Technical specification for high speed bogie for DEMU
|
|
- Reginald Duane Brooks
- 5 years ago
- Views:
Transcription
1
2
3
4
5 Annexure-B Technical specification for high speed bogie for DEMU Page 1 of 18
6 Contents 1. GENERAL SCOPE OF WORK & SUPPLY POWERED AND NON-POWERED BOGIES GENERAL DESIGN FEATURES BOGIE FRAMES AND BOLSTER CONNECTION BETWEEN WHEELSETS AND BOGIE FRAMES CONNECTION BETWEEN CAR-BODY AND BOGIE FRAMES SUSPENSION WHEEL AND AXLE ASSEMBLY DESIGN VALIDATION STRESS ANALYSIS REQUIREMENT PROTOTYPE BOGIE FRAME STRESS AND FATIGUE TESTING AND INSPECTION INSPECTION OF PROTOTYPE BOGIE DYNAMIC MODELLING AND VEHICLE DYNAMIC SIMULATION DERAILMENT SAFETY Bogie Testing MAINTANIBILITY RELIABILITY ANNEXURE A ANNEXURE B Page 2 of 18
7 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 General requirements of DEMU coaches 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 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 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 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 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 o C (Under sun) 47 o C (in Shade) (Temperature inside DEMU may reach 60 o C) Page 3 of 18
8 Minimum Temperature (Atmospheric) -20 o C Humidity 90% (up to 100% during rainy season) as per IEC Altitude Reference conditions Annual rainfall Dust site Atmospheric condition in coastal areas in humidity salt laden and corrosive atmosphere Max 1200 meter above mean sea level Ambient temp. 47 o C Temp inside engine compartment 55 o C Altitude 160 m. 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. Extremely dusty and desert terrain in certain areas the dust content in air may reach as high a value as 1.6 mg/m3 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 Broad Operating requirements (Indicative) (half worn wheels) Track gauge Composition of basic unit Estimated service weight Composition of rake Wheel diameter (preferred) Maximum axle capacity Schedule of Dimensions Wheel arrangement for DPC Maximum Moving Dimension (MMD) Maximum test speed Maximum operating Speed Tractive effort at start Installed power standard Power input to traction (at 47 C site condition) 1676 mm 1DPC + 2 TCs 210 t (1DPC*80 T +2TCs * 65 t ) per basic unit 3 basic units, (Should be possible to form rake Up to 6 Basic units). 952 mm (new) 877 mm (fully worn ) for DPC 857 mm (fully worn ) for TC t for DPC, Less than 18T for TC. Indian Railways Schedule Dimensions for Broad Gauge (1676mm). Revised, (with latest ammendments) Bo- Bo Maximum Moving Dimensions 1D of Indian Railways Schedule of Dimensions for Broad Gauge (1676mm). Revised, (with latest amendments) 176 Kmph 160 Kmph tonnes or superior (from start till 26 Kmph minimum) 2200 HP min 2050 HP (minimum) Page 4 of 18
9 Speed Vs TE characteristic Brake system Brakes Minimum curve and grade Clearance above rail level Refer graph at Annexure-A Microprocessor controlled electro- pneumatic brake system suitable for 160 Kmph minimum (Test Speed- 176 kmph minimum). 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. 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) 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 Service Conditions The service condition shall be as per AAR standards 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 g (b) Max. Longitudinal acceleration g (c) Max. Transverse acceleration g ( g being acceleration due to gravity) Performance Requirements The performance of coach shall be adjudged as per IR standing criteria for coaching stock given as under: 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 Riding behavior of the DEMU coaches shall be assessed in accordance of 3 rd 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. Page 5 of 18
10 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 The train shall be capable of achieving a maximum speed of 160 Km/h on level gradient with passenger loading as per clause The train shall be capable of achieving a starting tractive effort of at least 13 tonnes 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 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 Adhesion Requirements 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) 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 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 upgradation shall be submitted during detailed designing stage. Page 6 of 18
11 4. GENERAL DESIGN FEATURES 4.1 The trailer bogie shall generally meet the requirement of UIC standards and powered bogie shall meet the requirements of UIC 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 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 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 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 Equipment mounted on bogie frame shall have a fatigue life of not less than 10 7 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 Page 7 of 18
12 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 Equipment mounted on the axle box shall have a fatigue life of not less than 10 7 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 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, 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 for nonpowered bogie and UIC 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 for nonpowered bogie and UIC for powered bogie. Page 8 of 18
13 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: A vertical toad of 0.75 times the fully loaded weight of the car body (existing bogies) A lateral toad of half fully loaded body weight subjected to an acceleration of +/- 1.1g 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 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. Page 9 of 18
14 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 and 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 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 for use on trailer car and powered axle shall be as per Annex-B of EN specification for use on powered car for the service condition covered in this specification. These axles shall be manufactured as per EN or IRS R specification. If the manufacturer shall supply the axles to other than EN 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 and UIC The wheel set bearing must provide the following performance: Interval for additional lubrication, inspection and operating safety not be less than 1.2 million kilometre Service life shall not be less than 3.0 million kilometre. 10. DESIGN VALIDATION 10.1APPROVAL OF DESIGN DATA 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. Page 10 of 18
15 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 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, and EN 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 The mechanical strength of the bogie frame shall comply with the requirements of UIC615-4, UIC 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. Page 11 of 18
16 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 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 Frequency domain analysis for evaluating critical speeds Time domain analysis -for evaluating riding quality and safety against derailment on given BG suburban track up to maximum test speed (10% higher than operating speed) as per UIC norms. The simulation results shall exhibit satisfactory riding and stability performance up to maximum test speed The vehicle dynamics software package used for conducting simulation studies should be specified in the report 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 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 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 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 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 Natural frequency of the suspension Stability of the car AWQ for the track twist Page 12 of 18
17 Bogie rotational resistance (X - factor ) Wheel wear index at the tread and flange Derailment quotient YIQ Car body accelerations Curving capability and any tendency to hunt 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 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 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 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 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: The bogie frame shall be subject to static as well as fatigue tests in accordance with UIC for Trailer car bogie and UIC 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 Tests for clearances in the bogie, and between bogie and body shall be carried out on straight track as a routine test 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 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 Page 13 of 18
18 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 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 EN 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 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 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: Test of Maximum Curves 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 10 0, with no gauge widening, when the following conditions should obtain: 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 While the unit is on this curve, the brakes shall work efficiently and reliably 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 Oscillation Trials 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 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. Page 14 of 18
19 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 Measured at center pivot 0.3g Acceleration on coach body 2 Maximum Lateral Measured at center pivot 0.3g Acceleration on coach body 3 Damping Factor Lateral Vertical By quick release side pull test using wedge of 18 mm 0.30 to to Dynamic wheel unloading ( Q/Qo) 5 Ride Index As per clause 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 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 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 The trails shall be conducted on selected test stretches consisting of straight station yard and curve sections Braking Distance Trials The braking distance trials shall be conducted on the first rake as decided during detailed design stage The trials shall consist ofa) Stationary Trials b) Running trials The stationary trials shall consist of measurement of various brake system parameters like initial charging time, application time, release time etc The running trials shall consist of measurement at braking distances under different operating conditions in both tare and loaded mode The test scheme for these trials shall be finalized at the design stage. Page 15 of 18
20 Tests on Parking Brakes: 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 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 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 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 45 O C, 50 O C, 55 O C 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. Page 16 of 18
21 ANNEXURE A Page 17 of 18
22 ANNEXURE B Page 18 of 18
Standardized Technical Specification. Bi-Level Passenger Rail Cars for Intercity Corridor Service. Chapter 5. Trucks. Revision H
Standardized Technical Specification Bi-Level Passenger Rail Cars for Intercity Corridor Service Chapter 5 Trucks Revision H Table of Contents 5-1 Table of Contents 5.0 Trucks... 5-3 5.1 Overview... 5-3
More informationWELCOME TO LOCOMOTIVE DESIGN CENTRE RDSO
WELCOME TO LOCOMOTIVE DESIGN CENTRE RDSO SOFTWARE USED UNIGRAPHICS(NX) TEAM CENTER ANSYS MSC Nastran CAD PDM FEM Fatigue Analysis CAD- COPMUTER AIDED DESIGN PDM- PRODUCT DATA MANAGEMENT HIGH ADHESION
More informationSECTION 8 RAIL FREIGHT VEHICLE UNDERFRAME AND BODY STRUCTURES
SECTION 8 RAIL FREIGHT VEHICLE UNDERFRAME AND BODY STRUCTURES ROA MANUAL SCHEDULE OF AMENDMENTS SECTION 8 AMENDMENT NUMBER PAGES AMENDED AMENDMENT SUMMARY DATE ISSUED Portions of this Section of the ROA
More informationPermissible Track Forces for Railway Vehicles
British Railways Board Page 1 of 11 Part A Synopsis This document prescribes design and maintenance requirements for traction and rolling stock and for on track plant to ensure that interactive forces
More informationSimulation of a Narrow Gauge Vehicle using SIMPACK, Model Validation using Scaled Prototypes on Roller-Rig
Simulation of a Narrow Gauge Vehicle using SIMPACK, Model Validation using Scaled Prototypes on Roller-Rig Politecnico di Torino Dipartimento di Meccanica N. Bosso, A.Gugliotta, A. Somà Blue Engineering
More informationDiscipline: Engineering (Track & Civil) Category: Code of Practice. Clearances. Section 7. Applicability. ARTC Network wide.
Discipline: Engineering (Track & Civil) Category: Code Practice Clearances Section 7 Applicability ARTC Network wide Primary Source Document Status Version Date Reviewed Prepared by Reviewed by Endorsed
More informationTEST METHODS CONCERNING TRANSPORT EQUIPMENT
PART IV TEST METHODS CONCERNING TRANSPORT EQUIPMENT - 403 - CONTENTS OF PART IV Section Page 40. INTRODUCTION TO PART IV... 407 40.1 PURPOSE... 407 40.2 SCOPE... 407 41. DYNAMIC LONGITUDINAL IMPACT TEST
More informationSECTION 3 ROAD WORTHINESS ACCEPTANCE STANDARDS FOR RAIL FREIGHT VEHICLES
SECTION 3 ROAD WORTHINESS ACCEPTANCE STANDARDS FOR RAIL FREIGHT VEHICLES ROA MANUAL SCHEDULE OF AMENDMENTS SECTION 3 AMENDMENT NUMBER PAGES AMENDED AMENDMENT SUMMARY DATE ISSUED This Section of the ROA
More informationDate of hosting on website: 26 th October 2017 Last date for comments: 25 th November 2017
Date of hosting on website: 26 th October 2017 Last date for comments: 25 th November 2017 CHECK LIST FOR PREPARING AUTOMOTIVE INDUSTRY STANDARD Draft AIS-146/D0 : Requirements applying to stands fitted
More informationLocomotive Hauled Passenger Vehicle Specific Interface Requirements WOS
Discipline Engineering Standard Category Rolling Stock Locomotive Hauled Passenger Vehicle Specific Interface Requirements WOS 01.500 Applicability ARTC Network wide New South Wales Western Jurisdiction
More informationCODE 10 OECD STANDARD CODE FOR THE OFFICIAL TESTING OF FALLING OBJECT PROTECTIVE STRUCTURES ON AGRICULTURAL AND FORESTRY TRACTORS
CODE 10 OECD STANDARD CODE FOR THE OFFICIAL TESTING OF FALLING OBJECT PROTECTIVE STRUCTURES ON AGRICULTURAL AND FORESTRY TRACTORS 1 TABLE OF CONTENTS INTRODUCTION... 3 1. DEFINITIONS... 3 1.1 Agricultural
More informationISO 2953 INTERNATIONAL STANDARD. Mechanical vibration Balancing machines Description and evaluation
INTERNATIONAL STANDARD ISO 2953 Third edition 1999-04-15 Mechanical vibration Balancing machines Description and evaluation Vibrations mécaniques Machines à équilibrer Description et évaluation A Reference
More informationEUROPEAN UNION AGENCY FOR RAILWAYS Annex 1 006REC1025 V 1.0
Annex 1: Amendments to the technical specification for interoperability relating to the rolling stock locomotives and passenger rolling stock subsystem of the rail system in the European Union (Annex to
More informationSECTION 11 INTERMODAL EQUIPMENT
SECTION 11 INTERMODAL EQUIPMENT ROA MANUAL SCHEDULE OF AMENDMENTS SECTION 11 AMENDMENT NUMBER PAGES AMENDED AMENDMENT SUMMARY DATE ISSUED TABLE OF CONTENTS Section Description Page No. 11.1 SCOPE... 11-1
More informationSPMM OUTLINE SPECIFICATION - SP20016 issue 2 WHAT IS THE SPMM 5000?
SPMM 5000 OUTLINE SPECIFICATION - SP20016 issue 2 WHAT IS THE SPMM 5000? The Suspension Parameter Measuring Machine (SPMM) is designed to measure the quasi-static suspension characteristics that are important
More informationEnglish version of. Executive Order on vehicles' technical compatibility with the rail network (Bekendtgørelse nr af 30. november 2012) Preface
English version of Executive Order on vehicles' technical compatibility with the rail network (Bekendtgørelse nr. 1127 af 30. november 2012) Preface Please note that the English version is for informational
More informationEconomic and Social Council
UNITED NATIONS Economic and Social Council Distr. GENERAL TRANS/WP.29/78/Rev.1/Amend.2 16 April 1999 ENGLISH Original: ENGLISH and FRENCH ECONOMIC COMMISSION FOR EUROPE INLAND TRANSPORT COMMITTEE Working
More informationApplicable standards in HS Infrastructure subsystem TSI (2008/217/EC)
Applicable standards in HS Infrastructure subsystem TSI (2008/217/EC) ERA 1.0 Page 1/8 Standards or other documents referred to in the HS infrastructure TSI (and therefore mandatory) TSI Sections Characteristics
More informationINTERPLANT STANDARD - STEEL INDUSTRY
INTERPLANT STANDARD - STEEL INDUSTRY IPSS SPECIFICATION FOR MAGNETIC OVER- CURRENT RELAYS FOR ac AND dc MOTORS PROTECTION UP TO 650 V (FIRST REVISION) CORRESPONDING INDIAN STANDARD DOES NOT EXIST IPSS:1-04-008-11
More informationE/ECE/324/Rev.1/Add.57/Rev.2/Amend.4 E/ECE/TRANS/505/Rev.1/Add.57/Rev.2/Amend.4
11 July 2016 Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for
More informationSPMM OUTLINE SPECIFICATION - SP20016 issue 2 WHAT IS THE SPMM 5000?
SPMM 5000 OUTLINE SPECIFICATION - SP20016 issue 2 WHAT IS THE SPMM 5000? The Suspension Parameter Measuring Machine (SPMM) is designed to measure the quasi-static suspension characteristics that are important
More informationSwitch design optimisation: Optimisation of track gauge and track stiffness
1 Switch design optimisation: Optimisation of track gauge and track stiffness Elias Kassa Professor, Phd Department of Civil and Transport Engineering, NTNU Trondheim, Norway E-mail: elias.kassa@ntnu.no
More informationSpecial edition paper
Efforts for Greater Ride Comfort Koji Asano* Yasushi Kajitani* Aiming to improve of ride comfort, we have worked to overcome issues increasing Shinkansen speed including control of vertical and lateral
More informationE/ECE/324/Rev.1/Add.54/Rev.2/Amend.3 E/ECE/TRANS/505/Rev.1/Add.54/Rev.2/Amend.3
26 April 2018 Agreement Concerning the Adoption of Harmonized Technical United Nations Regulations for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the
More informationTechnical specification of wheel Dynamometer
1.1 General Technical specification of wheel Dynamometer Established in 1984, Rail Wheel Factory (RWF) located at Yelahanka in Bangalore is a major production unit of Indian Railways. ISO 9001:200 certified
More informationNUMERICAL ANALYSIS OF IMPACT BETWEEN SHUNTING LOCOMOTIVE AND SELECTED ROAD VEHICLE
Journal of KONES Powertrain and Transport, Vol. 21, No. 4 2014 ISSN: 1231-4005 e-issn: 2354-0133 ICID: 1130437 DOI: 10.5604/12314005.1130437 NUMERICAL ANALYSIS OF IMPACT BETWEEN SHUNTING LOCOMOTIVE AND
More informationCLASSIFICATION NOTES. Type Testing Procedure for. Crankcase Explosion Relief Valves
CLASSIFICATION NOTES Type Testing Procedure for Crankcase Explosion Relief Valves Contents 1. Scope, Application 2. Recognized Standards 3. Purpose 4. Test Facilities 5. Explosion Test Process 6. Testing
More informationCalifornia Department of Transportation Division of Rail Rolling Stock Procurement Branch
California Department of Transportation Division of Rail Performance and Evaluation Criteria Specification 5-102 Revision A May 11, 2010 Table of Contents 1.0 Fabricated Truck Performance... 4 1.1 Regulations,
More informationANALYZING THE DYNAMICS OF HIGH SPEED RAIL
ANALYZING THE DYNAMICS OF HIGH SPEED RAIL 10 th Hydrail Conference 22 June 2015 George List, NC State Motivation Rail is a very attractive technology for moving people and goods Suspension system is extremely
More informationISO INTERNATIONAL STANDARD. Mechanical vibration Rotor balancing Part 21: Description and evaluation of balancing machines
INTERNATIONAL STANDARD ISO 21940-21 First edition 2012-07-15 Mechanical vibration Rotor balancing Part 21: Description and evaluation of balancing machines Vibrations mécaniques Équilibrage des rotors
More informationCommon position by FR and CEMA on mechanical couplings for towed vehicles 28/9/2015
Common position by FR and CEMA on mechanical couplings for towed vehicles 28/9/2015 ANNEX XXXIV Requirements on mechanical couplings 1. Definitions For the purposes of this Annex: 1.1. Mechanical coupling
More informationEconomic and Social Council
United Nations Economic and Social Council ECE/TRANS/WP.29/2017/69 Distr.: General 6 April 2017 Original: English Economic Commission for Europe Inland Transport Committee World Forum for Harmonization
More information013 : 2009 CEB SPECIFICATION MOULDED CASE CIRCUIT BREAKERS
013 : 2009 CEB SPECIFICATION MOULDED CASE CIRCUIT BREAKERS FOR OVERHEAD NETWOKS CEYLON ELECTRICITY BOARD SRI LANKA Specification for MOULDED CASE CIRCUIT BREAKERS FOR OVERHEAD NETWOKS CEB Specification
More informationISO 8379 INTERNATIONAL STANDARD. Rough terrain trucks Stability tests. Chariots élévateurs tous terrains à fourches Essais de stabillité
INTERNATIONAL STANDARD ISO 8379 First edition 1998-07-01 Rough terrain trucks Stability tests Chariots élévateurs tous terrains à fourches Essais de stabillité A Reference number Provläsningsexemplar /
More informationReg Consolidated to Supplement 2 (Revision 3 Amendment 2)Replacement Brake Linings
[PREAMBLE] E/ECE/324/Rev.1/Add.89/Rev.3/Amend 2-E/ECE/TRANS/505/Rev.1/Add.89/Rev.3/Amend 2 3 February 2015 AGREEMENT CONCERNING THE ADOPTION OF UNIFORM TECHNICAL PRESCRIPTIONS FOR WHEELED VEHICLES, EQUIPMENT
More informationSimulation of railway track maintenance trains at MATISA
Simulation of railway track maintenance trains at MATISA MultiBody Simulation User Group Meeting Rémi ALLIOT, Solution Consultant, Dassault Systèmes SE Jacques ZUERCHER, Head of Calculation Department,
More information2. Test Centre VUZ Velim Cerhenice
Testing laboratory locations: 1. Testing Laboratory (Not carrying out the tests) Novodvorská 1698, 142 01 Praha 4 - Braník 2. Test Centre VUZ Velim 281 02 Cerhenice The Laboratory is qualified to update
More informationTrack friendly vehicles - principles, advantages. Sebastian Stichel August 8, 2007
Track friendly vehicles - principles, advantages Sebastian Stichel August 8, 2007 What is track friendliness A track friendly vehicle is a vehicle that causes low maintenance costs on the track (and on
More informationISO 8710 INTERNATIONAL STANDARD. Motorcycles Brakes and brake systems Tests and measurement methods
INTERNATIONAL STANDARD ISO 8710 Second edition 2010-04-15 Motorcycles Brakes and brake Tests and measurement methods Motocyles Freins et systèmes de freinage Méthodes d'essai et de mesure Reference number
More informationSPECIFICATION FOR AUTOMATIC PRIMING AND OPERATING SYSTEM FOR CENTRIFUGAL PUMPS.
DRAFT SPECIFICATION NO : RDSO/PE/SPEC/D/PS/0010-99 (REV. 0 ) SPECIFICATION FOR AUTOMATIC PRIMING AND OPERATING SYSTEM FOR CENTRIFUGAL PUMPS. 0. FOREWORD 0.1 This specification covers manufacturing and
More informationRapid Response. Lineside Signal Spacing. Railway Group Standard GK/RT0034 Issue Three Date September 1998
Rapid Response Railway Group Standard Lineside Signal Spacing Synopsis This Standard specifies the minimum distance that must be provided between the first signal displaying a cautionary aspect and the
More informationInterrelation between Wavelengths of Track Geometry Irregularities and Rail Vehicle Dynamic Properties
THE ARCHIVES OF TRANSPORT VOL. XXV-XXVI NO 1-2 213 Interrelation between Wavelengths of Track Geometry Irregularities and Rail Vehicle Dynamic Properties Bogdan Sowinski Received January 213 Abstract The
More informationThe Supply of Road/Rail Pick-Up Vehicles
Technical Specification No. M-05-372 The Supply of Road/Rail Pick-Up Vehicles Rev Description Date 1 2 First edition Adding systems to the Road/Rail Pick-Up Vehicles 30 April 2015 19 May 2015 3 Changes
More information} Rev.1/Add.12/Rev.6/Amend.4
30 December 2009 AGREEMENT CONCERNING THE ADOPTION OF UNIFORM TECHNICAL PRESCRIPTIONSFOR WHEELED VEHICLES, EQUIPMENT AND PARTS WHICH CAN BE FITTEDAND/OR BE USED ON WHEELED VEHICLES AND THE CONDITIONS FOR
More information020: 2013 CEB SPECIFICATION MINIATURE CIRCUIT BREAKER (MCB)
020: 2013 CEB SPECIFICATION MINIATURE CIRCUIT BREAKER (MCB) CEYLON ELECTRICITY BOARD SRI LANKA Telephone: +94 11 232 0953 Fax: +94 11 232 3935 CONTENTS Page 1.0 Scope 3 2.0 System Parameters 3 3.0 Service
More informationCEMA position on draft braking regulation, 4 June 2008 ENTR/F1/ /rev16
CEMA PT16 N05Rev CEMA position on draft braking regulation, 4 June 2008 ENTR/F1/5030-99/rev16 CEMA is the European association representing the agricultural machinery industry. It represents the industry
More informationRDSO/PE/SPEC/AC/ (Rev. 0 ) SPECIFICATION FOR VANE TYPE AIR FLOW RELAY FOR ROOF MOUNTED AC PACKAGE UNIT
Page 1 of 12 RESEARCH DESIGN & STANDARDS ORGANISATION MINISTRY OF RAILWAY POWER SUPPLY & EMU DIRECTORATE TITLE SPECIFICATION FOR VANE TYPE AIR FLOW RELAY FOR ROOF MOUNTED AC PACKAGE UNIT S.No. Date of
More informationREDUCING THE OCCURRENCES AND IMPACT OF FREIGHT TRAIN DERAILMENTS
REDUCING THE OCCURRENCES AND IMPACT OF FREIGHT TRAIN DERAILMENTS D-Rail Final Workshop 12 th November - Stockholm Monitoring and supervision concepts and techniques for derailments investigation Antonella
More informationResistance of Railway Vehicles to Derailment and Roll-Over
Resistance of Railway Vehicles to Derailment and Roll-Over Synopsis This document mandates requirements for rolling stock to ensure acceptable resistance against flange climbing derailment and against
More informationCHAPTER 4 : RESISTANCE TO PROGRESS OF A VEHICLE - MEASUREMENT METHOD ON THE ROAD - SIMULATION ON A CHASSIS DYNAMOMETER
CHAPTER 4 : RESISTANCE TO PROGRESS OF A VEHICLE - MEASUREMENT METHOD ON THE ROAD - SIMULATION ON A CHASSIS DYNAMOMETER 1. Scope : This Chapter describes the methods to measure the resistance to the progress
More informationEXTRACT of chapter XXXIV coupling devices (version of ) ANNEX XXXIV Requirements on mechanical couplings
EXTRACT of chapter XXXIV coupling devices (version of 18.09.2013) ANNEX XXXIV Requirements on mechanical couplings Definitions specific to this Annex Mechanical coupling between tractor and towed vehicle
More informationResults in rail research using SIMPACK
Results in rail research using SIMPACK Politecnico di Torino - Dip. di Meccanica IIa Facoltà di Ingegneria (Vercelli) N. Bosso, A. Gugliotta, A. Somà The railway dynamic research group of the Mechanical
More informationSECTION 23 CLASSIFICATION AND NUMBERING OF FREIGHT VEHICLES
SECTION 23 CLASSIFICATION AND NUMBERING OF FREIGHT VEHICLES ROA MANUAL SCHEDULE OF AMENDMENTS SECTION 23 AMENDMENT NUMBER PAGES AMENDED AMENDMENT SUMMARY DATE ISSUED TABLE OF CONTENTS Section Description
More informationPresented by: Gary Wolf
1 Basic Rail Vehicle Suspension Parameters Presented by: Gary Wolf Wolf Railway Consulting 2838 Washington Street Avondale Estates, Georgia 30002 404 600 2300 www.wolfrailway.com Rail Vehicle Suspension
More informationTorque steer effects resulting from tyre aligning torque Effect of kinematics and elastokinematics
P refa c e Tyres of suspension and drive 1.1 General characteristics of wheel suspensions 1.2 Independent wheel suspensions- general 1.2.1 Requirements 1.2.2 Double wishbone suspensions 1.2.3 McPherson
More information9 Locomotive Compensation
Part 3 Section 9 Locomotive Compensation August 2008 9 Locomotive Compensation Introduction Traditionally, model locomotives have been built with a rigid chassis. Some builders looking for more realism
More informationE17H RAIL WHEEL INSPECTION
E17H RAIL WHEEL INSPECTION PURPOSE AND SCOPE This Procedure applies to all items of rolling stock purchased or acquired through hiring or other means by Laing O Rourke for the railway operations they will
More informationDesign and Calculation of Fast-Running Shunting Locomotives
Design and Calculation of Fast-Running Shunting Locomotives Dipl.-Ing. Claudia Kossmann Stadler Bussnang AG (Switzerland) SIMPACK User Meeting 2011 Shunting Locomotive Ee 922 - Introduction 2007: Swiss
More informationR o l l i n g S t o c k O u t l i n e s
R o l l i n g S t o c k O u t l i n e s Rolling Stock Standard This Australian Standard AS 7507 was prepared by a RISSB Development Group consisting of representatives from the following organisations:
More informationGuideline Specifications for Replacement Brake Lining Assemblies and Drum Brake Linings for Power-Driven Vehicles and their Trailers
AUTOMOTIVE INDUSTRY STANDARD Guideline Specifications for Replacement Brake Lining Assemblies and Drum Brake Linings for Power-Driven Vehicles and their Trailers PRINTED BY THE AUTOMOTIVE RESEARCH ASSOCIATION
More informationTECHNICAL SPECIFICATION FOR 11 KV AUTOMATIC CAPACITOR SWITCH
TECHNICAL SPECIFICATION FOR 11 KV AUTOMATIC CAPACITOR SWITCH MAHARASHTRA STATE ELECTRICITY DISTRIBUTION COMPANY LTD. PAGE 1 OF 7 TECHNICAL SPECIFICATION FOR 11 KV AUTOMATIC CAPACITOR SWITCH 1.0 SCOPE:
More informationISO INTERNATIONAL STANDARD. Road vehicles Brake lining friction materials Friction behaviour assessment for automotive brake systems
INTERNATIONAL STANDARD ISO 26867 First edition 2009-07-01 Road vehicles Brake lining friction materials Friction behaviour assessment for automotive brake systems Véhicules routiers Matériaux de friction
More informationE/ECE/324/Rev.1/Add.54/Rev.2/Amend.1 E/ECE/TRANS/505/Rev.1/Add.54/Rev.2/Amend.1
28 October 2016 Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions
More informationLocomotive Specific Interface Requirements WOS
Discipline Engineering Standard Category Rolling Stock Locomotive Specific Interface Requirements WOS 01.300 Applicability ARTC Network wide New South Wales Western Jurisdiction Victoria Primary Source
More informationE/ECE/324/Rev.1/Add.57/Rev.3 E/ECE/TRANS/505/Rev.1/Add.57/Rev.3
30 November 2017 Agreement Concerning the Adoption of Harmonized Technical United Nations Regulations for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and
More informationEvaluation of the Fatigue Life of Aluminum Bogie Structures for the Urban Maglev
Evaluation of the Fatigue Life of Aluminum Bogie Structures for the Urban Maglev 1 Nam-Jin Lee, 2 Hyung-Suk Han, 3 Sung-Wook Han, 3 Peter J. Gaede, Hyundai Rotem company, Uiwang-City, Korea 1 ; KIMM, Daejeon-City
More information(Non-legislative acts) DECISIONS
26.5.2011 Official Journal of the European Union L 139/1 II (Non-legislative acts) DECISIONS COMMISSION DECISION of 26 April 2011 concerning a technical specification for interoperability relating to the
More informationGauge Face Wear Caused with Vehicle/Track Interaction
Gauge Face Wear Caused with Vehicle/Track Interaction Makoto ISHIDA*, Mitsunobu TAKIKAWA, Ying JIN Railway Technical Research Institute 2-8-38 Hikari-cho, Kokubunji-shi, Tokyo 185-8540, Japan Tel: +81-42-573-7291,
More informationDoc:TED 11(794)W Dec Draft Standard Automotive Vehicles - Windscreen Wiping System for 3 Wheeler Vehicles - Specification
For Comments only Doc:TED 11(794)W Dec 2010 Draft Standard Automotive Vehicles - Windscreen Wiping System for 3 Wheeler Vehicles - Specification Not to be reproduced without permission Last date for receipt
More informationSIMPACK User Meeting May 2011 in Salzburg
Modular vehicle concept modular model design reliable calculation chain Dynamic analysis of the Avenio platform with multi-body simulation (MBS) Page 1 May 2011 Structure Presentation of Avenio tram platform
More informationThe track-friendly high-speed bogie developed within Gröna Tåget
The track-friendly high-speed bogie developed within Gröna Tåget A. Orvnäs 1 (former 2), E. Andersson 2, S. Stichel 2, R. Persson 3 1 Mechanical Systems, Interfleet Technology 2 Division of Rail Vehicles,
More informationNencki Bogie test stand NBT
Nencki Bogie test stand NBT Bogie test stand NBT Modular test stands for individual requirements Nencki is the world leading manufacturer of bogie test stands, some with complex functions, such as the
More informationUnit HV04K Knowledge of Heavy Vehicle Chassis Units and Components
Assessment Requirements Unit HV04K Knowledge of Heavy Vehicle Chassis Units and Components Content: Chassis layouts i. types of chassis ii. axle configurations iii. rear steered axles iv. self-steered
More informationATTACHMENT V.3 TECHNICAL SPECIFICATIONS
ATTACHMENT V.3 TECHNICAL SPECIFICATIONS Page 1 of 12 TECHNICAL SPECIFICATIONS 1. REHABILITATION OF WHEELSETS A. All wheelsets shall be inspected to determine if they need to be replaced, rehabilitated
More informationVehicle Dynamic Simulation Using A Non-Linear Finite Element Simulation Program (LS-DYNA)
Vehicle Dynamic Simulation Using A Non-Linear Finite Element Simulation Program (LS-DYNA) G. S. Choi and H. K. Min Kia Motors Technical Center 3-61 INTRODUCTION The reason manufacturers invest their time
More informationCouncil of the European Union Brussels, 18 July 2014 (OR. en)
Council of the European Union Brussels, 18 July 2014 (OR. en) 11932/14 ADD 1 TRANS 367 COVER NOTE From: European Commission date of receipt: 9 July 2014 To: General Secretariat of the Council No. Cion
More informationSTATIC AND FATIGUE ANALYSIS OF LEAF SPRING-AS A REVIEW
STATIC AND FATIGUE ANALYSIS OF LEAF SPRING-AS A REVIEW Vishal Gavali 1, Mahesh Jadhav 2, Digambar Zoman 3 1,2, 3 Mechanical Engineering Department, LGNSCOE Anjaneri Nashik,(India) ABSTRACT In engineering
More informationImplementation procedure for certification and continued airworthiness of Beriev Be-200E and Be-200ES-E
1. Scope 1.1 The general process is described in the implementation procedure for design approvals of aircraft, engine and propeller from CIS and in the implementation procedure for design approvals of
More informationAutomotive Transmissions
Gisbert Lechner Harald Naunheimer Automotive Transmissions Fundamentals, Selection, Design and Application In Collaboration with Joachim Ryborz With 370 Figures J i Springer Contents Terms and Symbols
More informationOptimisation of Railway Wheel Profiles using a Genetic Algorithm
The Rail Technology Unit Optimisation of Railway Wheel Profiles using a Genetic Algorithm Persson I., Iwnicki S.D. This article was download from the Rail Technology Unit Website at MMU Rail Technology
More informationStudy on System Dynamics of Long and Heavy-Haul Train
Copyright c 2008 ICCES ICCES, vol.7, no.4, pp.173-180 Study on System Dynamics of Long and Heavy-Haul Train Weihua Zhang 1, Guangrong Tian and Maoru Chi The long and heavy-haul train transportation has
More information4.1 Type of the valve and materials of construction of body and trim shall be as specified in valve Data sheet.
SHEET 1 OF 5 1.0 GENERAL & SCOPE 1.1 This specification covers the design, material, construction features, manufacture, inspection & testing, Painting and packing requirements of Spring Loaded Bypass
More informationWhat is model validation? Overview about DynoTRAIN WP5. O. Polach Final Meeting Frankfurt am Main, September 27, 2013
What is model validation? Overview about DynoTRAIN WP5 O. Polach Final Meeting Frankfurt am Main, September 27, 2013 Contents Introduction State-of-the-art on the railway dynamic modelling Suspension modelling
More informationRequirements for the Application of Standard Vehicle Gauges
Synopsis This document defines standard vehicle gauges and the associated application rules for rolling stock and for infrastructure. [This document contains one or more pages which contain colour] Copyright
More informationRisk Management of Rail Vehicle Axle Bearings
Railway Group Standard Risk Management of Rail Vehicle Axle Bearings Synopsis This Railway Group Standard mandates that there shall be riskbased processes to minimise and detect failures of rail vehicle
More informationINTER PLANT STANDARD STEEL INDUSTRY. Corresponding IS does not exist
INTER PLANT STANDARD STEEL INDUSTRY IPSS SPECIFICATION FOR ac ROLLER TABLE MOTORS (Second Revision) Corresponding IS does not exist IPSS:1-03-007-14 Formerly : IPSS:1-03-007-03 0. FOREWORD 0.1 This Inter
More information34-SDMS-01 SPECIFICATIONS FOR
SPECIFICATIONS FOR M V DROPOUT FUSE CUT OUTS This specification is property of SEC and subject to change or modification without any notice CONTENTS C l a u s e s: Page No. 1- SCOPE 3 2- CROSS REFERENCES
More informationTrans Asian Railways.. A Rolling stock perspective. By Dwarika Prasad Senior Professor /Mechanical Engineering
Trans Asian Railways.. A Rolling stock perspective By Dwarika Prasad Senior Professor /Mechanical Engineering 1 Trans Asian Railways Salient Features of the existing system Network of 1000 mm track gauge
More informationMaritime New Zealand Guidelines
Maritime New Zealand Guidelines MARINE GUIDANCE NOTICE ISSUE 02-2007 VEHICLE REQUIREMENTS FOR SHIPMENT BY RO-RO This guidance is for: Any person who offers vehicles for carriage by a ro-ro ship Ro-ro ship
More informationEvaluation of Wheel Load & Lateral Forces, using Lateral & Vertical Force Measurement Wheel in Dynamic Condition at Rail Wheel Contact Point
Evaluation of Wheel Load & Lateral Forces, using Lateral & Vertical Force Measurement Wheel in Dynamic Condition at Rail Wheel Contact Point R. Gupta 1, P.K. Bharti 2 (HOD) Department of Mechanical Engineering
More informationRailway Technical Web Pages
Railway Technical Web Pages Archive Page Vehicle Suspension Systems Introduction Almost all railway vehicles use bogies (trucks in US parlance) to carry and guide the body along the track. Bogie suspension
More informationBasics of Vehicle Truck and Suspension Systems and Fundamentals of Vehicle Steering and Stability
Basics of Vehicle Truck and Suspension Systems and Fundamentals of Vehicle Steering and Stability Ralph Schorr, PE Senior Product Development Engineer Vehicle/Truck Dynamicist 1 Truck Nomenclature Wheel/rail
More informationINTER PLANT STANDARD - STEEL INDUSTRY SPECIFICATION FOR AC CABIN FAN. Corresponding IS does not exist IPSS:
INTER PLANT STANDARD - STEEL INDUSTRY IPSS SPECIFICATION FOR AC CABIN FAN FOR EOT CRANES (First Revision) Corresponding IS does not exist IPSS:1-03-011-92 Formerly IPSS:1-03-011-87 0. FOREWORD 0.1 This
More informationPART 665 BUS TESTING. Subpart A General. 49 CFR Ch. VI ( Edition)
Pt. 665 PART 665 BUS TESTING Subpart A General Sec. 665.1 Purpose. 665.3 Scope. 665.5 Definitions. 665.7 Grantee certification of compliance. Subpart B Bus Testing Procedures 665.11 Testing requirements.
More informationINTEROPERABILITY UNIT FRICTION ELEMENTS FOR WHEEL TREAD BRAKES FOR FREIGHT WAGONS
INTEROPERABILITY UNIT TECHNICAL DOCUMENT FRICTION ELEMENTS FOR WHEEL TREAD BRAKES FOR FREIGHT WAGONS REFERENCE: ERA/TD/2013-02/INT DOCUMENT TYPE: TECHNICAL DOCUMENT VERSION: 3.0 DATE: 27/11/2015 ERA/TD/2013-02/INT
More informationEMC-HD. C 01_2 Subheadline_15pt/7.2mm
C Electromechanical 01_1 Headline_36pt/14.4mm Cylinder EMC-HD C 01_2 Subheadline_15pt/7.2mm 2 Elektromechanischer Zylinder EMC-HD Short product name Example: EMC 085 HD 1 System = ElectroMechanical Cylinder
More informationExperimental investigation on vibration characteristics and frequency domain of heavy haul locomotives
Journal of Advances in Vehicle Engineering 3(2) (2017) 81-87 www.jadve.com Experimental investigation on vibration characteristics and frequency domain of heavy haul locomotives Lirong Guo, Kaiyun Wang*,
More informationCHAPTER 4: EXPERIMENTAL WORK 4-1
CHAPTER 4: EXPERIMENTAL WORK 4-1 EXPERIMENTAL WORK 4.1 Preamble 4-2 4.2 Test setup 4-2 4.2.1 Experimental setup 4-2 4.2.2 Instrumentation, control and data acquisition 4-4 4.3 Hydro-pneumatic spring characterisation
More informationRequirements for Metallic Fuel Tanks of Automotive Vehicles
AUTOMOTIVE INDUSTRY STANDARD Requirements for Metallic Fuel Tanks of Automotive Vehicles PRINTED BY THE AUTOMOTIVE RESEARCH ASSOCIATION OF INDIA P.B. NO. 832, PUNE 411 004 ON BEHALF OF AUTOMOTIVE INDUSTRY
More informationMechanical Trainstop Systems
Mechanical Trainstop Systems Synopsis This document defines the functional requirements for mechanical trainstop systems and the requirements relating to their use on both track and trains. Signatures
More information