NOTICE FOR EXPRESSION OF INTEREST FOR · PDF fileDIESEL LOCOMOTIVES (DEVELOPMENT OF SPECIFICATIONS) ... existing EMD locomotive power pack has 6 ... • No change in the existing design

NOTICE FOR EXPRESSION OF INTEREST FOR MANUFACTURE OF SPARE PARTS OF

DIESEL LOCOMOTIVES (DEVELOPMENT OF SPECIFICATIONS)

Ministry of Railways, Research, Designs & Standards Organisation (RDSO),

Lucknow/Motive Power Directorate is interested in developing specifications for the

following spare parts of diesel locomotives:

S.

No.

Description Specification No. Contact Details

1. 5-ring version piston and piston rings for EMD 710G3B class of locomotive engine.

FRS (given below) Abhijit Singh, Director Motive Power - Eng Telephone No. 0522-2485728 email: [email protected]

2. Fuel Jumper Bolt 3/8” -16 UNC x 11/2-2A/SAE Grade 8 with anti-loosening features for ALCo class of Locomotives engines.

FRS (given below)

S.P.Tiwari, Director Motive Power - ES Telephone No. 0522-2465733 email: [email protected] 3. Waterless Engine Coolant FRS (given below)

4. 3-Bell Horn for Diesel Locomotives FRS (given below) Neeraj Srivastava, Director

Motive Power- BK and SC

Telephone no.

0522-2465732, email: [email protected]

5. BIU for TCAS & DPCS FRS (given below)

6. Air Flow Indicator for CCB on ALCo

Locomotives

FRS (given below)

7. Air Gauge Complex-Three gauge

for HHP diesel locomotives (EMD

Part No. 10631881, DLW Part No.

17452508)

FRS (Functional

Requirements

Specification)

8. Development of Specification for LED based Head Light for ALCo/HHP Locomotive.

FRS (given below) S.D.Singh, Jt. Director Motive Power - DEMU Telephone No. 0522-2453430 email: [email protected]

9. AC Motor Insulation Scheme. - S.Panwar, Director Motive Power- EM and EC Telephone no. 0522-2456265, email: [email protected]

10. Development of low preload balance draft gear suitable for passenger version of HHP locomotives.s

- Anurag Mishra, Jt. Director Motive Power- Veh and LD Tel:0522-2465729 email:

mailto:[email protected]



Tel:0522-2465729

[email protected]

The above mentioned specification(s) is/are given in the following pages.

Firms who have enough experience/capabilities in the field, have ISO9001 certificate

and are interested in developing the above items are requested to submit details in

the prescribed format given below by 31.07.2013to the concerned officer mentioned

against each item.

In case of any doubt, please contact the concerned officer mentioned against each

item on any working day.

Executive Director/Motive Power Dte.

FORMAT FOR LETTER OF RESPONSE

Respondents Ref No.:

Date:

Designation of officer to whom the respondent replies Room No: , Building: Research Designs & Standards Organization Ministry of Railways Manak Nagar Lucknow, INDIA 226011

Dear Sir,

Subject: RESPONSE TO – EOI FOR PARTICIPATION __________________________ 1. We, the undersigned, offer the following information in response to the Expression

of Interest sought by you vide your Notification No._______, dated _____.

2. We are duly authorized to represent and act on behalf of ________________ (hereinafter the “respondent”)

3. We have examined and have no reservations to the EOI Document including

Addenda No(s) ______________________. 4. We are attaching with this letter, the copies of original documents defining: -

4.1. the Respondent’s legal status; 4.2. its principal place of business; 4.3. its place of incorporation (if respondents are corporations); or its place of

registration (if respondents are cooperative institutions, partnerships or individually owned firms);

4.4. Self-certified financial statements of Last three years, clearly indicating the financial turn over and net worth.

4.5. Copies of any market research, business studies, feasibility reports and the like sponsored by the respondent, relevant to the project under consideration

5. We shall assist MOR and/or its authorized representatives to obtain further

clarification from us, if needed. 6. RDSO and/or its authorized representatives may contact the following nodal

persons for further information on any aspects of the Response:

S.

No.

Contact Name Address Telephone E Mail

1

2

7. This application is made in the full understanding that: 7.1Information furnished in response to EOI shall be used confidentially by RDSO

for the purpose of development of the project. 7.2RDSO reserves the right to reject or accept any or all applications, cancel the

EOI and subsequent bidding process without any obligation to inform the respondent about the grounds of same.

7.3We confirm that we are interested in participating in development of the project.

8. We certify that our turnover and net worth in the last three years is as under:

Financial Year Turn over Net worth

9. In response to the EOI we hereby submit the following additional details annexed

to this application. 9.1 Details of various items being manufactured/consultancy undertaken. 9.2 Details of customer(s) and supplies made in the field of item under EOI. 9.3 Experience and expertise for the items proposed in EOI. 9.4 Details of man-power with their qualification and experience. 9.5 Detailed proposal for items proposed in EOI including alternative proposal, if

any. 9.6Details of Intellectual Property Rights (IPR) held, patent filed/held and

MOU/agreement signed. 9.7 Details of ISO certification.

10. The following undertakings are hereby given:

10.1 In regard to matters relating to the security and integrity of the country, no charge sheet has been filed by an agency of the Government / conviction by a Court of Law for an offence committed by the -----------------------------------(name of the entity)or by any sister concern of the ----------------------------------(name of the entity ) would result in disqualification.

10.2 In regard to matters other than the security and integrity of the country, ---------------(name of the entity) has not been convicted by a Court of Law or indicted / passed any adverse order by a regulatory authority against it or its against any sister concern which relates to a grave offence, or would constitute disqualification. Grave offence is defined to be of such a nature that it outrages the moral sense of the community.

11. The undersigned declare that the statements made and the information provided

in the duly completed application are complete, true, and correct in every detail. We also understand that in the event of any information furnished by us being found later on to be incorrect or any material information having been suppressed, RDSO may delete our name from the list of qualified Respondents. We further understand that RDSO will give first preference to the applicants considered relevant for the purpose.

12. Our response is valid till (date in figures and words):_______________________________________

Yours sincerely,

(Sign)

NAME

In the Capacity of

Duly authorized to sign

the response for and

on behalf of

Date

Functional Requirement Specification (FRS) for 5‐ring version piston and piston rings for the EMD 710 G3B class of locomotive engines: 1. Background:

Indian Railways plan to develop 5‐ring version piston and piston rings for EMD locomotives, to reduce lube oil consumption (LOC) and piston ring wear. The existing EMD locomotive power pack has 6‐ring groove piston configuration in which top 4 rings are compression ( 3‐chrome plated and 1‐ferrox filled) rings while bottom 2 are oil scraper rings. The cylinder liner is laser hardened. A judicious combination of lesser number of piston rings can be expected to reduce LOC and piston ring wear. It is therefore proposed to switch over to 5‐ring configuration on IR’s EMD type locomotive engines.

2. Must Meet Requirements: The 5‐ring piston and piston ring supplier must meet the following

requirements: • Piston ring dimensions viz axial height, radial width etc and mechanical

properties like tangential load etc shall be as per EMD drawings. • No change in the existing design of Power Assembly except those in piston

and piston rings as are necessitated due to reduction in number of rings shall be acceptable.

• The servicing interval of 5‐ring version piston and life of piston rings shall not be less than 6 years.

• The compression ratio shall be 16:1. • The lube to fuel ratio (LFR) with 5‐ring version piston and piston ring shall

not be higher than 0.5 %. • BSFC shall not be more than 153.27 gm/bhp‐hr at 8th notch (4000HP/904

rpm). • Peak firing pressures shall be limited to 101.12 bar at 8th notch

(4000HP/904 rpm). • Existing carrier piston pin, cylinder head and laser hardened cylinder liner

shall be used. • Prove‐out and validation: One engine set of 5‐ring version pistons and

piston rings (ie for 16 Power Assemblies) shall be subjected to performance test on RDSO’s engine test bed. Two power assemblies shall be dismantled after testing for checking abnormality, if any, in power assemblies.

• Subsequent to successful performance test on RDSO’s engine test bed and no abnormality being observed during dismantling, the 5‐ring version pistons and piston rings will be fitted on 5 locomotive engines whose performance shall be monitored in the field before any decision is taken for their adoption in large numbers.

• Field trials shall be carried out on five locomotives equipped with 5‐ring version pistons and piston ring packs of the supplier for a period of 24 months.

• At the end of 24 month period, the power assemblies of these locomotives shall be taken out and their condition will be checked.

• Compatibility of supplies: The offered 5 ring version pistons and piston rings shall be able to work with the existing diesel fuel oil, lubricants, and air intake system.

• Regular supply: The prospective supplier shall submit an undertaking to ensure regular supply of 5‐ring version piston and piston ring pack, preferably in sets, as spares and for fitment on the locomotives of IR.

• Identification and traceability: The offered 5‐ ring version pistons and piston rings shall have proper identification and traceability to facilitate failure investigation and compilation of life cycle data.

• Research & Development (R&D): The proposed 5‐ring version of pistons and piston rings offered by the supplier should be based on appropriate R&D. The supplier shall explain the mechanism of the proposed 5‐ring version of pistons and piston rings which would lead to achieving the performance parameters. The R&D involved shall be carried out by an organization of repute having adequate experience in the field.

3. General Information about the Engine of IR’s EMD Locomotives: • Engine Model: 710G3B • Number of Cylinders: 16 • Engine Type: Two‐Stroke, Turbocharged • Cylinder Arrangement: 45° “V” • Compression Ratio: 16:1 • Displacement per Cylinder: 11 635 cm3 (710 Cu in) • Cylinder Bore: 230.19 mm (9‐1/16”) • Cylinder Stroke: 279.4 mm (11”) • Rotation (Facing Flywheel End): Counterclockwise • HP Rated RPM: 4000 HP at 904 RPM & 4500 HP at 954 RPM • Normal Idle Speed: 269 RPM • Low Idle Speed: 200 RPM

4. Warranty/Guarantee:

The warranty clause shall apply as per standard IRS conditions. ……………….

Functional Requirement Specification (FRS) for Fuel Jumper Bolt 3/8”- 16 UNC x 1 ½" – 2A/SAE Grade 8 with anti-loosening features for ALCo class of locomotive engines: 1. General:

Hexagonal head cap screws 3/8”-16 UNC x 1 ½" – 2A/SAE Grade 5, commonly known as fuel jumper bolts, have been in use in fuel circuit of ALCo locomotive engines in IR. Problems with the bolt like loosening, shearing, breakage etc have been reported. Therefore, superior bolts with anti-loosening features are considered for application.

2. Requirements: 2.1 Bolt Details:

Hexagonal head bolt size equivalent to 3/8”-16 UNC x 1 ½"

Class of fit (tolerance standard) – 2A

Material – equivalent to SAE J429 Grade 8.

Coating – equivalent to MAGNI 567 or superior providing minimum 1500 hours salt spray corrosion protection as per standard ASTM B – 117. The coating material shall be environment friendly eg the same shall be free from chrome, boron etc.

The bolt shall have inbuilt with anti-loosening feature. 2.2 Other requirements:

Supplier shall provide technical details, drawings etc of the bolt.

Supplier of bolt shall clearly mention the torque value for the application.

The bolt shall cause no damage to the engine components like fuel T-jumper etc during normal fitment. The bolt shall be able to be worked with normal torque wrench.

The bolt manufactured as per above details shall be proven to be resistant to loosening, shearing, breakage etc due to vibration and shock.

The bolt shall have suitable coating to withstand the corrosive environment which corresponds to the fuel system of locomotive engine.

At least 10 loco sets (ie 10 x 32 nos) of bolt shall be subjected to the field trials for 24 months.

The supplier shall submit undertaking in respect of ensuring regular supply of bolts over IR against purchase orders.

The bolts shall have markings for identification in respect of make, date of manufacturing etc for facilitating failure investigation and compilation of life cycle data.

3. Warranty: The warranty clause shall apply as per standard IRS conditions. …………….

Functional Requirement Specification (FRS) for waterless engine coolant. Brief Technical Requirements: Background: The function of engine coolant is to provide efficient heat transfer from the engine and at the same time prevent corrosion and sealing of the metallic components of the cooling system. Heat is generated during combustion of the compressed gaseous mixture of air and fuel in the internal combustion engine chamber. About 25 – 30% heat produced is absorbed by the components surrounding the combustion chamber like piston, cylinder liner, cylinder head etc. Unless the heat generated is taken away from these engine parts and dispersed elsewhere, the engine components are likely to fail under thermal stresses. Although Natural water can meet the basic requirement of cooling of an engine, its use is not preferred because it contains many dissolved solids and corrosive elements. Some of the dissolved solids may form scales on the heat exchanger surface and reduce the heat transfer coefficient. These may also accelerate corrosion. Some minerals get collected in the form of sludge at an elevated temperature. This sludge may get deposited in the low-pressure zones and choke the passage of circulation. The insulation caused by the scale deposits results in unequal expansion and localized stress, which may eventually rupture the engine block, cylinder block, cylinder heads etc. To eliminate corrosion, galvanic cell corrosion and cavitation erosion etc., distilled or de-mineralized water along with cooling water corrosion inhibitor is used on locomotives Diesel Locomotives of Indian Railways are having pressurized cooling water system to ensure proper cooling of the engine components. Corrosion inhibitors which are a blend of chemical compounds are also added to the cooling water so as to protect the passages in the engine components from corrosion, galvanic cell corrosion and cavitation erosion. Waterless engine coolantson the other hand contain no water and have a high boiling point (above 1500C) which is much higher than the temperature at which engines operate. Waterless engine coolants are expected to improve performance capabilities, reduce maintenance costs and boost fuel economy. Requirements: Indian Railways are looking forward to develop water less engine coolants for use on their diesel locomotives. The essential requirements of such coolants shall be as follows: Product shall adequately transfer heat energy. Product shall not damage rubber components and other engine components. Product shall be compatible with the existing engine coolants.

Product shall provide permanent cooling protection (no top up for entire lifetime of engine)

The product shall reduce fuel consumption, carbon emissions, hazardous waste. Product shall have almost no electrical conductivity, corrosion and shall be non-

toxic. No modifications in the cooling system components shall be required. The engine coolant shall not constitute of amine, silicates, borates, phosphates,

chromates or any other chemical considered hazardous to environment and human/ animal health as identified by CPCB (Central pollution control board) guidelines or various state pollution control board guidelines. The coolant concentrate should conform to environmental safety concerns. It should be nontoxic, environment friendly and be easily biodegradable.

It shall leave tell-tale marks of leakage on metallic surfaces. Product should be cost competitive with the existing coolant approved for IR

locomotives.

Engine coolant should have been in use successfully on large sized diesel engines (above 1500 GHP).

Supplier shall provide technical details and specification of the product. The required quantity of coolant sample for lab test, field trials along with metal

coupons shall be supplied by the supplier free of cost to the place of tests/field trials.

Lab evaluation shall be done at RDSO’s lab and independent lab (NABL) as per the concentration recommended by the vendor.

On successful completion of lab tests, the offered product will be given a “Worthy of full scale trial (WOFST) status and Field trials will be carried out on not less than five locomotives for a period of 24 months.

On successful completion of above field trial, Indian Railways will purchase the

required quantity of the corrosion inhibitor and subject it to extended application

trial on large number of locomotives. The nature of monitoring of the trial may not

be as extensive as the field trial but the effect on the locomotive components will

be monitored at a macro level for a period of at least one year. After the

completion, the shed will submit complete details on the consumption pattern of

the engine coolant, top up, experience in terms of user exposure – effect on skin,

leakage identification, umber of leakages, observation of rubber components and

failures, if any.

On successful completion of field trial and satisfactory performance of wider application trial, The product will be approved.

The supplier shall submit undertaking in respect of ensuring regular supply of product over IR against PO.

Research and Development (R&D) – The R&D involved shall be carried out by an organisation of repute having adequate experience in the field.

Warranty/Guarantee: The warranty clause shall apply as per standard IRS conditions.…

Page 1 of 2

Draft Functional Requirement Specification for trial procurement of Three Bell Horn applicable to Diesel-Electric locomotives

1. Introduction:

This specification covers the basic technical requirements and method of tests for air operated three bell horn used on diesel- electric locomotives. Assistance has been taken from UIC 644 ‘O’ specification in preparing this specification. The device consists of

i. Audible warning device, three chime air horn assembly to emit warning signal.

ii. Conical Debris Filter to guard against unwanted debris.

iii. Pressure reducing valve to regulate air pressure to desired operating level.

iv. Manual control valve for high/ low tone and alternating loud/ soft or electrically controlled solenoid valve.

v. Heated horn caps for severe weather conditions.

vi. Junction box with thermostat to automatically control heater operation.

2. Requirements: i. Service Conditions: The horn shall be capable of working satisfactorily under

service conditions indicated below: a) Altitude: Mean sea level to an altitude of 1000 meters. b) Temperature: Ambient air temperature from 50C to 550C. The temperature in the

vicinity of equipment may reach up to 700C. c) Relative humidity: Up to 100%. d) Ambient Conditions: The equipment shall be capable of operating efficiently

inspite of dust, dirt, mist, torrential rain, heavy sand or snow storms, presence of small amount oil vapours and radiant heat etc. to which rolling stock is normally exposed in service.

e) Vibration and shocks: The equipment shall be designed to with stand without damaged, vibrations, and shocks as are experienced in locomotives during operation. Vibration testing shall be done in accordance with IEC-61373 (Category 1, Class A) or equivalent.

f) The compressed air used for the horn may contain moisture and oil vapours. The horn or the diaphragm should not get affected by the presence of these impurities in air.

ii. Technical Requirement for Three Bell Horn Assembly is as follows: a)

Srl Parameter Requirement

1. Operating Medium Control

Air, nitrogen & CO2 Manual, solenoid or combination valve

2. SPL (Loudness) on total 142+1 dBA at 1 meter

3. Air consumption The air requirements for the horn shall be specified by the suppliers and shall be as low as possible.

4. Minimum air Pressure 3.0 Kg/Cm² (45PSI)

5. Maximum air Pressure 10.0 Kg/Cm² (150 PSI)

6. Audibility 3.5 Km on still air at 200C

7. Fundamental Frequency 311Hz/370Hz/470Hz +4%

8. Tone (Musical Note) E4 flat/G4 flat/ B4 flat

Page 2 of 2

9. Quality of sound produced To produce full harmonic contents up to 12 octaves to greatly enhance warning effectiveness

10. Degree of protection IP44

b) It shall be energy efficient with hermetically sealed stainless steel diaphragm assembly.

c) Operated on a wide range of pressures without tuning and field adjustment for years of trouble free service.

d) Control valve shall be suitable for mounting on the driver’s desk. e) Provision should be available to adjust the intensity of sound by simple

arrangement of restrictor (choke). f) The horns shall be manufactured from preferably the rust resistant material.

Suitable treatment for resistance against corrosion and rust shall be provided. g) The horn assembly shall be lightweight but ruggedly built for durability and

serviceability. h) The workmanship shall be in accordance with the prevalent engineering

practices. i) Flange or common bracket shall be provided for the purpose of securing/

mounting on the vehicle body.

3. Installation and Acceptance test: The supplier shall supply the layout drawings for the horns indicating the overall dimensions, the mounting dimensions and also the pneumatic connection details and get them approved from purchaser before supply of horns. WTC for the complete quantity shall be submitted by the supplier before installation of the three bell horn on locomotive. Before supply of complete quantity fitment of two samples shall be jointly checked by user Railways, RDSO and firm’s representative. After clearance of these two supplies rest of the quantity shall be supplied. From the total ordered quantity, Railway shall send two samples for frequency test, cost of that shall be born by the supplier.

4. Warranty/ Guarantee: The warranty clause shall apply as per standard IRS condition.

INDIAN RAILWAYS, RESEARCH DESIGNS & STANDARDS ORGANIZATION Printed: Page 1 of 14

Functional Requirement Specification of Locomotive Brake Interface Unit (BIU) for Train Collision Avoiding System and Distributed Power Control System for Diesel

Locomotives fitted with IRAB class of brake system

1. INTRODUCTION 1.1 Locomotive Brake Interface Unit (BIU), a sub-system unit in locomotive, is used to

implement an interface across all types of locomotives fitted with IRAB class of brake system for implementation of braking instructions commanded by the Train Collision Avoiding System (TCAS)/ Distributed Power Control System (DPCS).

1.2 TCAS is/ are railway technical installation to ensure safe train operation in the event of human failure. Under unsafe train operation situations like collisions, SPAD etc., TCAS gives audio-visual warning to driver and takes action to control the speed of the train/ stop the train as per their respective system design.

1.3 DPCS allows multiple locomotives to be used at different locations over entire train consist. Such a system leverages the existing rolling stock and allows much longer trains to be run by minor up gradation of the locomotives.

2. OBJECTIVES AND SCOPE OF THE SPECIFICATION 2.1 This specification covers the functional requirements of Brake Interface Unit (BIU)

for Diesel locomotives with IRAB brake system. 2.2 The BIU shall accept braking signal inputs from TCAS/DPCS/ Multiple Train Safety

systems which may communicate with existing Brake system of locomotive for controlling the speeds. The scope includes Digital Standard Protocol to communicate with TCAS/DPCS/ Multiple Train Safety systems and existing IRAB system of locomotive.

3. TERMINOLOGY / ABBREVIATIONS Abbreviations Full form/Description IEC International Electro Technical Commission RDSO Research Designs & Standards Organization TSS Train Safety System TCAS Train Collision Avoiding System TPWS Train Protection Warning System DPCS Distributed Power Control System BIU Brake Interface Unit AC Alternate Current DC Direct Current USB Universal Serial Bus IP Ingress Protection BP Brake Pipe BC Brake Cylinder SPAD Signal Passed At Danger UIC International Union of Railways


4. BRIEF DESCRIPTION OF THE SYSTEM/EQUIPMENT/COMPONENTS TCAS/DPCS shall communicate braking related signal(s) to BIU. Further, BIU shall communicate these signals to existing brake system of locomotive for application of brake as well as for cutting off traction of locomotive and generate audio-visual indication to driver and give feedback to DPCS/ TCAS/ Multiple Train Safety systems (TSSs) about execution of the same.

Schematic of Interface of TCAS and DPCS to IRAB class of Brake System

TCAS

BIU Existing IRAB System

DPCS (In remote operation)


5. FUNCTIONAL/TECHNICAL REQUIREMENTS 5.1 BIU under the scope of this specification shall be suitable for all types of diesel

locomotives of Indian Railways fitted with IRAB class brake system. 5.2 Fail-safe logic circuit (Hardware or Software or both, as required) shall be used for

application of brake and to cut off traction. BIU shall self-check continuously its own functioning including transmission/reception of information and log the transmission/reception of information. Any improper functioning shall be advised to the driver through TCAS/DPCS display unit. Provision shall be made to log such events. BIU failures shall be indicated timely and procedure shall be defined for train operation staff (loco crew and maintenance staff) for remedial action to be taken during such failure.

5.3 BIU shall have provision to obtain feedback from IRAB system about execution of braking command given to it by DPCS/ TCAS/ Multiple Train Safety systems (TSSs) and communicate it back to DPCS/ TCAS/ Multiple Train Safety systems (TSSs).

5.4 All the equipments(mechanical, electrical, electro-pneumatic, electronic) of BIU shall be suitably protected, enclosed and provided with mechanical dust/ moisture proofing covers (as per IP 65) to avoid dust ingress and then mounted in a robust metallic housing so that entire assembly is capable of withstanding shocks, vibration, electromagnetic induction & electrical surge etc.

5.5 Provision and installation of such equipment along with piping etc will also be in the scope of supply.

5.6 The BIU and its sub-assemblies/ components shall be easily accessible for maintenance and inspection.

5.7 If any pneumatic valves are used in the device, functioning of the valves shall not be affected by moisture, dirt, temperature, fluctuation of pressure etc.

5.8 The electrical wires shall be suitably numbered and properly tagged in order to facilitate identification. The electrical connections of positive and negative terminal shall be of different colours in order to distinguish them. The wires shall be laid properly in a conduit. Loose and dangling wires shall not be acceptable.

5.9 When the device is connected to the electric circuit in the locomotive, it shall be connected to the general wiring ensuring a rugged interface of the locomotive by plugs or any other suitable connections not requiring soldering and having locking arrangement.

5.10 BIU units shall be capable of working for their desired functioning in 25 KV 50 Hz AC and 1500 V DC electrified traction as well as non-electrified diesel traction areas.

5.11 The equipment shall work on DC supply source normally consisting of accumulator battery and/or an auxiliary generator. The nominal and limits of voltage in which the equipment shall operate satisfactorily are as under.

Type of Locomotive Nominal Voltage Limits of voltage Diesel-electric 72 Volts DC 50 to 90 Volts DC

Voltage fluctuations lying between 0.6 to 1.4 times of Nominal voltage and not exceeding 0.1 second shall not cause any deviation in functioning of BIU unit (Clause 5.1.1.2 of IEC 60571). Voltage fluctuations lying between 1.25 to 1.4 times of Nominal voltage and not exceeding 1 second shall not cause damage to the unit. The unit may not be fully functional during these fluctuations (Clause 5.1.1.2 of IEC 60571).


5.12 The equipment shall operate satisfactorily in the MR pressure up to11 kg/cm². 5.13 The system shall have proper filters and signal conditioning at all the sensing ports to

prevent any malfunctioning due to noise/distortion in DC control circuit of locomotive. For sensing the electrical signal from the loco circuit/ TCAS/DPCS, optical/galvanic isolation shall be preferred at both input and output.

5.14 BIU under the scope of this specification shall be approved by Motive Power Directorate.

5.15 Failure Mode Effects and Criticality Analysis of the equipment shall be done during the design process in conformance to IEC 60812. The records of this analysis shall be provided to RDSO upon requirement.

5.16 The BIU arrangement shall be such that the existing functionalities/features of IRAB brake system provided on locomotive remains un-affected, in all the conditions if BIU is in working condition/ failed/ isolated.

5.17 The BIU shall be an integrated equipment to interface with the existing IRAB brake system of loco to provide full control of the Automatic (Train) brakes, the Independent (Loco) brakes and emergency brakes, in the event of brake application commanded by DPCS/ TCAS.

5.18 The requirements of DPCS, TCAS are contained in their respective specifications as follows:

Srl System Specification no.

1. DPCS MP.0.400.02

2. TCAS RDSO/SPN/196/2012 Ver. 3.1.1

The system composition shall be to suit the above requirements, which may include hardware or software or both.

5.19 The communication between the BIU and the DPCS/ TCAS/ Multiple Train Safety systems (TSSs), which may come in future, shall be on Ethernet. Detail of communication protocol is attached as Annexure 1.

5.20 There may be multiple Train Safety systems (TSSs) in future similar to TCAS, which may require access to the BIU. Provision on BIU shall be made to integrate 5 such systems including DPCS & TCAS by use of Ethernet port/switch. Ethernet port / switch shall be rugged industrial type with M12 D-coded connector operating at the Voltage specification as per IEC 60571.

5.21 The BIU shall be interface with existing Brake Pipe circuit of locomotive. Connection location for BIU and other accessories are given in Annexure 2.

5.22 There shall be provision in BIU to cut off BP charging in remote locomotive automatically on receipt of command from DPCS. The arrangement shall be such that the BP charging is cutoff on 100% basis. Feedback mechanism shall also be provided for alerting the Loco Pilot in case of any such malfunctioning. BIU should be able to detect train parting positively using air flow measurement or any other suitable technology and communicate to locomotive control system/DPCS etc.

5.23 The envelope size of BIU should be as compact as possible, and must not exceed 500x450x400mm (Width x Height x Depth). The shape and size of the BIU and layout of the equipments shall be such that the BIU fits well in the locomotive with ample space


for maintenance. The system shall have provision to mount on wall or on floor as required in various locomotives. BIU shall be fitted in locomotive near to the locomotive brake system either panel mounted or rack/ pipe mounted. Mounting arrangement shall be as per the relevant IEC/ UIC applicable for brake equipments. The weight of BIU shall not be more than 30 kg.

5.24 There shall be provision for both manual and automatic isolation of the complete BIU. Automatic Isolation shall be achieved through suitable valve electrically operated by the system and the manual isolation shall also be provided, in case of malfunction. Suitable indication to DPCS/ TCAS system shall be made available in case of its isolation and event shall be recorded with date and time. Number of counts for such isolation shall also be available. After isolation, the normal brake characteristics of the locomotive brake system shall not be affected. The isolation mechanism shall be protected to avoid inadvertent isolation.

5.25 The equipment shall have Self Test feature for detection of failed valves/sensors, by performing self diagnosis in standby mode and give alerts to user through TCAS/DPCS display.

5.26 Arrangement for data logging for the braking event shall be available with BIU. Following events shall be logged with respect to date and time:

• Type of brake command with duration with type of TCAS/DPCS / Multiple Train Safety systems (TSSs) from which it is received, any change in BP/BC greater that 0.3 kg/cm2 to be logged

• Drop in BP • Rise in loco BC • Isolation of BIU • BIU failure log • Self check Facility for storage of data log shall be for 90 days. For DPCS continuous brake applications are to be recorded. Suitable application running on PC shall be provided for downloading the Log and evaluating the same. The BIU shall provide BIU isolation counter, all types of brake application counters and their duration, Override counter (BIU Brake command override by loco pilot brake command counters vice versa) in cumulative data. The BIU should have arrangement to download events and fault data packs through common USB port in an external pen drive/ LAPTOP.

5.27 The BIU should have provision to on board monitor and record the various brake parameters through a laptop.

5.28 An internal Battery backup shall be provided for maintaining the event record on real time clock basis in the event of failure of power supply.

5.29 Based on the input signal from the TCAS/DPCS through BIU, the existing brake control system shall apply the corresponding brake.

5.30 There shall be provision to cutoff traction to the locomotive automatically whenever brake command signal is received on any of the inputs of BIU. This may be achieved through BIU or/and brake system, as applicable.

5.31 On withdrawal of brake command from TCAS/DPCS, the corresponding brake shall be released and restoration of traction control shall be enabled.


5.32 There shall be a facility to override the "TCASF/DPCS initiated braking" by the "driver’s braking" (or vice-versa) to achieve higher braking intensity whenever required. Also, lower braking intensity of TCAS shall be overridden by a higher braking intensity produced by other train safety system if any (in future). Arrangement for data logging for the above scenario shall be available.

5.33 BIU shall be capable of receiving braking command simultaneously from Loco pilot through Brake handle as well as from the DPCS, TCAS, any other TSS at the same time. In case of multiple braking requests received simultaneously, the BIU should implement the command demanding for highest braking effort.

5.34 In case of light engine operation, the amount of maximum Brake Cylinder pressure developed as a result of DPCS/ TCAS brake application shall be equivalent to independent brake application.

5.35 The system must be able to provide braking application along with feedback over communication line to the Train Safety Systems.

5.36 The Brake pipe pressure generated shall not exceed 5.5 kg/cm2. 5.37 The system should be designed modular in such manner that BIU supplied for DPCS

and TCAS may be upgraded to integrate additional TSS without any hardware or software change.

5.38 The system shall be of simple design, light in weight, robust in construction. The design shall be compact for ease of interfacing with existing brake control system of rolling stock.

5.39 The equipment shall be so constructed as to prevent unauthorized access to the system.

5.40 Mounting arrangement of BIU shall be secured against severe vibrations. 5.41 Manufacturer to submit the expected life of the BIU. List of recommended spares too

shall be submitted by the manufacturer. 5.42 The equipment shall be capable of working satisfactorily under the service conditions

indicated below: 5.42.1 Altitude: - Mean sea level to an altitude of 1200 meters. 5.42.2 Relative Humidity: - Up to 100 % 5.42.3 Temperature (Ambient air):- a) Maximum temperature Stabled Locomotive under sun: 70 deg. C On board Working lo co under sun: 55 deg. C b) Minimum temperature: - 5 deg. C c) Average temperature: 47 deg. C 5.42.4 Ambient conditions: - The equipment shall be capable of operating efficiently in spite of dust, dirt, mist, torrential rain, heavy sand or snow storms, presence of oil vapors and radiant heat, coastal area etc. to which rolling stock is normally exposed in service. 5.42.5 The part of the BIU equipment, if exposed to solar radiation during normal usage, shall remain unaffected by it.


Annexure 1

Detail of Protocol The communication between the BIU and the DPCS/TCAS shall be on Ethernet communication. The bus speed shall be 100Mbps. The BIU shall behave as a slave system responding to the commands of the master system, which may comprise of DPCS/TCAS or any other TSS. The BIU shall be the server in terms of the Ethernet communication and any device requiring connection need to have the client module and request session for service. The communication shall be established on software Port no 501. The IP address for the BIU Ethernet port shall be: 192.168.1.24 The BIU shall have a metallic M12 D coded Female connector for Interface any device that needs to connect to the BIU shall have the suitable mating connector for the same. Abbreviations Used

BPTPFC Break Pipe Target Pressure Feed Control BCTPFC Break Cylinder Target Pressure Feed Control MRFC Main Reservoir Feed Control TSS CV Train Safety System Control Valve BV Out Brake Pipe Cutout valve BPTP Break Pipe Target Pressure Set Point BCTP Break Cylinder Target Pressure Set Point BPTPFB Break Pipe Target Pressure Feed Back BCTPFB Break Cylinder Target Pressure Feed Back MR Main Reservoir Feed Back TSS Train Safety System

TCAS Train Collision Avoidance System


Direction: DPCS/TSS to BIU Type of Message: Command Cycle: On Demand

Byte NO.

Signal Name

No of Bytes

Description Remarks

1 SOP 1 “#” ‐ Start of Packet ASCII Val of "#'

2 Message type

1 (1) 1‐ command, 2 for

Acknowledgement, 3 for Response, 4 Tick

Command is any request for Action. Acknowledgement is confirmation of receipt of a command by the receiver.

Response is confirmation of implementation of action. Tick is a cyclic query to confirm communication health.

2 Message seq.

1 1‐100 Shall increment from 1‐100 for each

message send from Master device to BIU. After 100 reset to 0.

3 Initiator 1 External Module Request =

0xAA Direction

4 Device Indicator

1 0x0F = DPWCS / 0x1F0 =

TCAS / 0x2F=TPWS

5 BV Out 1 0xFE – CUTIN / 0x0 – CUT

OUT

6 BC Control 1 0xFE – CUTIN / 0x0 – CUT

OUT

7 BPTP 2

Higher Byte 0.5Psi /Per Bit

8 Lower Byte 9

BCTP 2 Higher Byte

0.5Psi /Per Bit 10 Lower Byte 11

CRC 2 Higher Byte CRC Polynomial 0xAA55 for complete

telegram 12 Lower Byte

13 EOP 1 “$” ‐ End of Packet ASCII Val of "$'


Direction: DPCS/TSS to BIU OR BIU to DPCS/TSS Type of Message: Acknowledgement Cycle: On Demand following Command Byte NO.

Signal Name

No of Bytes

Description Remarks

1 SOP 1 “#” ‐ Start of

Packet ASCII Val of "#'

2 Message type

1

(2) 1‐ command, 2 for

Acknowledgement, 3 for Response

Command is any request for Action. Acknowledgement is confirmation of receipt of a

command by the receiver. Response is confirmation of implementation of action. Tick is a cyclic query to confirm communication health.

3 Message seq.

1

Same as command for which the

acknowledgement is received.

if this acknowledgement is not received for any command within 100mS then the original

command would be sent again

4 Initiator 1 External Module Request = 0xAA/

BIU = 0x55 Direction

5 Device Indicator

1 0x0F = DPWCS / 0x1F0 = TCAS / 0x2F=TPWS

Should be same as the originator of the original Command for which the response is sent.

6 CRC 2 Higher Byte

CRC Polynomial 0xAA55 for complete telegram Lower Byte



Direction: BIU to DPCS/TSS Type of Message: Response Cycle: On Demand following Command/Cyclic every 500mSec Byte NO.

Signal Name

No of Bytes

Description Remarks


2 Message type


Acknowledgement, 3 for Response



3 Message seq.

1 101‐200 Would increment from101‐200 for each message send from Master device to BIU.

After 200 reset to 101.

4 Initiator 1 BIU Response = 0x55 Direction

5 Device Indicator

1 0x0F = DPWCS / 0x1F0 =

TCAS / 0x2F=TPWS

6 Active Status

1 0xFE – Healthy / 0x0 –Un

Healthy

7 BP 2 HB

0.5Psi /Per Bit LB

8 BC 2 HB

0.5Psi /Per Bit LB

9 MR 2 HB

0.5Psi /Per Bit LB

10 BPTPFB 2 HB

0.5Psi /Per Bit LB

11 BCTPFB 2 HB

0.5Psi /Per Bit LB

12 Air Flow 1 LB 1 Bit=1%

13

BV Out Value State

1

10 –ON Bit 0 & 1

01 – OFF

BPTPFC State

10 –ON Bit 2 & 3

01 – OFF

BCTPFC State

10 –ON Bit 4 & 5

01 – OFF

MRFC State

10 –ON Bit 6 & 7

01 – OFF

14

BV Out Value Status

1

10 ‐ Healthy Bit 0 & 1

01 – Failure

BPTPFC Status


01 – Failure

BCTPFC Status


01 ‐ Failure


MRFC Status


01 ‐ Failure

15 TSS CV State

1 10 ‐ON

Bit 0 & 1 01 ‐ OFF

16 CRC 2 Higher Byte CRC Poly nomial 0xAA55 for complete

telegram Lower Byte



Direction: DPCS/TSS to BIU Type of Message: Tick Cycle: Every 1.5 Sec Byte NO.

Signal Name

No of Bytes

Description Remarks


2 Message type


Acknowledgement, 3 for Response, 4 Tick



2 Message

seq 1 1‐100

Would increment from1‐100 for each message send from Master device to BIU.

After 100 reset to 0.

3 Initiator 1 External Module Request =

0xAA Direction

4 Device Indicator

1 0x0F = DPWCS / 0x1F0 =

TCAS / 0x2F=TPWS

11 CRC 2

Higher Byte CRC Polynomial 0xAA55 for complete telegram 12 Lower Byte



BIU Sends Cyclic Status Report every

1 Sec (MT=3)

DPCS/TSS Sends Tick every 1.5 Sec

(MT=4)

DPCS/TSS Sends Acknowledgement

(MT=2)

BIU Sends Acknowledgement

(MT=2)

DPCS/TSS Sends Command (MT=1)

BIU Sends Acknowledgement

(MT=2)

BIU Implements the command and sends back Response to to

command (MT=3)


Annexure 2 Connection location for BIU and other accessories

Connection Equipment Location BP Transducer To Brake Pipe line to Brake Pipe gauge on the control

stand. BC Transducer To Brake Cylinder line to BC Gauge on the control

stand. MR Transducer Pneumatic Pipe to MR Gauge on the control stand. Air Flow Sensor MR 2 on the control stand. Any other Transducer required

Location will be decided in consultation with RDSO.

BIU In control line of automatic and independent brake between automatic and independent brake controllers and MU2B valve. A suitable tapping may also be taken across the BP charging COC (Item No. 52). In case, any other tapping location is required, the same shall be decided in consultation with RDSO.

Ref: RDSO Drawing no. SKDP- 3100 Alt 11.

Functional Requirement Specification of Air Flow Indicator for Computer Control Brake system on ALCo locomotives

INDIAN RAILWAYS, RESEARCH DESIGNS & STANDARDS ORGANIZATION Printed:

Page 1 of 3

1. PURPOSE OF USE:

1.1 Air flow indicator is a useful aid in providing visual indication to the driver of the brake pipe conditions in air brake trains.

1.2 Indication availables can be interpreted in to information consisting of variation in brake pipe leakage, state of release of brakes following an application, operation of Guard van valve, pulling of Aarm chain in passenger train, breakage of Brake pipe coupling or train parting.

1.3 Such information is particularly useful to provide early warning to loco crew when a train is being operated.

2. OBJECTIVES AND SCOPE

2.1 This FRS covers the purpose of use and desired characteristics of Air Flow Indicator for Computer Control Brake system to be used in ALCo diesel locomotives on Indian Railways

3. TERMINOLOGY / ABBREVIATIONS

Abbreviations Full form/Description

CCB Computer Control Brake

LED Light Emitting Diode

RDSO Research Designs & Standards Organization

AFI Air Flow Indicator

BP Brake Pipe

ISO International Standards Organisation

AC Alternate Current

DC Direct Current

FSB Full Service Brake

FRS Functional requirements specification

4. DESIRED CHARACTERISTICS:

4.1 BRIEF DESCRIPTION OF THE EQUIPMENT/COMPONENTS

4.1.1 Air Flow Indicators to drawing no. SKDP-3933 shall be used for Computer Controlled Brake on ALCo locomotives. It has two pointers (i.e flow indicating pointer & reference pointer) and two feedback ports (i.e ‘1’ & ‘2’) with back face entry. Any differential pressure on these two ports are sensed by the responsive mechanism within gauge assembly and transmitted to it’s indicating pointer (White) which moves on the scale.

4.1.2 The dial face of gauge shall have 0-14 numeral marking. The numerals appearing on the face of the dial shows the air flow through an orifice that has been placed within the locomotive brake system (i.e CCB).

4.1.3 The air connections between the flow indicator and the orifice shall be piped so that the air flow on the upstream side of the orifice is connected to the number ‘1’ port (also called HP) of the indicator. The air on the downstream side of the orifice shall connect to the number ‘2’ port (also called LP) of the indicator. The heavier the air flow the



Page 2 of 3

greater the pressure drop on the downstream side of the orifice resulting in a higher reading on the dial.

4.1.4 An additional pressure adjusting knob (needle valve) may be provided in low pressure pipe line near the AFI, if required for improving the feedback of pressure variation.

Fig: Schematic of Interface of Air flow indicator to CCB Brake System

4.1.5 Reference pointer-RED colour’ shall be attached to a knurled knob which protrudes through the dial glass, so that it can be set manually in any desired position(i.e initial train leakage) on the dial as a reference point for the loco crew to refer back..

4.1.6 A small removable Red LED shall be placed in the Air flow indicator to advise the crew whenever that rate of air flow exceeds a predetermined point on numeral on the dial face.

4.2 Functional requirement of Air flow indicator for CCB on ALCo locos

4.2.1 The Air Flow Indicator shall show immediately the rate of air flow to the brake system as follows:

(i) It shall indicate the flow rate by pointing to a numeral on the dial and

(ii) It shall expose the ‘RED’ light emitted diode(LED) whenever the rate of air flow exceeds the ‘5’ numeral on the dial face to alert the crew of an abnormal flow rate.

4.2.2 The Flow indicator pointer (white) shall indicate numeral ‘2’ (approx) on releasing of Auto brake after Full service application. When Brake pipe is full recharged pointer should return to initial position normally.

4.2.3 The flow indicator shall read within ± ½ mark at 5 and 10 PSI differencial pressure.

4.2.4 The equipment shall work satisfactory in the MR pressure up to 11 kg/cm2.

4.2.5 Backlit LEDs & ‘RED’ indicator LED used shall be capable of working for their desired functioning from 60V DC to 120V DC power supply.



Page 3 of 3

Functional Requirement Specification of Air Gauge Complex - Three gauge for HHP locomotives to EMD Part No. 10631881, DLW Part No. 17452508


Page 1 of 4

1. PURPOSE OF USE:

Air gauge complex is used in HHP locomotives to monitor the air pressure level/ air flow at different locations of brake system. Air gauge complex is located on both the control consoles of locomotive.

2. OBJECTIVES AND SCOPE

This FRS covers the purpose of use and desired characteristics of Air Gauge Complex for Computer Control Brake system to be used in HHP diesel locomotives on Indian Railways.

3. TERMINOLOGY / ABBREVIATIONS

Abbreviations Full form/Description

CCB Computer Control Brake

LED Light Emitting Diode

RDSO Research Designs & Standards Organization

AFI Air Gauge Complex

BP Brake Pipe

ISO International Standards Organisation

AC Alternate Current

DC Direct Current

FSB Full Service Brake

FRS Functional requirements specification

HHP Electro-motive Division

MR-EQ Main reservoir - Equalizing Reservoir

BC-BP Brake Cylinder- Brake pipe

4. DESIRED CHARACTERISTICS:

4.1 BRIEF DESCRIPTION OF THE EQUIPMENT/COMPONENTS

4.1.1 Air Gauge Complex to EMD Part No. 10631881, DLW Part No. 17452508 (Copy Attached) shall be used on HHP locomotives fitted with Computer Controlled Brake. It consists of two Duplex air pressure gauges, one Air flow indicator (AFI) gauge and a bracket assembly. Bracket assembly facilitates easy mounting of gauges on loco control stand and making connection with brake system air connecting piping.

4.1.2 Duplex air pressure gauges:

4.1.2.1 The duplex pressure gauges are mounted on left and middle of Air Gauge Complex. Each duplex pressure gauge has Red pointer & White pointer. Red hand (RH) and White hand (WH) are stamped on its Port connections as shown in EMD part no. mentioned above.

4.1.2.2 The dial face of duplex pressure gauge shall have marking in kg/cm2 (0-14) as well as in lb/in2 (0-200). Left duplex pressure gauge is for MR-EQ (Red-White) and Right duplex pressure gauge for BC-BP (Red-White) pressure indication.



Page 2 of 4

4.1.3 Air flow indicator Gauge:

4.1.3.1 AFI has two pointers (i.e flow indicating pointer & reference pointer) and two ports (i.e ‘1’ & ‘2’) with bottom face entry. Any differential pressure on these two ports are sensed by the responsive mechanism within gauge assembly and transmitted to it’s indicating pointer (White) which moves on the scale.

4.1.3.2 The dial face of AFI gauge shall have 0-14 numeral marking. The numerals appearing on the face of the dial shows the air flow through an orifice that has been placed within the locomotive brake system (i.e CCB).

4.1.3.3 The air connections between the flow indicator and the orifice shall be piped so that the air flow on the upstream side of the orifice is connected to the number ‘1’ port (also called HP) of the indicator. The air on the downstream side of the orifice shall connect to the number ‘2’ port (also called LP) of the indicator. The heavier the air flow the greater the pressure drop on the downstream side of the orifice resulting in a higher reading on the dial.

Fig: Schematic of Interface of Air Gauge Complex to CCB Brake System

4.1.3.4 Reference pointer-RED colour’ shall be attached to a knurled knob which protrudes through the dial glass, so that it can be set manually in any desired position(i.e initial train leakage) on the dial as a reference point for the loco crew to refer back..

4.1.3.5 A small removable Red LED shall be placed in the Air Gauge Complex to advise the crew whenever that rate of air flow exceeds a predetermined point on numeral on the dial face.

4.1.4 Air Gauge Complex as an assembly and individual gauge wise shall be interchangeable between different makes as per EMD Part No. 10631881, DLW Part No. 17452508.

4.2 Functional requirements of equipment

4.2.1 Duplex air pressure gauges:

4.2.1.1 The air pressure shall be read, as the indicating needle moves from the Zero (0) point towards the right on the gauge scale.

4.2.1.2 These gauges provide information for the locomotive brake system in term of air pressure level on different points as mentioned below :

Red pointer on the left gauge—Main reservoir

White pointer on the left gauge-- Equalizing reservoir



Page 3 of 4

Red pointer on the middle gauge—Brake cylinder

White pointer on the middle gauge—Brake pipe

4.2.2 Air Flow indicator:

4.2.2.1 It is like a differencial air pressure gauge through which behaviour of train brake pipe air fow is seen in the Driver’s cabin.

4.2.2.2 Diifferential pressure on its two ports are sensed by the responsive mechanism within gauge assembly and transmitted to its indicating pointer (White) moves on the scale

4.2.2.3 The Air Gauge Complex shall show immediateely the rate of air flow to the brake system as follows:

4.2.2.4 It shall indicate the flow rate by pointing to a numeral on the dial and

4.2.2.5 It shall expose the ‘RED’ light emitted diode(LED) whenever the rate of air flow exceeds the ‘5’ numeral on the dial face to alert the crew of an abnormal flow rate.

4.2.2.6 The Flow indicator pointer (white) shall indicate numeral ‘2’ (approx) on releasing of Auto brake after Full service application. When Brake pipe is full recharged pointer should return to initial position normally.

4.2.2.7 ‘RED’ indicator LED resistance is 2400 OHMS. Resistance wire leads from the ‘LED’ are the correct length for connection to 74 Volts DC.

4.2.2.8 The flow indicator shall read within ± ½ mark at 5 and 10 PSI differencial pressure.

4.2.2.9 The equipment shall work satisfactory in the MR pressure up to 11 kg/cm2.



Page 4 of 4

डीजल विद्युत इंजनों(HHP और एल्को) के ललए एलईडी हेडलाइट

LED TYPE HEADLIGHT FOR DIESEL ELECTRIC LOCOMOTIVES (HHP &ALCO)

Specification Number

FRS for LED Based Head light of Diesel Electric Locomotive

Version Number Date of Issue

[dd/mm/yyyy ]

Brief Description This document describes the functional requirements specification (FRS) for the

development of specification for LED Type Head Light for Diesel Electric Locomotives

(HHP &ALCo).

LIST OF AMENDMENTS

S. No. Amendment

Date

Version Details

1.

CONTENTS

0 Introduction ....................................................................................................................... 14 1 General requirements ........................................................................................................ 14 2 Functional requirements .................................................................................................... 14 3 Technical requirements ..................................................................................................... 14 4 Mounting ........................................................................................................................... 15 5 Safety requirements .......................................................................................................... 15 6 Environmental/Climatic requirements ............................................................................... 15 7 Reference environmental conditions ................................................................................. 15 8 Guarantee/Warranty ......................................................................................................... 16 9 Tests & Verification: ........................................................................................................... 16 10 IPR disclaimer ................................................................................................................. 16

10.1 Undertaking by equipment manufacturer ................................................................... 16 10.2 Declaration of confidentiality of submitted documents by manufacturers .................. 17

LIST OF ANNEXURES

Annexure-1 Mounting details and Adopter Plate Drawings of Head light

Introduction

Headlight is provided in front and rear of Locomotives /DMUs to illuminate track and OHE mast in

electrified sections at night time for driver to look for any obstruction/abnormality on track etc. to

facilitate him to take necessary action for ensuring safe and efficient operation of the train, noting down

mast numbers and also to warn other persons on ground of incoming train for their safety.

Locomotives on Indian Railways have traditionally been provided with a Twin beam with Halogen lamp of

24V having two filaments 100/90 W, with holder type H4 P45t., one filament of 100 W for normal and

other filament of 90 W for the dipper operation of the headlight in the Alco Locomotives and Twin 200

W/30 V PAR-56 type sealed Lamp in HHP Locomotives.

This functional Requirement Specification is made for the development of specification for LED Type

Head Light on Both type (ALCo/ HHP) of Diesel Electric Locomotive which shall be operated with 72/74

V DC control Loco Voltage available.

General requirements

The equipment supplied against this specification shall meet the following general requirements.

i. The LED headlight beams shall be of pre- focused type with totally enclosed construction complete with terminals, and front glass etc. It shall be simple in design, easy in maintenance and operation and robust / rugged in construction. All of its components shall be rust and corrosion resistant and the complete assembly shall be watertight and splash proof (IP-65 rating) after fitment on the locomotive.

ii. Wherever outsourced equipment is used care shall be taken to ensure that the equipment is sourced from reputed manufacturers.

iii. The supplier of equipment supplied under this specification shall ensure proper interfacing and connectivity.

iv. The wires/cables used for internal construction of the unit shall be of PTFE insulation and multistrand copper conductors.

Functional requirements

i. The intensity of the beam of light measured in a clear atmosphere, free from dust, smoke and fog at a point in the centre of the beam at ground level, when focussed accurately at a distance of 305 meters shall be not less than 3.2 Lux. This requirement of 3.2 lux at 305 meters has to be met with bird guard fitted on LED headlight (if required). Photometric readings shall be taken at 305 meters.

ii. The beam spread will be symmetrical and angle of beam shall not be less than 7 degrees. iii. LED Head light shall produce a peak intensity of at least 200,000 candela or shall produce at least

3,000 candela at an angle of 7.5 degrees and at least 400 candela at an angle of 20 degrees from the centreline of the locomotive when the light is aimed parallel to the tracks.

iv. Headlights shall have provision to dim the light. Provision of the dim light shall be through Head Lamp positioning switch/toggle switch provided at Control desk

Technical requirements

i. The LED headlight shall be suitable for fitment on diesel electric locos (ALCo/HHP) without any major need for modification to the housing. Drawing for Adopter plate and mounting details may be refereed with enclosed drawing at Annexure-A.

ii. Each locomotive shall be provided 2 nos. headlights one on each end. Each headlight shall consist of Cluster of LEDs used in automotive Head Light as per international norms which shall provide the intensity as given under functional requirement.

iii. There shall be two cluster of LEDs , one shall be suitable for Bright Light and one cluster shall be suitable for DIM Light, in case of Bright LED Light is not working then Loco shall be move through DIM LEDs Light thus avoid the on-line failure of Head Light. Both types of the clusters of LEDs are preferred to be mounted on single metallic PCB.

iv. The input connector of the LED headlight shall be suitable to receive 3 wires along with one earth wire suitably terminated at earth terminal provided on the fitting to interface with existing HLPS/Toggle switch.

v. Each headlight assembly shall be operated through the selector switch (semi rotary with centre off) provided on driver's-desk with Bright ,Dim and Off positioning for HHP Locomotives or 4 CAM full rotary 6 position Head Lamp switch with centre off, dim Front, Bright Front, Dim Front and Rear, Bright Rear, Dim Rear for ALCo Locomotive.

vi. This type of headlight shall be suitable for mounting on the front of drivers' cab. Beam direction shall be independently adjustable with three mounting screw to set LED Head Light beam parallel, coherent suitably directed in front of the locomotive. Electrical connection shall be provided from back of the headlight.

vii. The weather proof-sealing gasket shall be made of Neoprene or superior quality rubber and to be provided between LEDs to housing and the front mounting plate and the casing to make the headlight watertight to prevent entry of rain water.

viii. The Bright LEDs cluster and DIM LEDs clusters mounted on single metallic PCB should be controlled independently to achieve redundancy.

Mounting

The each Head Light must be mounted on locomotive, Mounting holes reference may be taken from EMD Head Light drg.,

S.N. Type of Loco Part No./Drawing

1. WDG4/WDP4 18360683

2. WDG3A/ WDG3D/ WDM3A/ WDM3D 18360683 with the help of bracket assembly as per drg. No. DLW part No. 11545823

Safety requirements

The equipment shall meet all statutory and regulatory criteria required for safety of users.

Environmental/Climatic requirements

The equipment shall conform to environmental conditions detailed in the IEC 60571 (Latest edition).

Reference environmental conditions

The following is the normal operating environment under which this equipment is required to operate. This data is provided for guidance only.

Atmospheric temperature

Maximum temperature of metallic surface under the sun: 75ºC. Minimum temperature: -10ºC (Also snow fall in certain areas during winter

season.)

Reference site conditions

Ambient temperature: 50ºC Humidity: 95-100% Altitude: 1776 m above mean sea level

Humidity 100% saturation during rainy season

Rainfall Very heavy in certain areas

Atmospheric conditions

Extremely dusty and desert terrain in certain areas. The dust content in air may reach a high value of 1.6 mg / m³. In many iron ore and coal mine areas, the dust concentration is very high affecting the filter & air ventilation system.

Coastal area Humid & salt laden atmosphere with maximum pH value of 8.5, sulphate of 7 mg per litre, maximum concentration of chlorine 6 mg per litres and maximum conductivity of 130 micro siemens/cm

Wind speed High wind speed in certain areas, with wind pressure reaching 150 kg/m2

Guarantee/Warranty

The equipment manufacturer shall provide warranty /Guarantee as per IRS Terms & Condition

Tests & Verification:

The following tests shall be conducted for testing the equipment for compliance and suitability to

requirements.

Visual check.

Verification of test certificates and reports submitted.

Proof of concept demonstration of the equipment under controlled conditions.

Verification of compatibility for fitment on locomotive.

Fitment and trials on locomotive

Extended field trials for performance evaluation. Performance shall be closely monitored and evaluated by RDSO for:

Reliability under actual operating conditions Advantages for locomotive operation and maintenance Maintainability of the system

Notwithstanding anything that may be specified in this specification, the final responsibility for the

suitability of the design shall lie with the respondents and shall carry out all modifications for satisfactory

functioning during the period of field trials.

Any safety related modifications issued by IR are to be carried out by the respondent.

IPR disclaimer

The respondents must also provide the following undertakings in signed copies.

Undertaking by equipment manufacturer

All respondents shall provide a signed copy of the undertaking on “INFRINGEMENT OF PATENT RIGHTS”. The undertaking shall be as under

Indian Railways shall not be responsible for infringement of patent rights arising due to similarity in design, manufacturing process, use of similar components in the design & development of this item and any other factor not mentioned herein which may cause such a dispute. The entire responsibility to settle any such disputes/matters lies with the manufacturer/ supplier.

Details / design/documents given by them are not infringing any IPR and they are responsible in absolute and full measure instead of railways for any such violations. Data, specifications and other IP as generated out of interaction with railways shall not be unilaterally used without the consent of RDSO and right of Railways / RDSO on such IP is acceptable to them.

Declaration of confidentiality of submitted documents by manufacturers

While submitting a new proposal/design, manufacturer must classify their documents confidentiality declaration, such as

This document and its contents are the property of M/s XYZ(Name of the vendor) or its subsidiaries. This document contains confidential proprietary information. The reproduction, distribution, utilization or the communication of this document or any part thereof, without express authorization is strictly prohibited. Offenders will be held liable for the payment of damages. Indian Railways/RDSO is granted right to use, copy and distribute this document for the use of inspection, operation, maintenance and repair etc.

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