the other lights as non-essential lights.


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6.4

One electrical socket on either side of the DPC shall be provided to facilitate the use of portable inspection lamp for the examination of under frame equipment.

6.5

Provision of sockets for charging mobile/cell phone and Laptop shall be provided in all DPCs and TPCs.

7.

SWITCHES

7.1

Modular switches for the control of compartment fans shall be located on the body sidewall pillars between windows in the respective bays. All light points shall be wired without individual switch. A separate switch shall be provided in the driver’s cab for control of headlights.

8.

TEST CERTIFICATES

8.1

Electrical test shall be carried out on each coach in accordance with EL/L/48. One copy of electrical test certificate, after counter signature by Inspecting Engineer, shall be made available to the Railway to which the coach is allotted.

9.

MARKINGS

9.1

At either end panel underneath the coupler socket, following shall be stenciled. *Junction box provided inside. *


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PART - VII TESTING & INSPECTION 1.

AC-AC TRANSMISION SYSTEM

1.1 Type and routine tests of the individual equipment of AC traction system shall be conducted separately. Complete AC/AC system shall also be tested after its installation on DEMU. 1.2

In general, traction inverter shall be tested in accordance with IEC-61287 & control electronics of inverter and Vehicle Control System shall be tested as per IEC-60571 whereas traction alternator and traction motors shall be tested as per IEC – 60349. Type and routine tests on other equipment shall generally be conducted in accordance with relevant IECs as mentioned at Annexure – V. However, if the tenderer proposes a different test scheme, the same can be examined by RDSO on provision of alternative test procedures submitted by the tenderer.

1.3 The supplier shall submit detailed type and routine test programs to RDSO for approval. RDSO may also decide to carry out some tests on any one or all the equipment, which are not covered by relevant IEC specifications. Tests shall be carried out as per mutually agreed test program and the total cost shall be borne by the manufacturer. 1.4 The prototype of Alternator, Traction Motor, and Inverter/Rectifier/TCC and vehicle control microprocessor will be tested by RDSO representative(s) at the manufacturer’s premises. All facilities for carrying out the prototype test should be made available by the firm. After successful type test and fitment on the DEMU, the equipment will be kept for field trials for a period of three months. 1.5 All the modifications required due to defects noticed or design improvements found necessary as a result of the test / trial shall be carried out by the tenderer in the least possible time. Total cost of such modifications/design changes shall be borne by the manufacturer. 1.6

Type test will be performed on one prototype unit of given design to verify that product meets the specified design requirements. However, routine tests shall be carried out on each equipment.

1.7 If mutually agreed between manufacturer and RDSO, witnessing of routine test may be waived for sets manufactured after the prototype. The routine test of equipment, for which witnessing has been waived, shall be accepted after successful scrutiny of test results submitted to RDSO. 1.8

Subject to agreement between RDSO and manufacturer, some or all the type tests shall be repeated on sample basis so as to confirm the quality of the product. This will be part of revalidation of vendor approval. In addition, the manufacturer shall repeat all the type tests after 5 years without any additional cost. Type test may also be repeated in any of the following cases:

1.9

Major modification of equipment, which is likely to affect its functionality or performance. Failure or major performance variations established during type or routine testing. Resumption of production after an interruption of more than two years.

To obtain additional information regarding performance and functionality of any equipment or subsystem, investigation tests may be specially requested by RDSO.

1.2 Instrumentation a)

All the instruments used for testing should be duly calibrated. The calibration certificates are to be shown to RDSO representative(s) on demand.


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(b) Value of the fundamental component and THD of traction inverter output will be measured by power analyzer during the prototype test at various mutually decided pre-set points. True RMS value of output voltage is also to be measured for record. 2.0

TESTING & INSPECTION of AC TRACTION SYSTEM

2.1 Type and routine tests of the individual equipment of AC traction system shall be conducted separately. Complete AC/AC system shall also be tested after its installation on DEMU. 16.2

In general, traction inverter shall be tested in accordance with IEC-61287 & control electronics of inverter and Vehicle Control System shall be tested as per IEC-60571 whereas traction alternator and traction motors shall be tested as per IEC – 60349. Type and routine tests on other equipment shall generally be conducted in accordance with relevant IECs as mentioned at Annexure - V However, if the tenderer proposes a different test scheme, the same can be examined by RDSO on provision of alternative test procedures submitted by the tenderer.

2.3

The supplier shall submit detailed type and routine test programs to RDSO for approval. RDSO may also decide to carry out some tests on any one or all the equipment, which are not covered by relevant IEC specifications. Tests shall be carried out as per mutually agreed test program and the total cost shall be borne by the manufacturer.

2.4 The prototype of Alternator, Traction Motor, Inverter/Rectifier/TCC and vehicle control microprocessor shall be tested by RDSO representative(s) at the manufacturer’s premises. All facilities for carrying out the prototype test should be made available by the firm. After successful type test and fitment on the DEMU, the equipment shall be kept for field trials for a period of three months. 2.5

All the modifications required due to defects noticed or design improvements found necessary as a result of the test / trial shall be carried out by the tenderer in the least possible time. Total cost of such modifications/design changes shall be borne by the manufacturer.

2.6

Type test shall be performed on one prototype unit of given design to verify that product meets the specified design requirements. However, routine tests shall be carried out on each equipment.

2.7

If mutually agreed between manufacturer and RDSO, witnessing of routine test may be waived for sets manufactured after the prototype. The routine test of equipment, for which witnessing has been waived, shall be accepted after successful scrutiny of test results submitted to RDSO.

2.8

Subject to agreement between RDSO and manufacturer, some or all the type tests shall be repeated on sample basis so as to confirm the quality of the product. This shall be part of revalidation of vendor approval. Type test may also be repeated in any of the following cases:

Major modification of equipment, which is likely to affect its functionality or performance. Failure or major performance variations established during type or routine testing. Resumption of production after an interruption of more than two years.

2.9

To obtain additional information regarding performance and functionality of any equipment or subsystem, investigation tests may be specially requested by RDSO.

3.

MECHANICAL TEST ON PROTOTYPE COACHES/UNITS/RAKES The following tests shall be conducted only on the first (prototype) coach, unit or rake as the case may be:


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3.1

SQUEEZE TEST OF SHELL

3.1.1

This test shall be done at the contractor’s premises and shall be witnessed by the IR‘s representative if so desired by the IR.

3.1.2

The first DPC and TPC coach superstructure shall be regarded as structural test prototype and shall be subjected to static vertical and squeeze (head on) load tests.

3.1.3

The main members of the underframe, sidewalls end walls and roof shall be strain gauged. The location of the strain gauges shall be determined in consultation with the contractor at the design stage based on the result of the Finite Element Analysis.

3.1.4

The superstructure shall be subjected to vertical loads and combination of vertical and squeeze load as specified in UIC-566 and the stresses at specified locations, the deflection and body spread shall be recorded.

3.1.5

The stresses so recorded shall normally not exceed 2/3rd of the yield strength of the material in case of vertical load alone and shall not exceed 90% of the yield strength in case of application of combination of vertical and squeeze loads. However the acceptance criteria for all the parameters recorded in this test as well as the detailed test scheme shall be finalized at the design stage in consultation with the contractor.

3.2

BOGIE TESTS

3.2.1

The bogie frame shall be subject to static as well as fatigue tests in accordance with UIC 515-4 for Trailer car bogie and UIC 615-4 for power (DPC) car bogie, with the payload as specified in this specification. This shall be a type test and shall be witnessed by RDSO.

3.2.2

Tests for clearances in the bogie, and between bogie and body shall be carried out on straight track as a routine test.

3.2.3

Tests for clearances in the bogie, and between bogie and body shall also be carried out by rotating the bogie to simulate a 175m radius curve. This shall be a type test.

3.2.4

The bogies rotational resistance (X factor) test under inflated and deflated air spring conditions would be carried out at the manufacturer's works under tare conditions, at rotational speed of 0.8 degrees/second. Analysis of track twist performance shall also be done for the leading wheel set using the wheel unloading factor ∆Q/Qo. The wheel unloading factor, ∆Q/Qo shall be equal to or less than 0.5 and the rotational resistance factor, X shall be equal to or less than 0.08. The procedure shall be as detailed in EN14363 and the test shall be witnessed by RDSO official.

3.2.5

The Supplier shall perform a wheel unloading test to verify the calculations submitted. The test shall be conducted in the most disadvantageous combination of unloading and suspension conditions including twist in accordance with EN14363.

3.2.6

A load deflection test and accelerated ageing tests shall be performed to demonstrate that the spring rate of the primary suspension system and the creep rate for the materials used are within the design limits.

3.2.7

These tests shall prove that the primary suspension system behaves as predicted and will not result in excessive deflection or a decrease in bogie clearance above top of rail to less than the minimum specified herein.


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3.2

Tare Weights

3.2.1

The Contractor shall take the tare weights of coaches forming any or all the subsequent units, which shall be reported to the Engineers as for the first unit.

3.2.2

Clearances: The first unit to be completed shall be placed on level straight track, and the coupler heights, spring heights, bogie clearances; and other clearances shall be checked under tare and loaded conditions. The unit shall under these load conditions; pass through a structure representing the moving gauge to diagram as shown in Annexure-III.

3.3

Tests on Maximum Curves

3.3.1

The first unit to be completed shall be loaded to test load conditions specified in UIC-566 and run on curved track having a angle of 100, with no gauge widening, when the following conditions should obtain:

3.3.2

There shall be no fouling of parts due to the throw over of the bogies, and due to the movement of the coupling gear between the coaches.

3.3.3

While the unit is on this curve, the brakes shall work efficiently and reliably.

3.3.4

Tests on train of 12-coach rake at site: To ensure that the brake and control equipment are reliable and efficient when operated from the driving compartments at each end of a train of twelve coaches coupled up as they will run in service.

3.4

OSCILLATION TRIALS

3.4.1

After commissioning of the HS DEMU train by the supplier, IR shall conduct oscillation trials. Oscillation Test shall be carried out on Indian Railway tracks, to prove the stability and riding performance of the Prototype HS DEMU Train. The supplier’s representative shall be present in this trial to the extent of any problem related with the train.

3.4.2

The HS DEMU Train shall be subjected to trials to determine its compliance with specifications, at speeds up to 10% above maximum permissible speed as specified in this specification, in four configuration namely, instrumented bogie leading and trailing with original and condemning wheel profile. The following criteria shall be adopted for clearing the stock for regular operations: (i)

evaluation shall also be done in terms of ride index which shall not be greater than 4.00 in both horizontal and vertical direction;

(ii)

the value of acceleration, recorded as near as possible to the bogie pivot, shall be limited to 0.3g (g is gravitational force) both in vertical and lateral mode. However, a peak value of up to 0.35g shall be permitted, if the trials do not indicate a resonant tendency in the region of the peak value; and

(iii)

A general indication of stable running, characteristic of the Prototype Train as evidenced by the movement of the bogie on straight and curved track, shall be based on the recorded acceleration reading and instantaneous wheel load variation/ spring deflections. Trial shall be conducted as per trial scheme prepared by RDSO.

Brief details of the tests to be evaluated during the Oscillation Tests will include, but need not be limited to: Specification for High Speed BG DEMU on LHB Platform powered by under slung mounted 3- Phase AC-AC dsl.electric traction (to be manufactured by IR) Page 39

RDSO (MP)


S. No 1 2 3

5 6

Rev.-00

Table 6.1 Obligatory tests on prototype Item Condition Maximum Vertical Acceleration on Measured at centre Coach Body Pivot Maximum Lateral Acceleration on Measured at centre coach body Pivot Damping Factor Lateral By Quick release side pull test Vertical Using wedge of 18 mm

Nov - 2013

Acceptable Value ≤0.3g ≤0.3g 0.30 to 0.4 0.20 to 0.25

Dynamic wheel unloading (∆Q/Qo ) Ride Index

--------≤ 0.5 As per Clause 5.2 of 4.0 Part-II In addition to the above limits, a general indication of stable running characteristics of the vehicle should be seen as evidenced by the movement of the bogie on a straight and curved track. 3.4.1

The Oscillation Trials shall be conducted on the prototype unit to assess its riding and stability characteristics. The Trials shall be conducted in India in association with the contractor.

3.4.2

The trials shall be conducted upto a maximum speed of 175 km/h on level tangent track: • In tare and loaded condition • With new and worn wheel profile

3.4.3

The trials shall be conducted on selected test stretches consisting of straight station yard and curve sections.

3.5

Braking Distance trials

3.5.1

The Braking Distance trials shall be conducted on the first rake as decided during detailed design stage.

3.5.2

The trials shall consist of • Stationary Trials • Running Trials

3.5.3

The Stationery Trials shall consist of measurement of various brake system parameters like initial charging time, application time, release time etc.

3.5.4

The running trials shall consist of measurement of braking distances under different operating conditions in both tare and loaded mode.

3.5.5

The test scheme for these trials shall be finalized at the design stage.

3.6

Tests on Parking Brakes:

3.6.1 The parking brake will be tested as follows: The 12-coach train, under tare condition, will be brought to stop on 1 in 100 gradient by application of air brake. The parking brakes of all the unit of the train will be applied fully and the air brakes released. Under these conditions, the parking brakes shall be capable of holding the train stationary on the gradient. Test results shall be recorded for wet rail conditions. Specification for High Speed BG DEMU on LHB Platform powered by under slung mounted 3- Phase AC-AC dsl.electric traction (to be manufactured by IR) Page 40

RDSO (MP)

3.6.2


Rev.-00

Nov - 2013

The Dynamometer car tests shall be conducted on the prototype rake to ascertain starting and rolling resistance of the cars and to prove tractive effort versus speed characteristics and dynamic braking effort versus speed characteristics of the cars. The detailed test scheme shall be finalized during design stage.


Annexure - III

RDSO (MP)


Rev.-00

Nov - 2013 Annexure - IV

Following data/details pertaining to electrical equipment shall be submitted: 1.

Alternator Make and type, drive arrangement, one hour and continuous ratings, maximum design/test/service speeds, maximum output voltages at no load and full load, maximum output current, Characteristic curves, details and data of windings including method of impregnation and varnish used, estimated temperature rise, cooling arrangement, rating under natural cooling, details of insulation. Motorette test results, evaluation criteria and test programme, results of type and routine tests(if conducted), details of exciter and rectifier assembly, details of bearings including L10 life and lubrication scheme, mounting arrangement, fits and clearances adopted, overall dimensions and weight.

2. Traction Inverter Make and type, number of inverter cubicles, nominal input voltage and current, continuous output rating, maximum phase to phase output voltage at nominal input voltage, nominal output current at nominal input current, maximum output frequency, arrangement and details of IGBT devices (Manufacturer's data sheet shall be furnished), declared duty cycle rating, thermal characteristics of devices and heat sinks, details of cooling requirements/arrangement, maximum operating junction temperature of devices under worst operating conditions, safety margin, evaluation criteria and type test programme, protection and indication scheme, overall dimensions and weight. Technical details of DC link capacitors and any other filter/choke offered by the tenderer for fitment at the DC link . 3. Traction motor Make and type, continuous rating, one hour rating and short time rating, design/test/service speeds, starting current and duration, current ratings for various operating voltages, gear ratio, traction motor characteristics under different voltage conditions, details and data of windings including method of impregnation and varnish used, estimated temperature rise in windings, bearings etc., cooling arrangement including ducting details, rating under natural cooling, details of insulation, design of the bearings including L10 life and lubrication scheme, details of data for motorette test, evaluation criteria and test programme, results of type and routine tests (if conducted), fits and clearances adopted, overall dimensions and weight of traction motor, detailed design features of suspension roller bearings(if provided).

4. Auxiliary machines Make and type of auxiliary machine, starting current and torque, torque-speed characteristics at various voltages, continuous rated power, voltage, current & speed; type of enclosure, details of cooling fan, air gap, details of winding and insulation, conductor size, current density, type of conductor insulation, details of impregnation, details of lead wire, terminals and terminal block, material of core stampings, details of bearings including L10 life and lubrication schedule, overall dimensions, weight, evaluation criteria and test programme, type and routine tests(if conducted) 5. Auxiliary Power Control (APC) All relevant details as in case of main traction inverter. The auxiliary power requirement catered to by this inverter as well as the reserve available for use in future shall be clearly stated. 1 Specification for High Speed BG DEMU on LHB Platform powered by under slung mounted 3- Phase AC-AC dsl.electric traction (to be manufactured by IR)

RDSO (MP)


Rev.-00

Nov - 2013

6. Auxiliary Drive for blowers The technical details and controls/protection between AC supply to the terminals of the AC drive machines shall be submitted. 7. Master controller Make and type, rated current, making and braking current, position of reverser and throttle handle, details of cam and auxiliary interlocks, overall dimensions, weight, mechanical and electrical endurance test data. 8. Contactors Make and type, rated voltage and current, making and braking capacity, number of auxiliary contacts with control circuit voltage, magnet valve and coil details, overall dimensions, weight, mechanical and electrical endurance test data. 9. Relays Make and type, rated current and voltage, range of setting, rated control voltage, rating of contacts, details of material of the contacts, type of enclosure, temperature rise limit, indication system provided, overall dimensions, weight and mechanical and electrical endurance test data. 10. Microprocessor Controls Make and type, details of traction alternator excitation controls, analog / binary inputs / outputs signals, vehicle bus, train bus interface, CPU details and power supplies for electronic systems. Details of interface with the traction inverter system and braking system. Details of protection and indication system. Details of adhesion control system. Overall dimension / weight and redundancy. 11. Traction Gears Basic rack, number of teeth, module, pressure angle, helix angle (if any), profile displacement (x.m), center distance between mating gears, quality & accuracies of gear teeth and other related information. Material specification, chemical composition and mechanical properties, forging ratio etc. Heat treatment process adopted for hardening the gears i.e. case hardening / through hardening /induction hardening. Hardness at tip, flank and root of the gear teeth. Case depth of case hardened gears and hardness distribution of cross section in case of induction hardened gears shall also be furnished.

2 Specification for High Speed BG DEMU on LHB Platform powered by under slung mounted 3- Phase AC-AC dsl.electric traction (to be manufactured by IR)

RDSO (MP)


Rev.-00

Nov - 2013

Annexure - V

EQUIPMENT

TEST SPECIFICATION

1.

Traction Motor

IEC - 60349 (Pt - 2)

2.

Auxiliary machine

IEC - 34.1

3.

Power inverter

IEC - 61287,

4.

Power Rectifier

IEC - 60411,

5.

Relays & Contactors

IEC - 60337, 60157, 60158, 77

6.

Control cubicle

IEC - 68-2-14

7.

Traction Alternator

IEC - 60349 (Pt - 1)

8.

Control Electronics

IEC - 60571

9.

Equipment Blowers

BS - 848

10.

Electromagnetic Compatibility (Rolling Stock – Apparatus)

11.

Electromagnetic Compatibility (Emission of the whole railway system to the outside world)

12.

Train Communication Network

EN : 50121-3-2 (CENELEC)

EN : 50121-2 (CENELEC)

IEC-61375-1


RDSO (MP)


Rev.-00

Nov - 2013

Annexure - VI SERVICE & MAINTENANCE REQUIREMENTS 34.

MAINTENANCE Modular constructions shall be adopted and easy access for inspection and maintenance shall be given special consideration in the design and layout of BG DEMU.

28.1

Bidder shall submit the basic maintenance schedules of the proposed equipment. Minimum intervals between two maintenance schedules in the depot shall be 90 days and 3 years for major works in workshop/major depot.

28.2

The maintenance programme prepared by Bidder shall have the following objectives: i. ii. iii.

Enhancement of BG DEMU availablity. Minimization of maintenance costs Minimization of coach downtime / MTTS (meantime to restore serviceablity)

28.3

The hourly availablity of the rakes calculated on weekly basis (Monday to Sunday) and considering unscheduled repairs only, shall not be less than 97.5% Bidder shall asses and furnish the figure for ‘total pecentage ineffective’ in terms of pecentage of rakes expected to be ineffective/unserviceable due to schedule and unschedule repairs against the total number of rakes under his scope of supply.

28.4

Modular design principal shall be employed . Requirements for adjustment after module interchange shall be avoided except as required in the specification.

28.5

All system, components and structual areas serviced as part of inspection or periodic preventive maitenance shall be readily accessible for service and inspection.

20.

SERVICE ENGINEERING

20.1

The contractor shall provide, at his own expense, the services of competent engineers during the guarantee period and also during the first major overhaul of first two rakes of BG DEMU. The service engineers shall be available for testing/commissioning of the BG DEMU, training of operating and maintenance staff. The service engineers shall also advise the Railways on maintenance, testing and operating facilities considered necessary for efficient performance of the BG DEMU.

20.2

The contractor shall submit a proposal for Annual maintenance contract (AMC) for three years including warranty period along with commercial bid for major equipments for trouble free maintenance of BG DEMU.

20.3

The contractor shall submit list of equipment and facilities required for maintenance and overhaul of BG DEMU stock offered.

20.4

Special Tools for Maintenance The Bidder will also offer separately special jigs, tools and instruments which shall be essentially required for maintenance of mechanical, electrical / electronics and pneumatic equipment. Essential equipment and facilities required for attending local damage to the stainless steel structure, and coach interiors etc. in case of accidental damages shall also be furnished. The Bidder shall explain the purpose/justification of the specialized equipment so offered. Bidder shall submit the lists of such 4

Specification for High Speed BG DEMU on LHB Platform powered by under slung mounted 3- Phase AC-AC dsl.electric traction (to be manufactured by IR)

RDSO (MP)


Rev.-00

Nov - 2013

tools, instruments jigs etc. separately for IR’s workshop carrying out major overhaul and for maintenance depot for carrying out regular maintenance and quote accordingly. The finalized lists of maintenance and additional tools shall be considered during commercial assessment of the bid. 20.5.

The Supplier shall demonstrate to the IR, the satisfactory functioning of the tools, jigs & instruments supplied vide the Clause 20.4.

21.

TESTING KIT The contractor shall indicate testing equipment required for ensuring optimum performance and trouble free service of BG DEMU as well as their major assemblies and sub- assemblies. The tenderer with complete quotations shall submit details of testing equipments.

22.

SPARE PARTS

22.1

The tenderer shall submit a list of spare parts and special tools, both indigenous and imported, indicating the name and address of the manufacturers as detailed below: List – A: Catalogue of unit spares, indigenous and imported, of the principal assemblies of the BG DEMU such as the diesel engine, transmission, compressor etc. with price. List – B: Recommended maintenance spares for two years initial requirements. The tenderer shall submit the list of such spare parts giving their detail description, specification, source of supply, part number of the supplier service life and price of each part. The total value of the spares to be supplied shall be limited to 5% of value of first 05 rakes ordered. The list will be reviewed by purchaser and the list of spares to be ordered finally shall be advised by the purchaser within 3months thereafter.

22.2 22.3

The tenderer shall be responsible for ensuring subsequent availability of spare parts for efficient working of the respective equipments. The tenderer shall also submit time bound plan/proposal for indigenous availability of imported components.

22.4

A spare part catalogue listing all components manufactured or purchased by the tenderer shall be prepared within 90 days of design approval. The contractor shall furnish one copies of spare parts catalogue to RDSO and two copies to the consignee free of cost.

25.

SERVICE CATALOGUES

25.1

Detailed operating manual, maintenance and service manual and driver hand book shall be specifically prepared for the BG DEMU. These documents shall also be supplied on compact disc (CD) compatible to MS-Office software. The manual shall include chapters on: • General characteristics • Technical data sheet of all the equipment offered as per Annexure-V • Technical documentation explaining complete system including characteristic curves, inverter output curves and efficiency, diagnostic and protection circuit etc. • Vehicle control system schematics • BG DEMU design and its details including under frame design


RDSO (MP) • • • • • • • • •


Rev.-00

Nov - 2013

Details of mounting of diesel engine and inverter control, traction machine etc. & cooling system Drawing of each sub system with interface details Procedure for user settable parameter alteration, fault data downloading and analysis etc. Maintenance and trouble shooting manual for all the equipment offered Fuel, oil and cooling water circuit. Grease, oil chart with specification and quantity Wiring diagram with complete illustration of components Controls and safety features & their test procedure, List of special tools, jigs and fixtures needed for testing, commissioning, maintenance and repair.

25.2

The manual shall include dis-assembly and assembly procedure with specific mention of any special tools required for carrying out the above work.

25.3

Manual shall include a separate chapter indicating the service and condemning/wear limits & tolerances for various assembly/sub-assembly, wherever applicable.

25.4

The manual shall contain a separate chapter pertaining to standard schedule of examination covering all equipments i.e. engine, transmission, axle drive, cardan shaft, controls, etc for trouble free day to day maintenance of BG DEMU as per maintenance norms.

25.5

A separate booklet containing Driver’s operating instruction accompanied by suitable illustration and diagram and lubrication chart shall be prepared and supplied.
