SPECIFICATION ELECTRO PNEUMATIC BRAKE SYSTEM ...rdso.indianrailways.gov.in/works/uploads/File/EP...

Ref: CGW 0001 (Rev. – 3) of 40 Date of issue

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No.RDSO/2013/CG-03

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Prepd. By:- Santosh Kumar Singh

JE/EMU & Brake/Carriage

Checked By:- Praveen Kumar

ADE/ EMU & Brake/Carriage

Approved By- Rajesh Awasthi

Director/ EMU & Brake/Carriage

FINAL DRAFT

INDIAN RAILWAYS

S PE CI F I C AT I O N

f o r

E L E C T RO P NEUM AT I C B R AK E S YS TEM F OR EM U, DM U AN D M EM U S T O C K

o f

I N DI AN R AI L W AY S

S.No. Month / Year of issue

Revision / Amendment

Page No.

Reason for Amendment

1. ____, 2013 - - First Issue

Issued by

R E S E AR C H D E S I G N S AN D S T AN D AR D S O R G AN I S AT I O N M AN AK N AG AR , L U C K N O W – 2 2 6 0 1 1


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CONTENTS

PART – I : GENERAL CONDITION CLAUSE NO.

DESCRIPTION PAGE NO.

1. FOREWORD 4

2. DEFINATION 4

3. SCOPE 5

4. PARTICULAR REQUIREMENTS 5

5. WARRANTY 5

6. AFTER SALES 5

7. TRAINING 6

8. PRICES 7

9. SPARE PARTS 7

PART – II : TECHNICAL REQUIREMENTS 10. SCOPE OF SUPPLY 8

11. DESIGN REQUIREMENTS 8

12. PERFORMANCE REQUIREMENTS 10

13. SUBMISSION OF TECHNICAL DOCUMENTS 12

14. APPROVAL OF DRAWING 12

15. MECHANICAL INTERFACES 13

16. MANUFACTURE 13

17. INSPECTION 13

18. FIELD TRIAL 14

19. MARKING 15

20. PACKING 15


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APPENDIX

APPENDIX – A1 Specification for EP Brake Unit

APPENDIX – A2 Specification for Brake Controller

APPENDIX – A3 Specification for Guard’s Emergency Brake Valve

APPENDIX – A4 Specification for Auxiliary Reservoir

APPENDIX – A5 Specification for Dirt Collector with sintered Bronze filter

APPENDIX – A6 Specification for Isolating cock and check valve

APPENDIX – A7 Specification for Auto Drain valve

APPENDIX – A8 Specification for Pressure reducing valve

APPENDIX – A9 Specification for Safety Valve

APPENDIX – A10 Specification for Release Valve

ANNEXURE - I Test Scheme for Endurance Testing of EP Unit

ANNEXURE - II Service conditions & Design data of EMU/MEMU/DEMU Coachs


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SPECIFICATION FOR ELECTRO PNEUMATIC BRAKE SYSTEM FOR EMU, MEMU AND DMU STOCK OF INDIAN RAILWAYS

PART - I: GENERAL CONDITIONS

1.0 FOREWORD

1.1 This specification intended to cover the requirements related to EP Brake Unit,

Brake Controller and other accessories for Electro Pneumatic Brake system for EMU, MEMU and DMU stock of Indian Railways. However this specification does not cover the requirements of Compressor, compressor fitting, Air Drier, Pipe & Pipe fittings etc., which are also part of EP Brake System. The Electro Pneumatic brake equipment covered in this specification is suitable for the braking effort exerted through the clasp tread brakes.

1.2 Presently 8” brake cylinder with built in slack adjuster to RDSO specification No. C-K013 has been fitted in the bogie with ‘K’ type composition brake block to RDSO specification C-9508. The pressure in the brake cylinder is being maintained to 1.6 kg/cm² for motor coach, 1.2 kg/cm² for HCC trailer coach through pressure reducing/ limiting valve fitted in EP Brake Unit.

1.3 Twin tower heatless regenerative type air dryers to RDSO Specification No.MP-0.01.00.09 will be provided to supply dry and clear air to the electro-pneumatic and pneumatic equipment to avoid condensation of the moisture in the system.

1.4 In the event of conflict between this specification and any other standards or specification quoted herein, the requirement of this specification shall prevail.

2.0 DEFINITION

2.1 ‘TENDERER’ means firm / company from whom the offer for the supply of Electro Pneumatic Brake Equipment is invited.

2.2 ‘CONTRACTOR’ means the present firm / company on whom the order for the supply of the Electro Pneumatic Brake Equipment is placed/will be placed.

2.3 ‘PURCHASER’ means the Indian Railways on behalf of the President of the Republic of India who are purchasing the Electro Pneumatic Brake system on his behalf.

2.4 ‘INSPECTING AUTHORITY’ means the Organisation or its representative nominated by the Purchaser to inspect the Electro Pneumatic Brake system on his behalf.

2.5 The Research Design and Standards Organisation, Manak Nagar Lucknow-

226011 is hereinafter referred to as RDSO.

2.6 Indian Railway is hereafter referred to as I.R.

2.7 In case the tenderer needs any clarification in respect of any clause of this specification or regarding the drawings the same shall be obtained from DG (Carriage), RDSO.


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3.0 SCOPE 3.1 This specification covers the technical requirements related to manufacture,

supply, inspection, performance and testing of EP Brake Unit, Brake Controller and other accessories for Electro Pneumatic Brake system for EMU, MEMU and DMU stock of Indian Railways and does not include all the necessary provisions of the contracts.

4.0 PARTICULAR REQUIREMENTS

4.1 The firm willing to supply Electro Pneumatic brake system for the use of Indian Railways shall register themselves with RDSO. Vendor approval process guidelines are available at RDSO website.

4.2 The firm should posses ISO: 9001 certificate issued by International Accreditation Forum (IAF) under Multilateral Recognition Arrangement (MLA) for his works address, covering the items for which he seeks registration with RDSO.

4.3 The firm, other than the ICF approved source (including developmental) for EP brake system shall have foreign collaboration with the original equipment manufacturer. The collaborator should have a modern design of brake system capable of meeting requirement of specification.

4.4 The firm along with their principals/foreign collaborator shall have adequate infrastructures for manufacturing, testing and quality control requirements of complete Electro Pneumatic Brake system. This will be verified by RDSO at the time of registration of the firm.

5.0 WARRANTY

5.1 For EP brake system supplied by the contractor, in case of any part of the brake system failing or proving unsatisfactory in service due to defective design, material or workmanship, within 36 months from the date of delivery or 24 months from the date of placing in service whichever is earlier, shall be replaced by the firm at his own expense.

5.2 Brake system shall be subjected to detailed trials as discussed in clause 18 of the specification. Any modifications found necessary as a result of these tests or further service trials shall be carried out by the firm at his own cost in the coaches in a manner approved by the purchaser. All schematic layout and installation drawings incorporating the modifications shall be submitted to RDSO for final approval.

6.0 AFTER SALES

6.1 The firm shall arrange for adequate service engineers at his own cost to ensure that the equipment supplied perform satisfactorily. Firm shall also depute his staff on request by the purchaser / RDSO, to investigate and attend to specific problems that may come up during actual operation of Electro Pneumatic Brake Equipment.

6.2 The firm shall arrange to supply along with the Equipment maintenance manuals for proper maintenance of his own proprietary equipment. The number of maintenance manual to be supplied shall be as per demand of the Railway and purchaser and shall be supplied free of cost. Manuals shall be illustrative, containing information pertaining to the principle of operation, maintenance schedule of all the proprietary items of equipment being supplied. The Manufacturer shall also contain information on the following: -


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6.2.1 Details of attention during schedule maintenance / POH. 6.2.2 Test equipment’s 6.2.3 Special Tools. 6.2.4 Trouble shooting. 6.2.5 List of spares for day-to-day maintenance and for POH in the form of POH kit. 6.2.6 Updated position of modification carried out.

6.3 The Firm shall also arrange to supply along with equipment wall charts of all equipment being supplied by them for display in maintenance depots. These shall be supplied @ 50 sets against First contract and as and when demanded by the user Railway. These charts shall be supplied free of cost. These charts shall be pictorial and colour coded showing all components along with their part Nos. in each item of equipment.

6.4 The firm shall supply the revised Maintenance Manuals and wall charts incorporating necessary changes in the manuals and wall charts already supplied by them for earlier contracts. The copies of maintenance manuals and wall charts are meant for wider circulation on Railway and fresh copies shall be furnished as stipulated even if there are no changes in the manuals & wall charts furnished against earlier contract.

6.5 One sets of cut model of Electro Pneumatic Unit, Brake Controller and other components of Electro Pneumatic brake equipment shall be supplied free of cost by the firm for the purpose of education and training of staff at RDSO.

6.6 The firm shall also supply adequate number of soft copy of the Maintenance Manual and Wall Chart along with the every contract or as demanded by the user Railway, free of cost.

7.0 TRAINING 7.1 The Firm shall undertake to train the following Indian Railway personnel free of

cost. 7.1.1 Railway technician: - Sufficient number of technicians shall be trained in

consultation with the purchaser/Railways so that adequate trained personnel are made available. This training shall be at the firm’s premises/at users site for a minimum period of two weeks and shall cover maintenance and testing of the complete Electro Pneumatic Brake equipment.

7.1.2 Adequate officers and staff shall be trained at works of the contractor/collaborator for a minimum period of two weeks. This training shall cover all the aspects of Electro Pneumatic Brake system like design, manufacture, quality control, maintenance and testing.

8.0 PRICES 8.1 The contractor shall give price of total Electro Pneumatic Brake equipment per

coach set and shall also submit the prices of various items of the equipment giving break-up prices of all the components of the various items.

8.2 The Purchaser reserves the right to either buy the complete equipment as offered or any part thereof based on item wise break-up of cost indicated by the contractor.

9.0 SPARE PARTS 9.1 The offer shall include recommended list of spare parts required for day to day

maintenance of the Electro Pneumatic Brake equipment and spares in the form of kit for the various sub assemblies for the maintenance at the time of POH. The list shall give the part number, quantity and price of each component.

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PART II : TECHNICAL REQUIREMENT

10.0 SCOPE OF SUPPLY 10.1 The specification of following items of EP brake system is given in Appendix.

S.No. Description Specification

1. E P Brake Unit Appendix-A1

2. Brake Controller Appendix-A2

3. Guard’s Emergency Brake Valve Appendix-A3

4. Main Reservoir Appendix-A4

5. Auxiliary Reservoir Appendix-A4

6. Air Filters /Dirt collector Appendix-A5

7. Isolating cock (Without Vent) Appendix-A6

8. Isolating cock (With Vent) Appendix-A6

9. Check valve Appendix-A6

10. Auto Drain Valve Appendix-A7

11. Pressure Reducing Valve Appendix-A8

12. Safety Valve Appendix-A9

13. Release Valve Appendix-A10

10.2 The firm shall submit complete list of items (including above items) required for proper functioning of their EP brake system to RDSO. RDSO will examine and approve the same.

11.0 DESIGN REQUIREMENTS

11.1 The Electro Pneumatic Brake system shall be twin pipe graduated application &

release (in EP mode) type with “stand by” auto brake arrangement graduated in application and direct in release and its performance shall generally conforms to the performance parameters as laid down in the specification..

11.2 The Electro Pneumatic Brake system shall be complete in 3/4/5 car unit and shall consist of the following: a) Electro Pneumatic service brake. b) Auto brake (Pneumatic brake) emergency. c) Emergency brake through BP drop d) Spring applied air release Parking brake system as per RDSO specification

No.C-K408. 11.3 The auto brake should provide normal service application, if required, as well as

emergency application of brake initiated either by the driver, guard or by a train parting.

11.4 The EP brake shall be inexhaustible up to the capacity of the main reservoir

system in Emergency mode and can be operated by the driver only. 11.5 Any new Electro Pneumatic brake unit should be able to operate in combination

with other approved Electro Pneumatic brakes in service on Indian Railways. It should be ensured by supplier and RDSO will check the compatibility during approval process through the circuit drawing and other performance data. It will be get verified during field trial.


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11.6 The design of the Electro Pneumatic brake must be such that it is possible to operate with other vehicles fitted with the air brake through necessary hose coupling for non-Commercial operations (for shunting etc).

11.7 In the event of failure of the whole electric brake control system, the pneumatic

control shall be able to maintain or continue the operation begun (according to the case) (and do so without requiring a longer stopping distance than would be necessary under pneumatic braking condition). The driver must be warned by a fully reliable system of any failure in electric controls.

11.8 For friction braking, either EP brake or auto brake shall operate the brake

cylinder mounted on the bogies. 11.9 The friction braking by EP/Auto mode shall be able to achieve the performance

requirements without using the electric regenerative braking. At the stops the friction brake shall be sufficient to prevent the train from rolling.

11.10 The friction brake on bogie shall be such that it shall be possible to isolate the

brakes on individual bogies. For such isolation the friction brake system shall be easily approachable to the maintenance/running staff. Also this isolation shall be protected so that miscreants do not operate it.

11.11 Modular panel shall be used for all the pneumatic control equipments and valves

for single car to minimize the lengths of pipe.

11.12 The unintended parting of this train shall result in an emergency brake on both halves of the train.

11.13 Failure management

11.13.1 The recovery of the dead train (without traction power and compressors of the

train not working and the auto brake system intact) by using air connection of rescue train/locomotive shall be possible. And also the emergency brake application of the dead train shall possible by the running/operating staff.

11.14 The suppliers shall supply the drawings, specifications and testing procedure for

valves and cocks used in the brake system. Firm shall include the procedure to ensure quality of rubber component in their QAP.

11.15 The brakes shall be operating from any selected driver’s compartment with the train running in either direction.

11.16 The inter-coach pipe connection shall permit easy coupling / uncoupling of units.

11.17 EP brake system shall permit variation in brake force during EP Brake mode

application without passing through release.


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11.18 EP Brake system shall provide quick and simultaneous application and release

on all coaches in EP mode.

11.19 EP Brake system shall permit driver to change compartments for reversing direction of train operations. The brakes must remain on until the driver takes control in the other compartment, which must be possible without any other action in the vacated compartment.

11.20 To safeguard against concealed failure or partial failure of power on any position of the electric control, which could result in failure to apply brakes, an audible and visual warning system shall be provided in front of the driver, against failure of E.P. brakes.

11.21 The EP Brake system shall provide dead man’s application valve in conjunction with Brake controller to give emergency application.

11.22 The EP brake system shall permit easy access and removal for maintenance.

11.23 The EP brake system shall provide guard’s emergency brake application from driver’s compartment.

11.24 The component of units of the brake system shall also meet the following requirements:

a) Brake controllers shall be of self-lapping type.

b) A Control Governor shall be connected to the brake pipe to prevent motoring until the brake system is adequately charged, and also to cut out motoring on brake application from the dead-man’s handle or emergency application.

c) Strainers, dirt collectors and filters shall be placed as close as possible to the equipment they serve. They shall be accessible for maintenance and cleaning, and shall be provided with isolating cocks, which can be seen and operated easily.

11.25 The passenger emergency alarm shall not operate the brakes.

11.26 Illuminated indication lamp shall be provided by the coach builder in the operative driver’s cab when the current supply to the EP brake unit is available.

11.27 The schematic diagram of EP brake system shall be in accordance to following drawing or any other RDSO approved drawing:

a) EMU/2D/ASR-3-5-201 – Schematic Diagram for Trailer coach b) AC/EMU/M/ASR-3-5-011 – Schematic Diagram for Motor coach c) DMU/DPC-7-3-5-701- Schematic Diagram for DMU/DPC d) ICF/MRVC/C-3-5-001- Schematic Diagram for MRVC ‘C’ Coach e) DMU/DPC/SS Coaches (1699 HP) - Schematic Diagram for DMU/DPC/SS Coaches f) DMU/TC4-3-5-403 - Schematic Diagram for DMU/TC Coaches g) ICF/MRVC/M-3-5-001 - Schematic Diagram for MRVC Motor coach h) ICF/MRVC/D/HC-3-5-001 - Schematic Diagram for MRVC D/HC coach i) AC/DC EMU/D2-3-5-203 - Schematic Diagram for AC/DC EMU/D2 with air spring j) AC/DC EMU/C2-3-5-203 - Schematic Diagram for AC/DC EMU/C2 with air spring k) AC/DC EMU/M2-3-5-207 - Schematic Diagram for AC/DC EMU/M2 with air spring


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12.0 PERFORMANCE REQUIREMENTS

12.1 The EP brake equipments shall be so designed that it provides a trouble free

operation under the service condition mentioned in Annexure - II for a period of six years from the date of commission.

12.2 The EP brake system shall have ability to stop the train in emergency (quick

acting) and full service application without affecting stability of the train during braking.

12.3 The EP brake system shall have stopping ability from a speed after continuous braking for prolonged time during downhill travel.

12.4 The EP brake system shall give satisfactory performance under wet conditions also.

12.5 The EP brake equipments offered by the supplier shall meet the following

performance requirements.

SN Details Specified Values

1 Main reservoir charging time To build pressure from 0 to 7 Kg/cm2 -in 10 minutes.

2 Compressor governor To cut in at 6 ±0.1 Kg/cm2

To cut out at 7 ±0.1 Kg/cm2

3 Main reservoir safety valve To blow at 7.8 kg/ cm2

4 Reducing valve Pressure in BP to be 5.0 Kg/cm2

5 Pressure Reducing Valve 1.6 Kg/cm2 For MC ,DMC & DPC 1.2 Kg/cm2 For TC (HCC) 2.0 Kg/cm2 For TC(non HCC) 3.8 Kg/cm2 For DMU/TC

6 Brake Cylinder Safety Valve 1.8 Kg/cm2 For MC ,DMC & DPC 1.4 Kg/cm2 For TC (HCC) 2.2 Kg/cm2 For TC (non HCC) 4.0 Kg/cm2 For DMU/TC

7 Control circuit Governor Closes at 4.2 Kg/cm2 Opens at 3.4 Kg/cm2

8 Full EP Application 3 to 5 Seconds

9 Full EP Release 5.5 to 6.5 seconds

10 Auto Application Time 3 to 5 seconds

11 Auto Release Time 5.0 to 7.0 seconds

12 Auto Emergency application Time 3 seconds

LEAKAGE TEST

13 MR system (Handle EP)

1.0 Kg/ cm2 per hr. from 7 Kg/cm2 for 3 car unit 1.0 Kg/ cm2 per hr for MC

14 BP system (Handle LAP) Release & Running with I.V.S. Closed.

1.0 Kg/ cm2 per Hr. from 5 Kg/cm2


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15 Brake Cylinder (Handle emergency) I.V.S. closed and handle to Release & Running

1.0 Kg/ cm2 per Hr. from 1.6 Kg/cm2

17 No. of steps in EP application Minimum 4 steps (BC pressure 1.6 kg/cm2)

18 No. of steps in EP Release Minimum 4 steps (BC pressure 1.6 kg/cm2)

19 BC Piston working stroke 40 mm for MC, DMC, DPC & TC (HCC and non-HCC, DMU/TC)

13.0 SUBMISSION OF TECHNICAL DOCUMENTS

13.1 Firm shall submit the following technical documents/details for EP brake system

at the time of registration to RDSO:- a) Schematic diagram for the Electro pneumatic system which should be prepared

in accordance to ICF’s drawing mentioned in clause 12.27.

b) Descriptive literature explaining the systems.

c) Descriptive literature explaining the individual equipment used in the system.

d) Layout dispositions of all the components/equipments on bogie, underframe and body.67

e) QAP for manufacture and supply of EP Brake System. The ‘Quality Assurance

Plan’ shall be prepared in accordance with the guidelines displayed at RDSO’s website.

f) Operation and maintenance manual and instructions, maintenance schedule of

all individual items.

g) Separate Assembly drawings in A1/A2 size for each items of EP brake equipment, which contain details regarding material specification, dimensions, estimated weight, testing parameters, reference to manufacturing / original collaborator’s drawing etc. shall be submitted. Each drawing shall show sufficiently sectioned and colour coded view of the particular equipment so that every component of the equipment is identified.

h) Electrical wiring diagram.

14.0 APPROVAL OF DRAWING

14.1 The contractor shall submit a complete set of Mounting and assembly level

drawings of all items other than Brake Cylinder to RDSO for approval. These drawing shall contain necessary details as specified in clause 14.1.7.

14.2 The design/drawing of the EP brake equipments shall be developed based on the design and performance requirements given in this specification and sound engineering practice. The entire drawing shall be submitted by the firm with technical data and calculations to RDSO for approval.


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14.3 Material grade/ specifications for each component shall be indicated on the relevant drawings of the firm and the firm shall supply copies of translation in English of such specifications/drawings other than Indian Standard Specifications to purchaser/RDSO.

14.4 Approval of the design means the approval of the general design features. Notwithstanding the approval, the contractor will be wholly responsible for the performance of the EP brake system as well as individual components offered. The contractor shall ensure that design, details, material and dimensions are in conformity with collaborator's drawings and specification.

14.5 Further changes/modifications in the EP brake equipment may be called for with a view to achieve standardization and interchangeability. Firm shall be obliged to incorporate necessary changes in the design of his equipment for this purpose.

14.6 After the initial set of drawings is approved, Contractor shall then submit these drawings on reproducible media to enable copies to be taken out for distribution.

15.0 MECHANICAL INTERFACES 15.1 Stainless Steel pipes and Double Ferrule Fittings as per ICF specification

ICF/MD/Spec.-166 shall be provided by the Car Body Manufacturer. If any other type of fitting to be provided, then it should be mentioned

15.2 If the components included in the scope of supply of the brake supplier are to be connected with the brake pipes of the car body and / or the bogie, they are to be suitable for Double ferrule type connections.

15.3 The supplier shall specify the single weights (which can be summarized

appropriately) of all components of EP Brake unit to be mounted to the carbody in order to guarantee the mechanical strength of the connecting points.

15.4 The supplier shall guarantees all internal interfaces of the EP brake equipments.

16.0 MANUFACTURE 16.1 All EP Brake Equipments covered under this specification shall be strictly

manufactured as per drawing and specification submitted by the manufacturer.

16.2 The brake system should be interchangeable with the existing brake equipment.

16.3 Brake Equipments to be supplied shall be free from injurious defects that may impair their strength. All sharp edges to be rounded off.

16.4 All EP Brake Equipments covered under this specification shall be given suitable anti-corrosive treatment and painted with two coats of paints with colours as specified by IR before supply.

16.5 The surface of light alloy castings shall be anodized.

16.6 All fasteners shall be zinc electro-plated and passivated to grade A3L of Annexure-E of IS:1367 (Part-II)


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17.0 INSPECTION

17.1 The complete Electro Pneumatic Brake equipment to be supplied shall be

inspected and accepted by Inspecting Authority nominated by the purchaser in the supplier’s plant as per relevant specification. The cost of inspection & testing shall be borne by the contractor.

17.2 During Prototype development the firm shall offer at least one sets of complete EP Brake Equipment of Motor coach, Driving Trailer coach and Trailer coach to carry out the following test/check:

a) Checking of dimensions & tolerances, interchange ability of components and general workmanship.

b) Performance testing, endurance testing and vibration testing of EP brake equipments.

17.3 The development/purchase inspection shall be carried out in accordance with the procedure given in the specifications of Individual Items furnished along with this specification as appendices.

17.4 Inspecting authority shall have access to all detailed manufacturing/original

collaborators’ drawings for all items of equipment. Contractor shall be obliged to table these drawings as and when called for.

17.5 The Inspecting authority may deviate from the agreed procedure if and when

found necessary to reassure that the material is being furnished in accordance with these specifications. In this regard the contractor shall not be entitled to object on any ground what so ever on the nature and procedure of testing that may be followed by the inspecting Authority.

17.6 During the fabrication, subsequent inspection visit, the brake supplier shall allow IR inspection officer.

17.7 The Contractor shall also furnish and provide the complete details of testing equipment to RDSO for their approval.

17.8 The Inspection shall be deemed complete only after establishing the results on

each single unit at the works of EP Brake equipment supplier as well as at the works of coach builder after assembly as per relevant specification. Necessary equipment for such test shall be provided by the contractor.

17.9 The complete Electro Pneumatic Brake equipment along with pipe and joints as fitted on coach/unit shall also be tested for its performance. The Contractor shall be responsible for the proper functioning of the complete Electro Pneumatic Brake equipment as per procedure laid down.

18.0 FIELD TRIAL

18.1 The EP brake equipments shall be subjected to field trials on preferably 3 car unit

(min 9 coaches) for a period of minimum 18 months. Any modifications found


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necessary as a result of these tests/trial or further service trials for at least 12 months shall be carried out by the manufacturer at his own cost in the coaches in a manner approved by the purchaser/RDSO. All key and manufacturing drawings incorporating the modifications shall be submitted to RDSO for final approval.

18.2 After the satisfactory performance of the field trials, the firm may be considered for approval.

19.0 MARKING

19.1 Identification codes (manufacturer’s name / trade mark), month / week & year of manufacture and serial number is to be applied to all main assembly and sub-assembly of EP Brake equipments in a minute, clearly recognizable way; (Plate, label, or stamped, laser marking) to avoid mixing and for settling down warranty claim.

20.0 PACKING 20.1 Supplier shall ensure that all outer parts and exposed threaded portions of the

various items of EP brake system are suitably covered with protection caps to prevent ingress of foreign matter / damage to threads during handling and storage.

20.2 Supplier shall also ensure that all items of EP brake equipment in an assembled

condition are adequately packed before dispatch to prevent damage in transporting, handling and storage. The safe transportation shall be the responsibility of manufacturer.

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APPENDIX – A1

Specification of Electro Pneumatic Brake Unit for EMU, MEMU & DMU stock of Indian Railways.

1.0 SCOPE

1.1 This specification covers the technical requirements related to manufacture,

supply, inspection, performance and testing of EP Brake Unit for EMU, MEMU and DMU stock of Indian Railways and does not include all the necessary provisions of the contracts.

2.0 MATERIAL 2.1 The material of EP Brake Units body shall preferably be Aluminium alloy to the

grade and specification as recommended by the principal manufacturer/ collaborator. The material for other Items, Mounting bracket and gasket shall be to the specification laid down by the principle manufacturer / collaborator.

3.0 DESIGN REQUIREMENTS 3.1 EP unit is to be mounted on each car of the rake and shall contain the control

components for the EP brake and Auto brake. The operations of all the brake units shall be similar and it shall not be affected by the minor variations in the design to suit particular requirements. The material to be used for the casting of panel should be cast iron alloy/ Aluminium alloy. The EP Brake unit shall consist of the following sub-assemblies:

3.1.1 Pipe Bracket

3.1.1.1 Pipe bracket used to mount the various components of the EP Brake unit shall be

such that pneumatic and electrical connections need not be disturbed when components of EP unit are removed for maintenance.

3.1.2 Magnet Valve Unit

3.1.2.1 The magnet valve unit shall include the application and holding valve including

their pilot valves and the application check valve.

3.1.3 Triple valve

3.1.3.1 Triple valve unit with suitable mounting should be available for Auto braking.

3.1.4 Stabilising valve

3.1.4.1 It should be available with at least 3 lts reservoir to ensure proper release.

3.1.5 Pressure Reducing Valve

3.1.5.1 It is to be provided in the EP Brake unit which is to be set at maximum brake cylinder pressure which can be obtained during EP brake application.

3.1.6 Safety Valve


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3.1.6.1 To release any excessive pressure, which may arise between triple valve and

brake cylinder line under Auto conditions.

3.1.7 Rectifiers

3.1.7.1 They may be used for delaying magnet valve drop aways indicator lamp protection or other purpose as the general characteristics of the equipment may require.

4.0 PERFORMANCE REQUIREMENTS 4.1 The EP Brake Units shall be self-lapping graduated application and graduated

release in EP Mode and graduated application and direct release in Auto Mode (Pneumatic Mode) its performance shall conform to Clause 13.6 of Part-II of this specification.

4.2 The EP Brake Units shall be suitable for obtaining brake cylinder pressure of 1.6

0.1 kg/cm2 (for Motor Coach) 1.2 0.1 kg/cm2 (for Trailer Coach) at full application. (It can be adjustable up to 3.8 kg/cm2 through PRV).

4.3 The EP brake shall be inexhaustible up to the capacity of the main reservoir and shall be suitable for normal and emergency application.

4.4 The auto “stand by” brake shall be graduated in normal service application and

shall also be suitable for emergency application. The release may however be direct.

5.0 DEVELOPMENTAL INSPECTION

5.1 Developmental inspection shall be carried out at the time of registration of the firm with RDSO and at the time of renewal of registration. In addition to the other requirements for registration, the inspecting authority shall verify that the manufacturer of the EP brake unit is strictly controlled by the ‘Internal Quality Assurance System’ confirming to the requirement of the RDSO and they are in conformity with the laid down specification and drawing.

6.0 PURCHASE INSPECTION

6.1 The purchase inspection shall be carried out at the premises of the

manufacturers who are cleared for the regular manufacture and registered with RDSO. The following procedure shall be followed:

6.1.1 The Inspecting authority shall make audit checks of the manufacturing procedure

/ Internal Quality Assurance System’ to ensure that the lot offered for Inspection is manufactured strictly as per `Internal Quality Assurance System’ and the manufacturer has carried out all the tests / inspection during manufacturing stage to ensure that the items are manufactured strictly to the specification drawing and quality standard as approved by RDSO.

6.1.2 The Inspection Authority shall conduct the following checks/tests of the EP units from a lot not more than 50 Nos. or part thereof:


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6.1.2.1 5% of each lot or minimum two numbers EP unit picked up at random shall be

checked for dimensions and tolerances, interchangeability of components, general workmanship and surface finish as per RDSO approved drawings.

6.1.2.2 10% of each lot or minimum two numbers EP unit picked up at random shall be subjected to performance tests as given at clause 7.0

6.1.3 In case the samples picked up fails in any of the tests/checks indicated at clause

6.1.2.1 & 6.1.2.2, the entire lot of the EP unit shall be rejected by the Inspecting Authority.

6.1.4 Once in every year or every contract One EP Brake Unit shall be subjected to endurance test as per the procedure given in Annexure - I.

7.0 TESTS 7.1 Brake Unit and Brake Controller shall be mounted on the test bench and the tests

for the following feature shall be carried out. In the event of testing of EP Brake Unit, tested Brake Controller shall be used as a reference. Similarly during testing of Brake Controller, tested EP Brake Unit shall be used as a reference.

S.N Description of test Specified Value Remarks

1. Charging Time of Auxiliary Reservoir (From 0 to 4.8 Kg/cm2)

50-70 sec.

2. Leakage Test Leakage from mounting of sub assemblies and components at 10Kg/cm2

No leakage

3. Brake Pipe Pressure 5.0+0.1

4.

a) Full EP Application time (BC pressure to reach

(0-1.4 0.1 Kg/cm2 for MC)

(0-1.0 0.1 Kg/cm2 for TC)

3 to 5 Sec.

b) EP Release (BC Pressure to reach (1.6-0.4 Kg/cm2 for MC) (1.2-0.4 Kg/cm2 for TC)

5.5 to 6.5 sec.

c) Check gradual application in four steps.

4 steps

d) Check gradual release in four steps. 4 steps

5. Emergency Application time (BC pressure

to reach 1.4 0.1 Kg/cm2 for MC, 1.0 0.1 Kg/cm2 for TC), (EP on mode)

2 sec.

6. a) Auto application Time (BC pressure

to reach (0 - 1.4 0.1 Kg/cm2 for

MC), (0- 1.0 0.1 Kg/cm2 for TC)

3.0 to 5.0 sec.

b) Auto Release Time (BC Pressure to

reach 0.4 Kg/cm2 from 1.4 1

Kg/cm2 for MC, 1.0 1 Kg/cm2 for TC))

5.0 to 7.0 sec.


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c) Check gradual application in Four steps.

4 steps

7.

Auto Emergency Application time (BC

pressure to reach 1.4 1 Kg/cm2 for MC,

1.0 1 Kg/cm2 for TC) (EP off mode) 3 sec.

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APPENDIX-A2

Specification of Brake Controller for Electro Pneumatic Brake System of EMU MEMU and DMU On Indian Railways

1.0 SCOPE

1.1 This specification covers the technical requirements related to manufacture,

supply, inspection, performance and testing of Brake Controller used on EMU, MEMU and DMU stock of Indian Railways and does not include all the necessary provisions of the contracts.

2.0 EQUIPMENT DESIGN

2.1 The general design and controlling dimensions of Brake Controller shall conform

to the collaborator drawing. The material of the components shall be to the specifications laid down by the principle manufacturer / RDSO. No change shall be made without the approval of RDSO.

2.2 The brake controller shall be fitted with Driver’s Brake Valve for controlling both

the EP and auto brake, pressure reducing valve to maintain pre determined brake pipe pressure, isolating valve/switch to isolate air and electrical connections, relay valves etc.

2.3 The EP Valves should be provided with surge suppression circuit to protect the coils from voltage fluctuation and spikes.

3.0 DESIGN REQUIREMENTS

3.1 EP brake controllers are to be installed in the driving cabs of the coaches fitted

with EP brake equipment to control the application and release of both the EP and automatic brakes.

3.2 Handle positions 3.2.1 Both the EP and automatic air brakes are to be controlled by one handle. The

selection between two brakes shall be possible by handle position. The EP brake to be controlled between position I and II and the automatic brake between positions III and IV. Both EP and automatic shall be applied in position V (Emergency position). The degrees of braking to be determined by the amount of handle movement from position I.

Position I Release

Position II Full EP

Position III LAP

Position IV Auto

Position V Emergency

3.3 EP application and release

3.3.1 When the driver’s brake valve handle in the operative cab of the rake is moved

between positions I and II compressed air shall flows from main reservoir pipe to


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the brake cylinder. The driver’s brake valve shall contain a self-lapping device so that brake cylinder pressure built up to a value proportional to the angle through which the handle has been moved. A series of small angular movements of the handle from position I shall apply the brakes in steps until the maximum pressure is reached in position II. Similarly the brake may be released in steps by moving the handle towards position I, the brake cylinder pressure drop in each step being proportional to the angle through which the handle has been turned.

3.4 Automatic Application & Release

3.4.1 The automatic brake is to be controlled by air pressure and shall not depend on any electrical supply. Application shall be made by reducing the pressure in the brake pipe by moving the drivers brake valve handle in operative cab quickly to position III (LAP) and when application is to be made to position IV. And if the handle is moved from position III to position IV and back again to position III repeatedly the automatic brake shall apply in steps. However, the automatic brake may not be provided with graduated release.

3.5 Emergency Application

3.5.1 Moving the driver’s brake valve handle in the operative cab to position V shall cause an emergency application of EP and automatic brake simultaneously.

3.6 Emergency Application and release of the Deadman’s valve

3.6.1 As soon as the motor man leaves the traction controller handle the pilot valve connected to the traction controller handle shall open in the operative cab thereby venting the brake pipe air to the atmosphere through emergency application valve causing emergency brake application.


4.1 Developmental inspection shall be carried out at the time of registration of the

firm with RDSO and at the time of renewal of registration. In addition to the other requirements for registration, the inspecting authority shall verify that the manufacturer of the Brake Controller is strictly controlled by the ‘Internal Quality Assurance System’ confirming to the requirement of the RDSO and they are in conformity with the laid down specification and drawing.

5.0 PURCHASE INSPECTION 5.1 The purchase inspection shall be carried out at the premises of the

manufacturers who are cleared for the regular manufacture of Brake Controller with RDSO. The following procedure shall be followed: -

5.1.1 The inspecting authority shall make audit checks of the manufacturing procedure / Internal Quality Assurance System’ to ensure that the lot offered for inspection is manufactured as per ‘Internal Quality Assurance System ’and manufacturer has carried all tests / inspection during manufacturing stage to ensure that Brake


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Controller as well as their components are manufactured strictly to the specification / drawing and quality standard as approved by RDSO.

5.1.2 The Inspection Authority shall conduct the following checks/tests of the Brake

Controller from a lot not more than 50 Nos. or part thereof:

5.1.2.1 5% of each lot or minimum two numbers Brake Controller picked up at random shall be checked for dimensions and tolerances, interchangeability of components, general workmanship and surface finish as per RDSO approved drawings.

5.1.2.2 10% of each lot or minimum two numbers Brake Controller picked up at random shall be subjected to performance tests as given at clause 6.0

5.1.3 In case the samples picked up fails in any of the tests/checks indicated at clause

5.1.2.1 & 5.1.2.2, the entire lot of the Brake Controller shall be rejected by the Inspecting Authority.

6.0 TESTS

6.1 Testing of Brake Controller is to be done as per clause 7 of Appendix A-1.

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Appendix-A3

Specification for Guard’s Emergency Brake Valve for Electro Pneumatic Brake System for EMU, DMU and MEMU Stock of Indian Railway

1.0 SCOPE

1.1 This specification cover the technical requirements related to performance,

Inspection and test of Guard’s Emergency Brake Valve to be used on EP Brake System and does not include other necessary provisions of the Contract.

2.0 DESIGN REQUIREMENT

2.1 Emergency application of the automatic brake shall be possible by opening a

guard’s emergency valve. In this case the brake pipe shall be quickly vented to atmosphere, which shall result in connecting of auxiliary reservoir to the brake cylinders causing the brake application. The brake valve should not permit any leakage of brake pipe air to atmosphere during normal working.

2.2 The general design and controlling dimensions of Guard’s Emergency Brake Valve shall conform to the manufacturer’s drawing duly approved by RDSO/Collaborator. The material of the components shall be to the specifications laid down in the approved drawings. No change shall be made without the approval of RDSO/ collaborator.



firm with RDSO and at the time of renewal of registration. In addition to the other requirements for registration, the inspecting authority shall verify that the manufacturer of the Guard’s Emergency Brake Valve is strictly controlled by the ‘Internal Quality Assurance System’ confirming to the requirement of the collaborator and they are in conformity with the laid down specification and drawing.


4.1 The purchase inspection shall be carried out at the premises of the manufacturers who are cleared for the regular manufacture of Guard’s Emergency Brake Valve with RDSO.

4.1.1 The inspecting authority shall make audit checks of the manufacturing procedure

/ Internal Quality Assurance System’ to ensure that the lot offered for inspection is manufactured as per ‘Internal Quality Assurance System ’and manufacturer has carried all tests / inspection during manufacturing stage to ensure that Guard’s emergency brake as well as their components are manufactured strictly to the specification / drawing and quality standard of the collaborator.

4.1.2 The Inspection Authority shall conduct the following checks/tests of the Guard’s

Emergency Brake Valve from a lot not more than 100 Nos. or part thereof:


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4.1.2.1 5% of each lot of Guard’s Emergency Brake Valve picked up at random shall be checked for dimensions and tolerances, interchangeability of components, general workmanship and surface finish as per RDSO approved drawings.

4.1.2.2 10% of each lot of Guard’s Emergency Brake Valve picked up at random shall be subjected to tests as given at clause 6.0.

4.1.3 In case the samples picked up fails in any of the tests/checks indicated at clause 5.1.2.1 & 5.1.2.2, the entire lot of the Guard’s Emergency Brake Valve shall be rejected by the Inspecting Authority.

5.0 TESTS 5.1 Place the handle in closed position. Connect the inlet port to an air Pressure of

10 kg/cm2 and observe no leakage at the outlet port.

5.2 Place the handle in open position. Close the outlet port using a blank plate. Connect the inlet port to an air pressure of 10 kg/cm2 and check leakage all over the body. There shall be no leakage.

5.3 Connect the cock to an air pressure of 5 kg/cm2. Place the handle in open

position and check venting through outlet port.

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APPENDIX-A4

Specification for Main and Auxiliary Reservoir for Air Brake System of Rolling Stock on Indian Railways.

1.0 SCOPE

1.1 This specification covers the technical requirements related to material,

dimension, inspection and test of Main and Auxiliary reservoir to manufacturer drawing approved by RDSO used on EP Brake System and does not include other necessary provisions of the contract.

2.0 MATERIAL

2.1 The material of Main and Auxiliary reservoir shall conform to SS to AISI 304 and

drawings got approved by RDSO. 2.2 All the components shall be manufactured / procured to the material specification

indicated against each component in the RDSO approved drawings. 3.0 DESIGN REQUIREMENT

3.1 Main and Auxiliary reservoir shall be suitable for working air pressure of 8

kg/cm2. There shall be provisions of attachments of equipments like auto drain valve / drain cock etc.

3.2 Main and Auxiliary reservoir shall be strictly manufactured as per latest drawing approved by RDSO/collaborator.

3.3 Manufacture and workmanship of Main and Auxiliary reservoir shall conform to the requirements of Section II of IS: 2825 (code for unfired pressure vessels) and as specified in the drawings.



firm with RDSO and at the time of renewal of registration. In addition to the other requirements for registration, the inspecting authority shall verify that the manufacturer of the Main and Auxiliary Reservoir is strictly controlled by the ‘Internal Quality Assurance System’ confirming to the requirement of the collaborator and they are in conformity with the laid down specification and drawing. The following procedure shall be followed:

4.1.1 The manufacturer shall offer three reservoirs complete in all respects and two with test plates in accordance with the layout corresponding to fig.8.2 of IS:2825 Section III.

4.1.2 The inspecting authority shall carry out the following test/check on the three

complete reservoirs as per details given below:- a) Checking of dimensions and tolerances and general workmanship. b) Hydraulic test as per details given at para 6.1.


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4.1.3 The Inspecting authority shall carry out mechanical test on fusion-welded seam on the two reservoirs provided with test plates as per details given at para 6.2.

4.2 In case samples offered fail in any of the test/check indicated at para 5.1.1 to 5.1.3 the developmental order placed on the firm shall be cancelled.


5.1 Purchase inspection shall be carried out at the premises of manufacturer who are

cleared for the regular manufacturer of Main and Auxiliary reservoir. The following procedure shall be followed:

5.1.1 The inspection authority shall make audit checks of the manufacturing

procedure/Internal Quality Assurance System’ to ensure that the lot offered for inspection is manufactured strictly as per Internal Quality Assurance System and the manufacturer has carried out all the tests/inspection during manufacturing stage to ensure that Main & Auxiliary reservoir offered are strictly to the specification. During such audit checks the Inspecting Authority shall also see from the records of Internal Quality Assurance that the raw material used for the manufacture of Main and Auxiliary reservoir is as per specification laid down.

5.1.2 The Inspecting Authority shall conduct the following checks from a lot of not more than 50 numbers of reservoirs.

5.1.2.1 5% or minimum 2 reservoirs picked up at random shall be checked for dimensions with respect to RDSO approved drawings.

5.1.2.2 10% percent or minimum 3 reservoirs picked up at random shall be subjected to

hydraulic tests as given at para 8.1 of this specification. 5.1.3 In case the samples picked up fails in any of the tests/checks indicated at clause

5.1.2.1 & 5.1.2.2, the entire lot of the Main/Auxiliary reservoir shall be rejected by the Inspecting Authority.

6.0 TESTS 6.1 Hydraulic Test 6.1.1 The Main and Auxiliary reservoir shall be subjected to a hydraulic test of

pressure 16 kg/cm2. The reservoirs shall be maintained at the specified test pressure for 10 minutes to permit a thorough examination to be made of all seams and joints. Whilst under pressure, the reservoir to be well hammered on both side of and close to the welded seams. There shall be no leakage.

6.2 Mechanical tests of fusion welded seams production test plates.

6.2.1 These tests shall be carried out on test specimen taken from test plates for

medium duty vessels in accordance with the procedure given at Para 8.5 and 8.6 of section III of IS: 2825 (code for unfired pressure vessels).

*****


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Appendix-A5

Specification of Dirt Collector with Sintered Bronze Filter Element of 50 micron for Electro pneumatic Brake System of EMU, MEMU and DMU Stock on

Indian Railways.

1.0 SCOPE

1.1 This specification covers the technical requirements related to material, dimension, inspection and test of Dirt collector used on Electro pneumatic Brake system and does not include other necessary provisions of the contract.

2.0 MATERIAL

2.1 The material of Dirt collector shall conform to the manufacturers drawing

approved by RDSO.

2.2 All the components shall be manufactured to the material specification indicated against each component in the drawings.

2.3 Casting shall be sound, clean and smooth without defects or blemishes of any kind and conform to the requirements of the specification.

3.0 DESIGN REQUIREMENT

3.1 These are to be placed in the brake pipe and MR pipeline at a point from where a branch is taken off to the equipment. The air entering the dirt collector shall arrest dirt and dust particles contained in the air. Suitable arrangement shall be provided in the dirt collector so that dirt and dust particles accumulated inside the collector may be removed by drain plug.

3.2 The dimensions and tolerances of Dirt collector shall be as Indicated in the

manufacturers drawing approved by RDSO.

4.0 DEVLOPMENTAL INSPECTION 4.1 Developmental inspection shall be carried out at the time of registration of the

firm with RDSO and at the time of renewal of registration. In addition to the other requirements for registration, the inspecting authority shall verify that the manufacturer of the Main and Auxiliary Reservoir is strictly controlled by the ‘Internal Quality Assurance System’ confirming to the requirement of the collaborator and they are in conformity with the laid down specification and drawing. The following procedure shall be followed:

4.1.1 The manufacturer shall submit 5 Nos. of Dirt collectors and the Inspecting

Authority shall subject them to the following tests. a) One sample shall be tested for physical and chemical properties of materials

used for the components.

b) Four samples shall be tested for the following: i) Checking of dimensions and tolerances of components as per drawing.


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ii) Interchangeability of components. iii) General workmanship and surface finish.

c) All the dirt collector excluding the one tested for material shall be subjected to

the tests Indicated at para 6.0 of this specification.

4.2 In case of samples picked up fails in any of the test/checks indicated at para 4.1.1(a), (b) and (c), the developmental order placed on the firm shall be cancelled.

4.3 Pressure drop across sintered bronze filter when new should not be more than 0.1 Kg/cm2.

5.0 PURCHASE INSPECTION 5.1 Purchase inspection shall be carried out at the premises of manufacturer who are

cleared for the regular manufacture of dirt collector. The following procedure shall be followed for the purchase inspection: -


/ Internal Quality Assurance System’ to ensure that the lot offered for inspection is manufactured strictly an per ‘Internal Quality Assurance System’ and the manufacturer has carried out all the tests/ inspection during manufacturing stage to ensure that Dirt collector offered are strictly to the specification. During such audit checks the Inspecting authority shall also see from the records of ‘Internal Quality Assurance’ that the raw material used for the manufacture of Dirt collector is as per specification laid down.

5.1.2 The Inspecting authority shall conduct the following checks from a lot of not more

than 50 numbers of dirt collectors. 5.1.2.1 5% or minimum 2 dirt collectors picked up at random shall be checked for

dimensions with respect to assembly drawings. 5.1.2.2 3% or minimum 1 dirt collector picked up at random shall be dismantled and

dimensions and general workmanship of each component checked as per manufacturers detailed drawings. Gauges manufactured to RDSO approved drawings shall be made available by the manufacturer.

5.1.2.3 10% percent or minimum 3 reservoirs picked up at random shall be subjected to hydraulic tests as given at para 6.1 below.

5.1.3 In case the samples picked up fails in any of the tests/checks indicated in para

5.1.2.1 to 5.1.2.3, the entire lot of the Dirt Collector shall be rejected by the Inspecting Authority.

6.0 TESTS 6.1 The outlet ports of dirt collector shall be blocked and feed air through inlet port at

10kg/cm2 pressure. Check for leakage all over the body and joint by soap solution No leakage is permitted.

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Appendix-A6

Specification for Isolating Cock and Check Valve for Electro Pneumatic Brake System of EMU’s MEMU’s and DMU’s of Indian Railways

1.0 SCOPE


inspection and test of Isolating Cock and Check Valve for Electro Pneumatic Brake system of EMU’s MEMU’s and DMU’s and does not include other necessary provisions of the Contract.


2.1 The general design and controlling dimensions of Isolating Cock and Check

Valve shall conform to the latest revision of the manufacturers drawing duly approved by RDSO. The material of the components shall be to the specifications laid down in the RDSO approved drawing.

3.0 DESIGN REQUIREMENMT 3.1 ISOLATING COCK 3.1.1 These are to be provided in branch pipes of EP Brake circuit like Brake Cylinder

line, before EP unit, Parking Brake System etc. These can be operated to cut off air supply to these equipments as per service requirements. Few isolating cocks are to be provided with the vent hole like in case of Brake cylinder line so that while isolation the brake cylinder, the pressure in the brake cylinder line and brake cylinder may be vented through the vent hole.

3.2 CHECK VALVE

3.2.1 These are to be provided in branch pipe of MR pipe such as wiper and horn

circuit, parking brake circuit etc. where unidirectional flow is required. The direction of flow shall be indicated by arrow on the body of check valve.



firm with RDSO and at the time of renewal of registration. In addition to the other requirements for registration, the inspecting authority shall verify that the manufacturer of the Isolating Cock and Check Valve is strictly controlled by the ‘Internal Quality Assurance System’ confirming to the requirement of the RDSO and they are in conformity with the laid down specification and drawing.



manufacturers who are cleared for the regular manufacture of Isolating Cock, and Check Valve and register with RDSO. The following procedure shall be followed: -


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/ Internal Quality Assurance System’ to ensure that the lot offered for inspection is manufactured as per ‘Internal Quality Assurance System ’and manufacturer has carried all the tests / inspection during manufacturing stage to ensure that the Isolating Cock and Check Valve as well as their components are manufactured strictly to the specification / drawing.


than 50 numbers of Isolating Cock/Check Valve. 5.1.2.1 5% or minimum 3 Isolating Cock/Check Valve picked up at random shall be

checked for dimensions with respect to assembly drawings. 5.1.2.2 10% percent or minimum 3 Isolating Cock/Check Valve picked up at random

shall be subjected to tests as given at para 6.0 below. 5.1.3 In case the samples picked up fails in any of the tests/checks indicated in para

5.1.2.1 to 5.1.2.2, the entire lot of the Isolating Cock/Check Valve shall be rejected by the Inspecting Authority.

6.0 TESTS 6.1 Isolating Cock (without vent)

6.1.1 Place the handle in closed position. Connect the cock to an air pressure of 10

kg/cm2 and observe no leakage at the outlet port.

6.1.2 Place the handle in open position. Close the outlet port using a blank plate. Connect the cock to an air pressure of 10 kg/cm2 and check leakage all over the body. There shall be no leakage.

6.2 Isolating Cock (With Vent)

6.2.1 Connect the Isolating Cock with its venting side end to an air pressure of 10Kg/cm2 with handle in closed position. There shall be no leakage except from the venting hole.

6.2.2 Place the handle in open position. Close the outlet port using a blank plate. Connect the cock to an air pressure of 10 kg/cm2 and check leakage all over the body. There shall be no leakage.

6.2 Check Valve

6.2.1 Block outlet port and permit air at 10 kg/cm2 through the inlet port. Check for leakage all over the body and joints by soap water. There should be no leakage.

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APPENDIX-A7

Specification for Auto Drain Valve for EP Brake System of Rolling Stock of Indian Railways.

1.0 SCOPE

1.1 This specification cover the technical requirements related to the performance,

inspection and test of Auto Drain Valve used on EP brake system and does not include other necessary provisions of the contract.

2.0 PARTICULAR REQUIREMENT

2.1 Manufacturers willing to supply Auto Drain Valve for use on Indian Railways shall

register themselves with RDSO.

2.2 The manufacturers shall have adequate facilities for the manufacture and assembly of Auto Drain Valve to the design and drawing approved by RDSO. The manufacturers shall have facility for inspection and testing of individual components and assembly to ensure that these are manufactured strictly to the design and quality standard laid down by principle manufacturer.


3.1 Auto Drain Valve is to be used for discharging the precipitated moisture from

reservoir and Inter/after cooler with each operating cycle of the control device. 4.0 DESIGN REQUIREMETNS

4.1 The Auto Drain Valve shall have a inlet port, exhaust port and a port for the pilot

signal. The moisture precipitated and collected in the sump of reservoir shall be discharged to the atmosphere when pilot air from magnet valve operated by compressor governor or a pressure signal from brake cylinder pipeline is received by the Auto Drain Valve. It shall be possible to mount the Auto Drain Valve above the level of reservoir. Where it shall be connected to the drain port of reservoir by suitable SS piping.

5.1 DEVELOPMENTAL INSPECTION 5.2 The developmental inspection shall be carried out at the time of registration of

the firm with RDSO and at the time of renewal of registration. In addition to the other requirements for registration, the inspecting authority shall verify that the manufacture of the Auto Drain Valve is strictly controlled by the internal quality assurance system and they are in conformity with laid down specification and drawings.



manufacturers who are cleared for the regular manufacture of Auto Drain Valve and registered with RDSO. The following procedure shall be followed:


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6.1.1 The inspecting authority shall make audit checks of the manufacturing procedure/Internal Quality Assurance System to ensure that the lot offered for inspection is manufactured strictly as per ‘Internal Quality Assurance System’ and the manufacturers has carried out all the tests/inspection during manufacturing stage to ensure that the safety valve as well as their components are manufactured strictly to the specification and manufacturers drawing approved by RDSO.


than 50 numbers of Auto Drain Valve. 6.1.2.1 5% or minimum 2 Auto Drain Valve picked up at random shall be checked for

dimensions with respect to assembly drawings. 6.1.2.2 10% percent or minimum 3 Auto Drain Valve picked up at random shall be

subjected to tests as given at para 6.0 of this specification. 6.1.3 In case the samples picked up fails in any of the tests/checks indicated in para

6.1.2.1 to 6.1.2.2, the entire lot of the Auto Drain Valve shall be rejected by the Inspecting Authority.

7.0 TESTS

7.1 Auto Drain Valve shall be tested on a rig having a main reservoir and a pressure

signal line with isolating cock with vent.

7.1.1 Auto Drain Valve shall be installed on the main reservoir, the control port of Auto Drain Valve shall be connected to pressure signal pipe at 1.6 kg/cm2 with isolating cock in closed position. When the isolating cock is opened, the Auto Drain Valve shall connect the main reservoir sump to exhaust port of Auto Drain Valve for preset time and close there by discharging the condensate to atmosphere.

7.1.2 There shall be no loss or leakage of air except the auto drain cycle, which shall be checked by using soap solution.

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Appendix-A8

Specification for Pressure Reducing Valve for Electro Pneumatic Brake System of EMU’s MEMU’s and DMU’s of Indian Railways

1.0 SCOPE


inspection and test of Pressure Reducing Valve for Electro Pneumatic Brake system of EMU’s MEMU’s and DMU’s and does not include other necessary provisions of the Contract.


2.1 The general design and controlling dimensions of Pressure Reducing shall

conform to the latest revision of the manufacturers drawing duly approved by RDSO.

3.0 DESIGN REQUIREMENT 3.1 Pressure reducing valve shall supply compressed air at preset reduced pressure

for operation of auxiliary devices. Pressure reducing valve shall have arrangement to adjust the out put pressure to required value.



firm with RDSO and at the time of renewal of registration. In addition to the other requirements for registration, the inspecting authority shall verify that the manufacturer of the Pressure reducing valve is strictly controlled by the ‘Internal Quality Assurance System’ confirming to the requirement of laid down specification and drawing.



manufacturers who are cleared for the regular manufacture of Pressure reducing valve and register with RDSO. The following procedure shall be followed: -


/ Internal Quality Assurance System’ to ensure that the lot offered for inspection is manufactured as per ‘Internal Quality Assurance System ’and manufacturer has carried all the tests / inspection during manufacturing stage to ensure that the Pressure reducing valve as well as their components are manufactured strictly to the specification / drawing.


than 50 numbers of Pressure Reducing valve. 5.1.2.1 5% or minimum 2 Pressure Reducing valve picked up at random shall be

checked for dimensions with respect to assembly drawings.


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5.1.2.2 10% percent or minimum 3 Pressure Reducing valve picked up at random shall be subjected to tests as given at para 6.0 of this specification.


5.1.2.1 to 5.1.2.2, the entire lot of the Pressure Reducing valve shall be rejected by the Inspecting Authority.

6.0 TEST

6.1 Connect the inlet port of Pressure reducing valve to air supply line fitted with

pressure gauge and out put port to the out put line which shall have pre set reduced pressure, this line shall also have a pressure gauge to monitor the reduced out put pressure and any auxiliary equipment fitted in the end which uses reduced air pressure for operation.

6.2 Supply the air to Pressure reducing valve and watch the reduction in air Pressure

it should be as per the setting of Pressure reducing valve.

6.3 Check with soap solution if there is any leakage on Pressure reducing valve.


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APPENDIX-A9

Specification for Safety Valve for EP Brake System of Rolling Stock of Indian Railways.

1.0 SCOPE

1.1 This specification cover the technical requirements related to the performance, inspection and test of Safety Valve used on EP brake system and does not include other necessary provisions of the contract.

2.0 PARTICULAR REQUIREMENT

2.1 Manufacturers willing to supply Safety valve for use on Indian Railways shall

register themselves with RDSO.

2.2 The manufacturers shall have adequate facilities for the manufacture and assembly of safety valve to the design and drawing approved by RDSO. The manufacturers shall have facility for inspection and testing of individual components and assembly to ensure that these are manufactured strictly to the design and quality standard laid down by principle manufacturer.

2.3 Manufacturer shall have a well-documented ‘Internal Quality System’ to ensure

sustained quality of products being manufactured. The ‘Quality Assurance System’ shall also cover the following : -


3.1 The general design and controlling dimensions of safety valve shall conform to

the manufacturers drawing only approved by RDSO. 4.0 DESIGN REQUIREMETNS

4.1 When the air pressure exceeds the value for which the spring in adjusted the

safety valve shall lift from the seat and release the excess air pressure to atmosphere and when pressure is reduced to set value the valve shall move down to its seat.


5.1 The developmental inspection shall be carried out at the time of registration of

the firm with RDSO and at the time of renewal of registration. In addition to the other requirements for registration, the inspecting authority shall very that the manufacture of the safety valve is strictly controlled b the internal quality assurance system and they are in conformity with laid down specification and drawings.



manufacturers who are cleared for the regular manufacture of safety valve and registered with RDSO. The following procedure shall be followed : -


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6.1.1 The inspecting authority shall make audit checks of the manufacturing procedure/Internal Quality Assurance System to ensure that the lot offered for inspection is manufactured strictly as per ‘Internal Quality Assurance System’ and the manufacturers has carried out all the tests/inspection during manufacturing stage to ensure that the safety valve as well as their components are manufactured strictly to the specification and manufacturers drawing approved by RDSO.


than 50 numbers of Safety valve. 6.1.2.1 5% or minimum 2 Safety valve picked up at random shall be checked for

dimensions with respect to assembly drawings. 6.1.2.2 10% percent or minimum 3 Safety valve picked up at random shall be subjected

to tests as given at para 6.0 of this specification. 6.1.3 In case the samples picked up fails in any of the tests/checks indicated in para

6.1.2.1 to 6.1.2.2, the entire lot of the Safety valve shall be rejected by the Inspecting Authority.

7.0 TESTS 7.1 A simple test fixture as shown in fig. 2 shall be required for testing of safety

valve.

7.2 Safety valve is to be set at 1.8 Kg/cm2. 7.3 Connect the inlet of isolating cock –I to air supply at 3.6 Kg/cm2. 7.4 Open the cock –I gradually to increase the pressure in the test rig while keeping

the isolating cock –II closed. 7.5 The safety valve should blow at 1.8 Kg/cm2

Fig. 2


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Appendix-A10

Specification for Release Valve for Electro Pneumatic Brake System of EMU’s MEMU’s and DMU’s of Indian Railways

1.0 SCOPE


inspection and test of Release Valve for Electro Pneumatic Brake system of EMU’s MEMU’s and DMU’s and does not include other necessary provisions of the Contract.


2.1 The general design and controlling dimensions of Release Valve shall conform to

the latest revision of the manufacturers drawing duly approved by RDSO. 3.0 DESIGN REQUIREMENMT

3.1 These are to be used to release the brakes on individual coaches Release valve

shall be operable from both the sides of the coach with the help of wires or light rod generally at the Track level Release valve are to be connected to brake cylinder line.



firm with RDSO and at the time of renewal of registration. In addition to the other requirements for registration, the inspecting authority shall verify that the manufacturer of the Release valve is strictly controlled by the ‘Internal Quality Assurance System’ confirming to the requirement of laid down specification and drawing.



manufacturers who are cleared for the regular manufacture of Release valve and register with RDSO. The following procedure shall be followed:


/ Internal Quality Assurance System’ to ensure that the lot offered for inspection is manufactured as per ‘Internal Quality Assurance System ’and manufacturer has carried all the tests / inspection during manufacturing stage to ensure that the Release valve as well as their components are manufactured strictly to the specification / drawing.


than 50 numbers of Release valve. 5.1.2.1 5% or minimum 2 Safety valve picked up at random shall be checked for

dimensions with respect to assembly drawings.


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5.1.2.2 10% percent or minimum 3 Release valve picked up at random shall be subjected to tests as given at para 6.0 of this specification.


5.1.2.1 to 5.1.2.2, the entire lot of the Release valve shall be rejected by the Inspecting Authority.

6.0 TEST 6.1 Release valve is to be connected to a supply pressure, which shall be equal to

brake cylinder pressure.

6.2 Check with soap solution if there is any leakage on Release valve. 6.3 Release the air by moving the lever of Release valve on either direction the air

shall pass freely from Release valve vent. 6.4 Release the lever Release valve let the valve close, there shall be no leakage

which shall again be checked by soap solution.


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ANNEXURE-I

Test Scheme for conducting endurance test on EP unit (To be done during Fresh and Renewal of registration)

The procedure to be followed for conducting endurance test on EP unit to check the performance and rubber items are given below: - 1. The inspecting authority shall select two EP units out of a lot of not less than 20

EP units for endurance test and put identification mark.

2. Test these EP units one by one in the EP unit test rig and check all the parameters indicated below and record the values.

A) EP Mode

i) Charging time for AR/MR ii) Full EP application time iii) Release time after full EP application. iv) Max. Brake Cylinder pressure after full EP service application v) Graduated application of EP vi) Pressure tightness in brake released and applied condition vii) Graduated release

B) Auto Mode

i) Auto application Time ii) Auto Release time iii) Auto emergency application time

3. The EP unit and the counter of the testing machine shall be properly sealed to

prevent any tampering during the course of testing. EP unit shall not be displaced or attended without permission of Director /Carriage and as per procedure of this scheme.

4. Conduct endurance test @ 1 lakh emergency application and release in EP and

Auto mode each. 5. After 1 lakh brake application and release the EP unit shall be removed from the

testing machine in the presence of authorized representative of Inspecting Authority and conduct all the tests indicated at para 2 above on the EP test rig. Test piece should meet the performance criteria.


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ANNEXURE-II

1.0 SERVICE CONDITIONS

1.1 The EP brake system shall be capable of working satisfactorily under the

operating conditions indicated below: 1.1.1 Altitude: Mean sea level to an altitude of 1000 meters above mean sea level. 1.1.2 Ambient Temperature: -10ºC to 60ºC. 1.1.3 Operating pressure: The EP brake system shall be capable to work at nominal

main reservoir pressure between 6 to 7 kg/cm². At times pressure may go as high as 8.5 kg/cm².

1.1.4 Operating Voltage: The electromagnetic devices shall be suitable for 110 volts DC. The voltage variation may be between 70 to 137 Volts DC. Suppliers will include protection against sudden variation in voltage in the design itself.

1.1.5 Relative Humidity: Up to 100%. 1.1.6 Vibrations and Shocks: The EP brake equipments should be capable to with

stand, without damage, the vibrations and shocks normally encountered during service. The conditions are indicated below: .1 Maximum vertical acceleration = 3.0 g .2 Maximum longitudinal acceleration = 5.0 g .3 Maximum transverse acceleration = 2.0 g (‘g’ being acceleration due to gravity)

1.1.7 Other Conditions: The EP brake equipments shall be capable of operating efficiently inspite of dirt, dust, mist, torrential rain, heavy sand storms, snow and radiant heat etc. to which the rolling stock is normally exposed in service.

1.2 DESIGN DATA

SN Stock Max. Speed Average Deceleration Rate Loading

1 AC EMU 100 Kmph 100 to 50 Kmph 0.76 m/s2

SDCL 50 to 0 Kmph 0.84 m/s2

2 DC EMU 100 Km/hr 100 to 50 Kmph 0.76 m/s2

SDCL 50 to 0 Kmph 0.84 m/s2

3 DMU 100 Km/hr 0.76 m/s2 DCL

4 MEMU 100 Km/hr 96 to 50 Kmph 0.76 m/s2 DCL

50 to 0 Kmph 0.84m/s2

1.3 WEIGHT PARTICULARS (IN TONNES)

SN Stock COACH TARE GROSS

1 AC EMU MC/DMC 60.42 77.94

TC(HCC) 36.14 72.14

2 AC/DC EMU

DTC(HCC) 38.39 70.38

MC 58.73 80.82

TC(HCC) 36.63 69.086

3 MEMU DMC 61.00 74.46

TC (non-HCC) 30.3 52.21

4 DMU DPC 71.55 78.64

TC 33.80 54.86


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1.4 LIST OF RDSO DRAWINGS

SNo. Description Drawing No.

1 203 mm Air Brake Cylinder (with slack adjuster) RDSO/Sk-81200

2 Cylinder Body RDSO/Sk-81201

3 Dome Cover RDSO/Sk-81202

4 Piston RDSO/Sk-81203

5 Ratchet With Adjusting Screw RDSO/Sk-81204

6 Hand Brake Trunion RDSO/Sk-81205

7 Details of Brake cylinder RDSO/Sk-81206

8 Brake cylinder with slack adjuster RDSO/Sk-81057

9. Metallic Capsules (Sintered Bronze) for Pipe line Filter Housing

RDSO/CG-K5032

SPECIFICATION ELECTRO PNEUMATIC BRAKE SYSTEM ...rdso.indianrailways.gov.in/works/uploads/File/EP...

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