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(For official use only)

Hkkjr ljdkjjsy ea=ky;GOVERNMENT OF INDIAMINISTRY OF RAILWAY

TECHNICAL REQUIREMENTS OF REMOTE CONTROL EQUIPMENT FORGENERAL MOTOR TYPEDIESEL ELECTRIC LOCMOTIVESMhty bysfDVd] tujy ekVl Vkbi] ykdkekfVOl gr fjekV dVkYk bfDoiesV dhrduhdh vko;drk,

fofkf"V la[;k ,e-ih-0-0.04.02.03 lakks-0 vdVcj & 2005SPECIFICATION NO.MP.0.04.02.03 (REV. 0)

October - 2005

vul/kku vfHkdYi ,o ekud lxBuy[ku & 226 011RESEARCH DESIGNS & STANDARDS ORGANISATION

LUCKNOW 226 011

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CONTENTS

SL. No. DESCRIPTION PAGE NO.1. PREAMBLE 1

2. NOMENCLATURE 1

3. GENERAL 2

4. SERVICE CONDITIONS 2

5. OPERATING REQUIREMENTS 4

6. SELF TEST 5

7. CONTROL OF FUNCTIONS 5

8. SYSTEM INTERFACE 9

9. SAFETY FEATURES 10

10. INSTALLATION 11

11. TESTING AND INSPECTION 11

12. TEST CERTIFICATES & MARKINGS 12

13. FIELD TRIAL 12

14. PERFORMANCE GURANTEE 1315. LITERATURE & MAINTENANCE INSTRUCTIONS 13

16. MAINTENANCE SPARES 14

17. AFTER SALE SERVICE 14

ANNEXURES

Sl.No.

ANNEXURE DESCRIPTION

1. Annexure-I(page 1 of 1)

Equipment lay out of WDG4

2. Annexure-II(page 1 of 1)

Salient features for automatic emergency braking.

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TECHNICAL REQUIREMENTS OF REMOTE CONTROL EQUIPMENT

FOR GENERAL MOTOR TYPE DIESEL ELECTRIC LOCOMOTIVES

TECHNICAL REQUIREMENTS OF REMOTE CONTROL EQUIPMENT FORGENERAL MOTOR TYPE DIESEL ELECTRIC LOCOMOTIVES

1.0 Preamble:

On Indian Railways goods trains run on Ghat sections which are as steepas 1 in 37 and 1 in 50. Many times it requires 6 to 7 locomotives to haulgoods trains on these steep gradients. Due to limitation of couplercapacity, all the locomotives could not be attached in front of the train. It isproposed to work the goods trains with three locomotives consists placedat the front, middle and rear of the train. A remote control system forlocomotive through a wireless link is, therefore, required for controllinglocomotives placed in the train consist from the leading locomotive. TheIntegrated Railway Moderation Plan (2005-2010) envisages a pilot projectwith Distributed Power Control System. The technical requirements forsuch a system for broad gauge diesel General Motors locomotive, type

WDG4, are indicated in subsequent paragraphs.

2.0 Nomenclature:

Explanation of the terms used in this Technical Requirement is indicatedbelow:

2.1 WDG4 locomotives are 4000 hp locomotive fitted with General Motorsengine. Salient features are indicated in Annexure I.

2.2 Lead Locomotive:

Locomotive attached at the head of the train. Lead locomotive in case ofmultiple unit operation means the first locomotive of the multiple unitconsist.

2.3 Trail or Remote Locomotive:

Locomotive placed at a location other than head in a train consist, eithersingle or in a consist. Locomotive placed at location other than leadingposition in a train, either single or in a consist.

2.4 Synchronous Remote Control:

2.4.1 Synchronous Remote Control: Simultaneous repetition & execution ofcommands, given by lead locomotive to trail locomotive by a wireless link,such as traction, air brake, dynamic brake or any other functionsperformed by the driver of the lead unit and duplicated (transmitted) intrailing units.

Specification no. MP.0.04.02.03 (REV.0), October-2005 Page 1 of 15

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* Explanatory note- In case of multiple unit operation, this term will not beapplicable to the locomotives coupled together with the lead locomotives.

2.5 Diesel Shed:

Facility provided on the Indian Railways for upkeep of diesel-electriclocomotives where routine maintenance as well as overhauling(minor/major repairs) of locomotives are carried out.

2.6 Block Section:

A portion of running line where only one train is allowed to operate at atime on one track. The entry and exit from the block section is controlledby appropriate signals.

3.0 General:

These technical requirements cover remote control equipment forapplication on General Motor loco type WDG4 class of diesel electriclocomotive. The system shall include:

3.1 Equipment to be mounted on lead locomotive for synchronous remotecontrol of locomotives placed at any other location in the train consist.

3.2 Equipment for mounting in remote locomotive in train, to be controlledfrom lead locomotive fitted with remote control equipment.

3.3 Test Equipment and facilities to be set up in diesel sheds for maintenance

and upkeep of this equipment.

3.4 Any equipment required for testing of system fitted on locomotives.

3.5 Offer submitted shall include details of system supplied by tenderer, toother Rail Road systems, types of locomotive on which system fitted, theirnumber along with year of supply/fitment, reliability of the equipment and ifpossible, sections on which such system is used along with tonnage of thetrains hauled. 50 loco sets (fitment on at least 100 locos) of remote controlequipment should have been supplied by the tenderer.

4.0 Service Conditions:

The equipment shall be capable of working satisfactorily under the serviceconditions indicated below:

4.1 Altitude:

From mean sea level to an altitude of 1000 m.


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4.2 Temperature (Ambient Air):

The equipment shall be required to work at an ambient temperaturebetween 5 C to 55 C. The air temperature inside the equipment

compartment may reach up to 70 C.

4.3 Relative humidity: Up to 100%

4.4 Ambient conditions:

The equipment shall be capable of operating efficiently in spite of dust,dirt, mist, torrential rains, heavy sand or snow storms, presence of oilvapours and radiant heat etc., to which rolling stock is normally exposed inservice.

4.5 Vibrations and shocks:

The equipment shall be designed to withstand, without damage, thevibrations and shock as encountered in loco and shall be tested as pertests specified in clause 11.5.1.

4.6 Equipment Voltage:

The supply voltage for the equipment shall be from a DC supply sourcenormally consisting of accumulator battery. The nominal voltages for theselocos shall be 72 + 1V DC. The limits of variations of voltages in which the

equipment shall operate satisfactorily are 50-90V DC. Equipment shall bepowered from the locomotive auxiliary DC supply with battery backup. Thenominal auxiliary voltage is 72 + 1V DC. However, the equipment shouldbe able to operate between 50-90V DC.

4.7 Spikes and Surges:

Provision shall be made for suppression of transients (spikes and surges).The equipment shall withstand, without damage, the surge test mentionedin clause 11.5.1.

4.8 Radio Frequency Interference (RFI):

The equipments shall be designed for the immunity to electromagneticdisturbances when subject to radio frequency (RF) as per test specified inclause 11.5.4.


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4.9 Equipment should be immune to types of transient disturbances such asthose originating from switching transients (interruption of inductive loads,relay contact bounce etc.) as per test specified in clause 11.5.4.

5.0 Operating Requirements:

5.1 The system shall provide synchronous automatic (synchronous /independent remote control) control of remote unit or section of units atany point in the train by signals transmitted over a (through) wireless linkfrom lead unit, up to a distance of 1500 metres from lead locomotive fittedwith lead loco control. The system shall be capable of operating in tunnels,JUNGLE AREA and deep cuttings without any loss of contact overwireless link.

5.2 Fool-proof arrangement in lead loco control and remote loco control units(locomotive remote control) shall be provided so that the consist in the

same train is not affected by similar units in other trains passing throughthe adjoining electrified/non-electrified track or operating on the adjacentblock sections or a terminal or a cutting.

5.3 Notwithstanding provision of para 5.2, it shall be possible to use any locofitted with lead control equipment with any other locomotive fitted withremote control console equipment while working the same train, by asimple manual switching sequence and such selection shall be indicatedvisually in lead and trail units. An interlock shall be provided to preventstarting of train from lead unit unless the equipment in remote unit hasbeen matched and its confirmation received in lead unit. *

* Explanatory note:- This provision of clause 5.3 is necessary to cater forcases wherein the lead locomotive has become disabled and it becomesnecessary to use another lead unit for controlling trail locomotives or viceversa.

5.4 Radio signals between lead and remote loco shall not be affected by theoverhead traction of 25 KV AC or 1500 DC supply of any other electriclocos operating in the near vicinity of the train being operated with remotecontrol system.

5.5 Radio signals shall not cause interference with colour light signallingequipment or any other signalling installation provided on the IndianRailways.

5.6 The transmission frequency of lead unit shall be adjustable. Thefrequency band will be finalised after discussion with the tenderer and theavailability. The tenderer shall specify type of antenna used, transmissionfrequency employed, power and sensitivity of receivers used. Advanced


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radio protocols with open definition be provided. There should be nolicensing cost to support multiple suppliers. The expenditure for obtaininglicense from Government of India has to be borne by the tenderer.

5.7 Interchangeability of equipment fitted on lead and remote unit Remote

control equipment fitted on either lead or remote locomotive should beinterchangeable. Provision should be kept to utilise the lead locomotivesRemote control equipment also as a remote control unit throughconfiguration.

5.8 Each control stand should be provided with an independent unit so thatthe driver can operate the system at ease.

5.9 Within a single train consist, a lead locomotive in the front of the train canbe remotely linked to a maximum of four additional remotes distributedthroughout the train consist.

5.10 Zero Add on on trailing stock - There should be bare minimum additionalequipment provided on the trailing loco. The tenderer should submit thedetails of the same.

5.10 Units for all parameters displayed should be in SI system.

6.0 Self test:

The system shall be able to run a self-test at power ON or at driver'srequest to verify satisfactory functioning of all component system including

I/O. During operation, the system shall be capable of identifying internalfaults as may occur from time to time and their indication to the driver. Faultrecovery capabilities and limited fault tolerance are desirable details, whichshall be indicated in the offer for evaluation of the system.

7.0 Control of Functions:

With remote control equipment, the following functions are to be carried outon remote unit when actuated from the lead unit and each operation whenactually takes place on the remote locomotive after being actuated fromlead unit, should be indicated by signal on the graphical / LED display unit of

the lead unit:

(a) Throttle control

(b) Dynamic brake control

(c) Automatic brake control controlled by Knorr Computer Controlled AirBrake System of M/s New York Air Brake.


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(d) Loco independent brake control

(e) Sanding

(f) Wheel slip

(g) Forward/reverse control

(h) Over ride control

(i) MU operation.

(j) Automatic emergency braking

(k) Engine governor

(l) Tractive effort limiting

(m) Automatic Switching on of Flasher Light

7.1 Throttle control:

Operation of throttle handle in each position from idle to 8th notch whencarried out on the lead unit should be transmitted and repeated on remoteunit whether throttle handle is moved for notching up or notching down.Actual notch position after it has physically taken place on remote unitshould be indicated distinctly on the lead unit. Provision should exist to

indicate if power cut-off has taken place on the remote unit as a result ofemergency application or due to any other reason. It shall not be possiblefor any unauthorised person to operate the master controller.

7.2 Dynamic brake control:

As soon as lead unit dynamic brake selector handle is moved to dynamicbraking position, the remote unit controls should also automatically switchover to the same position. The extent of dynamic brake applied by remoteunit should be displayed on lead unit either in terms of handle position ordynamic brake current. An interlock provided for cutting off dynamic brake

and applying full locomotive brakes, in case of emergency brakeapplication when actuated on the lead unit should actuate simultaneouslyon remote unit. Similarly, the interlock for cutting off the loco proportionatebrake when dynamic brake is applied should come into actionautomatically on remote unit. Any of the functions mentioned above, if donot take place on remote unit, should be clearly indicated in the lead unit.


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7.3 Automatic brakes:

General Motors locomotive is fitted with Knorr Computer Controlled BrakeSystem of M/s New York Air Brake. Extent of drop in air brake pressure incase of air-braked train, when brakes are applied from lead unit, should be

repeated on remote unit and the actual level of braking taking place onremote unit should be transmitted to the lead unit through indicators. Theobservations on the airflow indicator of remote unit should be transmittedback to lead unit.

7.4 Locomotive independent brakes:

It should be possible to apply and release brakes on remote unit whenactuated from the lead unit and maintain any desired level of pressure inthe brake cylinders between minimum and maximum in remote unit,depending upon the brake valve handle position. It shall also be possible

to release locomotive brakes in remote unit keeping the train brakes ONafter automatic application when the driver desires it.

7.5 Wheel slip:

It should be possible to provide automatic sanding in case of wheel slip onremote unit without any action by the driver on the lead unit. Whenautomatic sanding is taking place on the remote unit, indication shouldcome on the lead unit.

7.6 Sanding:

In case, sanding switch is operated from the lead unit, it should bepossible to operate sanding gear on the remote unit automatically with itsindication being displayed on lead unit. Locomotive will sand only in thedirection of travel, even during emergency sanding. There will no be anysanding whenever the locomotive is in standstill position. Further more, ifthe locomotive is moving and the reverser handle is centred, all foursanding valves will sand.

7.7 Over-ride control:

It should be possible to over-ride the controls of remote unit when sodesired by the lead unit driver or in case of discontinuity or loss ofcommunication between lead and remote units or when the lead unitdriver feels that he can operate the train with lead unit only. The proposalshould also include equipment required for operation in tunnel.


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7.8 MU Operation:

For train operation, it may be necessary to have single locomotive as leadunit, or number of locomotives in MU. Similarly in remote unit also, theconsist may be of single locomotive or number of locomotives in MU. With

the setting of lead unit control for MU operation, all control commands sentby lead control unit should be transmitted to the remote unit for similarfunctions and these functions should be repeated/executed in remote unit.In addition, provision shall exist for independent control of remote unitconsist from lead unit in case of failure of lead unit.

7.9 Automatic Emergency Brake System:

Indian Railways have stringent Ghat Section like1:37 or 1:50 continuousfalling gradient. "A run away train" can take place when the driver isincapacitated or fails to apply any type of brake or reacts very late for

brake application. To avoid such "run away train", automatic penalty brakeapplication feature is required in the locomotive operating in the GhatSection. The salient features are explained in Annexure II.

7.10 Engine Governor:

The existing engine governor type, Woodward, with load control andadditional interface provided with them shall be retained. The remotecontrol system offered should be compatible with this type of governor.

7.11 Tractive Effort limiting:

Manual TE limiting switch has been provided to enable the operator tolimit the tractive effort, to avoid putting stress on weak bridges wheneverthe locomotive is traversing them. The position of this switch will indicatethat the TE limiting feature has been turned ON. The tractive effort limitshall be enabled/disabled on the trailing locomotive at the same time,whenever this feature is initialised/removed from the lead locomotive.

7.12 Automatic Switching on of Flasher Light

The Flasher Lights will be applied automatically whenever Emergency/

Penalty Brake application takes place, as indicated by the loss of PCS.The remote locomotives should also go to Idle mode In the eventuality ofLead locomotive going to Idle through Automatic Switching on of FlasherLight. The flasher on the lead loco can be still turned on manually so that ifthe operator has an emergency that did not drop PCS, the flashers canstill be activated.


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8.0 System Interface:

8.1 Brake system:

General Motors Locomotive is fitted with Knorr Computer Controlled Brake

System of M/s New York Air Brake. The system offered should becompatible with Knorr Computer Controlled Brake System for interfacing.

Normally, no change shall be required in the brake control forincorporation of remote control equipment. However, if any change isrequired, it shall be indicated by the supplier and prior approval obtainedfor the same.

8.2 Electrical controls:

8.2.1 Electrical/electronic equipment to be supplied for remote control operation

should be adaptable to the existing electrical control systems oflocomotive. It should be possible to retrofit the equipment in a seamlessmanner. Status indicators of the lead locomotive should be read from itsexisting memory bank and preferably, no new sensors should be installedto measure any parameter.

8.2.2 General Motor locomotives are equipped with EM2000 computer controlsystem. Also, SIBAS16 traction control computers communicate toEM2000 via RS485 serial link. The system offered should be compatiblewith EM2000 computer control. The tenderer should have adequateknowledge regarding EM2000 computer control for interfacing.

8.2.3 Some propriety information of the TOT (between M/s. General Motors andIndian railways) of WDG4 technology cannot be passed on to / sharedwith the international competitors of M/s. General Motors. Therefore, inorder to design a technically optimum alternative to the existing lococontrol system fully compatible with each other, tenderers are required tohave sufficient expertise and prior experience in the design of varioustypes of three phase traction control system.

8.2.4 Any modification required to the existing system, if feasible, should beindicated by the supplier and the prior approval obtained for the changes

required for incorporation of remote control equipment from Research,Designs & Standards Organisation of the Indian Railways.

8.3 End of Train Protocol (Optional):

It would be desirable that the equipment should lend itself to end of trainradio protocols, whenever the same is used on Indian Railways.


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9.0 Safety features:

9.1 Loss of continuity:

If remote unit fails to receive and transmit the message to the lead unit

because of defect in the transmission or train parting, the lead unit drivershould get indication for taking necessary steps for actuating over-ridecontrol. The tenderer should mention the protocol for over-ride control atthe time of submission of tender. In case, the lead driver does notrespond to the indication of loss of continuity, automatic brake applicationshould take place and train should come to stop. Any failure in remotecontrol equipment should immediately bring engine of the trail locomotiveto idle.

9.2 Break-in-two protection:

In case of unintentional separation of the train, the remote unit equipmentshould prevent collision between the parted portions. If break-in-twooccurs near the lead unit and the driver makes emergency brakeapplication on the lead unit, this emergency condition should be sensedand transmitted to the remote unit where similar brake application shouldautomatically take place.

9.3 Electric shock:

The supplier shall ensure that all equipment where substantial current orvoltage may be present, are protected so as not to cause electric shock

when inadvertently touched by the maintenance or operating staff.Warning should be suitably stencilled at all such locations.

9.4 Alarms:

Arrangement shall be provided for indicating to the lead unit driver thestatus of remote unit in case of hot engine, wheel slip, ground(control/power), low lube oil pressure, low MR pressure, low BP pressure,PCS open, TE (tractive effort) limit and locked wheel condition etc.

9.5 Fire in remote unit:

In case of any fire taking place in the remote unit, indication to the leadunit driver should be provided for taking necessary steps by providingadditional fire sensors.


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9.6 Fail Safe Feature:

The equipment shall have fail-safe feature where in case of a systemfailure, the system goes to SAFE MODE so as not to cause any damageto any equipment controlled by it. The system should preferably have built-

in feature to ensure that in case of failure of a component, locomotiveoperation, if feasible, is either not affected at all or downgraded only insuch a manner that the locomotive is able to complete the trip safely.Addition of considerable hardware or other complications inhardware/software, however, for incorporating this feature are notdesirable.

10.0 Installation:

10.1 It should be possible to install all equipment of remote control system onlead unit and remote unit in the space available on locomotives without

affecting the visibility of driver and without jeopardising the moving spacein the cab for normal operation of the locomotives.

10.2 The supplier shall provide installation drawings for all equipment andindicate location of each equipment in the locomotive and obtain approvalfrom RDSO for each installation drawing. This would require study oflayout of the existing equipment in the cab by the tenderer.

10.3 Commissioning of equipment shall be the sole responsibility of thesupplier. Assistance with regard to labour and other facilities which areavailable in the sheds would, however, be provided to the supplier during

commissioning.

11.0 Testing andInspection:

11.1

11.2

11.3

The supplier shall submit detailed type and routine test programs to RDSOfor its approval. RDSO may also decide to carry out some special tests onthe equipment, which are not covered by relevant IEC specifications.Tests shall be carried out as per mutually agreed test program.

Prototype unit shall be offered to RDSO for type testing. Inspection of theprototype equipment shall be carried out by RDSO at the manufacturerspremises and all the facilities should be made available for carrying outthe prototype test in accordance to the standards mentioned below

Type test will be performed on one prototype unit of given design to verifythat the product meets the specified design requirement. However, routinetest shall be carried out on each equipment. The consignee shall conductroutine test of the equipment.


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11.4 The contractor shall provide without extra charge, the material, equipment,tools and any other assistance which the purchaser or his nominee mayconsider necessary for any test and examination which he or his nomineeshall require to carry out at the contractors premises and shall pay allcosts attendant thereon.

11.5 The inspection shall be carried out in accordance with the following:

11.5.1 IEC-60571-1998:

Rules for electronic equipment used on rail vehicles.

11.5.2 IEC-60077:

Rules for electronic traction equipment

11.5.3 RDSO Specification No. ELRS/SPEC/SI/0015 October 2001

Specification for reliability of electronics used in rolling stock application(Specification no. ELRS/SPEC/SI/0015 October 2001).

11.5.4 IEC: 61000:

Electro-magnetic compatibility-immunity tests

12.0 Test Certificates:

The manufacturer shall provide test certificate of the systems/partsprocured from outside and used in the systems supplied to the purchaser.

12.1 Identification Mark:

The following particulars shall be clearly and indelibly marked on theappropriate location of the equipment:-

.1 Manufacturer's/supplier's identification or trade mark

.2 Manufacturer's / supplier's designation (type, symbol or code etc.).

.3 Manufacturers serial no./batch number and year of manufacture.

13.0 Field Trials:

In addition to the successful completion of above tests and fitment on thelocomotive, field trials shall be carried out for a minimum period of twelvemonths to check the operation of the equipment on:


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13.1 Long curved tunnels.

13.2 Ghat section with heavy cuttings.

13.3 25 KV AC territory

13.4 1500 V DC territory.

13.5 Two remote control operated trains passing each other.

Tests to see whether slave unit on one remote control unit set responsesto the command of the master unit of another remote control unit set.

13.6 Time delay in

- Response of slave set to a command from the master set

- Feed back of each response by slave set to master unit. This test willhave to be carried out for every single command separately.

13.7 All the modifications required due to defects noticed or designimprovements found necessary as a result of the test / trial shall be carriedout by the tenderer in the least possible time. Total cost of suchmodifications / design shall be borne by the manufacturer.

14.0 Performance Guarantee:

The equipment supplied by the supplier should work satisfactorily for aperiod of three years after commissioning. The system reliability of theequipments should be such that the locomotives fitted with the remotecontrol equipment should be available for a minimum of 95%. Anyequipment which fails during this period shall be replaced free-of-cost bythe supplier. If the shed requires supervision, the supplier should providethe same. During the period of warranty, the suppliers representativesshould carry out free servicing.

15.0 Literature and Maintenance Instructions:

15.1 Following documents shall be submitted by each tenderer along with theoffer for evaluation:

(a) Functional description of the complete system(b) Clause by clause compliance with the specification(c) Salient features and advantages of the offered system(d) Details of technical support and training offered


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15.2

15.3

15.4

Following documents shall be submitted by the successful tenderer,before commissioning of the equipment on locomotive.

(a) Schematic circuit of the complete system(b) Functional description of the complete system

(c) System design details (hardware and software)(d) Communication protocols used and details of compatibility with theexisting equipment

(e) Outline General arrangement drawings of various equipment(f) Drawings of each subsystem with interface details(g) Clause by clause compliance with the specification(h) Details of enclosures provided(i) Credentials with details of supply of such equipment world wide(j) Data sheets and calculation for protective circuit / devices used(k) Modification needed in the existing locomotives to adopt the offered

system

(l) List of special tools, jigs and fixtures needed for assembly, testing,commissioning, maintenance and repair(m)Procedure for parameter alteration, software downloading, diagnostic

uploading analysis etc.(n) Spare catalogue for all the equipment offered

The supplier shall supply ten copies of Operating Instructions for thedrivers, Maintenance Instructions for the maintenance staff; five copieseach of the drawings indicating electrical control equipment, electricalinterface equipment, air brake control & interface equipment and fivecopies of the trouble-shooting manual for the electrical and pneumatic

equipment along with the equipment.

Detailed information about all the equipment offered shall be submitted bythe successful tenderer to RDSO for approval before the equipment areinspected.

16.0 Maintenance Spares:

The offer should include requirements of spares for a period of four yearsfor the upkeep of equipment mounted on the lead and remote locomotivesand for the equipment installed in the shed after the warranty periodindicated in Clause 14 is over.

17.0 After-sale Service:

The proposal should include the following with regard to the maintenanceof equipment:

17.1 Any special instrument/test equipment required for installation in shed.


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17.2 Detailed training to shed maintenance staff in troubleshooting and repairsto the equipment.

17.3 The supplier shall post one of their engineers and ensure adequateindigenous expertise in repairs and maintenance from the original

manufacturers through suitable tie-ups with reputed Indian firms in thebase sheds or any other station nominated by the Indian Railways wheresuch equipment is installed for a period of three years after installation andit shall be the responsibility of the supplier for satisfactory operation of theequipment for this period. Indian Railway Maintenance Staff shall beassociated with the suppliers engineer throughout this period who wouldimpart necessary training to the Maintenance and Operation Staff free ofcost.

*****


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ANNEXURE II

SALIENT FEATURES OF AUTOMATIC EMERGENCY BRAKING

The system automatically operates to apply the brake at a pre-determinedspeed through user variable parameter option.

Norms for Penalty Brakes Application:

.1 At a predetermined speed of train, penalty brake takes place.

.2 The penalty brakes takes place irrespective of locomotive operation i.e.either in motoring mode or in Dynamic brake mode.

.3 In motoring mode, once the penalty brake application takes place, engineRPM comes to IDLE for effective braking.

.4 In Dynamic Brake mode, penalty brake application Dynamic Brakecontinues to work till the PCS (pneumatic control switch) is knocked out.

.5 Even if the engine shuts down at a predefined loco speed, the penaltybrake application takes place.

.6 Once the penalty brakes application takes place, brake applicationcontinues until the train speed falls below 10 km/h and a reset button is

pressed.

.7 There is a reset switch for releasing the penalty brakes.

.8 An isolating switch is provided for operation of the locomotives in othersections without speed restrictions.

.9 Two or three locomotives with automatic emergency brake system asdescribed above work satisfactorily in a multiple unit operation. However,the driver controls the re-setting from the lead locomotive itself.

.10 As soon as reset button is pressed after the train speed falls below 10km/h, the system resumes normal running position in trail locomotives. Nore-setting of the system in trail locomotives is required.

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