draft indian railways chittaranjan locomotive … · bom - bill of material bo-bo ... transfer of...

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SPECIFICATION FOR DUAL MODE SHUNTING

LOCOMOTIVE(DMSL)

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CENTRE FOR DESIGN & DEVELOPMENT CHITTARANJAN LOCOMOTIVE WORKS

NO: CLW/C-D&D/ES/03/0551

ISSUED BY DY. CEE/D&D ALT

DRAFT

INDIAN RAILWAYS CHITTARANJAN LOCOMOTIVE WORKS

CHITTARANJAN

SPECIFICATION FOR

DUAL MODE SHUNTING LOCMOTIVE (DMSL)

SPECIFICATION NO - CLW/C-D&D/ES/03/0551

This specification has been prepared in reference of RDSO Specification no. RDSO/2017/EL/SPEC/0136 (Rev. 0)

Total no. of pages: 23

(Issued on March – 2018)

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ALTERATION RECORD SHEET

Amendment in clause no. Date of amendment Page No Alteration Changes

- -

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Table of Contents

Chapter No.

Description Page

Abbreviations and Definitions: 4

1 General 4-12

2 Operating and Environmental Conditions 15-16

3 Technical Specification 17-21

4 Salient Informations of Locomotive

Appendixes (I- IV)

22-27

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Abbreviations and Definitions:

IR - Indian Railways RDSO - Research Designs & Standards Organisation CLW - Chittaranjan Locomotive Works VCU - Vehicle Control Unit GTO - Gate Turn Off Thyristor IGBT - Insulated Gate Bipolar Transistor BOM - Bill of Material Bo-Bo - shall mean one unit of the Locomotive consisting of two bogies, with

each bogie having two wheels with two independent traction motors and the traction motor drive coupled to each wheel;

BG - shall mean 1676 mm Broad Gauge used in IR; VCB - Vacuum circuit Breaker TM - Traction Motor CON - Converter Aux - Auxiliaries EMU - Electric Multiple Unit MC - Motor Coach FLG - Fahrzeulelt gert (German) – Engl. VCU - Vehicle Control Unit SLG - Engine Control Unit DCU - Drive Control Unit TE/BE - Tractive effort/Braking effort S&T - Signal and Telecommunication IVC - Inter Vehicular Couplers AFTC - Audio Frequency Track Circuiting OEM - Original Equipment Manufacturer MCB - Miniature Circuit Breaker HB - Auxiliary circuit cubicle TCN - Train Communication Network DMSL -Dual mode shunting locomotive Tenderer - Firm/companies participating in the tender

Supplier -The person, firm or company with whom the order for supply of the work has been placed.

Sub Supplier -Any person, firm or company from whom the supplier may obtain any materials or fittings to be used for the works

Purchaser -The President of the Republic of India as represented by the Railways organisation entering into the contract

Inspecting Officer -The person, firm or department nominated to inspect the converters or the representative of the inspecting officer so nominated.

ToT documents - Transfer of technology documents for GTO based traction converter.

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CHAPTER 1- GENERAL 1.0 This specification deals with the design, development, supply, installation, commissioning & field

validation of Dual Mode Shunting Locomotive (DMSL) for Indian Railways.

1.1 Shunting operations are often performed using diesel locomotives, although these tasks mostly take place beneath Catenary. The reason for this is usually the last mile, for example Catenary-free tracks at a plant entrance, which cannot be accessed by electric locomotives. Diesel locomotives are more expensive in terms of energy and maintenance costs. Because of noise and air pollution, their use is undesirable especially in populated areas and in tunnels. The dual-mode Shunter Locomotive is basically an electric locomotive with the ability to operate from 25kV ac OHE supply as well as Li-Ion Battery set where yards are not fully electrified. This specification defines the system and performance requirements for the design, development, construction and testing of Dual-mode Shunter locomotives which can work under 25kV Over Head equipments (OHE) as the primary power source and work as Battery operated locomotive by drawing power from Battery set in nonelectrified yards / station area.

1.2 The purpose of the specification is to provide the technical feasibility of the integration of Li-Ion Battery set in existing 25kV AC 3-phase EMUs / MEMU Motor Coach (MC) platform so that the modified MC can be operated on 25kV AC as well as on Battery supply instead of evolving a new design of a dual mode shunting locomotive with transfer of technology which will be a time consuming process & may not be cost effective.

1.3 The Contractor should get himself acquainted with the technical parameters of the present

MRVC EMU Phase II locomotive to understand the necessary modification that needs to be done for Dual Mode Shunting Locomotive which will operate in Electric and Battery Mode. Contractor may collect necessary and required data, Specification & Drawings of existing MRVC EMU Phase II locomotives from Railways (Mahalakshmi Workshop). The main objective of this specification is to upgrade EMUs / MEMU Motor Coach (MC) into Dual Mode

Shunter Locomotive.

1.4 This specification defines the system and performance requirements for the design, development and upgradation of EMUs / MEMU Motor Coach (MC) into Dual Mode Shunter

Locomotive. It also specifies the existing power supply system, leading parameters of locomotive, traction and braking performance and tentative tractive/braking effort characteristics. The proposed upgradation of locomotive has been envisaged with the help of augmentation in the capacity of major equipment like Integrated converter, Battery, traction motor, transformer design concepts as using in MRVC EMU Phase II locomotives

1.5 The existing electro-pneumatic brake control system is to be retained of EMUs / MEMU

Motor Coach (MC). Only modification/re-arrangement of reservoirs is to be taken care-of (if required) and two compressor are to be used in place of existing single compressor of EMUs

/ MEMU Motor Coach (MC). Supplier should take necessary approval of modification during design stage. IR shall prefer to use the existing bogie being used on EMUs / MEMU Motor

Coach (MC). The Contractor may study the existing design of bogie after collecting necessary design documents from Railway and may confirm the same in their offer. Items like roof equipment, wheel, axle, Bogie etc shall be retained the same. However Integrated converter, Car Body, Traction Motor, transformer, HV and LV panel and Cab equipments will be provided by supplier.

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1.6 The environmental and service conditions, performance requirements and technical requirements are specified in these Specifications and Standards.

1.7 The design and manufacture of the equipments shall be based on the requirements set out

in these Specifications and Standards and in accordance with Good Industry Practice.

1.8 The Contractor shall demonstrate, to the satisfaction of the IR, that the sub-systems proposed to be used in the Locomotives are based on proven technology and design. For the avoidance of doubt, the IR may require the Contractor to conduct such tests and trials as may be necessary to establish the reliability and efficiency of such technology and designs in accordance with the Good Industry Practice.

1.9 Due consideration shall be given at design stage to ambient conditions of dust, moisture,

high temperature and vibrations prevalent in India, as specified chapter 3 in these Specifications and Standards.

1.10 References to various standards

1.10.1 The standards applicable and relevant to the complete Locomotive and to the various sub- systems and systems shall be: i. IEC publications; ii. EN ; iii. UIC; iv. AAR; v. IEEE; vi. BS; vii. IS; and viii. Any other standards referred to in these Specifications and Standards. In the event of any contradiction in the aforesaid standards, the following standards shall have priority in the order listed:

i. Standards mentioned in Specifications and Standards set forth herein; ii. EN /IEC/UIC/AAR; and iii. IS. Poor avoidance of any doubt, in case of any conflict between the requirements of these standards, the stipulations of these Specification and Standards shall have precedence.

1.10.2 The design of the upgraded equipment, system and sub-systems there of shall comply with

the following standards

SN Standards Title

1 IEC 61133 Electric traction - rolling stock - test methods for electric and thermal /electric rolling stock on completion of construction and before entry into service

2 IEC 61287 Electronic equipment used on rail vehicles

3 IEC 60571 Specific rules concerning the electronic control part of converters.

4 IEC 60349 -2 Electronic converter fed alternating current motors

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5 IEC 61377-7 Railway application - rolling stock - Part 1: combined testing of inverter fed alternative current motors and their control system

6 IEC 60505 Guide for the evaluation and identification of

insulation systems of electrical equipment

7 IEC 60034-18 Rotating electrical machines: Functional

evaluation of insulation systems

8 EN 50121-3-2/

IEC 62236-3-2

Railway applications – electromagnetic compatibility - Part 3-2: Rolling stock – Apparatus

9 EN 50121-2/

IEC 62236-2

Railway applications – electromagnetic compatibility - Part 2: emission of the whole railway system to the outside world

10 EN 50238 Railway applications - compatibility between rolling stock and train detection system

11 IEC 60310 Transformer and chokes

12 IEC 60296 Transformer oil

13 IEC 60077-4 High voltage AC circuit breaker

14 IEC 60494 pt.-I Rules for pantograph of electric rolling stock

15 IS3231,

IEC60337, 60947 Relays, Contractors and switches

16 IEC 60228, IS 10810 Cables

17 IEC 60099-4,

IS 3070 pt. III Lightning arrestor

18 IEC 61373 Railway applications - rolling stock equipment - shock and vibration test

19 IEC 61131 Programming languages for PLC

20 IEC 60077 Railway applications - electric equipment for rolling stock

21 IEC 60571 Electronic equipment used on rail vehicles

22 IEC 61287-1 Power converter installed on board rolling stock - Part 1: Characteristics and test methods

23 IEC 61287-2 Power converter installed on board rolling stock- Part 2: Additional technical information

24 IEC 61991 Railway application - rolling stock protective provisions against electrical hazards

25 IEC 60034 Auxiliary machines

26 IEC 60871 Power factor correction

27 IEC 60068 Control cubicle

28 IEC 60623 Batteries

29 IEC 60529 Degree of protection provided by enclosures

30 EN 50343 Rules for installation of cabling

31 M-211 AAR approved couplers and coupler yokes

32 IRS R-34 Wheels

33 IRS R-43 Axle

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34 EN15085 Railway applications, welding of railway vehicles and components.

35 RDSO's specification No.

02-ABR-02 Air brakes

36 IR Schedule Of

Dimension for Broad Gauge, revision 2004

Schedule of Dimension for broad gauge

37 IEC 61709 Reliability of electronic component

38 RDSO's technical circular no.BLRS/TCl0071(rev.'0')

Metallised carbon strip for pantograph

1.10.3 The latest version of the aforesaid standards, which have been published at least 60 (sixty)

days before the last date of tender submission shall be considered applicable.

1.10.4 Alternative Standards The requirements listed in these Specifications and Standards are the minimum. The Contractor may adopt alternative internationally recognized codes, standards and specifications if it can demonstrate to the Government that such alternative is superior or more pertinent to the Locomotive than the standards specified in these Specifications and Standards. The Contractor shall seek the prior approval of the Government for any alternate standards proposed to be used.

1.11 Quality of Materials, Manufacturing Processes and Workmanship 1.11.1 Materials (including surface coatings, metals, insulators, adhesives, fluids, grease etc.)

used in the manufacturing of the additional equipment required for DMSL shall not give rise to health hazards for crew and staff. The materials shall also be suitable for standard repair operations such as those currently used by the Government (e.g. welding, cutting etc.) without the need for staff to be protected by other than standard means. Materials used for additional equipments required for DMSL shall be appropriate for achieving the Design Life of the Locomotive.

1.11.2 Materials shall be suitable for disposal without any special precautions.

1.12 Reliability, Availability, Maintainability and Safety (RAMS)

General

1.12.1 The Contractor shall design the equipment required for DMSL to ensure Guaranteed Reliability, Availability and high degree of Safety in order to provide a dependable service. The optimization of the system with respect to Reliability, Availability, Maintainability and Safety shall form an integral element of these Specifications and Standards.

1.12.2 The plan for Reliability, Availability, Maintainability and Safety shall conform to EN 50126/ IEC 62278. Reliability of electronic components shall conform to IEC 61709.

1.12.3 The Contractor shall develop RAMS targets both for the complete system and for the major sub-systems such as transformer, traction converter, auxiliary converter, electronics, traction motor, Transmission and Suspension System, Battery, high voltage equipments, blowers and other auxiliary machines, such that it will provide a high level of dependability.

1.12.4 There shall be an efficient means of operation of the Locomotive after all failures in accordance with Good Industry Practice.

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1.12.5 Components critical for safety shall fall into safe operating mode in case of malfunctioning. The system safety plan shall identify and list safety critical components and this list shall be updated periodically.

1.12.6 The Contractor shall establish and operate a detailed Reliability, Availability, maintainability and Safety (RAMS) Assessment system in support of the design, manufacture and subsequent testing, commissioning, operation and maintenance of the Locomotives.

1.12.7 Safety Assessment shall be carried out and shall include the following principles:

(i) Degraded modes and emergency operations shall be considered as well as normal operations;

(ii) Safety risk assessment shall utilize more than one methodology to assess risks; and

(iii) Safety risk assessment shall include the consideration of dependent failures, in particular the traction power, braking and control systems.

1.13 Quality of Materials, Manufacturing Processes and Workmanship:

1.13.1 All materials (including surface coatings, metals, insulators, adhesives, fluids, grease etc.) used in the manufacturing of the additional equipment required for DMSL shall not give rise to health hazards for crew and staff. The materials shall also be suitable for standard repair operations such as those currently used by the Government (e.g. welding, cutting etc.) without the need for staff to be protected by other than standard means. Materials used for additional equipments required for upgradation of WAG9H locomotive shall be appropriate for achieving the Design Life of the Locomotive.

1.13.2 Materials shall be suitable for disposal without any special precautions.

1.14 Infringement of patent rights:

Indian Railway shall not be responsible for infringement of patent rights arising due to similarity in design, manufacturing process, components used in design, development and manufacturing of inverter and any other factor, which may be cause of such dispute. The responsibility to settle any issue lies with the manufacturer.

1.15 Documentation

Following documents shall be submitted by the Tenderer along with the offer for evaluation:

Schematic Circuit;

Functional description;

System design concept;

Communication protocol and software structure description along with compatibility with the locomotive control system;

Cooling System design;

Mechanical interface diagram and compliance to existing mechanics;

Clause by clause compliance of this specification;

Credentials with details of supply made of similar items;

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Data sheets for devices and other equipment proposed along with detailed description of supply proposed;

Thermal calculation of power devices;

Salient features and advantages of the offered system;

Details of technical support and training offered, the training shall cover on assembly, testing, commissioning, operation, maintenance and repair to IR personnel and training shall also cover in software parameter settings, fault diagnostic and analysis;

Recommended list of spares for 3-year maintenance after warranty along with full drawing/design and details of OEM;

List of special tools, jigs and fixtures needed for assembly, testing, commissioning, maintenance and repair along with full technical specifications and probable suppliers;

Logistics proposed for warranty support within India;

Declaration for long-term support by the tenderer; and

IRIS/ISO 9001 certification.

1.15.1 The Supplier shall submit the design details, including but not limited to the following, to CLW before commencing manufacturing. Only on getting the approval from IR in writing should the production begin.

Technical documentation explaining the complete scheme, characteristics, diagnostics,

protection and control etc.;

Detailed drawings of each system/sub-system with interface details;

Design calculations for selection of devices, cooling systems and various subsystems, establishing the adequacy of the components selected;

Complete BOM / technical specification of components with source of supply;

Cooling system design description, data and cooling fluid data;

Mechanical drawings, mounting arrangement, weight, details of mounting accessories;

Procedure for parameter alteration, software downloading, diagnostic uploading, analysis etc.;

Schedule maintenance activities with periodicity;

Maintenance, trouble shooting and repair manual in soft form & hard copy;

Guaranteed values of efficiency of devices/subassemblies and assemblies;

Calculation to withstand short circuit current under fault conditions;

Details of short time rating of the converter;

Expected efficiency with respect to vehicle load/speed along with calculations;

Calculation and simulation results of system behaviour, including interference to the S&T circuits;

All calculations evaluated on the basis of software simulations shall be supported by sample calculations; and

Shall details of tools and plants with design/drawings and supplies.

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Interfacing and control scheme of Auxiliary converter with power car.

Approval of design means approval of general design features. Notwithstanding the approval, the Supplier shall wholly and completely be responsible for the performance of the complete equipment.

1.16 Supplier’s responsibility

The supplier’s responsibility shall be extended to the following:

a. The supplier shall supply detailed instructions for proper installation and commissioning of the equipments in the scope of this specification on the DMSL. For this purpose, the supplier shall also depute their representative during installation and commissioning of the equipments, supplied against the specification.

b. The supplier shall arrange to carry out detailed test & performance proving, jointly with CLW.

c. The supplier shall also quote for special tools, testing jigs, and instruments, which may be required for troubleshooting and maintenance of the equipment supplied. The design shall be developed as per requirement given in the specification.

d. The supplier shall also quote for Annual Maintenance Contract (AMC) for equipments supplied against this specification .

e. The supplier shall supply suitable software for off-line analysis of diagnostic data downloaded from the converter and control electronics.

f. Contractor shall perform necessary simulation and analysis including FEM analysis and load analysis, running dynamics etc. in simulation mode on modified equipments to be supplied against the specification. Test results should be within acceptable limits in light of enhanced rating of equipments on existing locomotive. The test results with observations, if any, shall be submitted with the design document.

g. Integration& testing/validation of additional equipments with the locomotive shall be under Contractor’s scope of work. Contractor shall also associate themselves during the field trial of first locomotive.

h. Contractor should submit all the design details covering modified items, their mounting & integration details, wiring diagram etc. in hard and soft copy to IR.

i. Contractor shall submit all the Characteristics curves specified in the specification such as Power, Torque, current, power factor, stator & rotor frequency, voltage etc. with respect to speed(rpm).

j. Contractor shall submit the traction motor parameters mentioned as Annexure-9.

k. Traction motor drawings shall be submitted as mentioned in Annexure-10.

l. Performance Curves: The preliminary notch-wise "Tractive Effort Vs Speed" & 'Braking Effort Vs Speed' at standard as well as site conditions shall be submitted along with the offer. ln addition, the manufacturer shall submit "Draw Bar Pull Vs Speed" and "DC link voltage/current Vs Speed" characteristic curves at standard as well as site conditions.

m. Efficiency: The Contractors shall indicate efficiency for the different additional/modified components/equipments/systems supplied by them against the specification.

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1.17 Railway’s responsibility

The commissioning of the locomotive shall be done at any Railway premises maybe at CLW or at Dahod Workshop. The Railway’s responsibility shall be extended to the following:

a. The fixing arrangement and location of equipments shall be submitted by supplier during design approval stage and approval for the same shall be provided by railway.

b. The railway will support for proper installation of the equipments required for dual mode shunting locomotive. For this purpose, railways will provide skilled as well as unskilled artisan staff in addition to the deputed representatives of the supplier during installation and commissioning of the dual mode shunting locomotive.

c. After getting the requisite information from the supplier regarding the equipment/sub-assemblies, the mounting and necessary cable layout and piping for different equipment which is under the scope of supply against the specification shall be carried out by the IR.

d. Railway will provide proper space to carry out detailed test and validation jointly with the supplier.

e. However, the supplier shall ensure close liaison for the commissioning of the equipment supplied against this specification.

f. All unchanged components of existing EMU/MEMU Motor Coaches (MC) shall be under the scope of Railways. The basic dimension of locomotive shall remain the same and the supplier should design the equipment layout accordingly within the existing framework. However, the fixing arrangement and relocation of existing equipment (if required) shall be submitted during design approval stage and approval for the same shall be obtained.

g. The mounting and necessary cable layout for different equipment which are under the scope of supply against the present specification shall be carried out by the purchaser as per the design details given by the supplier. However, the supplier shall ensure close liaison for the commissioning of the equipment supplied against this specification.

h. All skilled as well as unskilled artisan staff shall be provided by the purchaser i. Manufacturing facility to be provided by Railways: After getting the requisite information

from the supplier regarding the equipment/sub-assemblies to be modified, CLW shall start equipment mounting including cabling in supervision of the supplier. However, CLW shall arrange the following (as per advice of supplier) for successful commissioning of the new equipment on the locomotive:

• Updated jigs and fixtures as per advice of supplier.

• Assembly and testing tools

1.16 Scope of Work/Supplies:

In general, the differentiation of scope of work of supplier & purchaser shall be done on the following lines as given below:-

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SN Item description Responsibility of Design and

validation

Responsibility of

Manufacturing or Procurement

Quantity per DMSL

1.0 Car Body and Cabs

Under Frame IR IR ---

1.1 Car body (shell, roof) and cab

Firm Firm 1 set

1.2 Cab with Driver Desk and cab Equipments

Firm Firm 1 set

Driver Display Unit Firm Firm 1 set

2.0 Bogie, suspension and Under-gear Arrangement

2.1 Bogie Complete IR IR 1 set (02 no.)

2.2 Bogie suspension and gear drive arrangement.

IR IR 1 set

1.5 Wheel set with gear and axle arrangement system

IR IR 1 set (04 no.)

Transmission system including Traction bar/link

IR IR ---

3.0 Traction Chain

1.6 High voltage & roof equipment including Pantograph and VCB (Roof)

IR IR 1 set

1.9 Traction Motor with sensors and cooling arrangement

Firm Firm 1 set (4 no. TM with sensors

and with cooling

arrangement

2.0 Transformer Firm Firm 1 no.

2.1 Cooling arrangement for transformer

Firm Firm 1 set

2.3 LV panel Firm Firm 1 set

2.4 HV panel Firm Firm 1 set

2.5 Propulsion system

(Integrated converter with VCU)

Firm Firm 1 set

2.6 Battery Firm Firm 1 set

2.7 Battery management system Firm Firm 1 set

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Pneumatic equipment

Compressed air supply system IR IR 1 set (2 Nos.)

Complete brake system including piping and brake rigging

IR IR ---

2.8 Cabling IR IR ---

2.9 Pump for filling of coolant in the converter and transformer

Firm Firm 1 no. per 5 no. of DMSL or part thereof.

3.0 Coolant for integrated converter and Transformer

Firm Firm Lump sum

3.1 Lifting jigs for Integrated Converter and transformer

Firm Firm 1 no. each per 5 no. of DMSL or part thereof.

3.2 Installation Drawings, Maintenance, operation and repair manual (hard copy and soft copy both)

Firm Firm 1 set. per 5 no. of DMSL or part thereof.

3.3 Training on assembly, testing, commissioning, operation, maintenance, repair and software parameter settings, fault diagnostic and analysis to IR personnel.

Firm Firm 50 men days per 5 no. of

order quantity or part thereof.

3.4 Special tools and jigs for maintenance.


3.5 Portable data logging and processing unit (Laptop, latest configuration available at the time of delivery) pre-loaded with Windows XP or latest operating system for downloading the software, viewing and changing the parameters, trouble shooting, in Traction Converter/ Auxiliary converter control system and VCU along with user licence.


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CHAPTER 2- OPERTAING AND ENVIRONMENTAL CONDITIONS 2.1 CLIMATIC & ENVIRONMENTAL CONDITION

The Climatic and environmental conditions prevailing in India in area off operations are the following

2.1.1 Atmospheric Temperature:

Maximum touch temperature of metallic surface inside stabled

Locomotive under sun during summer : 75˚C (degree Celsius)

Maximum touch temperature of metallic surface inside stabled Locomotive under shade : 55˚C (degree Celsius)

Maximum temperature near electronic cards inside stabled Locomotive standing under direct sunlight during summer : 70˚C (degree Celsius)

Maximum temperature near electronic cards in working condition of Locomotive during summer : 65˚C (degree Celsius)

Minimum atmospheric temperature : -10˚C (degree Celsius) The equipment shall be able to start up at the maximum specified temperature inside the locomotive without any pre-cooling requirement.

2.1.2 Humidity: Up to 100% during rainy season. 2.1.3 Altitude: Up to 1776 m above mean sea level. 2.1.4 Rainfall: Very heavy in certain areas. 2.1.5 Atmospheric condition: Extremely dusty and desert terrain in certain areas. The dust

concentration in air may reach a high value of 1.6 mg/m3. In many iron ore and coalmine areas, the dust concentration is very high affecting the filter and air ventilation system.

2.1.6 Coastal area: The equipment shall be designed to work in coastal area in humidity and salt laden and corrosive atmosphere. The maximum values of the condition shall be as follows:

a) Maximum pH value : 8.5 b) Sulphate : 7 mg per L. c) Max. Concentration of chlorine : 6 mg per L. d) Maximum conductivity : 130 micro Siemens/cm

2.1.7 Vibration: The equipment shall be designed to withstand the vibrations and shock encountered in service satisfactorily as specified in IEC 61287 and 60571 publication for the electronic equipments used on Rail Vehicle and relevant IECs as applicable to other equipment.

2.1.8 Electromagnetic Pollution: High degree of electromagnetic pollution is anticipated in locomotive machine room/HT & LT compartment, where the equipment shall be mounted. Necessary precaution shall be taken in this regard. The system shall be interference free from the communication system between the Guard-Driver-Control and Public address system. The system should be tested as per IEC 61000 for Electro Magnetic Compatibility.

2.1.9 Wind speed: High wind speed in certain areas, reaching 150 kg/m2. 2.1.10 Solar radiation: The locomotive shall be exposed to solar radiation and the design of the

integrated converter shall take this into consideration. A minimum value of 1kW/m2 shall be applied during summers.

2.2 EMC 2.2.1 The additional equipments of DMSL shall comply with the EN50121/IEC62236 series of

railway electromagnetic compatibility standards and EN50238. 2.2.2 The supplier shall prepare, implement and maintain and EMC management plan in

accordance with the standards referenced in clause 2.2.1 of this specifications and standards.

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2.3 Train and Locomotive Resistance Data

2.3.1 Train and Locomotive Resistance Data: The train resistance and locomotive resistance data as followed by IR is as follows:

2.3.2 General: It is important to note that this data pertains to the existing system and for the existing generation of locomotives and rolling stock for speeds up to 120 kmph.

2.3.3 Train resistance (of BOXN wagon excluding locomotive)

(i) Mean starting resistance on level tangent track (including acceleration reserve):

4.0 kg/tonne

(ii) Mean running resistance on level tangent track (excluding locomotive up to 120 kmph):

Rƒ=0.6438797 + 0.01047218 V + 0.00007323 V2 (kg/tone) "Rƒ” = the resistance in kg per metric tonne of freight train “V” = The speed in kmph

(iii) Grade resistance

= 1/G x 1000 (in kg/tonne), where G is gradient (e.g. G=200 in case of 1 in 200 gradient)

(iv) Curvature resistance

= 0.4 x curvature in degree (in kg/tonne)

2.2.2 Loco resistance as followed by IR is (i) Starting resistance on level tangent track:

6 kg/tonne

(ii) Running resistance on level tangent track:

RL = 0.647+ 13.17/W + 0.00933 V + 0.057V2 /WN [kg/Tonne] "RL" = Resistance in kg/Tonne of locomotive N = Number of axles W = Axle load of the loco in tonne V = speed in kmph

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CHAPTER 3- TECHNICAL SPECIFICATION

3 GENERAL 3.1 The mechanical design of DMSL will generally remain same as that of base line MCs i.e. 25kV

3-phase EMU Motor Coach. The general arrangement and equipment layout of the DMSL shall be jointly worked out by RDSO, CLW and the firm (supplying the Battery mode equipments). A tentative layout of dual mode locomotive is given at Annexure – I.

3.2 There shall be single driving cab in the middle of locomotive which will be similar to diesel locomotive. This cab should consist of equipments which will measure and control item like display meter, pneumatic gauge, driver display unit, external socket, wiper, blower unit, cab fan, brake system controller, fire extinguisher, cab heater, driver seats and switches for light, traction, vigilance, sanding, master controller, reverser, change over switch from OHE to battery mode, charging switch for battery and any other equipment required for operation and maintenance of Dual Mode Shunting locomotive. Further there should be only one pantograph located on the cab which will supply electrical energy from OHE to locomotive and vice versa during regeneration.

Li-Ion Battery pack will be installed in the area meant for passengers in MCs symmetrically or in such a way that the DMSL remains balanced weight-wise & CG remains unchanged. Battery should be replaced after 6 to 7 years. The battery management system should be provided for safe operation of the battery set.

3.3 Tangible benefits of Dual Mode Shunting locomotives:- The features of Dual Mode Shunting Loco (DMSL) may be summarized as follows:

3.3.1 Improved operational flexibility in last mile operation in goods yards, sidings and in shunting operation which are non-electrified.

3.3.2 Dependency on diesel locos will not be there. Further, the population of diesel locos are decreasing as the same are being phased out for various reasons.

3.3.3 Free of Air & Noise Pollution which is prime concern in station area. 3.4 Brief Design of a dual mode Shunting locomotive 3.4.1 Housing the on-board equipments of both electric and battery loco with a common Traction &

Auxiliary control system. 3.4.2 Keeping the Axle load within permissible limits of Indian Railways. 3.4.3 Weight balancing of Shunter locomotives with addition of Battery set & their accessories. 3.4.4 Existing 25kV AC 3-phase EMUs Motor Coach (MC). MC has sufficient space for installation of

Battery set & additional equipments for converting into DMSL. 3.4.5 The power rating of the Battery set will be approximately 718 hp to keep the size of on board

Battery set & accessories minimum to be accommodated in the space available & the fact that switching over to Battery for 3 to 4 hrs only.

3.4.6 The existing Traction Motors(TM) maybe utilized. But if require firm may redesign the Traction Motor.

3.4.7 A design objective during the development of the DMSL will be to keep the interface identical in both Electric & Battery Mode for crew.

3.4.8 Changeover from electric mode to battery mode & vice-versa may be accomplished following due safety precautions.

3.4.9 An annunciation panel is provided in the cab to inform crew the status of working of DMSL in Battery mode or in 25kV AC mode.

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3.4.10 Dual Mode Shunting Loco (DMSL) will have only one Pantograph located on the cab itself. However the pantograph and roof equipments would be provided by railway

3.4 Traction related details

3.4.1 The overhead voltage is 25kV AC 50Hz, single phase. The supply voltage is fed to the traction transformer through a Vacuum Circuit Breaker (VCB). The transformer output is to be connected to the integrated converter. The overhead traction supply is subjected to variations as under:

Nominal Voltage - 25 kV AC Maximum Voltage - 27.5 kV AC Minimum Voltage - 19 kV AC Occasional Maximum - 31 kV AC

Occasional Minimum -16.5kV AC Supply Frequency - 50Hz+ 8% The occasional maximum and occasional minimum voltage may persist for 30 minutes.

3.4.2 The capacity of traction converter shall be such that, by using two such Integrated converters

in one locomotive, power requirement at wheel in Annexure IV, is achieved. 3.4.3 The system and equipments shall be of proven latest technology specially adopted for

application to meet the performance requirements under environmental conditions specified in this Chapter 3. Adequate margin shall be built in the design, particularly to take care of condition of high ambient temperatures, dusty condition, high humidity prevailing in India.

3.4.4 In design and construction, reliability and maintainability shall be of paramount consideration. Tenderer shall submit reliability calculations indicating MTBF for different devices, cards and sub-assemblies. Adequate margin shall be provided to take into account ambient conditions prevailing in India. The components shall be sourced from reputed firms.

3.4.5 High efficiency of equipment shall be important consideration, next only to high reliability. The components and technology used shall ensure very high efficiency of the converter. Tenderer shall furnish the expected efficiency with respect to vehicle load/speed with necessary calculations.

3.4.6 The design calculations of worst case temperature rise of equipment shall be made. A safety

margin of at least 10°C shall be kept with respect to maximum permissible junction temperature of power devices declared by the manufacturer.

3.4.7 The electronic card shall be mechanically coded to ensure that insertion of card in wrong slot is not possible.

3.4.8 The DC link voltage should be maintained between 650-900 V (750V).

3.4.9 The battery set should be able to supply power for 3-4 hours with load of near about 1000 t and the speed of the locomotive should be within 15-25 kmph with load whereas without load it should be 30-40 kmph.

3.4.10 Existing wheel set of EMU comprising of axle gear and pinion shall be retained. The Supplier shall provide IR with all necessary manufacturing drawings for necessary adaptations.

3.5 Design Parameters

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Sharpest curve to be negotiated

4O (4-Degree)

DMSL weight 86 t (Max.)

Nominal Axle Load 21.5 t (Max.)

Wheel diameter (mm) 952 mm(New) 877 rnrn (Condemning)

Gear ratio 4.44

Operating Speed (i) 0 to 100 kmph in 25kV AC mode without load. (ii) 15-25 kmph in battery mode with load (iii) 30-40 kmph in battery mode without load

Tractive effort Vs Speed characteristics

RDSO graph See Annexure-Il

Starting Tractive Effort 13.4 t (25kV AC mode as well as in battery mode) 9.90 t(required TE in Battery mode load)

Battery Traction Mode

Installed power under standard Conditions

718 hp (539 kW)

Haulage Capacity (with train load 1200 T)

Balancing speed of 30 kmph in1:500 gradients.

25k\/ Electric Traction Mode

Power to the wheels 1318 hp (988 kW)

Haulage Capacity (with train load 1200 T)

Balancing speed of 51 kmph in 1:500 gradient.

3.6 Extent of Modification 3.6.1 Schematic Circuit Diagram of Power & Auxiliary Circuit of Dual Mode Shunting locomotive.

Existing Power Circuit to be modified for additional Battery set & Integrated Converter to be installed & interfaced as in Annexure III.

3.7 Description of additional equipments to be installed & interfaced: Battery Set: 3000Ah ±5%, 650-900 V, (with Li-Ion Battery pack* of 24 V, 100 Ah). Total Battery weight: 26.88 t. Tare weight of 3-phase Motor Coach: 53.868 t. Total weight of DMSL including battery set: 80.748t (Axle load = 20.187 t). Firm may also propose any other proven technical system for Battery and its management system

3.8 Railway will provide two compressors which are being used in EMU/MEMU Motor Coach (MC). However firm needs to study the details and have to clearly indicate for its mechanical and electrical interface during design approval stage which needs to be carried out.

3.9 The Existing Traction Power Converter & Auxiliary Converter will be replaced by Integrated Converter (Traction & Auxiliary Converter).

3.10 A DG set of suitable capacity along with necessary equipment may also be provided to trickle charge the battery set of DMSL during prolonged use of loco in non-electrified area. The number of DG set, for Trickle charging of the battery can be one or two depending upon its rating and weight which can be mounted is such a way that the centre of gravity is not disturbed.

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3.11 Dimension: Dual mode Shunting Locomotive (DMSL) dimensions will remain same as that of Existing 25kV 3-phase EMUs Motor Coaches and profile shall be within or fully conform to IRSOD latest revision

3.13 Weight Calculation for Proposed Dual Shunting Mode Locomotive (DMSL):

As per the layout given in Annexure-I, the total weight of the locomotive shall be 86t which will give an axle load of 21.5t. There is no requirement of change in existing design of super b v equipment in battery mode is not going to exceed the weight of DMSL by more than 80t & hence the axle load will be under permissible limits. Further; the additional equipments including battery set will be located in such a way so that the DMSL remains balanced weight wise & centre of gravity (CG) remains as before addition of battery mode equipments.

3.14 Simulated Performance Curve of Dual Mode Shunting Locomotive (DMSL): The hauling capability of proposed DMSL on a gradient of 1 in 500 & 4 degree curve is indicated in Annexure-Il in both mode of operation.

3.15 Fault Indication, Diagnostics and Troubleshooting

A suitable fault diagnostics and trouble-shooting arrangement as per functional requirement of 3-phase locomotive shall be provided. Large capacity of storage of faults along with the background data should be provided.

3.16 Interference:

The harmonic currents injected in the overhead supply system (as also the track return current) can introduce voltage harmonics on power supply and can interfere with signal and telecom circuits. The following interference current in the input current shall not be exceeded at any point in the operating envelope of the locomotive:

SN Interference Current Limit

1. Psophometric current 10.0 A

2. DC component 4.7 A

3. Second Harmonic component (100 Hz) 8.5 A

4. 1400 Hz up to 5000 Hz 400 mA

5. >5000 Hz up to 32000 Hz 270 mA

6. 39500 Hz up to 43500 Hz 270

3.17 The Supplier shall undertake FFT (Fast Fourier Transformation) analysis of the total current

from 1000Hz to 5000Hz and 5kHz to 50kHz separately to find out the frequencies which

produce the highest currents within each bandwidth. In the frequency bands >32000Hz to

<39500Hz and >43500Hz to 50000Hz the frequencies at which the current values exceed

270mA shall be identified.

EN 50238 includes interference current limits for track circuits and axle counters.Where these overall interference current limits are more onerous than those stated above these limits shall be applied.

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The Supplier shall submit the simulated values of these interference currents during design evaluation stage.

3.18 Regeneration: The regeneration energy should be fed back to the OHE or the battery depending upon the

mode of operation (OHE power or battery power) of the locomotive and the status of the battery whether fully charged or not should be shown on the display.

3.19 The existing Electro Pneumatic (EP) Brake system of EMU shall be retained and used for this

locomotive.

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CHAPTER-4

SALIENT INFORMATIONS OF LOCOMOTIVES

Annexure - I

Tentative General Arrangement of Proposed Dual Mode Shunting Locomotive on 25Kv3-Phase EMU Motor Coach MC Platform

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Annexure - II

Tractive effort Vs Speed characteristic

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Annexure - III

Schematic Circuit Diagram of Power and Auxiliary Circuit

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Annexure - IV

The existing traction converter and auxiliary converter will be replaced by integrated converter (traction and auxiliary converter). Details of other equipments as that of MRVC EMU PHASE-II are reproduced as under.

Important data of Traction Transformer Table- A

SN Parameter Continuous Ratings

1 Traction Power 1216 KVA

2 Primary Voltage 22500 V

3 Primary Current 54A

4 Secondary Voltage 2x833 V

5 Secondary Current 2x730A

6 Filter Winding Voltage 811 V

7 Filter Winding Current 200 A

8 Transformer active part 1360 Kg

9 Tank and cover including the oil expansion tank 1770 Kg

10 Oil 450 Kg

11 Accessories set, bushings, pump 150 Kg

12 Cooler with motor fan 270 Kg

13 Total weight of transformer 3000 Kg

Important data of Traction Converter Table- B


Converter Line Side

1 Converter output power 1165 kW

2 DC link output voltage (Motoring/ Braking) 1650 / 1800 V

3 Continuous DC output current 460 A 4 Continuous AC rms current 2x700 A 5 maximum AC current rms 2x950 A (t < 20

s) 6 maximum peak current AC side 1600 A 7 Train level AC current 2000 A 8 Switching frequency 300 Hz 9 IGBT Rating 3300 V,1500 A

Inverter Motor Side

10 Nominal DC input voltage (Motoring/Braking)

1650/1800V

11 Inverter output Dower in KVA 2x586 KVA

12 Three-phase output voltage 0 - 1400 VAC

13 Output frequency 0- 120Hz

14 Maximum switching frequency motor converter

1000 Hz

15 Output phase current, max. continuously

650 A rms (t < 20s)

16 Output phase current, rms over Ioad 460 A rms

17 IGBT rating 3300 V, 1000A

18 Type of cooling Water cooled

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Important data of Auxiliary Converter Table- C


1 Nominal DC input Voltage

1650/1800V

2 Converter Switching frequency

3000Hz

3 Output Voltage 850 V(this voltage is transformed by the Aux Transformer to 415 V 3-phase system)

4 Output Frequency 50 Hz

5 Nominal Output current 84 A

6 Maximum output power 164.3kVA

Important data of Brake Chopper Table- D


1 Switching Frequency 1200Hz

2 Breaking Resistor value at 20⁰C 2x1.76Ω ±3%

3 Power 2x17.8kW(continuous rating) 1600kW for 2sec(short time rating)

Important data of Traction Motor

Table- E SN Parameter Continuous Ratings

1 Power 247 kW

2 Voltage 945 V

3 Current 177 A

4 Frequency 49.5 Hz

5 No. of poles 4

6 Torque 1616 Nm

7 Speed 1460 rpm

8 Power factor 0.91

9 Efficiency 93.7%

10 Gear ratio 4.44(111/25)

11 Gear Efficiency 98.8%

12 Power to weight ratio 247/1359 = 0.1817

13 Ratio air flow to power at nominal point 1.012 x10-3 m3/sec

14 Current density at nominal point 5.59A/mm2(stator winding ) 5.06A/mm2(rotor bar) 4.16A/mm2 (short-circuit ring)

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15 Slip at nominal point, fully loaded 1.73%

16 Weight of motor with pinion shaft 1359

17 Weight of gear case 103

18 Weight of nose suspension housing /MSU 207

19

One hour rating of traction motor of MRVC

phase II

Power 370 kW Voltage 1286 V Current 195 A

Frequency 49.5 Hz Torque 2414 Nm Speed 1465 rpm

Important data for design Parameter Table- F

SN Parameter Value

1 Sharpest curve to be negotiated

4O (4-Degree)

2 DMSL weight 86 t (Max.)

3 Nominal Axle Load 21.5 t (Max.)

4 Wheel diameter (mm) 952 mm(New) 877 rnrn(Condemning)

5 Gear ratio 4.44

6 Maximum operating Speed (i) 0 to 100 kmph in 25kV AC mode without load.

(ii) 15-25 kmph in battery mode with load (less than 1000 t)

(iii) 30-40 kmph in battery mode without load

7 Tractive effort Vs Speed characteristics

RDSO graph See Annexure-Il

8 Starting Tractive Effort 13.4 t (25kV AC mode as well as in battery mode) 9.90 t(required TE in Battery mode load)

9 Battery Traction Mode

Installed power under standard

Conditions

718 hp (539 kW)

Haulage Capacity (with train load 1200 t)

Balancing speed of 30 kmph in1:500 gradients.

10 25 k\/ Electric Traction Mode

Power to the wheels 1318 hp (988 kW)

Haulage Capacity (with train load 1200 t)

Balancing speed of 51 kmph in 1:500 gradients.

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