spec with corrigendum 1,2.pdf · speed of 160 kmph, and shall be tested for 176 kmph maximum speed....

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Annexure-B

Technical specification for high speed bogie for DEMU

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Contents 1. GENERAL .................................................................................................................... 3

2. SCOPE OF WORK & SUPPLY........................................................................................ 6

3. POWERED AND NON-POWERED BOGIES ................................................................... 6

4. GENERAL DESIGN FEATURES ...................................................................................... 7

5. BOGIE FRAMES AND BOLSTER ................................................................................... 8

6. CONNECTION BETWEEN WHEELSETS AND BOGIE FRAMES ........................................ 8

7. CONNECTION BETWEEN CAR-BODY AND BOGIE FRAMES.......................................... 8

8. SUSPENSION .............................................................................................................. 9

9. WHEEL AND AXLE ASSEMBLY ................................................................................... 10

10. DESIGN VALIDATION ................................................................................................ 10

11. STRESS ANALYSIS REQUIREMENT ............................................................................ 11

12. PROTOTYPE BOGIE FRAME STRESS AND FATIGUE TESTING AND INSPECTION ........ 11

13. INSPECTION OF PROTOTYPE BOGIE ......................................................................... 11

14. DYNAMIC MODELLING AND VEHICLE DYNAMIC SIMULATION ................................ 12

15. DERAILMENT SAFETY ............................................................................................... 12

16. Bogie Testing............................................................................................................ 13

17. MAINTANIBILITY ...................................................................................................... 16

18. RELIABILITY .............................................................................................................. 16

ANNEXURE A ...................................................................................................................... 17

ANNEXURE B ...................................................................................................................... 18

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1. GENERAL Recently, we have received an Indian Railways’ tender no.- 08/16/2594 titled- “160KMPH HIGH SPEED DEMU” for supply of 3 sets of 160 kmph high speed, 2200 HP diesel electric multiple units fitted with compatible bogies as per spec no.- ICF/MD/SPEC-293 REV 03. BHEL intends to participate in this enquiry, for which we require design and manufacturing technology for high speed bogies that can operate at all speeds up to 200 Km/h.

In view of above, we hereby call for Expression of Interest (EOI) from reputed firms in field of rail rolling stock designing and manufacturing to partner us in our endeavor of entering in to high speed rail coach market segment.

1.1. General requirements of DEMU coaches

1.1.1. The DEMU shall be designed on LHB Platform with fully air conditioned coaches. The

requisite engine, bogie and propulsion system (as per OEM design) including other sub systems shall be procured and assembled with existing LHB type stainless steel shell duly carrying out the required modification in the shell structure.

1.1.2. The proposed DEMU shall be suitable for operation at 160 kmph and being a high speed

vehicle the design criteria shall be mostly based on UIC standards or equivalent standard. If required the same shall be modified for Indian environment and track conditions with due prior approval of RDSO.

1.1.3. The outline design of the power car and trailer car shall be of LHB coach. The shell of the power car and trailer car shall be modified for catering to the following requirements. a) Car body of DPC (Driving Power Car) & TC (Trailer Car) shall be similar to that of LHB AC EOG coaches modified suiting to high speed DEMU. b) Shell of the DPC shall be modified to have streamlined aerodynamic body at the driving end. c) The under frame of the LHB( Linke Hoffman Bosch) shell of the power car shall be modified for integration with high speed bogie, disc brake system, fully suspended traction motor and other under slug equipment as proposed G.A by OEM. d) For TC the shell shall be modified by for catering to the requirement of automatic sliding door opening mechanism and fully sealed vestibules 1.1.4. The high speed DEMU rake will have following configuration-

1 DPC+2TC+1DPC+2TC+ 2TC+1DPC The rake consists of 3 basic units each unit having 1 DPC and 2 Trailer cars. The system and sub systems shall be designed so as to enable formation of up to 6 basic units in a rake. 1.1.5. The equipment shall be designed to withstand ambient condition indicated below without any harmful effect even after sustained working at 100% load factor. Complete system shall be suitable for rugged service normally experienced for rolling stock where DEMUs are expected to run up to a maximum speed in varying climatic conditions existing throughout India.

Maximum Temperature (Atmospheric)

70 oC (Under sun) 47oC (in Shade)

(Temperature inside DEMU may reach 60 oC)

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Minimum Temperature (Atmospheric) -20oC

Humidity

90% (up to 100% during rainy season) as per IEC 60721-3-5

Altitude Max 1200 meter above mean sea level Reference site conditions

Ambient temp. 47oC Temp inside engine compartment 55oC Altitude 160 m.

Annual rainfall

Between 1750 mm to 6250 mm The DEMU shall be designed to permit its running at 5 km/h in a flood water level of 10.2 cm above the rail level.

Dust

Extremely dusty and desert terrain in certain areas the dust content in air may reach as high a value as 1.6 mg/m3

Atmospheric condition in coastal areas in humidity salt laden and corrosive atmosphere

All the equipment shall be designed to work in coastal areas in humidity salt laden and corrosive atmosphere

Maximum PH value: 8.5 Sulphate: 7mg/liter Max. concentration of chlorine: 6 mg/liter Maximum conductivity: 130 micro Siemens/cm

1.1.6. Broad Operating requirements (Indicative) (half worn wheels)

Track gauge 1676 mm Composition of basic unit 1DPC + 2 TCs Estimated service weight 210 t (1DPC*80 T +2TCs * 65 t ) per basic unit Composition of rake 3 basic units, (Should be possible to form rake Up to

6 Basic units). Wheel diameter (preferred) 952 mm (new)

877 mm (fully worn ) for DPC 857 mm (fully worn ) for TC

Maximum axle capacity 20.32 t for DPC , Less than 18T for TC. Schedule of Dimensions Indian Railways Schedule Dimensions for Broad

Gauge (1676mm). Revised, (with latest ammendments)

Wheel arrangement for DPC Bo- Bo Maximum Moving Dimension (MMD) Maximum Moving Dimensions 1D of Indian Railways

Schedule of Dimensions for Broad Gauge (1676mm). Revised, (with latest amendments)

Maximum test speed 176 Kmph Maximum operating Speed 160 Kmph Tractive effort at start 16.248tonnes or superior (from start till 26 Kmph

minimum) Installed power standard 2200 HP min Power input to traction (at 47 C site condition)

2050 HP (minimum)

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Speed Vs TE characteristic Refer graph at Annexure-A Brake system Microprocessor controlled electro- pneumatic brake

system suitable for 160 Kmph minimum (Test Speed- 176 kmph minimum).

Brakes Disc brakes or any other better system proposed by Vendors subject to approval by ICF, (during detailed designing stage) suitable for 160 Kmph minimum (Test speed 176 kmph). Each coach should also have wheel slide control feature and suitable parking brake solution for withholding capacity on 1:100 gradient. These features have to be accommodated in the bogie and Vehicle Control Computer design.

Minimum curve and grade The DEMU shall be capable of negotiating sharp curves and maximum gradients as provided in the Indian Railways Schedule of Dimensions for Broad Gauge (1676mm). Revised, (with latest amendments)

Clearance above rail level Adequate clearance shall be provided so that no component of the power equipment shall infringe with the minimum clearance of 102mm above rail level with coaches fully loaded and wheels in fully worn condition. Minimum clearance above rail level under tare condition with new wheel shall not be less than 230mm in respect of any underslung equipment.

1.1.7. Service Conditions 1.1.7.1 The service condition shall be as per AAR standards. 1.1.7.2 The equipment, sub system and their mounting arrangements shall withstand satisfactorily the vibrations and shocks normally encountered in service as indicated below:- (a) Max. Vertical acceleration - 3.0 g (b) Max. Longitudinal acceleration - 5.0 g (c) Max. Transverse acceleration - 2.0 g (“g” being acceleration due to gravity) 1.1.8. Performance Requirements The performance of coach shall be adjudged as per IR standing criteria for coaching stock given as under: 1.1.8.1 The value of acceleration recorded as near as possible to the bogie center pivot shall be limited to 0.3g both in vertical and lateral direction. A peak value up to 0.35g may be permitted provided the records do not indicate a resonant tendency in the region of peak values. 1.1.8.2 Riding behavior of the DEMU coaches shall be assessed in accordance of “3rd report of standing committee for Evolving criteria for assessment of stability of locomotives and rolling stock in Indian Railways”. Sperling’s Ride index shall be calculated on the basis of para 2.1 of ORE report C-116 report no. 8. Sperling’s ride index shall not be greater than 3.0.

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1.1.8.3 A general indication of stable riding characteristic as evidenced by the movement of bogies on straight and curve track and by acceleration reading and instantaneous wheel load variations/ spring deflections. 1.1.8.4 The train shall be capable of achieving a maximum speed of 160 Km/h on level gradient with passenger loading as per clause 1.1.6 1.1.8.5 The train shall be capable of achieving a starting tractive effort of at least 13 tonnes. 1.1.8.6 Starting from standstill, the train shall be capable of achieving a speed of 100 Km/h on level gradient with passenger loading as per clause 1.1.6, in less than 95 seconds. 1.1.8.7 The DEMU shall be frequently required to accelerate from start at intervals of 2-3 minutes and shall be in operation for about 20 hours a day with only brief intervals of halt. The fully loaded DEMU shall be capable of being started and accelerated over a gradient of 1 to 100. 1.1.9. Adhesion Requirements 1.1.9.1 Microprocessor based control system shall be provided with state of art adhesion improvement system. The system should be able to optimize the adhesion for all weather conditions- dry rail, wet rail conditions- and all track conditions- mainline, branch line and station yards- and operating conditions (staring, running, braking). 1.1.9.2 The torque pulsations of traction motors arising out of imperfections in waveform shall be controlled in such a manner that the coefficient of adhesion between wheel and rail is utilized fully in entire speed range of DEMU. The mechanical transmission shall be adequately designed to cater for loading imposed by torque fluctuations. 1.1.9.3 Tenderer is required to indicate the expected level of adhesion in various conditions. The proposed inverter and vehicle control system shall achieve far better adhesion performance compared to existing DEMUs which are based on AC/DC transmission system.

2. SCOPE OF WORK & SUPPLY Scope of work as defined in our covering letter.

3. POWERED AND NON-POWERED BOGIES 3.1 Each coach shall be equipped with two 4-wheel Bogies with outboard mounted roller bearing.

Powered bogie shall be fitted with fully suspended traction motor and fully or partially suspended gear drive. Bogies shall be designed for operation at all speeds up to 176 kmph over the entire range of wheel wear. Bogie frames shall be fabricated and shall incorporate braking via disc brakes, Bogie design shall be proven for safe and reliable operation.

3.2 The bogies shall be up-gradable to 200 Kmph with incremental inputs. Detailed scheme for up-

gradation shall be submitted during detailed designing stage.

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4. GENERAL DESIGN FEATURES 4.1 The trailer bogie shall generally meet the requirement of UIC 51 5-0 standards and powered

bogie shall meet the requirements of UIC 61 5-0. 4.2 DPC and TC coach shall have two 4-wheel bogies of fabricated design suitable for taking brake

gear, motor suspension unit, 2-stage suspension etc. and capable of withstanding the maximum static and dynamic load conditions as per UIC/EN standards. Maximum permissible axle load shall be 20.32 T for DPCs & less than 18 T for TCs and shall be designed for commercial speed of 160 kmph, and shall be tested for 176 kmph maximum speed. The bogie wheel base and other parameters shall follow IRSOD-2004 and UIC 515-0.

4.3 Bogies shall be interchangeable, motorised bogie with motorised bogie and trailer bogie with

trailer bogie.

4.4 The bogie shall be equipped with required number of disc brake units and brake callipers to achieve the required braking effort. The disc brake arrangement shall be inboard mounted/ wheel mounted. The Bogies should be designed to interface with the Brake System.

4.5 Bogie suspension design shall be coil steel or conical rubber suspension in primary and air

suspension in secondary stages. The bogie assembly includes frame, wheel/axle sets, and all components related to the suspension system and their accessories.

4.6 Design of the bogie shall be maintenance friendly and permit easy access to running gear and

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

4.7 The bogies shall be designed in such a way that, when fitted to the body frames for which they

were intended, the vehicles thus formed satisfy Braking and load gauge requirements.

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

4.9 BOGIE MOUNTED EQUIPMENT 4.9.1 Equipment mounted on bogie frame shall withstand without permanent deformation the

loads associated with the following accelerations acting on the mass of the item of equipment:

(i) Vertically 10g (ii) Transversally 3g (iii) Longitudinally 5g

4.9.2 Equipment mounted on bogie frame shall have a fatigue life of not less than 107 cycles under loads associated with the following accelerations acting on the mass of the item of equipment:

(i) Vertically +/- 5.0g (ii) Transversally +/- 1.5g (iii) Longitudinally +/- 0.2g

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4.9.3 Equipment mounted on the axle box shall withstand without permanent deformation the loads associated with the following accelerations acting on the mass of the item of equipment:

(i) Vertically 25g (ii) Transversally 5g (iii) Longitudinally 5g

4.9.4 Equipment mounted on the axle box shall have a fatigue life of not less than 107 cycles under the loads associated with the following accelerations acting on the mass of the item of equipment:

(i) Vertically +/- 10.0g (ii) Transversally +/- 3.0g (iii) Longitudinally +/- 0.5g

The acceleration level specified in paragraphs (a) & (b) above will be reviewed by the Engineer, based upon International Standards or Norms followed by reputed railways. 4.10 The bogies shall enable:

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

5. BOGIE FRAMES AND BOLSTER 5.1 The frame shall be of corrosion resistant steel plates of approved quality, and shall be

fabricated by welding. Special care shall be taken in the design and construction of all joints in the bogie frame and the attachment of heavy equipment thereto to ensure that the connections are rigid and are of adequate strength to withstand the severest strain under the worst operating conditions, and further that sudden changes in section are avoided to prevent concentration of stress at or near the joints. The top and bottom plates of the bogie side frame shall be of one piece. Fabricated bogie frame for motor car and for trailer car shall meet the requirements of UIC-615-4, 515-4 respectively and the same shall be made of the approved quality steel as per EN-43749, Any alternative steel of equivalent chemical composition and better mechanical properties as regards to strength and corrosion resistance may be used by the supplier only with prior approval by the ICF/RDSO.

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

6. CONNECTION BETWEEN WHEELSETS AND BOGIE FRAMES

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

7. CONNECTION BETWEEN CAR-BODY AND BOGIE FRAMES 7.1 Connection between car body and bogie frames shall be in line with UIC 515-4 for non-

powered bogie and UIC 615-4 for powered bogie.

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

7.3 The bogie shall be attached to the car body in such a way as to permit lifting of car body and

bogies as complete unit. The supplier shall indicate the minimum safety factor used, taking account of the yield stress for all support members.

7.4 Traction linkage(s) shall be provided, and located such that the ride characteristics of the

vehicle are devoid of any pronounced fore and aft pitching motion.

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

7.5.1 A vertical toad of 0.75 times the fully loaded weight of the car body (existing bogies). 7.5.2 A lateral toad of half fully loaded body weight subjected to an acceleration of +/- 1.1g. 7.5.3 A longitudinal toad equivalent to the bogie mass subjected to an acceleration of +/-3.0g. 7.6 Bogie and car body connection shall be designed to minimize the transmission of noise and

vibration.

8. SUSPENSION 8.1 All bogies shall have primary and secondary suspension systems designed to meet the

requirements of this section of the Technical Specifications. Suspension components shall have characteristics optimized to perform with the track geometry as defined in this technical specification (Detailed track parameters can be obtained from ICF/RDSO during design stage) and shall achieve the ride quality identified in this specification without causing undue rail, wheel, or car component wear. The primary suspension shall consist of helical springs or conical rubber spring with non-linear characteristics and articulated or rigid axle guidance, with or without external hydraulic shock absorber. Care to be taken for ballast hitting and dust sealing.

8.2 The primary suspension shall consist of elastomeric elements, such as chevrons, coiled steel

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

8.3 Elastomeric springs, if used, shall have a minimum amount of "creep". Elastomeric springs shall

be subject to an approved program of pre-loading or exercising at assembly of the bogie to compensate for the deflection caused by initial "creep" of the elastomer. Provision shall be made in the bogie design to compensate for "creep" and keep the bogie properly levelled and trammelled.

8.4 Springs shall be designed for ease of replacement and maintenance without requiring the

removal of the bogie from the car body or complete disassembly of the bogie. Chevrons shall be secured to the bogie frame when axle assemblies are removed.

8.5 Coil springs, if used, shall meet the requirements of AAR M-114 or EN 13298. Suspension

characteristics shall be selected so as to avoid resonance between the various elements of the car systems including the car body. Bogie and body frequencies shall be suitable separated. Coil springs shall be thoroughly shot-peened.

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8.6 The secondary suspension shall be of air springs spaced as far as possible, firmly located on

the spring plank and bolster and with stops to prevent excessive deflections due to overloading or excessive rolling of the superstructure.

8.7 In case Y frame bolster less bogie, the air spring shall be placed suitably and firmly between

bogie frame and body bolster with additional reservoir located as near as possible to the air spring. The anti-roll bar mechanism can be incorporated to prevent excessive rolling of car body. The value of roll coefficient shall be less than 0.3 as per UIC 51 5-4 and 61 5-4.

8.8 Springs for primary and secondary suspension shall be designed to cater for actual service

conditions and the final design of springs shall be submitted to the Engineers for approval.

9. WHEEL AND AXLE ASSEMBLY 9.1 The wheel and axle assembly shall consist of an axle, two wheels, two outboard journal

bearings, required number of inboard brake discs etc.

9.2 The wheel and axle shall be designed as per EN13979 specification for the service condition covered in this specification. These wheels shall be manufactured as per EN 13262 specifications or IRS R-I 9/93 Part-II specification or equivalent (to be approved by ICF/RDSO during detailed design stage).

9.3 The non -powered axle shall be designed as per Annex-8 of EN 131 03 for use on trailer car and

powered axle shall be as per Annex-B of EN 13104 specification for use on powered car for the service condition covered in this specification. These axles shall be manufactured as per EN 13261 or IRS R-16195 specification. If the manufacturer shall supply the axles to other than EN 13261 or IRS R-76/95 specification then the details to be submitted for approval during detailed design stage.

9.4 Wheel set bearings shall be able to withstand and cater to service condition covered in this

specification and shall confirm to UIC 515-1 and UIC 515-5. The wheel set bearing must provide the following performance:

9.4.1 Interval for additional lubrication, inspection and operating safety not be less than 1.2

million kilometre. 9.4.2 Service life shall not be less than 3.0 million kilometre.

10. DESIGN VALIDATION 10.1APPROVAL OF DESIGN DATA 10.1.1 The successful tenderer shall submit the design data and calculations for approval to

ICF/RDSO through BHEL for all bogie components not limited to the bogie frame, wheel axle sets, bearings, and the primary and secondary suspension systems. The data shall include a general description of system, operation, drawings and layouts with components clearly identified. The type test reports of Critical components and assemblies shall be submitted.

10.2Firm shall submit the body-bogie interface details to ICF during detailed design stage.

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11. STRESS ANALYSIS REQUIREMENT 11.1A structural finite element analysis of the proposed bogie design, including bogie frame,

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

11.2Welded and bolted connections shall be analysed in detail to demonstrate compliance with

static and fatigue strength requirements of this specification.

11.3The number of seated passengers shall be taken as one per seat, and standing passengers as 10/m2 for all the above mentioned strength analyses, subject to limits given for service weight for DPC and TC as per clause 1.1.6.

12. PROTOTYPE BOGIE FRAME STRESS AND FATIGUE TESTING AND INSPECTION

12.1 The First Motor and Trailer Coach Bogie Frames or one prototype bogie frame(s) in case the

design is identical, shall be regarded as prototype and shall be subjected to static vertical, lateral and longitudinal loads as per UIC norms. After Static Test, Prototype Bogie frame shall be used for the bogie fatigue load tests and shall be performed as per UIC-515-4, 81 5-4 and EN 13749 at the premises of the bogie manufacturer/test facility approved by ICF/RDSD. Fatigue test shall be witnessed by ICF/RDSO/BHEL officials. After these tests this frame(s) shall not be used in any case and shall be discarded or destroyed.

12.2 The mechanical strength of the bogie frame shall comply with the requirements of UIC615-4, UIC 515-4 for static test under exceptional loads and fatigue tests. The maximum stress developed under static load shall not exceed 85% of the yield strength of the material. The dynamic effects due to the inertia of the motors and transmission shall also be simulated along with traction and braking forces.

13. INSPECTION OF PROTOTYPE BOGIE 13.1 Prototype Bogies shall be inspected by ICF/RDSO/BHEL official which shall be as under:-

i. Two Bogies - one each of the DPC & TC. ii. Static Load deflection of Bogie Frame. iii. Load Testing of Complete Bogie along with suspensions, wheel & axles, etc. for clearances. iv. Only after clearance of prototype bogies, supplier may proceed for further manufacturing.

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14. DYNAMIC MODELLING AND VEHICLE DYNAMIC SIMULATION 14.1 The Contractor shall submit a detailed dynamic model to demonstrate the running behaviour

and performance characteristics of the proposed proven bogie design.

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

14.2.1 Frequency domain analysis for evaluating critical speeds. 14.2.2 Time domain analysis -for evaluating riding quality and safety against derailment on given

BG suburban track up to maximum test speed (10% higher than operating speed) as per UIC norms. The simulation results shall exhibit satisfactory riding and stability performance up to maximum test speed.

14.2.3 The vehicle dynamics software package used for conducting simulation studies should be specified in the report.

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

15. DERAILMENT SAFETY 15.1 Y/Q shall be demonstrated to be less than 1.0 in all conditions through calculations/

simulations.

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

15.3 The bogie rotational resistance (X factor) test under inflated and deflated air spring

conditions would be carried out during oscillation trials (or at ICF), at rotational speed of 0.8 degrees/second. Analysis of track twist performance shall also be done for the leading wheel set using the wheel unloading factor Q/Qo. The wheel unloading factor, Q/Qo , shall be equal to or less than 0.5 and the rotational resistance factor, X shall be equal to or less than 0.08. The procedure shall be as detailed in ENq4363.The rotational resistance shall neither cause excessive flange wear nor cause any possibility of flange climbing but shall be adequate to avoid bogie hunting on straight track. The Contractor shall show by analysis that no flange climbing occurs on any curve and moving at all possible speeds.

15.4 The Dynamic Analysis, to evaluate the running behaviour of the cars with the proposed bogie

design, shall be carried out by means of theoretical calculations applying multi-body simulation techniques. The following parameters, at a minimum, shall be evaluated/analysed and submitted.

15.4.1 Natural frequency of the suspension 15.4.2 Stability of the car 15.4.3 AWQ for the track twist

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15.4.4 Bogie rotational resistance (X - factor ) 15.4.5 Wheel wear index at the tread and flange 15.4.6 Derailment quotient YIQ 15.4.7 Car body accelerations 15.4.8 Curving capability and any tendency to hunt 15.4.9 Ride index lateral and vertical

15.5 The Supplier shall submit a proposal covering the scope of the analysis and the model for

review by ICF/RDSO/BHEL. The maximum values of acceleration measured at central pivot/Bogie Centre Level in above simulations are: Vertical acceleration: 0.3 g Lateral acceleration: 0.3 g The Ride index of the rake at maximum operational speed + 10% shall not exceed the value (Sperling’s Ride Index shall not be greater than 3.0) in both vertical and horizontal directions in inflated and deflated condition of the secondary suspension. The bogies shall be rejected if they do not comply with the specified values of the ride index.

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

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

15.8 The Supplier shall submit calculations to confirm that the derailment quotient Y/Q shall not

exceed 1.0 under the most adverse conditions, where Y & Q are the instantaneous lateral force on the wheel flange and the instantaneous vertical load on that wheel tread respectively under the most adverse conditions.

15.9 Firm shall submit the body bogie integration details to ICF through BHEL.

16. Bogie Testing 16.1 Following test shall be carried out by vendor on bogies:

16.1.1 The bogie frame shall be subject to static as well as fatigue tests in accordance with UIC

515-4 for Trailer car bogie and UIC 615-4 for power (DPC) car bogie, with the payload as specified in this specification. This shall be a type test and shall be witnessed by RDSO/ICF. After test bogie frame shall not be used in any case and shall be discarded or destroyed.

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

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

16.1.4 The bogies rotational resistance (X factor) test under inflated and deflated air spring conditions would be carried out at the manufacturer’s works under tare conditions at rotational speed of 0.8 degrees/second. Analysis of track twist performance shall also be

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done for the leading wheel set using the wheel unloading factor ∆Q/Qo. The Wheel unloading factor ∆Q/Qo shall be equal to or less than 0.5 and the rotational resistance factor X shall be equal to or less than 0.08 The procedure shall be as detailed in EN14363 and the test shall be witnessed by RDSO official.

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

16.1.6 The vendor shall perform a load deflection test and accelerated ageing tests to demonstrate that the spring rate of the primary suspension system and the creep rate for the materials used are within the design limits.

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

16.2 Further to above tests, vendor shall be associated during conduction of following

test after fitment of bogie on coaches at BHEL or Indian Railway site:-

16.2.1 Test of Maximum Curves 16.2.1.1 The first unit to be completed shall be loaded to test load conditions specified in UIC-

566 and run on curved track having an angle of 100, with no gauge widening, when the following conditions should obtain:

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

16.2.1.3 While the unit is on this curve, the brakes shall work efficiently and reliably. 16.2.1.4 Tests on train of 12-coach rake at site: To ensure that the brake and control

equipment are reliable and efficient when operated from the driving compartments at each end of a train of twelve coaches coupled up as they will run in service.

16.2.2 Oscillation Trials 16.2.2.1 After commissioning of the HS DEMU train by the BHEL, IR shall conduct oscillation

trials. Oscillation Test shall be carried out on Indian Railway tracks, to prove the stability and riding performance of the prototype HS DEMU train. The vendor’s representative shall be present in this trial to the extent of any problem related with the train.

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

(i) Evaluation shall also be done in terms of ride index which shall not be greater than 4.00 in both horizontal and vertical direction; (ii) The value of acceleration, recorded as near as possible to the bogie pivot, shall be limited to 0.3g (g is gravitational force) both in vertical and lateral mode. However, a peak value of up to 0.35g shall be permitted, if the trials do not indicate a resonant tendency in the region of the peak value; and (iii) A general indication of stable running, characteristic of the prototype train as evidenced by the movement of the bogie on straight and curved track, shall be based on the recorded acceleration reading and instantaneous wheel load variation/spring deflections. Trial shall be conducted as per trial scheme prepared by RDSO.

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Brief details of the tests to be evaluated during the Oscillation Tests will include, but need not be limited to:

S.No. Item Condition Acceptable Value 1 Maximum Vertical

Acceleration on coach body

Measured at center pivot ≤0.3g

2 Maximum Lateral Acceleration on coach body

Measured at center pivot ≤0.3g

3 Damping Factor Lateral Vertical

By quick release side pull test using wedge of 18 mm

0.30 to 0.4 0.20 to 0.25

4 Dynamic wheel unloading (∆Q/Qo)

------------ ≤ 0.5

5 Ride Index As per clause 1.1.8.2 4.0 In addition to the above limits, a general indication of stable running characteristics of the vehicle should be seen as evidenced by the movement of the bogie on a straight and curved track.

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

16.2.2.4 The trials shall be conducted up to a maximum speed of 176Km/h on level tangent track:

a) In tare and loaded condition b) With new and worn wheel profile

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

16.2.3 Braking Distance Trials 16.2.3.1 The braking distance trials shall be conducted on the first rake as decided during

detailed design stage. 16.2.3.2 The trials shall consist of-

a) Stationary Trials b) Running trials

16.2.3.3 The stationary trials shall consist of measurement of various brake system parameters like initial charging time, application time, release time etc.

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

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

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16.2.4 Tests on Parking Brakes: 16.2.4.1 The parking brake will be tested as follows: the 9-coach train, under tare condition,

will be brought to stop on 1 in 100 gradient by application of air brake. The parking brakes of all unit of the train will be applied fully and the air brakes released. Under these conditions, the parking brakes shall be capable of holding the train stationary on the gradient. Test results shall be recorded for wet rail conditions.

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

17. MAINTANIBILITY

17.1 Vendor shall submit the basic maintenance schedule for the proposed bogie. The minimum interval between overhauls at workshop shall not be less than five years or 1.0 million km. The minimum interval between two major schedules in sheds shall not be less than one year and periodicity of visit for inspection in sheds shall not be less than 90 days.

17.2 The maintenance program prepared by vendor shall have the following objectives: a) Enhancement of DEMU availability b) Minimization of maintenance cost c) Minimization of coach downtime/MTTR (meantime to restore serviceability) 17.3 Modular design principles shall be employed. Requirements for adjustments after

module interchange shall be avoided except as required in specification. All systems’ components and structural areas serviced as part of inspection or periodic preventive maintenance shall be readily accessible for service and inspection.

18. RELIABILITY

18.1 In addition to meeting the performance requirements, bogie shall incorporate high standards of reliability to ensure that maintenance cost and operating performance is optimized.

18.2 The vendor shall provide the achieved quantitate reliability data of bogie, expressed in Mean Time between Failures (MTBF) and / or Mean Distance between Failures (MDBF). The definition of MTBF & MDBF for this purpose may be considered as: MTBF = No. of equipment (Population) x Period (time)/Total number of failures during that period. MDBF = No. of equipment (Population) x Kilometre run (Distance)/ Total number of failures during that distance. The MTBF shall be submitted for the ambient temperatures of 45OC, 50OC, 55OC.

18.3 Failure is defined as “A basic unit (or units) on a DEMU service shall be considered to have failed, when through some mechanical or electrical defect in stock:

a) Either unit is unable to complete its booked working throughout the day or b) A delay of not less than 15 minutes is caused to any train included in the booked working of the day. Failures of all coaches, whether employed on traffic or departmental service, are to be included”.

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ANNEXURE A

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ANNEXURE B

spec with corrigendum 1,2.pdf · speed of 160 kmph, and shall be tested for 176 kmph maximum speed....

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