specification for interoperable distributed power wireless ... draft specification.pdf · units...

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Issued on xx/xx/2019 Spec. No. RDSO/2019/EL/SPEC/xxxx, Rev. ‘0’

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GOVERNMENT OF INDIA MINISTRY OF RAILWAYS

Specification for

Interoperable Distributed Power Wireless Control System

for Electric Locomotives

Specification No. RDSO/2019/EL/SPEC/xxxx Rev. ‘0’ Issued on xx/xx/2019

Prepared by Checked by Issued by

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Approved by Signature

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Issued on xx/xx/2019 Spec. No. RDSO/2019/EL/SPEC/xxxx Rev. ‘0’


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ELECTRICAL DIRECTORATE RESEARCH, DESIGNS & STANDARD ORGANISATION

MANAK NAGAR, LUCKNOW – 226 011

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INDEX

SN Item Page no

1 Chapter-I General Page 4 to 8

2 Chapter-II Technical details Page 9 to 12

3 Chapter-III Functional requirements Page 13 to 20

4 Chapter-IV Design requirements Page 21 to 23

5 Chapter-V Testing proving & field trials Page 24 to 26

6

Chapter-VI Requirements for interoperability among same & different make, Brake interface of DPWCS with ac locomotives & Standard screen layout

Page 27 to 30

7

Chapter-VII Communication protocol for interoperability, Brake interface of DPWCS with IRAB brake system & Standard screen layout for DPWCS fitted on AC tap-changer locomotives

Page 31 to 43

8

Chapter-VIII Communication protocol for interoperability, Brake interface of DPWCS with E70/CCB brake systems & Standard screen layout for DPWCS fitted on three phase locomotives

Page 44 to 53

9 Chapter-IX Standard Screen Layout for DPWCS fitted on tap changer locomotives & three phase locomotives.

Page 54 to 57

Annexure-I

Details of Type of signals flowing through wires of MU coupler of WAG7 loco and Brief Details of IRAB brake system (Extracts from WAG7 loco manual)

Annexure-II Details of various nodes and conditions to followed reaching in that state (node) for 3-phase locomotives

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CHAPTER-I

GENERAL

1.0 OBJECT & SCOPE

1.0.1 Electric locomotives working on Indian Railways are provided with electrical wire coupler at both ends to facilitate working in multiple units (MU).There are wire couplers at both ends of locomotives. All electrical control commands are transmitted to trailing locomotives through these wire couplers. Fault status & important supervision information of trailing locos is also passed through these wire coupler to leading loco for the information/display of driver.

1.0.2 By providing Distributed Power Wireless Control System (DPWCS) using Radio Frequency (RF) technology shall facilitate control of trailing/remote locos from leading locomotive without wire connection.

1.0.3 Distributed Power Wireless Control System (DPWCS) for electric locomotives is a method to increase throughput (or line capacity) of a railway line with minimal incremental inputs. The remote loco may be kept at any point in the train formation for example, anywhere in middle, at rear etc.

1.0.4 This specification covers design, development, supply & commissioning of

‘Distributed Power Wireless Control System’ (DPWCS) for 25 kV AC conventional electric locomotives namely WAG5 A/B/C/HA/HB and WAG7 (will be called in group as conventional locos). Similar for three phase locomotives namely WAG9 WAG9H and WAG9HC (will be called in group as three phase locomotives).

1.0.5 The primary objectives of this system are

(i) To enable full control of remote locos (or consists) placed in middle and/or rear of train based on the driver initiated actions in lead loco through wireless control.

(ii) To have smoother train operation by reducing coupler forces.

(iii) To have smaller braking distance and quick brake release for long haul freight trains.

1.0.6 As far as operational requirement is concerned, it is same for conventional as well

as three phase locos. The special requirement for conventional locomotives is given in chapter VII and the special requirement for three phase locomotive is given in chapter VIII.

1.0.7 This specification also aims at interoperability of different makes for similar class of locos fitted with DPWCS. For example DPWCS fitted in conventional Locos namely

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shall be interoperable with DPWCS of different make fitted in any type of conventional loco. Similarly DPWCS fitted in three phase locos shall be interoperable with DPWCS of different make in any type of three phase loco.

1.1 Definitions and meaning of terms:

For the purpose of this specification, the following definitions shall apply:

SN Term Meaning

1 Tenderer /Supplier/ Manufacturer

The Firm or company who submits the offer for supply of equipment as per this specification

2 Contractor Any Firm or Company with whom the order for supply of the equipment as per this specification shall be placed or intended to be placed

3 Purchaser Any unit of Indian Railway

4 RDSO Research Designs and Standards Organization, Ministry of Railway, Manak Nagar, Lucknow – 226011

5 CLW Chittaranjan Locomotive Works, Chittaranjan (WB)-713331

6 Inspecting Officer A person nominated by the purchaser to inspect the equipment on his behalf or the representative of the Inspecting Officer so nominated

7 MU Consist

2 or more locomotives (up to max. 4 locos) coupled together and connected through wired couplers. This is also referred in brief as ‘consist’

8 Master/Lead Locomotive

Locomotive attached at the head of the train. In case of MU consist at the head of train, Lead locomotive means the foremost locomotive of the MU consist.

9 Trail or Remote Locomotive

Locomotive placed at a location other than leading position in a train consist. In case of MU consist, trail or remote locomotive is the foremost loco of the MU consist and controlled by Master/lead loco through radio.

10 Closed Coupled Operation

Lead and trail locos coupled together and operating together through wireless link. This is also referred in brief as ‘Wireless consists’.

11 Remote Control Operation

Lead consist located at head of train and remote consists separated from lead consist and located inside and/or end of train. In such case, lead loco of each consist shall be equipped with DPWCS for operating through wireless link.

12 Synchronous Remote Control

Simultaneous repetition & execution of commands, given by lead locomotive to trail locomotive by a wireless link, such as traction, air braking, dynamic braking or any other function performed by the driver of the lead unit and duplicated in trailing units.

13 Electric Loco Shed

Facility provided on the Indian Railways for upkeep of electric locomotives where periodic schedule maintenance as well as unscheduled maintenance of locomotives is carried out.

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SN Term Meaning

14 Block Section A portion of running line where only one train is allowed to operate at a time on one track. The entry and exit from the block section is controlled by appropriate signals.

15 Neutral section

A portion of overhead equipment (OHE) in electrified section which is dead i.e. neither charged nor earthed. Such section is provided between two portions of OHE, which are fed by different phase .There are different types of neutral section in Indian Railways, each type having different length. In all types of neutral sections, opening of 25 KV Circuit breaker of loco (called DJ hereinafter) is must. For guidance of driver caution & reminder boards are placed at 500m and 250 m ahead of neutral section followed by ‘DJ open’ board at the location where DJ should be opened. After negotiating neutral section, DJ should be closed on ‘DJ close’ board

16 BP Brake pipe 17 FP Feed pipe 18 BC Brake Cylinder 19 ER Equalizing Reservoir 20 AFI Air flow indicator 21 IRAB A brake control system used for tap-changer locos.

22 E-70 Brake control

A brake control system, which is proprietary to M/s Faivley, equipped in WAG9/WAG9H/WAG9HC class of locomotives.

23 CCB A computer controlled brake system, which is proprietary to M/s Knorr Bremse, equipped in WAG9/WAG9H/WAG9HC class of locomotives.

24 UHF Ultra High Frequency 25 GPS Global Positioning System 26 DPWCS Distributed Power Wireless Control System 27 WPC Wireless Planning & Co-ordination Wing, Govt. of India 28 OEM Original Equipment Manufacturer 29 GTKM Gross Tonne Kilo-Meter 30 ER Equalizing Reservoir 31 MVB Multifunction Vehicle Bus 32 RF Radio Frequency 33 TE/BE Tractive Effort/Braking Effort 34 Conventional loco WAG5/WAG7 type loco & other tap changer based locos 35 Three phase loco WAG9/WAG9H/WAG9HC & other 3-phase locos 36 BEL Bharat Electronics Limited

1.2 CONTRACTOR'S RESPONSIBILITY:

1.2.1 The contractor's responsibility shall include following:

1.2.2 Commissioning of the equipment in service. The supplier shall depute his engineers/supervisors to CLW/sheds/workshops for installation of the equipment

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on locomotives. 1.2.3 Supply of detailed commissioning instructions for proper installation of the

equipment on the locomotives. Installation instruction shall be provided. Details of any special precaution necessary shall also be stated.

1.2.4 Provide required instrumentation and carry out detailed tests and field trials jointly

with RDSO/CLW/Railways.

1.2.5 Provide recommended list of spares required for satisfactory maintenance and

operation of the Distributed Power Wireless Control System for a period of five years after warranty and also quote the prices for them separately.

1.2.6 Quote the cost of repair for cards /AMC for minimum period of five years.

1.2.7 User’s manual: The supplier shall supply sufficient copies of User’s manual in

hard copy as well as soft copy. This shall include system description and operating, maintenance, calibration and troubleshooting instructions up to component level. List of spares with part number/technical specification shall also be included. Number of copies to be supplied shall be 10% of the number of equipment ordered, subject to a minimum of 5 copies per order.

1.2.8 APPROVAL FOR DESIGN

1.2.8.1 The design shall be developed based on the requirements given in this

specification by using latest technology and good engineering practices. During

design approval stage, the contractor shall submit the design documents to RDSO

for examination and approval. However, contactor shall be bound to furnish any

other design detail as may be required by RDSO and CLW for evaluation of the

offered system.

1.2.8.2 Approval of design means the approval of general design features.

Notwithstanding the approval, the supplier will be wholly responsible for the

performance of the system.

1.2.9 FIELD TRIALS:

After clearance of design & successful completion of type tests, the prototype

equipments shall be subjected to field service trials for a minimum period of six

months. The number of trial equipments and venue shall be as agreed between the

purchaser and the supplier. The installation and commissioning of the equipments

for field trials shall be carried out by the supplier.

1.2.10 INFRINGEMENT OF PATENT RIGHTS:

Indian Railways shall not be responsible for infringement of patent rights arising

due to similarity in design, manufacturing process, use of components, used in

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design, development and manufacturing of Distributed Power Wireless Control

System and any other factors which may cause such dispute. The responsibility to

settle any issue lies with the manufacturer/contractor.

1.3 RAILWAYS’ RESPONSIBILITY:

Railway will be responsible for followings:

1.3.1 Electrical energy required for erection, testing & commissioning of system. 1.3.2 The wages and allowances as well as the cost of the travel to and from the place of

training for railway personnel.

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CHAPTER II

TECHNICAL DETAILS

2.0 SYSTEM REQUIREMENTS

The system shall have testability built in the design to ensure the easy testing of the equipment (DPWCS) and also ensure reliability and safety level required to run the loco with such equipment. The DPWCS equipment in each locomotive shall be exactly similar.

2.1 DRIVER INTERFACE UNIT (DIU)

Driver Interface unit shall function as an interface between operator and system. It shall have necessary keys for this purpose and the Interface shall be user friendly. Driver interface unit shall be provided in each cab at designated location for convenience of operator after approval of RDSO. The driver interface unit should act as a terminal to receive and display information from "Control & Communication Unit (CCU)" and to send keyed in information to CCU. The driver interface unit should run from 110 V DC power available in the loco. Driver Interface unit shall be back-lit LCD type to achieve good readability and it should have adjustable contrast and backlit control.

2.1.1 Each Driver Interface unit shall be connected with CCU by means of military

grade threaded circular connector for communication with CCU from both the cabs. A 3 pin military grade bayonet /threaded type circular connector shall be used for power supply. The data on display shall be updated at least once every 500 msec.

2.1.2 The DIU shall be ergonomically designed to provide easy access and user friendly interface to driver, providing the provisions/functionalities for display of information, providing alerts and alarms, which shall be approved before the fitment of the DPWCS. The detailed screens (operational as well as functional) of DIU have been provided in Chapter IX.

2.2 JUNCTION BOX (JB):

2.2.1 There shall be a junction box in which wires, to be interfaced from existing loco circuitry, will be terminated. Alternatively, the loco wires can be directly interfaced with CCU. The connections at JB/CCU shall be through MIL grade bayonet/threaded circular connectors and those at loco end shall be through terminal strips in SB.

2.2.2 At present, all the wires of couplers are not used. However, in future additional functionalities can be provided through these spare wires and therefore provision shall be made in design of DPWCS for at least 10% spare relays/contactors of the

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quantity actually required with present design for meeting such future needs. 2.2.3 The connectors of 110 V signals and low voltage signals such as communication,

pressure transducers output signals and other functions shall be separate to avoid intermixing of high and low voltage wiring from reliability view point.

2.3 CONTROL & COMMUNICATION UNIT(CCU):

2.3.1 Control & Communication Unit (CCU) shall comprise of power supply module, hardware module, memory module and data transmission/reception/decoding modules. CCU can be a separate unit or can be embedded in one or both of the DIU.

2.3.2 CCU shall be interfaced with junction box/MVB to pick up electrical control commands and shall convert same in RF signals and transmit to trailing loco(s). While in trailing loco, same unit shall be able to receive RF signal and convert them into electrical signal and pass to loco through junction box/MVB for execution of commands. Interfacing of this unit shall be through terminal strip at loco side and military grade bayonet/threaded circular connector shall be used for interfacing of CCU with DIU & JB. If the supplier proposes to have different topology than the interface through the MVB in case of three phase locomotives, the same need to be submitted in detail to RDSO for approval.

2.3.3 CCU shall have sufficient non volatile memory for storing log of important events, fault conditions and status of data transmission/reception. CCU shall also be provided with an RS-232, RS 485, Ethernet port and USB port to facilitate data exchange from external devices. Necessary commands for such data exchange shall be provided on DIU. The nature of events to be logged and their format shall be got approved from RDSO before commencing manufacture. The software to analyze the data log shall be in scope of supply of DPWCS. The supplier shall have option to provide the data extraction port either on CCU or on DIU.

2.4 BRAKE INTERFACE:

2.4.1 The system shall include a Brake Interface Unit, which will interface to the existing IRAB for tap-changer locomotives and E-70/CCB brake systems for 3-phase locomotives to provide full control of the Automatic (Train) brakes, the Independent (Loco) brakes and emergency brakes. Brake interface for tap-changer locomotives and brake interface for three phase locomotives have been explained at Para 7.2 (Chapter VII) and Para 8.2 (Chapter VIII) respectively. The system. The Brake interface unit for the conventional Locomotive shall be provided as per RDSO Spec MP.0.01.00.31 Rev 0 December 2014. For the Three Phase Locomotive the Brake interface will be as per the Brake OEMs recommended scheme.

2.4.2 Considering the safety involved with the heavy haul operation of rolling stock in

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DPWCS, the BIUs (Brake Interface Units) shall have high degree of reliability and availability. The redundancy among different control units, processor cards, power supply units etc. shall be a matter of design which shall be finalized during the design stage.

2.4.3 The actions of driver in lead unit with respect to application/release of brake shall be duplicated in remote units through this interface unit. Contractor shall have to study the existing brake system of locomotives for this purpose. The purchaser shall provide manuals of locos to contractor for this purpose.

2.4.4 The brake interface arrangement shall be such that the existing functionalities/features of IRAB, E-70 and CCB brake systems provided on loco remains intact. The manufacturer of DPWCS shall furnish complete design detail of the proposed brake interface arrangement to RDSO for examination and approval before commencing manufacture.

2.4.5 The BIU may comprise of pneumatic/electro-pneumatic valves, pressure sensors/transducers, air flow measuring device, gauges etc for interfacing with loco BP/FP/BC/ER pressure pipeline. Provision and installation of such equipments along with piping etc. shall be in scope of supply. The pneumatic/Electro-pneumatic valves, pressure transducers, air flow measuring devices, gauges etc. used in BIU shall be of proven design for rolling stock applications.

2.5 Operating Modes:

It shall be possible from lead loco to place remote Loco(s) in the following operating modes: Necessary mode selection buttons/switches/keys shall be provided on DIU for this purpose. (i) ISOLATE: In this mode system remains powered ON but wireless control

functions are totally disabled.

(ii) IDLE: In this mode electrical functions (traction/dynamic braking) of the lead locomotive are not performed on the remote locos but air brake functions are performed.

(iii) BRAKE: In this mode only dynamic brake and air brake functions of the lead locomotive are performed on remote locos.

(iv) SYNCHRONOUS CONTROL: In this mode all electrical and air brake functions of the lead locomotive are performed on remote locos in synchronism with lead loco.

(v) INDEPENDENT CONTROL: In this mode the electrical traction and dynamic braking functions of the remote locomotives can be independently controlled via the DIU of lead loco.

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(vi) BRAKE VALVE OUT: In this mode, the brake valve shall be cutout and automatic brake functions of lead loco shall not be duplicated in remote locos.

2.6 Potential free contacts:

Safety devices such as VCD, ACD/TCAS and TPWS may be provided in locomotives. Normally these devices shall be kept in isolated mode in remote locos. However, DPWCS shall have provision for at least 4 potential free contacts which can be used for disabling such safety devices in remote locos equipped with DPWCS.

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CHAPTER III

FUNCTIONAL REQUIREMENTS

3.1 The system shall be suitable to work within UHF frequency band. The frequency identified by IR for operation of distributed wireless control system of locomotive is from 424 to 430 MHz in UHF band and thus the system shall be suitable for operation within above mentioned frequency in UHF band. Moreover, in case IR decides to use some other frequency in UHF band, such change shall only require changing of Radio of the system.

3.2 The system shall be capable of simultaneously handling preferably up to 6 trains equipped with the DPWCS in a radius of 3 km efficiently and without loss of communication on a single UHF channel of 25 kHz. Each such train can have up to 4 remote locos (or consist).

3.3 The system should be Fool-proof and its performance shall not be affected by following-

(i) Other RF devices in vicinity and at the same time the system shall also not affect the working of other RF devices in the vicinity.

(ii) Overhead traction of 25 kV AC and High Voltage transmission lines in the vicinity of track.

(iii) Similar units in other trains passing through the adjoining electrified/non-electrified track or operating on the adjacent block sections or a terminal or a cutting. The performance of the system shall also not be affected by three phase locomotive/EMUs, fitted with GTOs/IGBT control, which may be working on nearby track.

(iv) System shall not cause interference to color light signaling equipment or any other signaling installation provided on the Indian Railways.

Supplier shall mention, and give a copy thereof to RDSO, the international/national standards through which this requirement is proposed to be tested. However, RDSO after examining these standards may ask for testing through some other standards considered appropriate. It will be the responsibility of supplier to arrange such testing at his own cost. Supplier shall not commence manufacture until the testing protocol is approved by RDSO.

3.4 The system shall provide control of remote locos (up to 4 locos) of the train by signals transmitted over a (through) wireless link from lead loco, up to a distance of 1500 meters from lead locomotive. The system shall be capable of communicating in continuous tunnels, JUNGLE AREA and deep cuttings without any loss of contact over wireless link through radiating antenna/external repeaters/leaky cables, wherever radiating antenna/external repeaters/leaky cables infrastructure is provided. However, the supply and installations of such radiating antenna/external repeaters/leaky cables shall not be in the scope of DPWCS.

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3.5 The DPWCS equipments for lead loco and remote loco shall be identical so that any loco fitted with this system can be utilized as lead or remote loco in a train.

3.6 The existing wire couplers of the locos shall be retained and their functionality for forming wired multiple units shall not be affected by the system.

3.7 The lead loco and remote locos of a train shall have to be initially set to work as pair. During initial set up of train, DPWCS shall allow pairing of locomotives of same train only. For this purpose, continuity of BP pressure must be taken as one of the verification item besides the identity of the locos. The system shall have an inbuilt feature of checking continuity of the BP pressure. The flow chart logic of the algorithms proposed to be used for checking continuity of BP pressure shall be got approved from RDSO before commencing manufacture.

3.8 System shall be capable of full control of remote locos, while working in closed coupled operation as well as in remote control operation. However, while working in closed couple operation, air brake functions of remote locos through wireless control shall not be normally required as these can be achieved by connecting MR/BC equalizer pipes of close coupled locos.

3.9 System shall be safeguarded against possibility of taking over control of the lead as well as remote locos by any unauthorized person using wireless means. Tenderers shall explain in their design document as to how this requirement is met with.

3.10 The algorithm for control & indications to be used in the DPWCS system shall be deduced by the contractor after studying the existing electrical control arrangement and braking systems of WAG5, WAG7, WAG9, WAG9H, WAG9HC, WAP5 and WAP7 class of electric locomotives. For this purpose, the purchaser shall provide manuals of these locos to contractor. The algorithm of the system shall be finalized after RDSO approval. However, details of type of control signals flowing through wires of MU couplers for WAG7 loco is given in Annexure-I and details of various nodes and the conditions to be fulfilled for arriving in that state (node) is given as Annexure-II (bearing document no. 3EHP 541871 rev. B 00-04-04 / WA) for ready reference for verifying the algorithm/ interface merely for guidance of the tenderers.

3.11 The system shall be capable of providing wireless control of any combination of

relay based and Microprocessor based ac tap changer locos in a train consist. Microprocessor based locos are having “Microprocessor based control & fault diagnostic system” as per RDSO specification no ELRS/SPEC/MPC-FDS/0001 (REV-2) Aug 2005 or latest. Special attention of tenderers/manufacturers is drawn to the fact that wire numbers/ coupler pin numbers of microprocessor based locos are mostly different than those of relay based locos for same functions and therefore manufacturer shall have to make a thorough study of circuit arrangement of both type of locos in order to device the logic/algorithm for achieving wireless control in such combination of lead and remote locos. The algorithm shall be got approved from RDSO prior to manufacture.

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3.12 Manufacturer must note that in existing wired MU locos, the selection of correct pantograph, and running/braking direction in trailing loco is automatically taken care of by means of cross connections & special orientation of B, C & D couplers. The DPWCS manufacturer shall have to take special precautions to ensure that command in remote locos is transferred to correct wire of loco so that selection of pantograph and running/braking direction is matching with those selected by driver in lead loco.

3.13 It shall be possible to shut down (DJ/VCB open and pantograph lower) remote loco or locomotives at any time from leading/master locomotive. Suitable user friendly interface shall be provided on DIU for this purpose. Similarly, it shall also be possible to energize and bring to traction the paired trailing locomotive(s) at any time with the help of simple user friendly interface at DIU. While shutting down the remote locomotive(s), the notches/TE/BE shall gradually come to zero before opening of DJ/VCB. Similarly, while energizing the remote locomotive(s), the notches/TE/BE shall progress gradually to the position corresponding to leading locomotive. While the notches in trailing locomotive(s) are progressing, the driver of leading loco may reduce the notches before coming to a stable notch position where notch position of all locomotive will be same. Gradual notch progression/regression in this context means approx 0.5 second per notch transition. After the same notch position has been reached in all locos, the paired trailing loco(s) shall follow and synchronize with the action of leading loco.

3.14 In case driver presses emergency key/button on DIU, the DPWCS shall cause opening of DJs/VCBs and lowering of pantographs of all remote locos at once without following the gradual notch regression mentioned in previous clause.

3.15 In normal operation, system shall execute the same action in remote locos as are

being done by driver in leading locomotive i.e. Notch progression/regression or TE/BE through master controller, shunting mode through MPS, forward/reverse operation through MPJ, traction/braking mode through master controller etc.

3.16 System shall also be able to execute the commands of leading loco in case of failure of MP/EEC of leading locomotive when driver works the train by manual control of notches.

3.17 In case of intermittent faults in remote locomotive(s), it shall be possible to switch off and switch on the electronics of remote locomotive(s) from lead locomotive. This is applicable for 3-phase electric locomotives.

3.18 In case of traction/braking interlock in the lead locomotive, Traction/braking or TE/BE in remote locomotive(s) shall also be prohibited.

3.19 The notch progression/regression in tap-changer locomotives is realized through

an air servo motor having EP valves which gets electrical commands from master controller. Sometime, it may happen that despite the electrical command the notch progression/regression does not take place. Therefore, the DPWCS System shall have the capability of identifying the actual notch position which shall be

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monitored to achieve proper synchronization of remote locos during normal course of operation as well as after communication interruptions.

3.20 In case of processor card (STB, HBB & FLG) failure of remote locomotive, it shall be possible to control the train from inactive cab of remote locomotive, whose processor cards are healthy.

3.21 Negotiation of neutral section: There are neutral sections (dead zone) on OHE roughly at every 30 to 40 km. There is caution board at 500 m ahead of neutral section to caution the driver of approaching neutral section, followed by reminder board at 250 m ahead of neutral section and then DJ/VCB opening board where driver must open the DJ/VCB. These boards are placed on fixed structures (normally OHE masts) alongside the track. After negotiating neutral section, driver closes the DJ/VCB at DJ/VCB closing board. In case the DJ/VCB remains closed in neutral section, it will lead to unsafe condition and therefore it is must that DJ/VCB is in open condition while negotiating neutral section. The DPWCS shall be able to meet this requirement for remote locos (or consist). The manner of handling neutral section and other requirements are as follows.

(a) While approaching neutral section, Driver opens the DJ/VCB of lead loco at ‘DJ/VCB open’ board, closes DJ/VCB at ‘DJ/VCB close’ board and then start taking notches in lead loco while during this period (period during which lead loco DJ/VCB remains open) trailing loco(s) remain energized and on traction pushing the train. After negotiation of neutral section by lead loco, when trailing loco arrives at 500 m board, its notch/TE starts regressing and comes to zero position on reaching 250 m board followed by opening and closing of DJ/VCB at ‘DJ/VCB open’ and ‘DJ/VCB close’ board respectively. Supplier will have to build additional software logic to achieve this functionality.

(b) System shall include a GPS device, which shall be used for handling negotiation of neutral section. While approaching neutral section, lead loco driver shall press NS button on DIU thereby indicating that now system has to handle negotiation of neutral section in remote locos. After pressing NS button, when driver opens DJ/VCB, the system shall lock the GPS coordinates and remote loco(s) shall start monitor their GPS position and system shall cause reduction of notches/TE & then opening of DJ/VCB, when remote loco(s) reaches to locked GPS coordinate position. The accuracy of GPS shall be taken into account for achieving safe negotiation of NS. To cater to the situations of poor GPS signal availability, system shall have a backup provision based on speed monitoring and length of train to handle negotiation of neutral section. To cater to the situations of poor GPS signal availability, system shall have a backup provision based on speed monitoring and length of train to handle negotiation of neutral section. Suitable algorithm for calculation of train length deduced from no. of wagons/coaches entered by driver and speed/time measurement etc. shall have to be devised by supplier. The effect of curvatures and slack in couplings between wagons/coaches shall be also taken care of in algorithm as these factors will affect train length. System shall take input for speed

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from ESMON (energy cum speed monitoring system) of loco and arrangement shall be such that in case of failure of ESMON of leading loco, speed input is taken from ESMON of trailing loco(s).

(c) While approaching neutral section, DJ/VCB of concerned loco must open on

or before (max. 15 meters) ‘DJ open’ board. Similarly after negotiating neutral section, DJ/VCB of concerned loco must close only on or after (max. 15 meters) ‘DJ/VCB close’ board.

(d) In case, if any loco is stuck up in neutral section for any reason, DPWCS

system shall provide the facility to provide traction from other loco(s) to clear the neutral section. Suitable interface shall be provided on DIU for this purpose.

(e) The system shall be fail-safe, so that no violation of above conditions of negotiating neutral section takes place. The supplier is advised to study the system of speed measurement in loco and type of couplings used & their slack etc. before framing algorithm so that above requirements are complied with stated accuracies.

(f) The system shall be able to negotiate Neutral Section in case of communication failure between Lead & Trail Locomotive(s) during negotiation of Neutral Section.

Sometimes, there are restrictions for lowering of pantograph between specified locations. This requirement shall have to be handled with the same logic as for negotiating neutral section elaborated in preceding clause with an additional function of lowering/raising of pantograph. System should be able to lower the pantograph of trailing locos (or consists) in such restriction at specified locations with same accuracies as mentioned in previous clause.

3.22 System shall be able to identify train parting and in such cases remote locos, if any, in parted rear portion of train should come to idle position. If in case of train parting, driver of lead loco applies emergency brake, this emergency condition should be sensed by remote locos, where similar brake application should automatically take place to avoid collision of separated portions of the train. Moreover, whenever the BP pressure in trailing locos goes below 4.5 kg/cm2, the affected remote locomotive shall come to idle position.

3.23 System shall continuously check for the healthiness of the communication link between lead and remote locos. Check should be initiated by lead as well as remote locos so that, DPWCS system of each loco (lead or remote) has the real time information of health of communication link.

3.24 Whenever, there is communication failure between lead loco and remote locos for whatsoever reason, the affected remote locos shall remain in last commanded state of traction/rheostatic braking and a timer of period ‘T’ shall start. If communication resumes within period ‘T’, system will perform self test, ensure

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identity of remote locos and then bring the affected remote locos in synchronism with lead loco. If communication is not resumed within specified time, the affected remote locos shall come to idle position (zero traction position). In case, the remote locos have been commanded to idle due to communication loss, the driver shall be provided with the facility, through DIU, to bring remote locos to traction and synchronize with lead loco when communication resumes. The period ‘T’ shall be programmable from 10 seconds to 1 minute and its optimum value shall be worked out during trials. Moreover, if the lead loco driver makes a train brake application during communication loss period, this condition shall be sensed by DPWCS of remote locos and system shall bring the remote locos to idle position. Alert to driver for communication failure shall be provided on DIU.

3.25 In the event of failure of leading loco for whatsoever reason, system shall provide the functionality to driver of leading loco to work the train from any combination of trailing locos and a suitable user friendly interface shall be provided in DIU for this purpose.

3.26 System shall log the events of communication failures/other failures in memory and at any point of time data of last 1000 events or 60 days should be available. System shall also continuously log the commands transmitted/received/decoded by system and at any point of time data of last 3 days should be available in memory. It should be possible to download this data through either USB port, RS 232, RS 485 or Ethernet port provided on CCU. If extraction is done via DIU suitable commands and interface has to be provided on DIU. Extent and format of data elements for logging and storage of such data shall be got approved by RDSO before manufacture. Any special software to read and analyze the downloaded data shall also be within the scope of supply.

3.27 Self Test: The system shall run a self-test at power ON and thereafter continuously in real time to verify the satisfactory functioning of all system/sub-systems including Input/output. During this operation, the system shall be capable of identifying internal faults as may occur from time to time and their indication to the driver. Fault recovery capabilities and limited fault tolerance are desirable features, which shall be indicated in the offer for evaluation of the system.

3.28 Pneumatic Braking: The system shall meet the following functional requirement in respect of pneumatic braking.

(i) Train braking shall be controlled from both the lead as well as the remote

locos. The actions of driver in lead loco with respect to application/release of train brakes, independent brakes & emergency brakes shall be duplicated in remote locos through wireless commands from lead loco and BIU. The status of BP/BC/FP/ER/MR pressure and Air flow of remote locos shall be displayed on DIU of lead loco and that of lead loco shall be displayed on DIU of remote locos.

(ii) During communication interruptions, if the lead loco driver makes a train brake application, the system shall seal the BP (i.e. BP charging/destruction

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not possible from affected remote loco) from BIU of affected remote loco. This shall be achieved by commanding concerned valve (referred as Brake valve hereinafter) of BIU to get closed. In such communication failures, train brakes shall only be controlled from lead loco. Suitable alert to driver shall be provided for such situations.

(iii) If BP charging continues despite Brake valve commanded closed in affected remote loco (this can happen due to command not getting executed properly or due to some fault in Brake valve) during communication interruption and the lead loco driver makes a brake application, this situation shall be sensed by affected remote loco by measuring air flow into the BP & BP pressure. BIU shall have the capability to stop BP charging in such situations. For this purpose system and its BIU shall have arrangement to continuously monitor the Air flow into the BP.

(iv) The emergency brakes shall be applied on all locomotives in DPWCS, if braking command from assistant loco pilot emergency brake is actuated from any of the locomotive in the DPWCS.

(v) The emergency brake application due to fault in electronics in any of the locomotives in DPWCS shall cause emergency brake application in all locomotives in the DPWCS. Similarly; if penalty brake application takes place by VCD in Lead locomotive, then the simultaneous emergency brake application shall take place in remote locomotive(s) also.

(vi) There shall be provision of feedback in form of audio-visual (the audio alert shall be in form of buzzer and visual alert shall be in form of contextual text) on DIU of lead locomotive for failure of brake interface of remote locomotive and of lead locomotive.

(vii) The feasibility of provision of isolating the CCU and BIU of Trail Locomotive(s) from Lead Locomotive in case of any fault in CCU and BIU shall be discussed during design stage and decision for its implementation shall be taken accordingly.

(viii) There shall be provision of isolating Independent locomotive brake of remote locomotive(s) by using suitable electro pneumatic valve.

3.29 Wheel Slip: When automatic sanding is taking place on the remote units,

indication should come on DIU of the lead unit. System shall be capable of causing sanding on remote locos on request by lead loco driver. Suitable interface on DIU shall be provided for this purpose.

3.30 Sanding: Provision of sanding in remote locos on request by lead loco driver shall be made in the system. For this purpose, driver shall be provided with an option on DIU to enable/disable sanding synchronization on remote locos. In case this option is enabled then on pressing of the sanding foot pedal by driver in the lead loco, system shall cause operation of sanding gear on the remote unit

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automatically with its indication being displayed on lead unit.

3.31 The DPWCS shall also log the events of brake application (train brake, loco brake and emergency brake) by driver along with the loco status (traction/braking for tap changer locos) (TE/BE etc. for 3-phase locos) and the values of BP and BC pressure. The logging shall be done in memory of DPWCS in lead as well as remote locos. The system shall log these events in all operating modes except when switched off.

3.32 Inter-operability: The system shall be designed to have inter-operability across DPWCS of different make with same class of locomotives i.e. conventional or three phase loco. For example DPWCS provided in conventional locomotive should be interoperable with DPWCS of any make in other conventional loco. Same is the case with three phase locomotives.

3.33 To achieve interoperability, all the OEMs of DPWCS shall use data radio equipment of M/s BEL make as per the clause 6.13 of chapter VI and common communication protocol given in clause 7.1 of chapter VII and clause 8.1 of chapter VIII for conventional and three phase locomotives respectively.

3.34 In some locos, Vigilance Control device (VCD) as per RDSO’s specification No. ELRS/SPEC/VCD/0025/Rev ‘2’ of May 2004 may be fitted. The purpose of VCD is to monitor the alertness of the engine crew through a multi-resetting system which gets reset by specified normal operational activities of crew, in addition to acknowledgement of the vigilance check by pressing a push button or pedal switch provided for this purpose. Absence of the normal driving functions and the acknowledgement at specified intervals will activate vigilance control system to flash an indication which if still not acknowledged will cause audiovisual warning. If audiovisual warning is also not acknowledged, it will result in emergency brake application. The ACD shall be normally kept in isolated mode in remote locos but provision shall be made in DPWS system in form of potential free contact to disable VCD while DPWCS is in trail mode.

3.35 In some locos, Train protection & warning system (TPWS) or Anti collision device/Train Collision Avoidance System (ACD/TCAS) may be fitted. TPWS is an ETCS level-1 system which monitors the working of driver with respect to observance of Maximum Permissible Speed (MPS) and signal aspects and applies service or emergency brakes in case of defaulting conditions.ACD/TCAS is a GPS based system which applies service or emergency brake to avoid collision like situations. The TPWS/ACD/TCAS shall be normally kept in isolated mode in remote locos but provision shall be made in DPWS system in form of potential free contact to disable VCD while DPWCS is in trail mode.

3.36 Based on the experience/system information gained during product design/development/testing/trial etc., above functional requirements may be reviewed and/or additional functional requirements may be stipulated, which may be necessary for safe and efficient operation of trains. The contractor shall be bound to modify the design within warranty period to satisfy such requirements.

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Chapter-IV

DESIGN REQUIREMENTS

4.1 The design of the system shall be robust and of state-of-the-art technology. The design shall be modular up to card level for ease of maintenance and fault troubleshooting. As far as possible supplier shall design the system by using standard cards/devices which are freely easily available in market.

4.2 System shall draw power from loco battery. The battery supply voltage is 110 V DC which may vary from 70 V to 136 V and is supported by the existing battery charging arrangement available in the locomotive. In locos fitted with SIV, battery charger is part of SIV as per specification No RDSO specification no ELRS/SPEC/SI/0018 (Rev 1). In locos fitted with ARNO converter, separate battery charger as per CLW specification no. CLW/ES/B-11 Alt-D is provided. Supplier may refer these specifications for knowing the quality of 110 V output and its contamination. The system shall be designed to work with this supply without any problem. Since memory storage are to be catered for, a battery backup as a part of the system shall also be provided, if required.

4.3 Power supply system of DPWCS should have two power supply cards, one should be working normally and other should be hot standby. In case of failure of one card, switchover to healthy card should be automatic with an indication on DIU of failure of first card.

4.4 It will be preferable to have the entire hardware, CPU, RAM, EPROM, Input/output ports and opto-isolation etc. so optimized that the component count is kept low without sacrificing the overall system performance and reliability. As far as possible hardware shall be plug-in type. Necessary interfacing hardware and the connectors shall be provided on the cabinet of the equipment.

4.5 All the cards should be suitably protected, enclosed and provided with mechanical dust proofing covers to avoid dust ingress and then mounted in a robust metallic housing, so that entire assembly is capable of withstanding shocks, vibrations, electromagnetic induction and electrical surges etc. Electromagnetic compatibility of the entire system shall comply with provisions of IEC60571 and IEC 61000/EN-50155:2000. The equipment shall withstand surge & spikes as specified in IEC 60571/EN-50155:2000.

4.6 DPWCS unit including radios fitted on either lead or trailing locomotive shall be interchangeable. In order to have common Inventory of Radios used in transmission/reception module, the Radio modems should have minimum 2.5 4 MHz Bandwidth with programmable frequency within the band as per allocated frequency for use of DPWCS on IR.

4.7 Adequate provisions should be made in the design for suppression of internal transients, spikes and to withstand external transients, spikes and surges as

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per limits laid down in IEC-60571/EN-50155:2000.

4.8 In the electronic/telecommunication equipments to be supplied to this specification, the suppliers shall use components and systems of high reliability, suitable in every way for the application on rolling stock. In this connection, supplier is well advised to refer to ''Rules for Electronic Equipments used on Rail Vehicles IEC Publication 60571/“EN-50155 (Railways Applications Electronic Equipment Used on Rolling Stock)”.

4.9 Minor deviations from the specification, if any, can be mutually sorted out with RDSO during development stage, if supported by justification on ground of technical superiority.

4.10 All electronic components and ICs used shall be selected after proper burn in and screening tests and shall be adequately rated to withstand the service requirements. A quality assurance scheme should be submitted by the supplier for approval of RDSO. It should be provided as per specification no. ELRS/SPEC/ SI/0015.

4.11 Military grade threaded circular connector shall be used for all external connections. Only mill grade connectors of reputed make shall be used. Polarized bayonet type circular connector shall be used for all external connections. These shall confirm to JSS no. 50815 or similar MIL grade design.

4.12 System shall have real time clock for recording date & time.

4.13 Environmental conditions:

4.13.1 The equipment shall be capable of operating efficiently in spite of dust, dirt, mist, torrential rains, heavy sand or snow storms, presence of oil vapors and radiant heat etc., to which rolling stock is normally exposed in service. The equipments shall be suitable for traction application under the following environmental conditions.

� Atmospheric temperature

Maximum temperature of metallic surface under the Sun: 75 degree Celsius and in shade: 55 degree Celsius Maximum temperature near electronic cards in un-energized condition of locomotive standing under direct sunlight during summer: 70 degree Celsius Maximum temperature near electronic cards in working condition of locomotive during summer: 65 degree Celsius Minimum temperature: - 10 degree Celsius (Also snow fall in certain areas during winter season)

� Humidity 100% saturation during rainy season

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� Reference site conditions

i) Ambient temperature: 50 degree celsius ii) Humidity: 100% iii) Altitude: 1776 m above mean sea level

� Rain fall Very heavy in certain areas. � Atmospheric

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

� Coastal area Humid and salt laden atmosphere with maximum pH value of 8.5, Sulphate of 7 mg per liter, maximum concentration of chlorine 6 mg per liters and maximum conductivity of 130 micro siemens/cm

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

4.13.2 Vibration & Shock:

The System shall be designed to withstand the vibrations and shock encountered in service satisfactorily as specified in IEC 61373 and EN-50155:2000/IEC 60571.

4.13.3 Electromagnetic and Radio Frequency Interference Pollution:

High degree of electromagnetic pollution is anticipated in locomotive machine room, where the equipment will be mounted. Necessary precaution should be taken in this regard. The supplier may test the actual level of EMI in locomotive and design the system accordingly. Railways shall provide all necessary assistance for such measurement. The system shall be interference free and same should be tested as per IEC 60571/EN-50155:2000 and IEC 61000 for Electro Magnetic Compatibility.

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CHAPTER - V

TESTING, PROVING AND FIELD TRIALS 5.1 CATEGORIES OF TEST

Following are the type of tests to be carried out on the equipment to be supplied against this specification.

5.1.1 TYPE TEST

Type tests shall be carried out on equipment of the approved design. If there is any change in the design or source of supply of any components/sub-assembly/assembly, units made to the changed design or from new source shall be treated as new item for the purpose of conducting type tests.

Type tests are to be repeated in case of any major change is made. In case of minor changes, i.e. Change in type, rating of component etc special test/tests as agreed by user and manufacturer are to be conducted to ensure their suitability and effectiveness of the modifications.

5.1.2 ROUTINE TESTS

Routine tests shall be carried out on every equipment of each order.

5.1.3 ACCEPTANCE TESTS

Acceptance Test shall be carried out on 10% of batch quantity subject to minimum of 4 numbers.

5.2 TEST DETAILS:

The tests to be carried out on complete unit are given in the following table. Type and routine test schemes shall be prepared in accordance with the relevant specifications and furnished to RDSO for approval. Type test will be conducted on the basis of the approved type test scheme in the presence of RDSO/CLW/Railway representative. However, any additional test, if felt necessary may also be conducted at the time of type test. Manufacturer will bear the expenses of the tests.

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S N TESTS Relevant Specification

To be carried out as

Specification Type test

Routine test

Acceptance test

1. Visual Inspection EC 60571 � � �

2. Performance test EC 60571 � � �

3. Cooling Test IEC 60571 �

4. Dry heat test IEC 60571 �

5. Damp heat test IEC 60571 �

6. Supply over voltage, Surges

and electrostatic discharge test

IEC 60571 �

7. Transient burst susceptibility test

IEC 60571 �

8. Radio interference test IEC 60571 & IEC 61000

�

9. Insulation test IEC 60571 � � �

10. Salt mist test IEC 60571 �

14 Vibration and shock test IEC 61373

�

13 Water tightness test* IEC 60571 �

15 RDSO spec no. ELRS/SPEC/SI/0015 of Oct 2001 for specification for reliability of electronics used in rolling stock

�

14 Functional tests As per clause no 5.3 � **

* To be carried out on Antenna only.

** After prototype approval, the manufacturer shall submit functional test scheme to be

considered during acceptance test to RDSO. Tests as per approved functional test

scheme shall be carried out during Acceptance test.

5.1 FUNCTIONAL TESTS

Functional tests shall be carried out at the works of the manufacturer and/or during trial fitment of equipment on locomotives. The purpose of these tests is to assess the functioning of the equipment, as per the functional requirements indicated in Chapter-III of this specification, before the equipment is cleared for field service trial. For this purpose, the contractor shall work out and propose the detailed testing methodology.

5.2 TESTS AND MONITORING DURING FIELD TRIALS

System shall be subjected to extensive field trials for a period of at least six months after fitment on locomotives. During field trials operation of the system shall be checked for all functional requirements mentioned in Chapter III of this specification which shall necessarily include following checks;

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a. Performance of the system when two DPWCS operated trains passes each other. In this test it will be checked whether system in remote loco in one train responds to commands of lead loco of another train.

b. Time delay in response of system on remote loco to a command from lead

loco.

c. Feedback of each response by system on remote loco to system of leading loco. This test will have to be carried out for every single command.

d. Performance of the system for negotiating neutral section and restrictions of

lowering of pantographs.

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CHAPTER – VI

REQUIREMENTS FOR INTEROPERABILITY AMONG SAME & DIFFERENT MAKE OF DPWCS, BRAKE INTERFACE OF DPWCS WITH AC LOCOMOTIVES

6.1 Requirements for Interoperability

The following clauses details the requirements of the RF communication system for

DPWCS with specifications that shall permit interoperability within same & different make

of DPWCS. These requirements shall be applicable to all system manufacturers who shall

provide equipment against this specification.

6.1.1 General requirements

The radio data modem shall be narrow band UHF modem. Each manufacturer

implements its own data encoding and encryption schemes that are usually proprietary.

This prevents modems sourced from different manufacturers from working together at

times, making the communication link unreliable. Although it is possible to enforce a

common encoding and encryption scheme, it is seen a heterogeneously sourced pair of

modems usually have higher communication link loss when compared with modem pairs

sourced from the same manufacturer.

Since DPWCS application is very sensitive to communication loss, a single

manufacturer/model is specified in this document for use on DPWCS. This is essential for

enhanced reliability of distributed power wireless control system.

The UHF frequencies used for this application are not license free. All radio transceivers

used are required to be type approved by the Wireless Planning and Coordination Wing

of Ministry of Communications and Information Technology, Department of

Telecommunications.

Separate operator’s licenses have to be obtained by the railways for using such radios.

Only the set of RF communication equipment, described in this document, shall be used

for implementation of DPWCS.

6.1.2 System composition

The Radio Frequency Communication System for AC tap changer electric locomotives shall consist of equipment listed in the following paragraphs along with the important features. The datasheet of the specific equipment is provided as annexure to this specification.

6.1.3 M/s BEL make radio modems

M/s BEL make radio modem is high powered with upto 10 W transmitter power. The communication module shall contain radio transceiver. The radios shall have the feature of diversity reception, programmable power output and frequency. There shall be feature to display RF output/signal strength either on the Radio itself or through some suitable

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interface. Diversity reception improves reliability of connection where multiple reflections are present. The important features of the radio modem are provided below: Data Radio is a UHF trans-receiver in 400-470 MHz frequency band for data communication link between two nodes. That radio has high power (10W) transmitter and two receivers operated in Diversity Reception mode. The diversity reception helps in improved data connection wherein there is signal fading due to reflections. The radio offers Ethernet connection for NMS operation. The radio provides data integrity in adverse conditions.

Features: Frequency Band 400 – 470 MHz Data Rate 50 kbps max. Type of Emission GFSK, DSSS Mode of Communication Half Duplex Data Interface Serial/Ethernet Diversity Space Diversity Reception Operating Voltage 11.8 V to 30V Deployment Railways (Inside Loco) Antenna Connector TNC, Female, 50Ω

Technical Specifications: Frequency Range 400MHz – 470MHz

Tuning Range ± 10 MHz from central frequency

Type of Operation Half Duplex

Type of Emission GFSK, DSSS

Input Impedance 50 Ohms

Channel Spacing 40 KHz (for data rate 19.2 kbps)

Data Rate

50 kbps (100kHz BW), 19.2 kbps (40 kHz

BW), 9.6 kbps (20 kHz BW)

Carrier Power 2, 5, 10 W (selectable)

Carrier Power Stability ± 2 dB

Harmonic Rejection > 50 dBc

Sensitivity -110 dBm for 10-3 BER

RSSI Dynamic Range 90 dB

RF Overload Protection 10 dBm

Data Interface Asynchronous RS232 (115.2 kbps), Ethernet

(NMS operation)

Data Interface Connector DB9, Male (115.2 kbps)

Size (HxWxD) 154.50 x 142 x 47.5 mm

Weight 1.5 kg (max)

Operating Voltage DC Voltage (11.8V - 30V)

Temp Range Operating -10oC to +70oC

EMC/EMI IEC-60571 and IEC 61000 / EN 50155:2000

Environmental As per IEC-60571/ EN 50155:2000

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6.1.4 Antenna

Following antenna may be used-

(i) M/s BEL make RF Omni type antenna having part no. 1710 005 609 57 shall be used.

OR

(ii) M/s LWT antenna-

For locos equipped with DPWCS: LWT-TR-200-01-00-00 UHF antenna.

6.1.5 Antenna cable

Low loss cable shall be used for connection between the transceiver units and antennae.

6.2 Functional requirements

The equipment shall be integrated to meet the following requirements:

6.2.1 Radio frequency for operation

The equipment provider shall ensure that the equipment shall be configured for correct

radio frequency. The details of the allotted frequency shall be provided by the purchaser.

6.2.2 Link budget

The whole radio communication setup is expected to provide reliable data communication

with a link budget of better than 15 dB.

6.3 Tests & Verification

The equipment shall be accepted on the basis of OEM’s test certificates. Functional test

shall be conducted to verify that the equipment meets the requirements. All items that are

outsourced by the equipment manufacturer shall be indicated so. The manufacturers (of

the outsourced sub-assembly) test certificates shall be provided.

6.4 Painting, labeling and marking

The equipment shall be appropriately painted for operational use, aesthetics and

protection. The parts, connector ports, mounting points etc. shall be clearly marked in a

manner that these are easily readable and remain legible over the lifetime of the

equipment. ID plate Name of Component, Make, Serial number, Date of Manufacture,

Ratings shall be provided on all assemblies/subassemblies.

6.5 Packaging and delivery/shipment

The equipment consists of sensitive and fragile electronic systems. These should be

packed with precautions required to prevent damage in transit. All requirements of IRS

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conditions for packaging and delivery shall be applicable.

6.6 Information to be supplied by purchaser

- All required design details and layouts of locomotives on which the equipment is to be

fitted.

- Allotted radio frequency for setting the radio modems correctly.

6.7 COMMUNICATION PROTOCOL FOR INTEROPERABILITY

This clause details the communications protocol for Distributed Power Wireless Control

Systems (DPWCS) which shall enable intercommunication between different makes of

DPWCS & same will be modified based on field trials & validation of same.

This communication protocol is issued as draft for trials and further development. All

equipment manufacturers shall implement this protocol for intercommunication.

The protocol described here shall be used to connect pair and operate equipment

sourced from different manufacturers. For operations of same make of systems a

common protocol, which is used in case of different make of systems shall be used.

The communication protocol for ac conventional locomotives is provided at Para 7.1 of

chapter VII and for ac three phase locomotives is provided at Para 8.1 of chapter VIII.

6.8 Requirement for interfacing of DPWCS with Brake Systems of Conventional

and Three phase Locomotives

The DPWCS has to be suitably interfaced with the locomotive pneumatic brake system

(Auto & Independent), so that in the master locomotive, the DPWCS equipment is able to

read the status of the brake system (command status & pressure values), which is sent to

the remotes over UHF wireless link. In the remote locomotives, the brake system must be

able to receive the brake command status of the master locomotive from the DPWCS

equipment and repeat the actions.

The brake interface of DPWCS with IRAB brake system of AC conventional locomotives

is explained at Para 7.2 of chapter VII and brake interface of DPWCS with E-70 and CCB

of AC three phase locomotives is explained at Para 8.2 of chapter VIII.

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CHAPTER – VII

COMMUNICATION PROTOCOL FOR INTEROPERABILITY & BRAKE INTERFACE OF DPWCS WITH IRAB SYSTEM OF AC TAP-CHANGER

LOCOMOTIVES

7.1 The communication protocol for Interoperability for DPWCS fitted on AC Tap-changer Locomotives is given under

7.1.1 Telegram Types

SN Telegram Type Telegram Type Number 1 REFRESH_REQ &

REFRESH_RESP

0

2 ISOLATION_REQ 1

3 GROUP_REQ 2

4 GROUP_REQ_RESP 3

5 ISOLATION_REQ_RESP 9

6 NEUTRAL_SEC 18

7 NEUTRAL_SEC_RESP 19

8 MANUAL_Traction 20

9 MANUAL_Traction_RESP 21

10 COMM_RECOVERY 24 11 COMM_RECOVERY_RESP 25

12 UNGROUP_REQ 26

13 UNGROUP_RESP 27 14 ISOLATION_EXIT_REQ 28

15 ISOLATION_EXIT_RESP 29

7.1.2 Loco Mode Selection

SN 288HI (64) Mode Selection Signal Description Remarks Loco Selection

1. 0x01

Byte-1

0x01 System default synchronization mode and value should be zero

2. Loco -1 Selection 0x02 Idle Mode. 3. 0x04 Brake 4. 0x08 Brake Value Out Mode. 5 0x02 0x10 Isolate Mode. 6. Loco – 2 Selection 0x20 Idle Mode. 7. 0x40 Brake 8. 0x80 Brake Value Out Mode. 9. 0x04 Byte-2

0x01 Isolate Mode.

10. Loco -3 Selection 0x02 Idle Mode.

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11. 0x04 Brake 12. 0x08 Brake Value Out Mode. 13. 0x08 0x10 Isolate Mode. 14. Loco – 4 Selection 0x20 Idle Mode. 15. 0x40 Brake 16. 0x80 Brake Value Out Mode. 17. 0x10 Byte-3 0x01 Isolate Mode 18. Loco -5 Selection 0x02 Idle Mode. 19. 0x04 Brake 20. 0x08 Brake Value Out Mode. 21. 0xE0

Byte-4

0x01 Isolate Mode. 22. Self-Loco Selection 0x02 Idle Mode. 23. 0x04 Brake 24. 0x08 Brake Value Out Mode.

7.1.3 Refresh Packet Request & Response

Byte No

Type Significance No. of Bytes

Description Remarks

0 SOP Start of Packet 1 # SOP

1 Direction Lead to Remote or

Vise-Versa 1 L=1 / R=2

Lead /Trail Lead to Remote=1 Remote to

Lead=2

2 Telegram

Type Type Definition of

Telegram 1 REFRESH

3 Initiator Type Lead/Remote

Initiated 1

Shows who initiated the telegram, 1 means lead

loco is sending a query, 2 means trail loco is sending a response to lead locos

query, 3 means trail loco is not able to get any query

so sending self- information in distress

before cutting off output.

4

Loco Number Telegram

Originator Loco Number

4

-- Unique Loco number of

the telegram origin 5 -- "

6 -- " 7 -- "

8 & 9 I/O

Information B Coupler

Information 2

Bit 16 – Bit 15 – Bit 14 – Bit 13 – Bit 12 –

Bit 11 – VEF Bit 10 - Traction Motor

Bit 09 - LS GROUP Bit 08 – QVSM

Bit 07 - C101,C102 Bit 06 – VESA

B Coupler Information

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Bit 05 – BPEMS Bit 04 – LSOL Bit 03 – LSRSI Bit 02 – LSP Bit 01 – LSB

10 & 11 C Coupler Information

2

Bit 16 – Bit 15 –

Bit 14 – ZQWC Bit 13 – LSGR

Bit 12 - Shunting Notch4

Bit 11 – LSCHBA Bit 10 – LSDJ

Bit 09 - SON1 & SON2 Bit 08 - Shunting

Notch1 Bit 07 –

Bit 06 - Q51 Feed Back Bit 05 - Notch Down

Bit 04 - Notch UP Bit 03 - Shunting

Notch2 Bit 02 - Shunting

Notch3 Bit 01 - Q51 Relay O/P

C Coupler Information

12 & 13 D Coupler Information

2

Bit 16 – Bit 15 – LSSIT

Bit 14 - Q51 Feed Back Bit 13 –

Bit 12 - Q49 Feed Back Bit 11 –

Bit 10 - Negative Feed Bit 09 - Negative Feed Bit 08 - MPJ Reverse Bit 07 - MPJ Forward Bit 06 - MP Braking Bit 05 - MP Running

Bit 04 – BLRDJ Bit 03 – BLDJ

Bit 02 - VEPT 2 Bit 01 - VEPT 1

D Coupler Information

14 & 15

Auxiliary Information

2

Bit 01 - Emer. Sw I/P Bit 02 - NSN Sw I/P Bit 03 – Emer.Sw

Feed1 Bit 04 - Emer Sw Feed

2 Bit 05 - NSN Sw Feed


2 Bit 07 - 5V - Supply 1 Bit 08 - 5V - Supply 2

Bit 09 - BV Close Feed Bit 10 - BV Open Feed


16 Spare 2

Spare -1 Spare -1

17 Spare -2 Spare -2

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SSE

DDSE

EDSE

18

Counter Information

Counter Information

7

0 to 32 Notch

19 0 to 32 Dy.Brake 20

0 to 65535 Counter Channel - A 21 22

0 to 65535 Counter Channel - B 23 24 0 to 255 PPR

25

Analog Information

Analog Information 10

MR MR

26 BP BP 27 BC BC

28 FP FP 29 BV BV

30 AF AF

31 TBP TBP 32 TBC TBC

33 Spare -1 Spare -1 34 Spare -2 Spare -2

35

GPS Latitude GPS Latitude 4

Decimal Higher Byte

36 Decimal Lower Byte 37 Fractional Higher Byte

38 Fractional Lower Byte 39

GPS Longitude

GPS Longitude 4

Decimal Higher Byte

40 Decimal Lower Byte

41 Fractional Higher Byte 42 Fractional Lower Byte

43 LS Signals LS Signals

1

Bit 0 – LSDJ Bit 1 – LSGR Bit 2 – LSB

Bit 3 – LSCHBA Bit 4 - LSRSI Bit 5 – LSP

Bit 6 – LSOL Bit 7 - Sanding

44 1 Spare

45 Alarm

Information Alarm Information 1

Bit 0 to 3: Ack. Status From DIU

Ack. Status From DIU

46 Bit 4 to 7: ON/OFF

Status to DIU ON/OFF Status

47 & 48 I/O Failure Information


2

Bit 16 – Spare Bit 15 – Spare Bit 14 – Spare Bit 13 – Spare Bit 12 – Spare Bit 11 – VEF

Bit 10 - Traction Motor Bit 09 - LS GROUP

Bit 08 – QVSM Bit 07 - C101,C102

Bit 06 – VESA Bit 05 – BPEMS Bit 04 – LSOL Bit 03 – LSRSI Bit 02 – LSP Bit 01 - LSB


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DDSE

EDSE

49 & 50 C Coupler information

2

Bit 16 – Spare Bit 15 – Spare Bit 14 – ZQWC Bit 13 – LSGR

Bit 12 - Shunting Notch4

Bit 11 - LSCHBA Bit 10 – LSDJ

Bit 09 - SON1 & SON2 Bit 08 - Shunting

Notch1 Bit 07 – Spare

Bit 06 - Q51 Feed Back Bit 05 - Notch Dn Bit 04 - Notch UP Bit 03 - Shunting

Notch2 Bit 02 - Shunting

Notch3 Bit 01 - Q51 Relay O/P

C Coupler Information

51 & 52 D Coupler information

2

Bit 16 – Spare Bit 15 – LSSIT

Bit 14 - Q51 Feed Back Bit 13 – Spare

Bit 12 - Q49 Feed Back Bit 11 – Spare

Bit 10 - Negative Feed Bit 09 - Negative Feed Bit 08 - MPJ Reverse Bit 07 - MPJ Forward Bit 06 - MP Braking Bit 05 - MP Running

Bit 04 – BLRDJ Bit 03 – BLDJ Bit 02 - VEPT2 Bit 01 - VEPT1

D Coupler Information

53


2

Bit 01 - Emer. Sw I/P Bit 02 - NSN Sw I/P Bit 03 – Emer Sw

Feed1 Bit 04 - Emer Sw

Feed2 Bit 05 - NSN Sw Feed


2 Bit 07 - 5V - Supply 1 Bit 08 - 5V - Supply 2

Bit 09 - BV Close Feed Bit 10 - BV Open Feed


54 Spare 2 Spare

55

Bit 0 - RF Fail Bit 1 - GPS Fail Bit 2 – Batt Low Bit 3 – PS1 Fail Bit 4 – PS2 Fail

Communication

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DDSE

EDSE

Bit 5 – CPU-1 Fail Bit 6 – CPU-2 Fail

Bit 7 – Speedometer Fail

56 1 Notch Error Status Trail Loco Notch Error

Status

57 BIU Status BIU Status 1

Bit 0 – BIU Comm Fail Bit 1 – Train Brake Fail Bit 2 – Loco Brake Fail Bit 3 – BV Open Fail Bit 4 – BV Close Fail

Bit 5 – BP Sensor Fail Bit 6 – BC Sensor Fail Bit 7 – TBP Sensor Fail

BIU/Sensor Failure Status

58 Sensor Failure

Sensor Failure 1 Bit 0 – TBC Sensor

59

Operational Status

Operational Status 4

Bit 0 – NSN Progress Bit 1 – 500 mts Entered

Bit 2 – Loco Isolated (DJ/Panto Open) Bit 3 – NSN Exi

Bit 4 – NSN Successful Bit 5 – Cancel

NSN Status

60 NSN Status from DIU NSN Cancel Status

61

Bit 0 – Remote-1 Bit 1 – Remote-2 Bit 2 – Remote-3 Bit 3 – Remote-4

Train Parting Status

62 Bit 0 – Self Packed

Bit 1 – Remote Packed Bit 2 – Both Packed

Q51 Status

63

Loco Mode Selection

Loco Mode Selection

4 Refer Modes Table

Loco Selection

64 Loco1&2: Mode Selection 65 Loco3&4: Mode Selection

66 Loco 5: Mode Selection

67 RSSI Value RSSI Value 1 RSSI Value RSSI Value

68 Packet

Header for 4 loco Logic

1 Self-Loco and

Destination Loco position

Self-Loco and Destination Loco position

69 CRC CRC 2

--

70 -- 71 EOP End of Packet 1 @ End of Packet

7.1.4 Grouping Request Command (L -> R)

Byte Position

Type Significance No of Bytes Remarks

0 SOP Start of Packet 1 #

1 Direction Lead to Remote or Vise-Versa 1 Lead /Trail Lead to Remote=1

Remote to Lead=2

2 Telegram Type Type Definition of Telegram 1 GROUP_REQ

3 Loco Number

Telegram Originator Loco Number

4 --

4 --

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SSE

DDSE

EDSE

5 --

6 --

7

Target Loco Number 4

--

8 --

9 --

10 --

11 Alignment Alignment 1 Cab 1 / Cab 2

12 BP Value Brake Pipe Pressure 2

Higher Byte

13 Lower Byte

14 CRC CRC 2

--

15 --

16 EOP End of Packet 1 @

7.1.5 Grouping Response (R -> L)

Byte No Type Significance No of Byte Remarks


1 Direction Lead to Remote or Vise-Versa 1 Shows Origin of the Telegram

2 Telegram Type Type Definition of Telegram 1 GROUP_REQ_RESP

3

Loco Number

Telegram Originator Loco Number

4 --

4

5

6

7

Target Loco Number 4 --

8

9

10

11 Alignment Alignment 1 Cab 1 / Cab 2

12 BP Value Brake Pipe Pressure 2

Higher Byte

13 Lower Byte

14 CRC CRC 2

--

15 --


7.1.6 Neutral Section Request (L -> R)

Byte No Type Significance No of Bytes Remarks


1 Direction From Lead or Trail 1 Lead 1 / Remote 2

2 Telegram Type Type Definition of Telegram 1

NEUTRAL_SEC / PANTO_DN / PANTO_UP

DJ_OPEN / DJ_CLOSE

3 Initiator Type Master/Remote Imitated 1 1 -Master / 2- Response / 3 - Remote

Initiated

4

Loco Number Telegram Originator Loco

Number 4

Unique Loco number of the telegram origin

5 "

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SSE

DDSE

EDSE

6 "

7 "

8

Latitude & Longitude

Latitude 4

--

9

10

11

12

Longitude 4

13

14

15

16

CRC CRC 2 --

17


7.1.7 Neutral Section Response (R -> L)

Byte No Type Significance No of Bytes Remarks 0 SOP Start of Packet 1 # 1 Direction From Lead or Trail 1 Lead 1 / Remote 2

2 Telegram Type Type Definition of Telegram 1

NEUTRAL_SEC_RESP / PANTO_DN_RESP PANTO_UP_RESP /

DJ_OPEN_RESP DJ_CLOSE_RESP

3 Initiator Type Master/Remote Imitated 1 1 -Master / 2- Response / 3 – Remote

Initiated

4

Loco Number Telegram originator Loco

number 4


5 "

6 "

7 "

8

CRC CRC 2 -- 9


7.1.8 Manual Traction Request (L -> R)

Byte No


0 SOP Start of Packet 1 Start of Packet

1 Direction Lead to Remote or Vise-

Versa 1 Shows origin of the telegram

2 Telegram Type Type Definition of

Telegram 1

3 Initiator Type Master/Remote Imitated 1

4

Loco Number Originator Loco Number 4 Unique Loco number of the telegram

origin Loco

5

6

7

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SSE

DDSE

EDSE

8

Target Loco Number 4 Unique Loco number of the telegram

Target Loco

9

10

11

12

Information Manual Traction I/O

Information 7

Running/Braking

13 Dynamic Brake

14 Notch Position

15 Panto Lower/Rise

16 DJ Open /Close

17 Energize Status

18 Shutdown Status

19 CRC CRC 2

20

21 EOP End of Packet 1 End of Packet

7.1.9 Manual Traction Response(R ->L)

Byte No





Telegram 1 MANUAL_UNI / MANUAL_BROAD


Initiated

4


number 4


5

"

6

7

8 CRC CRC 2 --

9


7.1.10 Communication Recovery Request (L ->R)

Byte No





Telegram 1 COMM_RECOVERY


Initiated

4


number 4

Unique Loco Number of the Telegram Origin

5

"

6

7

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SSE

DDSE

EDSE

8 CRC CRC 2 --

9


7.1.11 Communication Recover Response (R ->L)

Byte No Type Significance No of Bytes Remarks




Telegram 1 COMM_RECOVERY_RESP


Initiated

4


number 4

Unique Loco number of the telegram Origin

5 "

6

7

8

Loco Number Telegram Destination Loco

number 4

Unique Loco number of the telegram Destination

9 "

10

11

12 CRC CRC 2 --

13


7.1.12 Isolation Request (L ->R)

Byte No





Telegram 1 ISOLATION_REQ


Initiated

4


number 4


5

"

6

7

8 CRC CRC 2 --

9


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SSE

DDSE

EDSE

7.1.13 Isolation Request Response (R ->L)

Byte No





Telegram 1 ISOLATION_REQ_RESP


Initiated

4


number 4


5

"

6

7

8 CRC CRC 2 --

9


7.1.14 Isolation Exit Request (L ->R)

Byte No





Telegram 1 ISOLATION_EXIT_REQ


Initiated

4


number 4


5

"

6

7

8 CRC CRC 2 --

9


7.1.15 Isolation Exit Request Response (R ->L)

Byte No





Telegram 1 ISOLATION_EXIT_REQ

3 Initiator Type Master

specification for interoperable distributed power wireless ... draft specification.pdf · units...

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