GB/T 3317-1982 General technical requirements for electric locomotives
Some standard content:
UDC625.282-83
National Standard of the People's Republic of China
GB_3317-82
General technical specifications for electric locomotives
Published on 1982-12-24
Implemented on 1983-10-01
Approved by the State Bureau of Standards
050928070172
National Standard of the People's Republic of China
General technical specifications for electric locomotives
General technical specifications for electric locomotives
This standard applies to single-phase AC 50Hz ten-wire electric locomotives with a track gauge of 1435mm (hereinafter referred to as locomotives). Matters not specified in this standard may be specified in the product technical documents or agreed upon separately by relevant departments. 1 Environmental conditions for use
1.1 The locomotive should be able to operate normally at rated power under the following environmental conditions for use: 1.1.1 The altitude should not exceed 1200m;
UDC625.282
GB3317--82
Note: When the locomotive is used in areas with an altitude of 1200m to 2500m, the power correction value is determined by the ambient air temperature in the area and the effect of the altitude on the temperature rise of the traction motor.
1.1.2 The ambient air temperature (in the shade) is between -25℃ and +40℃; 1.1.3 The average maximum relative humidity in the wettest month is not more than 90% (the average minimum temperature in the month is +25℃); 1.2 The locomotive should be able to withstand the invasion of wind, sand, rain and snow. 2 Basic requirements
2.1 When the pantograph is lowered, the outer limit dimensions of the locomotive shall comply with the relevant provisions of GB146-59 "Classification and basic dimensions of standard gauge railway locomotive vehicle limits and building approach limits". 2.2 The wheel diameter is 1250+3mm.
2.2.1 The difference between the left and right wheel diameters of the same axis shall not exceed 1mm; 2.2.2 The difference between the wheel diameters of the same locomotive shall not exceed 2mm. 2.3 The inner distance of the wheelset is 1353±3mm.
2.4 The height of the center line of the coupler from the rail surface is 880±10mm. 2.5 When the locomotive is in full maintenance:
2.5.1 The difference between the actual axle weight of each driving axle of the same locomotive and the actual half-average axle weight of the locomotive shall not exceed ±2% of the actual half-average axle weight,
The difference between the maximum axle weight and the line allowable value shall not exceed 1% of the line allowable value; 2.5.4 The difference between the wheel weight of each wheel and the average wheel weight of the two wheels of the axle shall not exceed ±4% of the half-average wheel weight of the two wheels of the axle. 2.6 The locomotive shall be able to safely pass through a curve with a radius of 125m at a speed of 5km/h. It shall also be able to perform normal hook-and-unhook operations on a curve with a radius of 250m.
2.7 The rated voltage of the locomotive pantograph is 25kV, and it can work normally within the range of 20kV to 29kV, and can also work normally when the accident power supply voltage drops to 19kV.
2.8 The working height of the pantograph should be between 5200mm and 6500mm from the rail surface. 2.9 The working length of the pantograph slide plate is 1250mm. 2.10 The starting traction force of the locomotive should not be less than the product design value. The vibration performance of the locomotive should comply with relevant regulations and be compatible with the vibration capacity that various equipment can withstand. 2.11
The traction force, power, power factor, speed, locomotive total efficiency, primary current harmonic components and 2.12
National Bureau of Standards 1982-12-24 Issued
1983-10-01 Implementation
The maximum electric braking power of the locomotive under continuous braking conditions should comply with the provisions of the design task book. GB3317-82
2.13 The deviation of the load distribution of the locomotive traction motor should comply with the provisions of the product technical conditions. 2.14 The traction-speed characteristics of the locomotive (including various magnetic field weakening states, different voltage levels of the voltage regulating switch locomotive, various control methods of the phase-controlled locomotive) and the braking-speed characteristics (including various excitation current states) shall meet the product design requirements. 2.15 Various equipment on the locomotive shall be able to withstand vertical, lateral and longitudinal vibrations with a vibration frequency of 1 to 50 Hz, and the vibration acceleration is: when f is 10 to 50 Hz, it is equal to 1g, and when f is 1 to 10 Hz, it is equal to 0.1fg (g is the acceleration of gravity). 2.16 Various equipment on the locomotive shall be able to withstand an impact corresponding to the longitudinal acceleration of the locomotive of 3g. The locomotive transformer and rectifier shall also withstand the impact of the lateral acceleration of 2g. 2.17 When the locomotive is in emergency braking at the maximum speed on a semi-straight road, it shall stop within the specified distance. 3 General Provisions
3.1 Various electrical and mechanical equipment on the locomotive shall be manufactured according to the drawings and technical documents approved by the prescribed procedures. Parts and components shall comply with the provisions of relevant standards.
3.2 The configuration of various equipment on the locomotive shall have good accessibility for easy maintenance and group lifting. 3.3 The locomotive shall be equipped with a car support, a car body lifting device and a car body and bogie connection device to facilitate rescue lifting. 3.4 Each machine room and corridor shall be equipped with lighting. Power sockets for lighting shall be installed inside and under the car. 3.5 The air inlet and outlet of each ventilation equipment of the locomotive shall be equipped with filtering and protective devices. 3.6 The locomotive shall be equipped with an automatic wheel rim lubrication device. 3.7 The locomotive shall be equipped with a non-powered return facility. 3.8 The same parts and components shall be interchangeable.
3.9 There shall be external power sockets for traction motors, auxiliary circuits, and control circuits on both sides of the locomotive. 3.10 The locomotive shall be equipped with wardrobes, tool cabinets, electric furnaces, etc. 4.1 The driver's cab should have a wide field of vision to ensure that the driver can clearly and conveniently see the signals, lines and contact lines ahead. The window frames or reflected light (sunlight or artificial light reflected from the window glass or other reflective surfaces) should not force the driver to take abnormal positions and cause excessive mental tension or excessive eye fatigue.
4.2 The windows of the driver's cab should be safety glass. The front window should have an electric heater, wiper and sunshade. 4.3 The entrance door of the locomotive should open to the inside of the car, and the door frame clearance width should not be less than 540mm and the height should not be less than 1700mm. The doors and windows should be closed tightly, and no vibration or noise should occur during operation. 4.4 The illumination of the driver's cab is 41x in the center of the floor and 71x above the driver's console. After the general lighting is turned off, it should be ensured that the driver's activities will not be difficult. The indicator lights and artificial lighting should not cause the driver to have a false impression of the signal. 4.5 Various operating devices in the driver's cab should be easy for the driver to operate and will not cause driver fatigue. 4.6 The driver's seat is a fixed soft seat that can be rotated and adjusted up and down, front and back. 4.7 The noise level of the driver's cab when all doors and windows are closed, when the locomotive speed is less than 120km/h and all auxiliary units are fully running, shall not exceed 80dB (A) noise level.
4.8 The driver's cab should be equipped with a fan. If there is an air conditioner, when the ambient air temperature outside the car is 35℃ in summer, the driver's cab should be maintained at 27℃; when the ambient air temperature outside is 40℃, the driver's cab should be maintained at 30℃, with a half-average air supply of 30m3/h per person, the general wind speed is less than 0.5m/s, and the wind speed in winter is less than 0.3m/s.
4.9 The driver's cab should be equipped with heating equipment. Under winter temperatures, the central temperature of the driver's cab should be maintained at no less than 10℃ when the locomotive is running. Heating should be uniform and should not cause local overheating. The heating equipment can adjust the temperature to meet the needs of rapid heating. 4.10 The instruments and indicator lights can be clearly seen and read at a distance of 500mm in daylight and at night when the lighting is turned off. 2
5 Mechanical part
GB3317-82
5.1 When the locomotive is in the running state and on a semi-straight track, when the brakes are released, the height difference between the car body frame and the bogie frame shall comply with the product technical conditions based on the rail surface. 5.2 All openings, doors, hole covers and cover plates of the car body and the housings of various equipment installed on the outside of the car body shall be able to prevent rain and snow from intruding. 5.3 When the car body frame is subjected to a vertical static load equivalent to the car body and its equipment in the running state, and a longitudinal static pressure of not less than 200tf is applied along the half-water position of the center of the coupler, the total stress of the car body shall not exceed the design value. 5.4 When the total air cylinder pressure of the locomotive reaches 9kgf/cm2, the compressor stops working. After the air pressure stabilizes, the air tightness of the air system is checked according to GB3318-82 "Inspection and Test Rules for Electric Locomotives after Assembly". 5.5 The performance, production volume and air cylinder volume of the locomotive air compressor and auxiliary air compressor should meet the design requirements. The open circuit pressure value of the air pressure regulator is 9±0.2kgf/cm2; the closed circuit pressure value is 7.5±0.2kgf/cm2. The action pressure of the safety valve is 9.5±0.2kgf/cm2. The action of the air pressure regulator and the safety valve should be accurate and reliable. 5.6 The basic brake device of the locomotive should be equipped with a brake shoe clearance adjuster, and its brake shoe pressure should not exceed ±5% of the product design value for the independent lever transmission device; and should not exceed ±10% of the product design value for the combined lever transmission device. 5.7 The pipeline should be treated before installation to ensure cleanliness. 5.8 Each driver's cab should be equipped with an emergency brake device and a hand brake operating device. 5.9 The hand brake rate of the locomotive should be greater than 20% (calculated based on cast iron brake shoes). 5.10 The locomotive sand removal device should be able to work well within the air pressure range of the total air cylinder to ensure that the sand can fall correctly on the rail surface. The amount of sand removal should be adjustable within the range of 0.7~1.5L/min (i.e. 1~2.5kg/min). The capacity of each sand box should not be less than 0.1m3. 6.11 The temperature rise of the axle box of the locomotive shall not exceed 30℃, and the temperature rise of the bearing shall comply with the product technical conditions. 5.12 The bogie frame should eliminate internal stress. 5.13 The locomotive should be equipped with a height-adjustable snowplow. The central bottom of the snowplow should be able to withstand an impact force equivalent to 14tf static pressure. The shape of the snowplow should be conducive to removing track obstacles.
5.14 The traction motor can be lifted from the top of the bogie, and the traction motor can be dropped from the wheel drop pit together with the wheelset. 6 Electrical Parts
6.1 Each circuit must be subjected to a withstand voltage test, and the test voltage value is 85% of the minimum test voltage value of the electrical equipment of the circuit. 6.2 The main circuit, auxiliary circuit, and control circuit of the locomotive should have reliable protection. And there are fault signal display and fault removal devices to maintain the possibility of locomotive fault operation.
6.3 When the grid voltage changes within the range of 29kV to 19kV, and when the grid voltage changes suddenly, the auxiliary motor should be able to work normally. 6.4 The electronic control equipment on the locomotive should have sufficient anti-interference ability, and the grid voltage fluctuation and the circuit breaking of the adjacent locomotive will not affect its normal operation.
6.5 The battery charging equipment should charge the battery pack sufficiently, but not excessively. The capacity of the battery should not be less than 100Ah.
6.6 The accuracy of various electrical measuring and indicating instruments on the locomotive should not be lower than Class 2.5. At least one locomotive speedometer should be equipped with a recording device to record time, speed, mileage, train pipe pressure, and should have a speed contact. 6.7 The ventilation volume of various ventilation systems should meet the design requirements and be equipped with wind speed protection. 7 Safety facilities
7.1 The high-voltage electrical equipment on the locomotive, the ladder on the roof and the external high-voltage power supply socket should be equipped with an interlocking device to prevent accidents caused by contact. Its function should be reliable and easy to operate. 7.2 There should be a grounding rod on the locomotive to reliably ground the contact network when necessary. 7.3 The protective grounding of each electrical equipment should be reliable, the grounding connection line should have sufficient load area, and the grounding brushes on each axle should reliably protect the bearings from being affected by the grounding current.
GB3317-82
7.4 The locomotive should be equipped with automatic signal devices, automatic parking devices and communication devices. The driver's operating console is equipped with an emergency stop button. 7.5 The locomotive should be equipped with high and low bass speakers.
7.6 The locomotive must be equipped with a certain number of fire-fighting equipment suitable for electrical devices and oil fire extinguishing. 7.7 The insulation sheath of the wire, the traction motor air duct hose, and other materials on the locomotive should be made of non-flammable materials or fire-proof materials as much as possible.
7.8 The locomotive should be equipped with a headlight with adjustable focus, and the lamp tube and bulb should be easy to replace. 7.9 The locomotive should have various warning signs. For example: the maximum speed value marked in the driver's cab, the emergency brake device, the high-voltage electrical equipment, and the fire-fighting equipment.
7.10 The floor of the corridor should be flat and non-slip. 8 Wiring
8.1 The locomotive should use multi-strand copper core cables, and its insulation level should be consistent with the working voltage. The wires and cables of the locomotive high-voltage circuit, auxiliary circuit and control circuit should be placed in the wire duct. When crossing is unavoidable, the contact part of the high-voltage wire should be wrapped with an insulating layer. 8.2 The wire duct should be installed firmly, and the wires should be fixed at appropriate intervals with wire clips, cable ties, etc. to prevent damage and failure caused by vibration. 8.3 There should be clear and firm wire number marks at both ends of each wire, and the copper busbar should be stamped with steel numbers. 8.4 The terminal is crimped. The wires between the two terminals are not allowed to be spliced. 8.5 The setting of wire ducts and ducts should prevent oil, water or other dirt from invading. 9 Test and acceptance
9.1 After the locomotive is assembled, it should be tested in accordance with the provisions of GB3318-82 and accepted in accordance with relevant regulations. 9.2 Before the locomotive model test, the factory should adjust the locomotive. During the adjustment process of new products, the factory can make necessary modifications to the locomotive and conduct line traction test runs. The mileage of the test run shall be determined by the factory according to the locomotive type, maximum speed and the use of new equipment. In principle, the mileage of series products should be shorter than that of trial products, and that of low-speed products should be shorter than that of high-speed products. For locomotives that will undergo type tests, the maximum allowable trial run mileage shall not exceed 5,000 km.
9.3 Locomotives should undergo type tests in the following situations: newly designed and manufactured locomotives;
locomotives produced in batches that have undergone major technical modifications and have undergone major changes in performance, structure, and materials; when locomotives that have been discontinued for more than one year are restarted; locomotives newly produced after transfer to another factory;
locomotives produced in batches should undergo type tests when it is necessary to reconfirm their performance after a certain number of production. 9.4 Locomotives produced in batches should undergo routine tests before acceptance. The results of routine tests should be basically consistent with those of type tests. 9.5 Locomotives formally submitted for acceptance should have locomotive certificates, operating and maintenance instructions, and locomotive resumes, etc. 9.6 When the locomotive is delivered, the manufacturer should provide the user department with on-board tools, special tools, and on-board spare parts specified in relevant technical documents. 10 Marking and warranty
10.1 The locomotive shall be painted and equipped with various markings, nameplates and sign lights according to relevant standards. 10.2 The manufacturer shall clearly give the warranty period of the locomotive and its main components. If the user department complies with the provisions of the locomotive maintenance manual, the manufacturer shall promptly repair or replace the parts free of charge if the locomotive is damaged or cannot work normally due to poor manufacturing quality during the warranty period.
1 Locomotive dead weight - the weight of the locomotive after assembly. GB3317-82
Appendix
Explanation of main terms
(reference)
2 Locomotive gross weight - the sum of the locomotive dead weight, the number of crew members, the weight of the tools on the vehicle, and the weight of the specified sand and lubricating oil (also known as the locomotive calculated weight and the locomotive running ready weight). 3 Wheel weight - the vertical load on the locomotive wheels acting on the rails when the locomotive is in a ready state and parked on a straight track. 4 Axle weight - the sum of the left and right wheel weights on the same axle. 5 Rated power of locomotive - the sum of the output power on the shafts of the traction motors, corresponding to the continuous braking condition of the traction motors at rated voltage and full magnetic field. Therefore, it is also the continuous braking power of the locomotive. 6 Hourly power of locomotive - the power corresponding to the hourly operating condition of the traction motors at rated voltage and full magnetic field. 7 Wheel power - the power delivered by each traction motor on each driving wheel axle after calculating the overall efficiency of the transmission. It is obtained by multiplying the wheel traction force by the locomotive speed.
8 Coupler power - the power measured at the locomotive coupler. 9 Maximum speed of locomotive - the maximum speed of the locomotive allowed to be used when the wheels are in a semi-worn state. Continuous braking speed (also called speed at continuous braking power) - the speed at which the locomotive exerts rated power (this speed applies to locomotives with wheels in a semi-worn state).
11 Hourly speed (also called speed at hourly power) - the speed at which the locomotive exerts hourly power (this speed applies to locomotives with wheels in a semi-worn state).
12 Wheel circumferential traction force - the force applied by the traction motor to the wheel circumference during traction operation. 13 Coupler traction force - the traction force measured at the locomotive coupler. Unless otherwise specified, it refers to the coupler traction force on a straight track. 14 Continuous braking traction force (also known as traction force under continuous braking power) - wheel circumferential traction force when the locomotive exerts rated power (this traction force is applicable to locomotives with semi-worn wheels). 15 Hourly traction force (also known as traction force under hourly power) - wheel circumferential traction force when the locomotive exerts hourly power (this traction force is applicable to locomotives with semi-worn wheels). Additional notes:
This standard was proposed by the Ministry of Railways of the People's Republic of China and is under the jurisdiction of the Standard Metrology Institute of the Ministry of Railways. This standard was drafted by the Zhuzhou Electric Locomotive Research Institute of the Ministry of Railways and the Standard Metrology Institute of the Ministry of Railways. The main drafters of this standard are Xiong Guangnan, Liu Zhongxiu, Cao Peihua, and Shao Nengren.10 The locomotive sand removal device should be able to work well within the air pressure range of the main air cylinder to ensure that the sand can fall correctly on the rail surface. The sand removal volume should be adjustable within the range of 0.7~1.5L/min (i.e. 1~2.5kg/min). The capacity of each sand box shall not be less than 0.1m3. 6.11 The temperature rise of the axle box of the locomotive shall not exceed 30℃, and the temperature rise of the bearing shall comply with the product technical conditions. 5.12 The bogie frame should eliminate internal stress. 5.13 The locomotive should be equipped with a height-adjustable snowplow, and the central bottom of the snowplow should be able to withstand the impact force equivalent to 14tf static pressure. The shape of the snowplow should be conducive to removing track obstacles.
5.14 The traction motor can be lifted from the top of the bogie, and the traction motor can be dropped from the wheel drop pit together with the wheelset. 6 Electrical part
6.1 Each circuit must be subjected to a withstand voltage test, and the test voltage value is 85% of the minimum test voltage value of the electrical equipment of the circuit. 6.2 The main circuit, auxiliary circuit and control circuit of the locomotive should be reliably protected. And there should be fault signal display and fault removal device to maintain the possibility of locomotive fault operation.
6.3 When the grid voltage changes in the range of 29kV to 19kV, and when the grid voltage changes suddenly, the auxiliary motor should be able to work normally. 6.4 The electronic control equipment on the locomotive should have sufficient anti-interference ability, and the grid voltage fluctuation and the circuit breaking of the adjacent locomotive will not affect its normal operation.
6.5 The battery charging equipment should charge the battery pack sufficiently, but not excessively. The capacity of the battery should not be less than 100Ah.
6.6 The accuracy of various electrical measuring and indicating instruments on the locomotive should not be lower than Class 2.5. At least one locomotive speedometer is equipped with a recording device to record time, speed, mileage, train pipe pressure, and should have a speed contact. 6.7 The ventilation volume of various ventilation systems should meet the design requirements and be equipped with wind speed protection. 7 Safety facilities
7.1 The high-voltage electrical equipment on the locomotive, the ladder on the roof and the external high-voltage power supply socket should be equipped with an interlocking device to prevent accidents caused by contact. Its function should be reliable and easy to operate. 7.2 The locomotive should be equipped with a grounding rod to reliably ground the contact network when necessary. 7.3 The protective grounding of each electrical equipment should be reliable, the grounding connection line should have sufficient load area, and the grounding brushes on each axle should reliably protect the bearings from being affected by the grounding current.
GB3317-82
7.4 The locomotive should be equipped with automatic signal devices, automatic parking devices and communication devices. The driver's operating console is equipped with an emergency stop button. 7.5 The locomotive should be equipped with high and low bass speakers.
7.6 The locomotive must be equipped with a certain number of fire-fighting equipment suitable for electrical devices and oil fire extinguishing. 7.7 The insulation sheath of the wire, the traction motor air duct hose, and other materials on the locomotive should be made of non-flammable materials or fire-proof materials as much as possible.
7.8 The locomotive should be equipped with a headlight with adjustable focus, and the lamp tube and bulb should be easy to replace. 7.9 The locomotive should have various warning signs. For example: the maximum speed value marked in the driver's cab, the emergency brake device, the high-voltage electrical equipment, and the fire-fighting equipment.
7.10 The floor of the corridor should be flat and non-slip. 8 Wiring
8.1 The locomotive should use multi-strand copper core cables, and its insulation level should be consistent with the working voltage. The wires and cables of the locomotive high-voltage circuit, auxiliary circuit and control circuit should be included in the wire duct. When crossing is necessary, the contact part of the high-voltage wire should be wrapped with an insulating layer. 8.2 The wire duct should be installed firmly, and the wires should be fixed at appropriate intervals with wire clips, cable ties, etc. to prevent damage and malfunction caused by vibration. 8.3 Each end of the wire should have a clear and firm wire number mark, and the copper busbar should be stamped with a steel number. 8.4 The terminal is crimped. The wires between the two terminals are not allowed to be spliced. 8.5 The setting of wire pipes and troughs should prevent oil, water or other dirt from invading. 9 Test and acceptance
9.1 After the locomotive is assembled, it should be tested in accordance with the provisions of GB3318-82 and accepted in accordance with relevant regulations. 9.2 Before the locomotive type test, the factory should adjust the locomotive. During the adjustment process of new products, the factory can make necessary modifications to the locomotive and conduct line traction test runs. The mileage of the test run is determined by the factory according to the locomotive type, maximum speed and the use of new equipment. In principle, the series product should be shorter than the trial product, and the low-speed one should be shorter than the high-speed one. For locomotives that will undergo type tests, the maximum allowable test run mileage shall not exceed 5000km.
9.3 Locomotives should be subjected to type tests in the following cases: newly designed and manufactured locomotives;
locomotives produced in batches undergo major technical transformations, and their performance, structure, and materials have changed significantly; when locomotives are discontinued for more than one year and are being re-produced; locomotives newly produced after being transferred to another factory;
locomotives produced in batches should be subjected to type tests when it is necessary to reconfirm their performance after a certain number of locomotives have been produced. 9.4 Locomotives produced in batches should be subjected to routine tests before acceptance. The results of routine tests should be basically consistent with those of type tests. 9.5 Locomotives formally submitted for acceptance should have locomotive certificates, operating and maintenance manuals, and locomotive resume books, etc. 9.6 When the locomotive is delivered, the manufacturer should provide the user department with on-board tools, special tools, and on-board spare parts specified in relevant technical documents. 10 Marking and warranty
10.1 Locomotives should be painted and equipped with various marks, nameplates, and sign lights in accordance with relevant standards. 10.2 The manufacturer shall clearly give the warranty period of the locomotive and its main components. If the user department complies with the provisions of the locomotive maintenance manual, the manufacturer shall promptly repair or replace the parts free of charge if the locomotive is damaged or cannot work normally due to poor manufacturing quality during the warranty period.
1 Locomotive dead weight - the weight of the locomotive after assembly. GB3317-82
Appendix
Explanation of main terms
(reference)
2 Locomotive gross weight - the sum of the locomotive dead weight, the number of crew members, the weight of the onboard tools, and the weight of the specified sand, lubricating oil, etc. (also known as the locomotive calculated weight and the locomotive running ready weight). 3 Wheel weight - the vertical load on the locomotive wheels acting on the rails when the locomotive is in a ready state and parked on a straight track. 4 Axle weight - the sum of the left and right wheel weights on the same axle. 5 Locomotive rated power - the sum of the output power on each traction motor shaft, corresponding to the continuous braking condition of the traction motor at rated voltage and full magnetic field. Therefore, it is also the continuous braking power of the locomotive. 6 Hourly power of the locomotive - the power corresponding to the hourly working condition of the traction motor at rated voltage and full magnetic field. 7 Wheel peripheral power - the power generated by each traction motor on each driving wheel axle after calculating the overall efficiency of the transmission. It is obtained by multiplying the wheel peripheral traction force and the locomotive speed.
8 Coupler power - the power measured at the locomotive coupler. 9 Maximum locomotive speed - the maximum locomotive speed allowed when the wheels are in a semi-worn state. Continuous braking speed (also called speed at continuous braking power) - the speed at which the locomotive exerts rated power (this speed is applicable to locomotives with wheels in a semi-worn state).
11 Hourly speed (also called speed at hourly power) - the speed at which the locomotive exerts hourly power (this speed is applicable to locomotives with wheels in a semi-worn state). Www.bzxZ.net
12 Wheel peripheral traction force - the force acting on the driving wheel circumference of the traction motor during traction operation. 13 Coupler traction - the traction measured at the locomotive coupler. Unless otherwise specified, it refers to the coupler traction on a straight track. 14 Continuous braking traction (also known as traction under continuous braking power) - the wheel circumferential traction when the locomotive exerts rated power (this traction is applicable to locomotives with semi-worn wheels). 15 Hourly traction (also known as traction under hourly power) - the wheel circumferential traction when the locomotive exerts hourly power (this traction is applicable to locomotives with semi-worn wheels). Additional notes:
This standard was proposed by the Ministry of Railways of the People's Republic of China and is under the jurisdiction of the Standard Metrology Institute of the Ministry of Railways. This standard was drafted by the Zhuzhou Electric Locomotive Research Institute of the Ministry of Railways and the Standard Metrology Institute of the Ministry of Railways. The main drafters of this standard are Xiong Guangnan, Liu Zhongxiu, Cao Peihua, and Shao Nengren.10 The locomotive sand removal device should be able to work well within the air pressure range of the main air cylinder to ensure that the sand can fall correctly on the rail surface. The sand removal volume should be adjustable within the range of 0.7~1.5L/min (i.e. 1~2.5kg/min). The capacity of each sand box shall not be less than 0.1m3. 6.11 The temperature rise of the axle box of the locomotive shall not exceed 30℃, and the temperature rise of the bearing shall comply with the product technical conditions. 5.12 The bogie frame should eliminate internal stress. 5.13 The locomotive should be equipped with a height-adjustable snowplow, and the central bottom of the snowplow should be able to withstand the impact force equivalent to 14tf static pressure. The shape of the snowplow should be conducive to removing track obstacles.
5.14 The traction motor can be lifted from the top of the bogie, and the traction motor can be dropped from the wheel drop pit together with the wheelset. 6 Electrical part
6.1 Each circuit must be subjected to a withstand voltage test, and the test voltage value is 85% of the minimum test voltage value of the electrical equipment of the circuit. 6.2 The main circuit, auxiliary circuit and control circuit of the locomotive should be reliably protected. And there should be fault signal display and fault removal device to maintain the possibility of locomotive fault operation.
6.3 When the grid voltage changes in the range of 29kV to 19kV, and when the grid voltage changes suddenly, the auxiliary motor should be able to work normally. 6.4 The electronic control equipment on the locomotive should have sufficient anti-interference ability, and the grid voltage fluctuation and the circuit breaking of the adjacent locomotive will not affect its normal operation.
6.5 The battery charging equipment should charge the battery pack sufficiently, but not excessively. The capacity of the battery should not be less than 100Ah.
6.6 The accuracy of various electrical measuring and indicating instruments on the locomotive should not be lower than Class 2.5. At least one locomotive speedometer is equipped with a recording device to record time, speed, mileage, train pipe pressure, and should have a speed contact. 6.7 The ventilation volume of various ventilation systems should meet the design requirements and be equipped with wind speed protection. 7 Safety facilities
7.1 The high-voltage electrical equipment on the locomotive, the ladder on the roof and the external high-voltage power supply socket should be equipped with an interlocking device to prevent accidents caused by contact. Its function should be reliable and easy to operate. 7.2 The locomotive should be equipped with a grounding rod to reliably ground the contact network when necessary. 7.3 The protective grounding of each electrical equipment should be reliable, the grounding connection line should have sufficient load area, and the grounding brushes on each axle should reliably protect the bearings from being affected by the grounding current.
GB3317-82
7.4 The locomotive should be equipped with automatic signal devices, automatic parking devices and communication devices. The driver's operating console is equipped with an emergency stop button. 7.5 The locomotive should be equipped with high and low bass speakers.
7.6 The locomotive must be equipped with a certain number of fire-fighting equipment suitable for electrical devices and oil fire extinguishing. 7.7 The insulation sheath of the wire, the traction motor air duct hose, and other materials on the locomotive should be made of non-flammable materials or fire-proof materials as much as possible.
7.8 The locomotive should be equipped with a headlight with adjustable focus, and the lamp tube and bulb should be easy to replace. 7.9 The locomotive should have various warning signs. For example: the maximum speed value marked in the driver's cab, the emergency brake device, the high-voltage electrical equipment, and the fire-fighting equipment.
7.10 The floor of the corridor should be flat and non-slip. 8 Wiring
8.1 The locomotive should use multi-strand copper core cables, and its insulation level should be consistent with the working voltage. The wires and cables of the locomotive high-voltage circuit, auxiliary circuit and control circuit should be included in the wire duct. When crossing is necessary, the contact part of the high-voltage wire should be wrapped with an insulating layer. 8.2 The wire duct should be installed firmly, and the wires should be fixed at appropriate intervals with wire clips, cable ties, etc. to prevent damage and malfunction caused by vibration. 8.3 Each end of the wire should have a clear and firm wire number mark, and the copper busbar should be stamped with a steel number. 8.4 The terminal is crimped. The wires between the two terminals are not allowed to be spliced. 8.5 The setting of wire pipes and troughs should prevent oil, water or other dirt from invading. 9 Test and acceptance
9.1 After the locomotive is assembled, it should be tested in accordance with the provisions of GB3318-82 and accepted in accordance with relevant regulations. 9.2 Before the locomotive type test, the factory should adjust the locomotive. During the adjustment process of new products, the factory can make necessary modifications to the locomotive and conduct line traction test runs. The mileage of the test run is determined by the factory according to the locomotive type, maximum speed and the use of new equipment. In principle, the series product should be shorter than the trial product, and the low-speed one should be shorter than the high-speed one. For locomotives that will undergo type tests, the maximum allowable test run mileage shall not exceed 5000km.
9.3 Locomotives should be subjected to type tests in the following cases: newly designed and manufactured locomotives;
locomotives produced in batches undergo major technical transformations, and their performance, structure, and materials have changed significantly; when locomotives are discontinued for more than one year and are being re-produced; locomotives newly produced after being transferred to another factory;
locomotives produced in batches should be subjected to type tests when it is necessary to reconfirm their performance after a certain number of locomotives have been produced. 9.4 Locomotives produced in batches should be subjected to routine tests before acceptance. The results of routine tests should be basically consistent with those of type tests. 9.5 Locomotives formally submitted for acceptance should have locomotive certificates, operating and maintenance manuals, and locomotive resume books, etc. 9.6 When the locomotive is delivered, the manufacturer should provide the user department with on-board tools, special tools, and on-board spare parts specified in relevant technical documents. 10 Marking and warranty
10.1 Locomotives should be painted and equipped with various marks, nameplates, and sign lights in accordance with relevant standards. 10.2 The manufacturer shall clearly give the warranty period of the locomotive and its main components. If the user department complies with the provisions of the locomotive maintenance manual, the manufacturer shall promptly repair or replace the parts free of charge if the locomotive is damaged or cannot work normally due to poor manufacturing quality during the warranty period.
1 Locomotive dead weight - the weight of the locomotive after assembly. GB3317-82
Appendix
Explanation of main terms
(reference)
2 Locomotive gross weight - the sum of the locomotive dead weight, the number of crew members, the weight of the onboard tools, and the weight of the specified sand, lubricating oil, etc. (also known as the locomotive calculated weight and the locomotive running ready weight). 3 Wheel weight - the vertical load on the locomotive wheels acting on the rails when the locomotive is in a ready state and parked on a straight track. 4 Axle weight - the sum of the left and right wheel weights on the same axle. 5 Locomotive rated power - the sum of the output power on each traction motor shaft, corresponding to the continuous braking condition of the traction motor at rated voltage and full magnetic field. Therefore, it is also the continuous braking power of the locomotive. 6 Hourly power of the locomotive - the power corresponding to the hourly working condition of the traction motor at rated voltage and full magnetic field. 7 Wheel peripheral power - the power generated by each traction motor on each driving wheel axle after calculating the overall efficiency of the transmission. It is obtained by multiplying the wheel peripheral traction force and the locomotive speed.
8 Coupler power - the power measured at the locomotive coupler. 9 Maximum locomotive speed - the maximum locomotive speed allowed when the wheels are in a semi-worn state. Continuous braking speed (also called speed at continuous braking power) - the speed at which the locomotive exerts rated power (this speed is applicable to locomotives with wheels in a semi-worn state).
11 Hourly speed (also called speed at hourly power) - the speed at which the locomotive exerts hourly power (this speed is applicable to locomotives with wheels in a semi-worn state).
12 Wheel peripheral traction force - the force acting on the driving wheel circumference of the traction motor during traction operation. 13 Coupler traction - the traction measured at the locomotive coupler. Unless otherwise specified, it refers to the coupler traction on a straight track. 14 Continuous braking traction (also known as traction under continuous braking power) - the wheel circumferential traction when the locomotive exerts rated power (this traction is applicable to locomotives with semi-worn wheels). 15 Hourly traction (also known as traction under hourly power) - the wheel circumferential traction when the locomotive exerts hourly power (this traction is applicable to locomotives with semi-worn wheels). Additional notes:
This standard was proposed by the Ministry of Railways of the People's Republic of China and is under the jurisdiction of the Standard Metrology Institute of the Ministry of Railways. This standard was drafted by the Zhuzhou Electric Locomotive Research Institute of the Ministry of Railways and the Standard Metrology Institute of the Ministry of Railways. The main drafters of this standard are Xiong Guangnan, Liu Zhongxiu, Cao Peihua, and Shao Nengren.2 The main circuit, auxiliary circuit and control circuit of the locomotive should have reliable protection. And there should be fault signal display and fault removal device to maintain the possibility of locomotive fault operation.
6.3 When the grid voltage changes in the range of 29kV to 19kV, and when the grid voltage changes suddenly, the auxiliary motor should be able to work normally. 6.4 The electronic control equipment on the locomotive should have sufficient anti-interference ability, and the grid voltage fluctuation and the circuit breaking of the adjacent locomotive will not affect its normal operation.
6.5 The battery charging equipment should charge the battery pack sufficiently, but not excessively. The capacity of the battery should not be less than 100Ah.
6.6 The accuracy of various electrical measuring and indicating instruments on the locomotive should not be lower than Class 2.5. At least one locomotive speedometer is equipped with a recording device to record time, speed, mileage, train pipe pressure, and should have a speed contact. 6.7 The ventilation volume of various ventilation systems should meet the design requirements and be equipped with wind speed protection. 7 Safety facilities
7.1 The high-voltage electrical equipment on the locomotive, the ladder on the roof and the external high-voltage power supply socket should be equipped with an interlocking device to prevent accidents caused by contact. Its function should be reliable and easy to operate. 7.2 The locomotive should be equipped with a grounding rod to reliably ground the contact network when necessary. 7.3 The protective grounding of each electrical equipment should be reliable, the grounding connection line should have sufficient load area, and the grounding brushes on each axle should reliably protect the bearings from being affected by the grounding current.
GB3317-82
7.4 The locomotive should be equipped with automatic signal devices, automatic parking devices and communication devices. The driver's operating console is equipped with an emergency stop button. 7.5 The locomotive should be equipped with high and low bass speakers.
7.6 The locomotive must be equipped with a certain number of fire-fighting equipment suitable for electrical devices and oil fire extinguishing. 7.7 The insulation sheath of the wire, the traction motor air duct hose, and other materials on the locomotive should be made of non-flammable materials or fire-proof materials as much as possible.
7.8 The locomotive should be equipped with a headlight with adjustable focus, and the lamp tube and bulb should be easy to replace. 7.9 The locomotive should have various warning signs. For example: the maximum speed value marked in the driver's cab, the emergency brake device, the high-voltage electrical equipment, and the fire-fighting equipment.
7.10 The floor of the corridor should be flat and non-slip. 8 Wiring
8.1 The locomotive should use multi-strand copper core cables, and its insulation level should be consistent with the working voltage. The wires and cables of the locomotive high-voltage circuit, auxiliary circuit and control circuit should be included in the wire duct. When crossing is necessary, the contact part of the high-voltage wire should be wrapped with an insulating layer. 8.2 The wire duct should be installed firmly, and the wires should be fixed at appropriate intervals with wire clips, cable ties, etc. to prevent damage and malfunction caused by vibration. 8.3 Each end of the wire should have a clear and firm wire number mark, and the copper busbar should be stamped with a steel number. 8.4 The terminal is crimped. The wires between the two terminals are not allowed to be spliced. 8.5 The setting of wire pipes and troughs should prevent oil, water or other dirt from invading. 9 Test and acceptance
9.1 After the locomotive is assembled, it should be tested in accordance with the provisions of GB3318-82 and accepted in accordance with relevant regulations. 9.2 Before the locomotive type test, the factory should adjust the locomotive. During the adjustment process of new products, the factory can make necessary modifications to the locomotive and conduct line traction test runs. The mileage of the test run is determined by the factory according to the locomotive type, maximum speed and the use of new equipment. In principle, the series product should be shorter than the trial product, and the low-speed one should be shorter than the high-speed one. For locomotives that will undergo type tests, the maximum allowable test run mileage shall not exceed 5000km.
9.3 Locomotives should be subjected to type tests in the following cases: newly designed and manufactured locomotives;
locomotives produced in batches undergo major technical transformations, and their performance, structure, and materials have changed significantly; when locomotives are discontinued for more than one year and are being re-produced; locomotives newly produced after being transferred to another factory;
locomotives produced in batches should be subjected to type tests when it is necessary to reconfirm their performance after a certain number of locomotives have been produced. 9.4 Locomotives produced in batches should be subjected to routine tests before acceptance. The results of routine tests should be basically consistent with those of type tests. 9.5 Locomotives formally submitted for acceptance should have locomotive certificates, operating and maintenance manuals, and locomotive resume books, etc. 9.6 When the locomotive is delivered, the manufacturer should provide the user department with on-board tools, special tools, and on-board spare parts specified in relevant technical documents. 10 Marking and warranty
10.1 Locomotives should be painted and equipped with various marks, nameplates, and sign lights in accordance with relevant standards. 10.2 The manufacturer shall clearly give the warranty period of the locomotive and its main components. If the user department complies with the provisions of the locomotive maintenance manual, the manufacturer shall promptly repair or replace the parts free of charge if the locomotive is damaged or cannot work normally due to poor manufacturing quality during the warranty period.
1 Locomotive dead weight - the weight of the locomotive after assembly. GB3317-82
Appendix
Explanation of main terms
(reference)
2 Locomotive gross weight - the sum of the locomotive dead weight, the number of crew members, the weight of the onboard tools, and the weight of the specified sand, lubricating oil, etc. (also known as the locomotive calculated weight and the locomotive running ready weight). 3 Wheel weight - the vertical load on the locomotive wheels acting on the rails when the locomotive is in a ready state and parked on a straight track. 4 Axle weight - the sum of the left and right wheel weights on the same axle. 5 Locomotive rated power - the sum of the output power on each traction motor shaft, corresponding to the continuous braking condition of the traction motor at rated voltage and full magnetic field. Therefore, it is also the continuous braking power of the locomotive. 6 Hourly power of the locomotive - the power corresponding to the hourly working condition of the traction motor at rated voltage and full magnetic field. 7 Wheel peripheral power - the power generated by each traction motor on each driving wheel axle after calculating the overall efficiency of the transmission. It is obtained by multiplying the wheel peripheral traction force and the locomotive speed.
8 Coupler power - the power measured at the locomotive coupler. 9 Maximum locomotive speed - the maximum locomotive speed allowed when the wheels are in a semi-worn state. Continuous braking speed (also called speed at continuous braking power) - the speed at which the locomotive exerts rated power (this speed is applicable to locomotives with wheels in a semi-worn state).
11 Hourly speed (also called speed at hourly power) - the speed at which the locomotive exerts hourly power (this speed is applicable to locomotives with wheels in a semi-worn state).
12 Wheel peripheral traction force - the force acting on the driving wheel circumference of the traction motor during traction operation. 13 Coupler traction - the traction measured at the locomotive coupler. Unless otherwise specified, it refers to the coupler traction on a straight track. 14 Continuous braking traction (also known as traction under continuous braking power) - the wheel circumferential traction when the locomotive exerts rated power (this traction is applicable to locomotives with semi-worn wheels). 15 Hourly traction (also known as traction under hourly power) - the wheel circumferential traction when the locomotive exerts hourly power (this traction is applicable to locomotives with semi-worn wheels). Additional notes:
This standard was proposed by the Ministry of Railways of the People's Republic of China and is under the jurisdiction of the Standard Metrology Institute of the Ministry of Railways. This standard was drafted by the Zhuzhou Electric Locomotive Research Institute of the Ministry of Railways and the Standard Metrology Institute of the Ministry of Railways. The main drafters of this standard are Xiong Guangnan, Liu Zhongxiu, Cao Peihua, and Shao Nengren.2 The main circuit, auxiliary circuit and control circuit of the locomotive should have reliable protection. And there should be fault signal display and fault removal device to maintain the possibility of locomotive fault operation.
6.3 When the grid voltage changes in the range of 29kV to 19kV, and when the grid voltage changes suddenly, the auxiliary motor should be able to work normally. 6.4 The electronic control equipment on the locomotive should have sufficient anti-interference ability, and the grid voltage fluctuation and the circuit breaking of the adjacent locomotive will not affect its normal operation.
6.5 The battery charging equipment should charge the battery pack sufficiently, but not excessively. The capacity of the battery should not be less than 100Ah.
6.6 The accuracy of various electrical measuring and indicating instruments on the locomotive should not be lower than Class 2.5. At least one locomotive speedometer is equipped with a recording device to record time, speed, mileage, train pipe pressure, and should have a speed contact. 6.7 The ventilation volume of various ventilation systems should meet the design requirements and be equipped with wind speed protection. 7 Safety facilities
7.1 The high-voltage electrical equipment on the locomotive, the ladder on the roof and the external high-voltage power supply socket should be equipped with an interlocking device to prevent accidents caused by contact. Its function should be reliable and easy to operate. 7.2 The locomotive should be equipped with a grounding rod to reliably ground the contact network when necessary. 7.3 The protective grounding of each electrical equipment should be reliable, the grounding connection line should have sufficient load area, and the grounding brushes on each axle should reliably protect the bearings from being affected by the grounding current.
GB3317-82
7.4 The locomotive should be equipped with automatic signal devices, automatic parking devices and communication devices. The driver's operating console is equipped with an emergency stop button. 7.5 The locomotive should be equipped with high and low bass speakers.
7.6 The locomotive must be equipped with a certain number of fire-fighting equipment suitable for electrical devices and oil fire extinguishing. 7.7 The insulation sheath of the wire, the traction motor air duct hose, and other materials on the locomotive should be made of non-flammable materials or fire-proof materials as much as possible.
7.8 The locomotive should be equipped with a headlight with adjustable focus, and the lamp tube and bulb should be easy to replace. 7.9 The locomotive should have various warning signs. For example: the maximum speed value marked in the driver's cab, the emergency brake device, the high-voltage electrical equipment, and the fire-fighting equipment.
7.10 The floor of the corridor should be flat and non-slip. 8 Wiring
8.1 The locomotive should use multi-strand copper core cables, and its insulation level should be consistent with the working voltage. The wires and cables of the locomotive high-voltage circuit, auxiliary circuit and control circuit should be included in the wire duct. When crossing is necessary, the contact part of the high-voltage wire should be wrapped with an insulating layer. 8.2 The wire duct should be installed firmly, and the wires should be fixed at appropriate intervals with wire clips, cable ties, etc. to prevent damage and malfunction caused by vibration. 8.3 Each end of the wire should have a clear and firm wire number mark, and the copper busbar should be stamped with a steel number. 8.4 The terminal is crimped. The wires between the two terminals are not allowed to be spliced. 8.5 The setting of wire pipes and troughs should prevent oil, water or other dirt from invading. 9 Test and acceptance
9.1 After the locomotive is assembled, it should be tested in accordance with the provisions of GB3318-82 and accepted in accordance with relevant regulations. 9.2 Before the locomotive type test, the factory should adjust the locomotive. During the adjustment process of new products, the factory can make necessary modifications to the locomotive and conduct line traction test runs. The mileage of the test run is determined by the factory according to the locomotive type, maximum speed and the use of new equipment. In principle, the series product should be shorter than the trial product, and the low-speed one should be shorter than the high-speed one. For locomotives that will undergo type tests, the maximum allowable test run mileage shall not exceed 5000km.
9.3 Locomotives should be subjected to type tests in the following cases: newly designed and manufactured locomotives;
locomotives produced in batches undergo major technical transformations, and their performance, structure, and materials have changed significantly; when locomotives are discontinued for more than one year and are being re-produced; locomotives newly produced after being transferred to another factory;
locomotives produced in batches should be subjected to type tests when it is necessary to reconfirm their performance after a certain number of locomotives have been produced. 9.4 Locomotives produced in batches should be subjected to routine tests before acceptance. The results of routine tests should be basically consistent with those of type tests. 9.5 Locomotives formally submitted for acceptance should have locomotive certificates, operating and maintenance manuals, and locomotive resume books, etc. 9.6 When the locomotive is delivered, the manufacturer should provide the user department with on-board tools, special tools, and on-board spare parts specified in relevant technical documents. 10 Marking and warranty
10.1 Locomotives should be painted and equipped with various marks, nameplates, and sign lights in accordance with relevant standards. 10.2 The manufacturer shall clearly give the warranty period of the locomotive and its main components. If the user department complies with the provisions of the locomotive maintenance manual, the manufacturer shall promptly repair or replace the parts free of charge if the locomotive is damaged or cannot work normally due to poor manufacturing quality during the warranty period.
1 Locomotive dead weight - the weight of the locomotive after assembly. GB3317-82
Appendix
Explanation of main terms
(reference)
2 Locomotive gross weight - the sum of the locomotive dead weight, the number of crew members, the weight of the onboard tools, and the weight of the specified sand, lubricating oil, etc. (also known as the locomotive calculated weight and the locomotive running ready weight). 3 Wheel weight - the vertical load on the locomotive wheels acting on the rails when the locomotive is in a ready state and parked on a straight track. 4 Axle weight - the sum of the left and right wheel weights on the same axle. 5 Locomotive rated power - the sum of the output power on each traction motor shaft, corresponding to the continuous braking condition of the traction motor at rated voltage and full magnetic field. Therefore, it is also the continuous braking power of the locomotive. 6 Hourly power of the locomotive - the power corresponding to the hourly working condition of the traction motor at rated voltage and full magnetic field. 7 Wheel peripheral power - the power generated by each traction motor on each driving wheel axle after calculating the overall efficiency of the transmission. It is obtained by multiplying the wheel peripheral traction force and the locomotive speed.
8 Coupler power - the power measured at the locomotive coupler. 9 Maximum locomotive speed - the maximum locomotive speed allowed when the wheels are in a semi-worn state. Continuous braking speed (also called speed at continuous braking power) - the speed at which the locomotive exerts rated power (this speed is applicable to locomotives with wheels in a semi-worn state).
11 Hourly speed (also called speed at hourly power) - the speed at which the locomotive exerts hourly power (this speed is applicable to locomotives with wheels in a semi-worn state).
12 Wheel peripheral traction force - the force acting on the driving wheel circumference of the traction motor during traction operation. 13 Coupler traction - the traction measured at the locomotive coupler. Unless otherwise specified, it refers to the coupler traction on a straight track. 14 Continuous braking traction (also known as traction under continuous braking power) - the wheel circumferential traction when the locomotive exerts rated power (this traction is applicable to locomotives with semi-worn wheels). 15 Hourly traction (also known as traction under hourly power) - the wheel circumferential traction when the locomotive exerts hourly power (this traction is applicable to locomotives with semi-worn wheels). Additional notes:
This standard was proposed by the Ministry of Railways of the People's Republic of China and is under the jurisdiction of the Standard Metrology Institute of the Ministry of Railways. This standard was drafted by the Zhuzhou Electric Locomotive Research Institute of the Ministry of Railways and the Standard Metrology Institute of the Ministry of Railways. The main drafters of this standard are Xiong Guangnan, Liu Zhongxiu, Cao Peihua, and Shao Nengren.9 The locomotive should have various warning signs. For example: the maximum speed value marked in the driver's cab, emergency brake device, high-voltage electrical equipment, and fire-fighting equipment.
7.10 The floor of the corridor should be flat and non-slip. 8 Wiring
8.1 The locomotive should use multi-strand copper core cables, and its insulation level should be consistent with the working voltage. The wires and cables of the locomotive high-voltage circuit, auxiliary circuit and control circuit should be included in the wire duct. When crossing is necessary, the contact part of the high-voltage wire should be wrapped with an insulating layer. 8.2 The wire duct should be installed firmly, and the wires should be fixed at appropriate intervals with wire clips, cable ties, etc. to prevent damage and failure caused by vibration. 8.3 There should be clear and firm wire number marks at both ends of each wire, and the copper busbar should be stamped with steel numbers. 8.4 The terminal should be crimped. The wires between the two terminals are not allowed to be spliced. 8.5 The setting of wire ducts and ducts should prevent oil, water or other dirt from invading. 9 Test and Acceptance
9.1 After the locomotive is assembled, it shall be tested in accordance with the provisions of GB3318-82 and accepted in accordance with relevant regulations. 9.2 Before the locomotive type test, the factory shall adjust the locomotive. During the adjustment process of new products, the factory may make necessary modifications to the locomotive and conduct line traction test runs. The mileage of the test run shall be determined by the factory according to the locomotive type, maximum speed and the use of new equipment. In principle, the series product should be shorter than the trial product, and the low-speed one should be shorter than the high-speed one. For locomotives that will undergo type tests, the maximum allowable test run mileage shall not exceed 5000km.
9.3 Locomotives should be subjected to type tests in the following cases: newly designed and manufactured locomotives;
locomotives produced in batches undergo major technical transformations, and their performance, structure, and materials have changed significantly; when locomotives are discontinued for more than one year and are being re-produced; locomotives newly produced after being transferred to another factory;
locomotives produced in batches should be subjected to type tests when it is necessary to reconfirm their performance after a certain number of locomotives have been produced. 9.4 Locomotives produced in batches should be subjected to routine tests before acceptance. The results of routine tests should be basically consistent with those of type tests. 9.5 Locomotives formally submitted for acceptance should have locomotive certificates, operating and maintenance manuals, and locomotive resume books, etc. 9.6 When the locomotive is delivered, the manufacturer should provide the user
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