121114.001 specification for tcn vcu website

8/13/2019 121114.001 Specification for TCN VCU Website

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SPECIFICATION

for Vehicle Control

SystemBased on IEC-61375

TCNOpen Standard forWAG9,WAG9H,WAP5

and WAP7 Class Three

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AEE/D&D CENTRE FOR DESIGN & DEVELOPMENT

CHITTARANJAN LOCOMOTIVE WORKS

WEST BENGAL, INDIA

NO: C-D&D/TCN_VCU/HW/MICAS-S2/Ver4

APPROVED BY

DY. CEE/CON/TU-IIVer 4

DRAFT

Technical specification for

Vehicle Control System

Based on IEC-61375 TCN Open Standard

for

WAG9, WAG9H, WAP5 and WAP7 ClassThree Phase Drive Locomotives

No. C-D&D/TCN_VCU/HW/MICAS-S2/Ver4

AUGUST-2012

Issued by

Centre for Design & Development

Chittaranjan Locomotive Works

PO: Chittaranjan, West Bengal

India-713 331


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S.N. Date ofRevision

Page. No. Revision

1 23.08.1012 04,05,06,07,08

09,11,15,16,17,18,20,30,32

WAG-9H is added in Clause-

1.0, Clause-3.3, 3.5,3.6,3.7,3.9, 3.10, 3.11, 3.14, 3.22,3.29, 3.30, 3.31, 8, 9, 10.8,10.9 modified, List of testsadded, clause 11&14 deleted,Abbreviation added inAppendix-10 added.


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TABLE OF CONTENTS

CL No Description

Abbreviations and Definitions

1. Foreword2. Need for the change3. System Requirements4. Functional Requirements5. Applicable Normative Standards6. Scope of Supply/Works7. Environmental Conditions8. Input/Output Signals9. Reliability10. Tests11. Transfer of Technology12. Infringement of patent Rights13. Documents to be supplied by the Bidder14.

Appendices


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1.0 ForewordPresently, Indian Railways manufacture four classes of 3-phase drive locomotives viz.WAG9, WAG9H, WAP5 and WAP7, based on the transfer of technology (ToT) from ABBSwitzerland (now Bombardier Transportation). These locomotives employ a distributed

architecture for control and data communication. There are seven racks (called bus-stations), which are interconnected through optical fibre cable and communicatingaccording to Multifunctional Vehicle Bus (MVB) protocol, which is an ABB proprietarystandard. Within each rack, there are many processor segments, which are connectedtogether through a wired serial bus, an electrical version of the MVB. Within eachprocessor segments, there can be more than one processor (multi-processor bus) sharingcommon Input/Output (I /O) devices through Advanced Multi-master System (AMS) bus.However, in the implementation adopted by Indian Railways, only one processor is usedin each segment of AMS bus. The complete electronics is generally termed as MI CAS-S2,an acronym for MICrocomputer Automation System - Series-2. Communication betweentwo locomotives is done through a serial bus having data transmission as per HDLCprotocol. The control hardware, software and protocols are proprietary products of ABB.MICAS-S2 control cards are being manufactured in India by Industry partners andcontrol software is administered by CLW. However, being proprietary in nature, any

basic change needed to handle the obsolescence in electronic component and softwareindustry, is not possible due to non-availability of design knowledge and source codes offirmware and operating system, development platform which is DOS based also cant besustained due to advances in PC technology. Flexibility for third party equipmentinterface, which is the order of the day, is impossible due to the rigid and hard coded

architecture of hardware and software. The technology itself is of mid 1980 vintage.Presently used architecture is shown in Appendix-1 for appreciation. Distribution ofvarious types of PCBs in each rack can be seen at Appendix-2 to 5 and the busarchitecture is given at Appendix-6 to 9. Appendix-10 gives the brief definitions of theterms used along with the instructions to the Bidders.

2.0 Need for ChangeAs traction environment needed specially designed and tested hardware, thedevelopment remained almost proprietary with the rolling stock Contractors. Due to this,interchangeability of sub-assemblies or equipment became almost impossible acrossContractors. With fast obsolescence creeping the electronics industry, sustenance of

technology during the lifetime of the roll ing stock became the key issue. Initially, noglobal standard existed for ensuring Contractor independent inter-changeability oftraction electronic sub-systems, though, various normative standards existed for variousproduct design and testing like transformer, converter etc.

Need was hence felt to standardize the control hardware and software to ensure inter-changeability of equipment from different Contractors, and accordingly, IEC haspublished a standard for open control architecture in rail vehicles, viz. IEC-61375, which

is termed as the Train Communication Network (TCN). I t defines the requirementsof various layers of communication and interface.

In order to sustain the control system in a rolling stock during its lifetime, i.e. over 35years, it becomes necessary to update the technology continuously and tackle the


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obsolescence and Contractor dependence. This is not possible with the presentproprietary control system used by Indian Railways, as already, it became obsolete in theglobal market. Hence, it was decided to standardise and develop appropriate hardwareand software as per IEC-61375 TCN open standard for WAG9, WAG9H, WAP7 andWAP5 class of three phase locomotives to start with.

3.0 System Requirements3.1

Through this specification, it is intended to procure only the vehicle control units. Atpresent, the vehicle control units are housed in two racks viz. rack type HV B494 A33 andHV B494 A34 for vehicle control units VCU1 and VCU2 respectively as shown at,Appendix-3, Appendix-4 Appendix-6 & Appendix-7. Only these two units are to be

replaced with appropriate control rack or racks, suiting the control functions beinghandled today without any compromise.

3.2 The present control rack for Traction Converter and Auxiliary Converter given atAppendix-1, Appendix-4, Appendix-7 and Appendix-8 are MI CAS-S2 based. These wil l besuitably replaced by IEC-61375 TCN compatible control system in parallel, but through aseparate contract. The offered vehicle control racks shall communicate with TCNcompatible converter and auxiliary converter control to be procured from third partiesand shall also communicate with existing MI CAS-S2 based control racks of traction and

auxiliary converter.

It will be necessary that the contractor shall be will ing to work together with othercontractor of Traction Converter and Auxiliary Converter to ensure compatibilitybetween VCU and Traction / Auxiliary Converter. The detailed list of signals andprotocols etc. shall need to be jointly documented.

3.3 The rack shall be of standard dimensions, example 19 euro rack, either 3U or 6U height& standard 160 mm depth. The back plane shall be VME or any standard back plane.The rack shall be protected against ingress of dust and water in accordance with IP54.

3.4 The control rack shall have processor, digital and analog I/Os. The digital I /Os shall bedesigned to have minimum power loss within the board and shall work in a wide input

range as defined for the battery voltage variation in I EC-60571. PCB mountable relayoutputs are expected, which shall be highly reliable for traction appli cations. Analog I /Omodules shall be able to take a variety of signals like voltage, current, NTC/PTC, pulseetc. Self-check, calibration and plausibility check features shall be incorporated.

3.5 The number of processors, I/Os and the architecture has to handle all the existing tasksat the defined task cycle, and also shall have spare capacity for processor & I /Os to takefuture load, if needed.

The following task structures for the existing MI CAS-S2 system are defined.


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FG Purpose/Task Cycle Time ( ms)

FLG1 FLG2 HBB1 HBB2 STB1 STB2

00 Infrastructure 200,100 200,100 1000 1000 1000 1000

01 P-/AMS-Bus Input 50 50 50 50 50,1000 50

02 P-/AMS-Bus Output 50 50 32 32,50 50,32 50

03 Vehicle-Bus Input 50,100,800,200

50,100,800,200

32,50,

100

32,50,

100

32,50,100

50,100

04 Vehicle-Bus Output 32,50,100,800

32,50,100,800

32,50,

100,200

50,100 32,50,100

50,100

05 Vehicle-Bus Monitor - - 50,100 50,100 50,100 50,100

06 Diagnostic 100,50,32 100,50,32 50,100 50,100 50,100 50,100

07 Master State Control 100 100 - - - -

08 Sub State Control - - 100 100 100 100

09 Limit Monitor 200,800 200,800 100,200,

1000

100,200,

1000

50 100

10 Vehicle-Bus Monitor 50,100,32 50,100,32

11 Train-Bus Monitor(Slave)

50 (1) 50

12 Train-Bus Monitor(Master)

50 (1) 50

13 Train-Bus Input 50 (1) 50

14 Train-Bus Output 50 (1) 50

15 Train-Bus MasterGeneration.

200 (1) 200

18 Simulation 50 50

21 Transit/Unused Signals 50 50 100,200,

1000

100,200,

1000

1000 1000

22 MCE Self Hold - - 100 100 -23 Cab Active 50 50 -

24 Release Cab Equipment 100 100 50 50 100 100

25 Buzzer Control - - 100 100

26 TE /BE DemandPreparation.

50,100 50,100

28 TE /BE Display 50 50

29 Cab Indicators 50 50 32 32 100 100

31 Pantograph Control - - 100 100

32 VCB Control - 32 - 32 -

34 Vigilance Control - 100

39 Shifted Firing Of GTO 800 80041 Sanding Control - - 100


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FG Purpose/Task FLG1 FLG2 HBB1 HBB2 STB1 STB2

43 Emergency Brake 100

44 Parking Brake - - 100 - 100

45 Pneum. Train Brake 50 50

46 TE /BE Control 50 50

47 Direction Selection 100 100

49 Traction Interlock 50 50

50 Actual Speed 50 50

51 Start/Running Interlock 100 100

52 Hotel Load Control

Monitor(WAP-5 only)

- - 100

53 Constant Speed Control 3200,50 3200,50

54 Isolation Control 32,200,50 32,200,50

56 Energy Consumption 50,100 50,100

63 Compressor 100 100

85 Harmonic Filter 200 200

(1) means: Code is included in FLG2 because of copy process. But function is not in effect,

because train bus is connected to FLG1 only.

Detailed task structure for individual segment of the existing MI CAS-S2 system shall be

made available to the Contractor at CL W for reference.The hardware shall be capable to

run the application software with the above mentioned task cycle time or better. Thesame shall be explicitly demonstrated during the commissioning.

3.6 The rack shall have a diagnostics computer, with non-volatile memory, to store thediagnostic data. I t shall store all the diagnostic data sets presently being stored and alsoshall have capacity to match the present storage or better. The details of diagnostic datasets and various faults initiated by various processors and stored in the diagnostic

computer shall be made available to the Contractor by CLW during design stage forreference. I n the present system, on occurrence of each fault, besides the faultinformation with time stamp, background data also is captured and stored. There shall befacil ity to capture post trigger and pre-trigger background information. I t shall bepossible for any computer in the vehicle to log fault on the diagnostic computer.

3.7 The rack shall have its own power supply. Redundancy of the power supply within a rackis a matter of design. I n the existing system, there are two power supplies in each rack.One power supply feeds certain printed circuit boards (PCBs), whereas, other feedscertain other PCBs. Some vital PCBs like MVB bus coupler is fed by both power supplies.

There shall be more than one number of power supply card in each control rack. Totalload of each rack shall be distributed between the power supply cards in healthy

condition. However, in the offered system, the designer has to ensure adequateredundancy in power supply distribution with in a rack so that 100% redundancy shall beavailable in the event of failure of one power supply card. The power supply distributionin the existing system is given at Appendix-3&4 for reference.


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3.8 The nominal battery voltage in the vehicle is 110V DC provided using Ni-Cd batteries of

199AH at 5-hour discharge rate. This is subjected to variation according to IEC-60571.1.

3.9 Data communication between I/O devices and processors within a rack shall be throughVME backplane bus supplemented by any open serial bus or standard bus preferablylocal CAN bus.

3.10

There shall be two processor cards within a rack to run the application software.In case of failure of one processor the other processor shall provide the full functionalitiesof the VCU.

3.11 The following network interface shall be provided in the racks:a. MVB: For connecting VCU-1 & VCU-2 as well as VCU-1/VCU-2 with traction and

auxiliary converters. The present fibre optic MVB interface is at Appendix-1 andwired MVB interface within the rack is at Appendices-6&7. In addition to existingrequirement, provision to be made for interfacing additional MVB compatibledevices/equipment in future. Such a provision/extension shall be described in theoffer. Offered MVB interfaces shall be compatible to present fibre opticcommunication, which uses 840 nm monomode fibre of Huber+Suhner make. Thefibre connector/transceiver type used in existing PCBs is QFBR 2478, QFBR

1478B (HP make).In the present scheme, each VCU bus coupler has 05 channelsof which two are connected as redundant MVB link between VCU-1&2.

b. WTB: For interconnecting vehicles, presently, train bus interface is provided inVCU-1 as given in Appendices-1&6. This requirement shall be met in the offereddesigns. Additional interface if offered may be spelt out.

c. CAN: This interface is aimed at connecting CAN devices/equipment within avehicle, like displays, remote I/Os etc. Number of such an interface shall be speltout.

3.12 The offer shall clearly spell out the redundancy concept for the network administrators.

3.13 Al l processors shall be able to seamlessly communicate over above networks. It is

preferred that the communication cards are also able to run application programs.

3.14 IR shall provide the vehicle application software on the ISAGRAPH platform. TheContractor has to supply all the necessary software including drivers to enable theapplication program to be made for working in the offered processors and communicateover the networks specified in 3.11.a, 3.11.b & 3.11.c. This shall necessarily include, butnot limited to, the following:a. Library/API for realtime operating system for the offered communication controller

(CAN/MVB/WTN) using which third party applications written in "C" language canuse the controller to communicate with other devices on the network.

b. The supplied communication controller (CAN/MVB/WTN) shall accompany necessarylibraries/API for integration into third part application software written in "C"

language on the realtime operating system.c. Software/stacks required to configure the devices in CAN/MVB/WTB and also to run

the applications on these networks.d. The essence is that IR will make only the locomotive application program in the

platform given in Cl. 3.18. The Contractor shall ensure supply of hardware and allnecessary software tools for running the locomotive control application andcommunication over the above networks.


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e. The Contractor has to demonstrate during commissioning successful implementationof application program and communication over WTB/MVB/CAN.

f. Any modification required in application software (IsaGraph) to adopt the TCN basedhardware shall be within the scope of the supply and only minimal essential software

changes shall be permitted. The Contractor shall need to take prior approval for any

modification of application software from IR.

3.15 The Contractor may be called upon to interact with the auxiliary/power converterContractor and application developer under the aegis of IR at a place decided by CLW.

3.16 Following software tools shall also be with in the scope of supply:a. For downloading the compiled code from a PC to the application processor.

b. For visualisation, temporary forcing and recording the selected process variables on aPC connected to the network. I t shall be possible to do offline analysis of the data sorecorded. Necessary methodology of accessing the signals on the vehicle bus andinternal to the processors has to be specified.

c. For extracting the faults stored in the fault memory to a service PC for offline

analysis.d. Essence of provision of the service tools is to have simple tools, which can be used by

the users for maintenance.

3.17 The required software drivers and firmware shall be supplied for initialization ofapplication processor, I/Os, communication ports and gateways.

3.18 The complete system shall be developed around an open architecture real time operatingsystem (RTOS): OS9/LINUX/QNX or similar. Long-term objective of IR is to support opensource RTOS. The complete system so developed shall comply to IEC-61375.

3.19 It shall be possible to access all the processors within a vehicle and also the same in othervehicles in a train formation using a standard laptop connected to one of the portsprovided on the VCU rack. Such access is needed for downloading offirmware/OS/application program to each processor as well as for visualization of processparameters and also forces or records the same. Necessary interfaces are to be built inthe VCU so that standard laptops can be directly plugged to the VCU without any specialinterface. Design of suitable interface equipment between laptop and such port, if neededis also within the scope of supply with direct interface to standard Laptop/PC.

3.20 Suitable flash EPROMs shall be used for firmware, OS and application program.

3.21 Use of Application Specific Integrated Circuits (ASICs) shall be avoided. Boards shall bemade of general purpose ICs to the extent possible.

3.22 The provision of I/Os in the existing system under various processor segments can beunderstood from the rack configuration. Each digital I /O module has 16 inputs and 16outputs. Similarly, the analog I/O module has 16 inputs and 10 outputs. These are thebare minimum requirement to meet the present functions. Besides, the rack shall alsoprovide spare slots for providing I /O modules and processors for any future needs.

3.23 Downloadable code shall be made available for the Contractor, which shall constitute ofdownloadable code duly compiled on IsaGraf for RTOS. Necessary drivers of the offered

hardware and other tools shall be made available to IR keeping this in view.


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3.24 Supply of a suitable visualization software tool, which would run in a laptop connected tothe vehicle control system, for visualizing the process variables, is within the scope ofsupply. Using this tool, it is expected to visualize any process variable on the screen,record and temporari ly force its value. Recording shall be both in numerical andgraphical form.

3.25 Supply of a suitable software tool running in the laptop connected to the vehicle controlsystem to upload the diagnostics memory is part of this development. Using this tool, it

shall be possible to reset the diagnostic memory for further recording. This tool shall alsoprovide detailed off line analysis facility.

3.26 In the existing system, the electronic racks are mounted within a sealed casing located at

low voltage cubicles (SB1 & SB2). The air from the machine room blower indirectly coolsthe casing. In this offer also, the racks are to be mounted at the same locations to avoidchange in the locomotive cable harness. The Contractors may choose to adopt the samemechanical system as existing today, which means, the racks are mounted within thecasing and the casing is cooled indirectly. In such a case, supply of rack integrated withcasing and heat exchanger shall be part of the supply. While the casing is available inIndia, heat exchanger used is from BEHR/Germany. The offered rack shall be having itsown cooling and ventilation arrangement. The physical location of present VCU1 andVCU2 shall be retained, as mentioned in Cl. 3.11. The offered VCU racks are to be

mounted with in the existing mechanical space envelope. Presently the rack which comesin a casing is indirectly cooled by a heat exchanger mounted on this casing through which

the machine room air passes. The rack is a 6U card cage. While the location has to beretained with in the constraints of existing space envelope and mounting arrangement,for the reasons explained in Cl. 3.11, the requirement of the cooling may be met either byutilizing the existing arrangement or by providing a suitable alternative with in existingspace envelope and airflow. Supply of rack, casing and the cooling arrangement is part ofthe scope of supply.

The essence is as follows:

New hardware are to be accommodated in casing on which SB1/2 cubicles will be

mounted like used presently.

The Contractor may or may not utilize the present indirect cooling arrangement

using MR air and BEHR Radiator depending on the design. In case the heatexchanger is not required, opening has to be suitably blanked at this point by the

Contractor.

The Contractor has to make his own arrangement for internal circulation of air toavoid hot spots. Presently, a fan tray is mounted below the rack.

Casing will be within the scope of supply.

External heat exchanger is also part of the supply in case the design so needs it.

3.27 IR prefers to retain the existing cable looms with connectors (for I/Os and battery power)without any change, so that the same can be plugged on to the new system underconsideration. The Bidders are expected to study the present arrangement and expectedto comment specifically about the retention of present arrangement without any change.

3.28 Addressing of the PCBs within a rack is a matter of design. This would mean

geographical addressing or dynamic addressing.


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3.29 Polarisation shall be provided for all the connectors in front and backplane. Theelectronic card shall be mechanically coded to ensure that insertion of card in wrong slotis not possible.

3.30 Supply of suitable colour graphical diagnostic display, one in each drivers cab and itsinterface with the vehicle computer shall be within the scope of supply. Necessarysoftware drivers for interface & any special application to be run within the displayterminal shall form within the scope of supply. Also, the display programming tools to

define static and dynamic screens shall also be supplied along with the display. Further,a GUI based tool set for this purpose shall be preferred. The details of display arementioned in specification no. CLW/ES/3 /0487 Alt B or latest. Same shall be madeavailable to the Contractor at CLW for reference. There shall be two cabs in each

locomotive.Driver display shall be LCD display of 10.4 inch. Display shall have interfaces like: MVB

Ethernet

CAN

USB etc.

3.31 Special Comment on Control Cabling from Drivers Desk:In existing scheme, thedrivers desk is physically wired to the VCU1 and VCU2 cubicles. The Bidder may

propose alternative schemes involving intelligent cards which will reside in the driversdesk for capturing and actuating various drivers interfaces communicate with VCU overCAN/MVB and the existing cabling then can be saved upon. This however shall be quotedas an option and the IR shall decide upon the relative merits of existing scheme and thisalternative.

3.32 Compatibility with MICAS-S2: The Bidders shall quote for the option of backwardcompatibility with existing MICAS-S2 power converter bus stations and auxiliaryconverter bus stations. This is called for to make the new VCUs work with existingMICAS-S2 power and auxiliary converters.

3.33 Maximum mechanical dimension (envelope) of VCU housing Case:

Length - 760 mm

Width 502 mm

Height 560 mm


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4. Functional RequirementThe offered vehicle control system shall meet the following functional requirements:

Control of whole vehicle Administration of Multifunctional Vehicle Bus (MVB)

Administration of WTB Interface to Auxiliary converters (three numbers) over fibre optic MVB Interface to Traction Converters (two numbers) over fibre optic MVB Interface to drivers cab including diagnostics display

Interface to pneumatic and brake control system Control of all locomotive auxiliary systems Interface to train bus for multiple operation Provision of rack power supply

Please note that traction converter and auxiliary converters are not within the scope ofsupply. Only interface shall be made available.

5. Applicable Normative StandardsThe offered system shall conform to the following normative standards:

IEC 61375 - Train communication network (TCN)

EN 50155 - European Standard for Railway Applications EN 50121-2 - EMC : Emissions to external environments EN50128 - Software for rail applications IEC60077 - Rules for equipment for onboard rail vehicles IEC 60571 - Rules for electronic equipment onboard rail vehicles IEC 61131 -Programming Languages for PLCs IEC-61373 -Electri c Railway Equipment-Roll ing Stock-Shock & Vibrations

Requirements UIC Leaflets -Relevant UI C leaflets like 556, 557 and other leaflets which

have been published as complementary standards/norms to I EC-

61375

6. Scope of Supply/WorksFollowing shall be the scope of supply per set. Vehicle control system racks with casing, cooling system Diagnostic display terminals, 1 in each cab, two per loco. Special Fasteners, if any (as required): One set

Following shall be the scope of supply for the complete order. Firmware & its documentation (hard copy 2 sets & in CD media 2 set)

Device Drivers & its documentation (hard copy 2 sets & in CD media 2 set) Electrical I nterface Drawings (hard copy 2 sets & in CD media 2 sets)

Installation & Mechanical I nterface Drawings (hard copy 2 sets & in CD media 2sets)

Installation & Commissioning Manual (hard copy 2 sets & in CD media 2 sets) Operation & Maintenance Manual (hard copy 2 sets & in CD media 2 sets)


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Spares catalogue (hard copy 2 sets & in CD media 2 sets) List of recommended spares for maintenance of locomotive for 5 years (1 set)

along with cost, name of Contractors and details of Spec. Visualisation Tool & its documentation (hard copy 2 sets & in CD media 2 set) Program down load tool & its documentation (hard copy 2 sets & in CD media 2

set) Diagnostic upload & analysis tool & its documentation (hard copy 2 sets & in CD

media 2 set)

Supervision of installation & commissioning of two systems at CLW Training to CLW & RDSO engineers in installation, commissioning, testing &

trouble shooting (as required in firms premises and also at CLW) List of J igs & tools for trouble free maintenance alongwith specifications, designs,

Contractors name & cost thereof.


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7. Climatic & Environmental ConditionsThe racks/cubicles are to be mounted in the SB1/SB2 cubicles in the machine room,where the present vehicle control units are mounted. The environmental severities willbe as under:

(i) Maximum touch temperature Under Sun 75CUnder Shade 55C

(ii) Temperature inside locomotivein summers when standing in

direct sunlight in un-energisedconditions

70C

(ii i) Temperature near electronicsin summer whilst in operation

65C

(iv) Minimum atmospherictemperature

-5C

(v) Maximum atmospherictemperature

50C

(vi) Humidity 100%

(vii) Altitude Up to 1776 m above MSL

(viii) Rain fall Very heavy in certain areas

(ix) Atmosphere during hot weather Extremely dusty and desert terrain incertain areas. The dust concentrationin air may reach a high value of 1.6mg/m3

(x) Coastal area The equipment shall be designed towork in coastal area in humid, saltladen and corrosive atmosphere. Themaximum values of the condition willbe as follows:

Maximum pH value 8.5.

Sulphate 7 mg/litre

Maximum concentration of

chlorine

6 mg/litre

Maximum conductivity 130 Micro Siemens /CM

(xi) Vibration The equipment shall be designed towithstand the vibrations and shockencountered in service satisfactorily asspecified in 60571 (1998 - 02)

(xii) Electromagnetic Pollution High degree of electromagneticpollution is anticipated in the area,where the equipment is being mounted

in the locomotive. Suitable precautionshall be taken to ward off theinterference

(xiii) Protection class IP54

Note: The equipment shall be able to start up at the maximum temperature, which maybe reached inside the locomotive standing in sun, without any requirement of pre-cooling of electronic equipment.


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8. Input / Output SignalsThe input devices are wetted using battery voltage. Hence, all the digital input signalsare at battery potential and is subjected to a variation as defined in the IEC-60571. Theoutput signals shall be provided through potential free relay outputs. The relays shall bemounted on the PCBs. As these PCB mounted relays directly controls the locomotivecontractors having inductive reactance, adequate protection shall be given across therelay contacts to absorb the surge energy. Snubber circuit is connected across thecontractor coils, as given in figure-1.

The analog signals connected to the vehicle control system passes through the EMI pronezone. These signals are mainly master controller reference signals (+10V DC) which is aninput and brake controller output, which is also +10V DC. These signals are carriedthrough shielded cables, however, protection has to be given in the signal conditioningportion of the analog input/output cards to eliminate any EMI getting into the EMIprotected zone. Detailed signal list of the existing vehicle control system shall be madeavailable from CLW.

9. Reliability:The design, manufacture and execution of the equipment within the scope of supply shallaim for and attain high reliability. Concept of hot standby shall also be adopted to

improve the same.The Bidder shall indicate the reliabili ty of the equipment in an acceptable standard, forexample, FIT.

PCB mounted relay contact

Snubber across Contactor

110V DC

Fig-1


16/32

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SPECIFICATION

for Vehicle Control




Phase Drive

Locomotives.

PREP.BY.

SSE/D&D

CHECKED .BY



WEST BENGAL, INDIA


APPROVED BY


10. Tests10.1 Prototype tests will be performed on one unit (manufactured as per approved design)

to verify that products meet the requirements specified and agreed upon betweenusers & manufacturer.

10.2 Routine tests are to be carried out to verify that properties of the productcorresponding to those measured during type tests. Routine test are to be carried outby the manufacturer on each equipment. Routine test shall be witnessed by CLW.

10.3 The Contractors shall submit complete test programme for type and routine test toRDSO and CLW as a part of design approval. Contractor shall carry out the test asper mutually agreed test programme at his own cost.

10.4 The prototype units shall be inspected & tested by the engineers of RDSO and CL Wat the factory premises or at mutually decided venue where all the facilities shall bemade available for carrying out the prototype test. The equipments wil l be kept infield trials for a period of six months. The RDSO/CLW engineers will associate andwitness the tests in the locomotive also till they are successfully completed. Any

defects noticed/design improvement found necessary as a result of the test/trial shallbe carried out by the Contractor in the least possible time. Serial production shallonly start after successful trial run on loco and clearance to this effect given byRDSO.

10.5 Type test will be repeated in following cases. Modification of equipment, which is likely to affect its function.

Failure or variations established during type or routine test.

Resumption of production after an interruption of more than two years.

At the time of indigenisation, if the firm has supplied the product with foreign

collaboration originally.

10.6 Investigation tests are intended to obtain additional information regarding the

performance of the electronic equipment outside its specified requirements. Theyshall be specially requested either by the user or the manufacturer and subjected tocontract agreement.The results of investigation tests may not be used as grounds

for refusing acceptance of the of the equipment or to invoke penalties.

10.7 RDSO or CL W may conduct surprise check on manufacturing process and qualitycontrol along with any of the test to ensure quality of product and its conformance toRDSOs specification.

10.8 The control electronics shall be tested as per IEC 60571. All the tests as per tablegiven in Clause 10.9 shall be performed.


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SPECIFICATION

for Vehicle Control




Phase Drive

Locomotives.

PREP.BY.

SSE/D&D

CHECKED .BY



WEST BENGAL, INDIA


APPROVED BY


10.9 List of tests to be carried out as per IEC 60571 is as follows:

S.NO TEST CLAUSE TYPETEST

ROUTINETEST

1. Visual inspection IEC 60571.1 clause 10.2.1

2. Tolerance & Dimension

3. Cooling IEC 60571clause 10.2.3

4.

Insulation Resistance IEC 60571clause 10.2.95. Di Electric

6. Vibration and shock IEC 60571clause 10.2.11

7. Performance test by faultsimulation

IEC 60571clause 10.2.2

8. Voltage Surge IEC 60571.1 clause 10.2.6.2

9. Electrostatic Discharge test IEC 60571.1 clause 10.2.6.410. Transient burst susceptibility

test

IEC 60571.1 clause 10.2.7

11. Radio interference test IEC 60571.1 clause 10.2.8

12. Salt mist test IEC 60571.1 clause 10.2.10

13. Damp heat IEC 60571.1 clause 10.2.5

14. Dry heat up to 80 degree C IEC 60571.1 clause 10.2.4

15.

Burn in As per Burn-in cycle attachedas Appendix-11

16. Functional Test As per test program to befinalised during designapproval stage

17. Test for protection againstdust.

IEC 60529 clause 13 and 14

11. Transferof Technology11.1 On successful validation of the offered system by Indian Railways, in case it decides

to extend this system in more number of locomotives, it would be required to get the

transfer of technology (TOT) for indigenous series production. Hence, the Biddersshall indicate their willingness to offer the technology transfer, in case opted byIndian Railways at a later date. The cost for such TOT may be quoted separately.

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


18/32

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SPECIFICATION

for Vehicle Control




Phase Drive

Locomotives.

PREP.BY.

SSE/D&D

CHECKED .BY



WEST BENGAL, INDIA


APPROVED BY


13. Documentation

13.1 Following documents shall be submitted by each Bidder along with the offer forevaluation: Schematic Circuit

Functional Description

System design concept Communication protocol and software structure description alongwith compatibility

with the locomotive control system. Cooling design Mechanical interface diagram and compliance to existing mechanics Clause by clause compliance Calculation and simulation results of system behaviour, including interference to the

S&T circuits Credentials with details of supply made of such items(including ICS)

Data sheets for devices and other equipment proposed alongwith detailed description

of supply proposed. List of special tools, jigs and fixtures needed for assembly, testing, commissioning,

maintenance and repair alongwith full technical specifications drawings/design and

probable Contractors. Logistics proposed for warranty support within India.

Declaration for long-term support by the Bidder.

Guaranteed values of efficiency of devices/subassemblies and assemblies.

Details/proof of proveness of the devices proposed to be used.

Details technical support and training offered.

Quality assurance plan ISO certificate of self as well as all vendors.


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SPECIFICATION

for Vehicle Control




Phase Drive

Locomotives.

PREP.BY.

SSE/D&D

CHECKED .BY



WEST BENGAL, INDIA


APPROVED BY


13.2 The Contractor shall submit the design details, including but not limited to the following,to RDSO and CLW before commencing manufacturing. Only on getting the approval fromRDSO in writing shall be production begin. Technical documentation explaining the complete scheme, characteristics, diagnostics,

protection and control etc. Detailed drawings of each system/sub-system with interface details.

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

Complete material/technical specification of components with source of supply. Mechanical drawings, mounting arrangement, weight, details of mounting accessories

Bill of Material along with their sources Procedure for parameter alteration, software downloading, diagnostic uploading,

analysis etc. Schedule maintenance activities with periodicity.

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

Spare parts catalogue with details of Contractors for trouble free maintenance for 5years beyond warranty period. The list shall also include cost. L ist and cost of sparesshall be an optional item.

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

sample calculations. For the purpose of technical decisions on improvement/modifications etc. on the

equipment, RDSO shall be the final authority from purchasers side.

14.0 Deleted


20/32

Page 20of 32

SPECIFICATION

for Vehicle Control




Phase Drive

Locomotives.

PREP.BY.

SSE/D&D

CHECKED .BY



WEST BENGAL, INDIA


APPROVED BY


Vehicle Control

(VCU2)

Non-redundant MVB fibre

Vehicle Control

(VCU1)

ConverterControl(SR2)

Auxi li aryConverter

Control

(BUR2)

Auxi li aryConverter

Control(BUR3)

ConverterControl(SR1)

Aux il iaryConverter

Control

(BUR1)

Redundant MVB fibre o tic

Non-redundant MVB fib re optic

TrainBus

Appendix-1


21/32


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SPECIFICATION

for Vehicle Control




Phase Drive

Locomotives.

PREP.BY.

SSE/D&D

CHECKED .BY



WEST BENGAL, INDIA


APPROVED BY


Appendix-3

KU

A921

01.RackPowerSupply

KU

A921A01.RackPowerSupply

AR

B705B01.SignalRoutingBoard

UA

B514B33.AnalogI/OBoard

PP

B622B01.SingleBoardComputer

PP

B908A01..DisplayComputerwithSBXinterface

UR

B512D15.DigitalI/OwihRelayOutput

XB

C029A01..PassiveTemperatureSensor

A C EB D F G H I J K

PP

B622B01..SingleBoardComputer

Opt.AMSDeviceSpareslotforanyI/OdeviceofAMSbus

UR

B512D15.DigitalI/OwithRelayOutputs

Opt.EKRB.Sareslotforoptionalsingleboardcomputer

PP

B622B01.Singleboardcomputer

PP

B626B01..MVBBusadministrator

Opt.EKRA.Spareslotforadditionalsin

gleboardcompute

Opt.BTG5SpareslotforbusMVBcoupler

L N PM O Q R S T U V

UFB660A01.MultipleRedundantMVBbuscoupler

LAA424C01..Trainbusinterface

PP

A425B01..TrainBusAdministrator

W X Y Z

UR

B512D15.DigitalI/OwithRelayOutput

UR

B512D15.DigitalI/OwithRelayOutput

Opt.EKR.SpareSlotforoptionalsing

leboardcomputer

01 05 09 117 21 2

29 33 3

41 4

49 53 5

61 65 6

73 77 81 85 89 93 97 1

01

Fan XQ B639 B01

Rack Type HV B494 A33 VCU1


23/32

Page 23of 32

SPECIFICATION

for Vehicle Control




Phase Drive

Locomotives.

PREP.BY.

SSE/D&D

CHECKED .BY



WEST BENGAL, INDIA


APPROVED BY


KUA921A01.RackPow

erSupply

KUA921A01.RackPow

erSupply

ARB705B01.SignalRo

utingBoard

UAB514B33.AnalogI/OBoard

PPB622B01.SingleBo

ardComputer

PPB908A01..DisplayC

omputerwithSBXinterface

URB512D15.DigitalI/O

withRelayOutputs

X

C029A01..PassiveTemperatureSenso


PPB622B01..SingleBoardCompute



withRelayOutputs

Opt.EKRB.Spareslo

tforoptionalsingleboardcomputer

PPB622B01.Singleboardcomputer

PPB626B01..MVBBusadministrator

PPB624A01.DiagnosticsComputer



UFB660A01.MultipleR

edundantMVbuscouple

Reserve

Reserve

W X Y Z


withRelayOutputs


withRelayOutputs

Opt.EKR.SpareSlotforoptionalsingleboardcomputer

01 0

09 13 1

21 25 29 33 37 41 45 49 5

57 61 6

69 73 77 81 85 8

93 97 10

1

Fan XQ B639 B01

Rack Type HV B494 A34 VCU2

Reserv

Appendix-4


24/32

Page 24of 32

PECIFICATION

r Vehicle Control

stemased on IEC-61375

CNOpen Standard forAG9, WAP5 and

AP7 Class Three

hase Drive

comotives.

PREP.BY.

SSE/D&D CHECKED .BY

AEE/D&DCENTRE FOR DESIGN & DEVELOPMENT


WEST BENGAL, INDIA

NO:

APPROVED BY


UAB630A36.SignalConditioning(SLG)

UAB630A93.....SignalConditioning(ASC)

XVA987C22...ASPeripheralPrint

PPA988B02.ASController


UFB701A01..Singlenon-redun

dantMVBbus

UAB514B33..AnalogI/OBoard

UAB514B33..AnalogI/Oboard

PPB622A01..SingleBoardComputer


URB177D15..DigitalI/Owith2

FEToutputs

KUA915B01RackPowerSu

pply

W X Y Z

XVA937A01.MeasurementSlo

t(Optional)

XVA986B22.NSPeripheralPrint

PPA988B02.NSController

01

05

09

13

17

21

25

29

33

37

41

45

49

53

57

61

65

69

73

77

81

85

89

93

97

101

Fan XQ B639 B01

Rack T e HV B682 A11 SR1 / SR2

UAB630A91..SignalConditioning(NSC)

ARB705B01..SignalRoutingB

oard

AFB635B08GTOpulsing(FibreOptic)

311

AFB635B08GTOpulsing(FibreOptic)

317

323

246

Appendix-5


25/32

Page 25of 32

PECIFICATION

r Vehicle Control



AP7 Class Three

hase Drive

comotives.

PREP.BY.

SSE/D&D CHECKED .BY



WEST BENGAL, INDIA

NO:

APPROVED BY


KUA921A01.RackPowerSupply


ARB705B01.SignalRoutingBoard


PPB622B01.SingleBoardComputer

PPB908A01..DisplayComputerwithSBXinterface

URB512D15.DigitalI/OwithRelayOutputs

XBC029A01..PassiveTemperatureSensor


PPB622B01..SingleBoardComputer



Opt.EKRB.Spareslotforoptionalsingleboardcomp

uter



Opt.EKRA.Spareslotforadditionalsingleboardcom

puter




LAA

424C01..Trainbusinterface

PPA425B01..TrainBusAdministrator

W X Y Z



Opt.EKR.SpareSlotforoptionalsingleboardcomputer

FLG HBB STB

Coupling Box

AMS Bus

MVB Bus (Electrical)

Train Bus

MVB Optical Bus

Appendix-6

Rack Type HV B494A33 VCU1 BUSARCHITECTURE


26/32

Page 26of 32

PECIFICATION

r Vehicle Control



AP7 Class Three

hase Drive

comotives.

PREP.BY.

SSE/D&D CHECKED .BY



WEST BENGAL, INDIA

NO:

APPROVED BY


`



ARB705B01.SignalRoutingBoard


PPB622B01.SingleBoardComputer

PPB908A01..DisplayComputerwithSBXinterface


XBC029A01..PassiveTemperatureSensor


PPB622B01..SingleBoardComputer

Opt.AMSDeviceSpareslotforanyI/OdeviceofAMS


Opt.EKRB.Spareslotforoptionalsingleboa

rd



PPB624A01.DiagnosticsComputer




Reserve

Reserve

W X Y Z



Opt.EKR.SpareSlotforoptionalsingleboard

Reserve

FLG HBB STBAMS Bus

MVB Bus Electrical

MVB Optical Bus

Appendix-7

Rack Type HV B494A34 VCU2 BUSARCHITECTURE


27/32


28/32


29/32

Page 29of 32

SPECIFICATION

for Vehicle Control


TCNOpen Standard forWAG9, WAP5 and

WAP7 Class Three

Phase Drive

Locomotives.

PREP.BY.

SSE/D&D CHECKED .BY



WEST BENGAL, INDIA

NO:

APPROVED BY


PPB471A02.....BUR

Controller

RDB472A01..PeripheralBoard

UAB476A01PeripheralBoar

KVB993A01.Powe

rsupplyroutingboard

A C EB D F G H I

Rack Type HV B697 B52 BUR1 / BUR2 / BUR3 BUS ARCHITECTURE

UFB701A01..Singlenon-redundantMVBbuscoupler

MVB Optical

P-Bus

MVB Electrical

Appendix-9


30/32

Page 30of 32

SPECIFICATION

for Vehicle Control



WAP7 Class Three

Phase Drive

Locomotives.

PREP.BY.

SSE/D&D CHECKED .BY



WEST BENGAL, INDIA

NO:

APPROVED BY


APPENDIX-10

ABBREVIATIONS USED:

FLG1 / FLG2 Main Vehicle Control Computer Segments

STB1 / STB2 Low Voltage Cubicle Control Computer Segments

HBB1 / HBB2 Auxiliary Cubicle Control Computer Segments

SR1 / SR2 Traction Converter Control Computer

BUR1 / BUR2 / BUR3 Auxiliary Converter Control Computer

VCU1 / VCU2 Vehicle Control Computer Racks

MVB Multi-Functional Vehicle Bus

AMS BUS Advanced Multi-Master System Bus

P-BUS - Processor Bus

DEFINITIONS:

Bidder - shall mean firm or company participating in the tender to manufacture theEquipment; and

Contractor - shall mean the firm or company with whom the order to manufacture the

Equipment has been placedIR- shall mean Indian Railways

RDSO- shall mean Research Designs & Standards Organisation

CLW- shall mean Chittaranjan Locomotive Works

OEM- shall mean Original Equipment Manufacturer

IS- shall mean Indian Standard

IRS- shall mean Indian Railways Standard

IEC- shall mean International Electrotechnical Commission

UIC- shall mean Union International des Chemins de fer (International Union of Railways)

Special Instructions/Information:

1. Field Evaluation: shall be for 06 months from the date of successful commissioning.2. As the project is intended to develop this technology, all the deliveries including

prototype have to commence after due communication from IR to this affect. Bulk

supply shall commence only after due clearance for the prototype is given.3. Design details have to be submitted by the Contractor prior to the manufacture and

shall include, but not limited to, the following:


31/32

Page 31of 32

SPECIFICATION

for Vehicle Control



WAP7 Class Three

Phase Drive

Locomotives.

PREP.BY.

SSE/D&D CHECKED .BY



WEST BENGAL, INDIA

NO:

APPROVED BY


a. Rack configuration,b. H/W architecture,c. Redundancy concept,d. Bus/Communication architecture,e. Details of PCBs,f. Signal interface,g. All the drivers needed to make the application,h. Software development platform, RTOS including special routines written on

them for their hardware,i. Diagnostic storage, handling, retrieval, visualization and configurationj. Programming of the H/W,k. Run time Visualisation, manipulation of process variables on the Bus and on

the processor,l. PCB & Rack configuration,m. Cooling concept,n. Hardware & Software Interface with the service PC,o. Polarisation concept proposed,

p. Any other information needed to execute the project.

However, the Bidder shall be open to incorporate suggested changes made inaccordance to common engineering prudence and in the spirit of executing the

project and proving the technology.


32/32

Page 32of 32

SPECIFICATION

for Vehicle Control



WAP7 Class Three

PREP.BY.

SSE/D&D CHECKED .BY



WEST BENGAL, INDIA

NO:

APPENDIX-11