Research Designs and Standards Organisation Manak Nagar, Lucknow - 226 011, India
Research Designs and Standards Organisation Manak Nagar, Lucknow - 226 011, India
Research Designs and Standards Organisation Manak Nagar, Lucknow - 226 011, India
MINISTRY OF RAILWAYS
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1. Introduction
The document contains details for the work of Supply, Installation and Commissioning ofR&D
test bed facility for dual fuel (CNG, Diesel) KTA 50LDEMU engine on turnkey basis.
2. Objective
The purpose of this project is to set up the R&D test facilities for dual fuel (CNG, Diesel) 16-
cylinder KTA 50L (and similar) DEMU engine on turnkey basis.
3. Scope of Work:
3.1 RDSO’s scope of work:
Test cell control room furnishing with control systems and other equipments
Complete engine room construction along with engine and dynamometer foundation work
Instrumentation work including installation and commissioning of all control
equipments,dynamometer with its controller and laying of cables.
Ventilation system
Charge air intake and engine exhaust system
Electrical power distribution and Lighting system
Acoustic treatment in Engine room
Compressed air piping, fuel piping and water piping
Fire,smoke and gas leakage detection system
The room required for test cell is already available. Its furnishing shall require all the following
features:
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(i) Provision of separate distribution Panels for UPS and AC mains to power
pumps, motors and other equipment’s/systems
(ii) Supply of Furniture in Test bed control Roomas per Annexure 9.
(iii) Supply of four nos. 2 T capacity split air conditioners.
(iv) Provision for separate concealed electrical and signal cables channels
(v) Storage
Godrej or equivalent make Items:
1.) Storage unit for keeping Manuals and calibration certificates etc.- Godrej
model No. VSDU7/VSDU8 or equivalent with 1833mm height- 1 No.
2.) Personal Lockers of height 1830mm with 3 or more lockers-1 No.
(vi) Control room to be provided with UPS of 2 KVA capacity and with minimum
30 minutes backup for all testing equipments.
The engine room shall have an opening of 9.5mx 2.5 m for the purpose of transportation of
engine and associated equipments in and out of the engine room. In order to have an effective
ventilation system in the engine room, the slidable/movable pads (with suitable lifting
arrangement) shall have to be provided for sealing of the engine room during test bed
operations. Old stair case is to be dismantled and a new stair case arrangement shall have to be
constructed on location as shown in the drawing at Annexure 1.
5.1 Automated Engine Test Cell Control System for the engine performance/development,
research and testing of medium speed, turbocharged 16-cylinder dual fuel CNG/Diesel
engine used in DEMU services.
5.2 Various measurement sensors.
5.3 Hydraulic Dynamometer of 2500 HP capacity for Engine loading including dynamometer
calibration system.
5.4 Adequate PID type temperature controllers to be mounted on the engine cooling water
system heat exchangers with remote control in control room.
5.5 List of deliverables (Broad) is given at Annexure-3.
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least 100 Hz. The system should itself detect the direction/sense of rotation. The system should
be programmable for scheduling multiple tests without manual interference.
Real time data acquisition frequency shall be selectable starting with at least 200 Hz per channel.
The basic hardware of the AETBCS shall be based on latest processor technology and shall
support latest standards of Standard Industrial Interfaces, for example, RS 232, RS 422, RS 485,
USB, IEEE, CAN, Profibus, Ethernet, LAN, Blue Tooth, Wi-Fi etc. Suitable and universally
accepted protocols will be accepted.
The AETBCS shall be suitable to operate in temperature range of 00 to 550 C in engine room
and 00 to 350 C in control cabin. The system should be able to filter noise signals. The system
should have the ability of setting upper and lower limit values for all primary data inputs and
programmable taking necessary corrective action on the test engine if any value goes beyond the
set range/limits.
Sensors used should be suitable and rugged enough for deployment in tough industrial
conditions with high levels of accuracy. Data acquisition system should be interference
protected. Data channels of similar type should be interchangeable. The data acquisition/capture
frequency and ranges should be programmable for all channels. The assignment of channel(s)
should be software configurable. System should have on board calibration facility corrections
starting with simulated electrical value for all feasible channel(s). The system should collect,
correct, and convert the necessary signals for storage and display in user selected units (for
example S.I.) and in user entered numbers of entire reading sets.
Suitable visible indicators should be provided in data acquisition channels, power points, safety
alarms, etc. These should be coupled with suitable sound alarms where necessary. On screen
values which are beyond their normal range should become highlighted and flashing/blinking,
along with necessary corrective action being taken, if so programmed. Absolutely vital
parameters of the engine should be alterable only by a pre-defined user (such as the system
administrator).The complete system should be vibration protected; electrically isolated, adequate
lightening protected, and properly earthed.
The software has to be provided in executable and in code formats.All necessary design,
revisions, alterations, and usage documentation has to accompany the software(s) provided. It
should preferably be compliable and compatible for operation on latest windows operating
system .The following are the desired features of the software.
a) Multilevel security system for Administrator, Supervisor, and Operator with defined
roles.
b) Ability to control the test engine manually, semi-automatically or automatically.
c) Ability to edit/set/reset engine parameter ranges and values with a complete default set
readily available.
d) Ability to view previous data points while running a test.
e) Ability to program test sequences.
f) User defined norm names.
g) Interactive and user friendly test programmability.
h) Extensive and expandable help library.
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i) Ability to store multiple points of observation during tests in user selected units.
j) Multi-level safety monitoring system/tools for operator, unit under test and control
system in all operating conditions.
k) Suitable calculation for computed values and their display with possibility to enhance
these in future.
l) User interface programmability through user defined look-up tables etc.
m) The software should be compatible to multiple standards/interfaces preferably compliant
with open standards.
n) A test library with a collection of pre-compiled test programs/sequences with ability for
adding more test programs or parameters by the user.
o) Capability to online monitor the mix of diesel and gas being injected.
p) Capable of being interfaced with ECU’s for the natural gas and diesel systems.
Standard tests schedules should be available in a test library with capability for user built test
sequences to be preserved, intelligent measuring device management and unmanned operation
(remote operation) should be available. The software should be capable of integration with fuel
oil consumption measurement system, CNG consumption measurement system, particulate and
gaseous emission measurement system and safe monitoring and control. Tenderer should
provide required documents/set of manuals in hard and soft copies explaining the interfaces to
the HOST (PC). HOST system is not required.
Monitoring: There shall be provision in the Test bed Control System for monitoring the
following activities:
The ‘Engine Automated Test bed Control System’ shall consist of Operating system with Real
Time capability for synchronized execution of time critical functions in combination with MS
Windows to provide user interface functionality. Genuine High End Chip based Mother Board
and Processor with latest Windows Operating System Industrial Personal Computer (PC) with
the following configuration:
The ‘Engine Automated Test bed Control System’ should have Interface/Control for the
following features:
Automated test cell Control System will be required to control the Dynamometer coupled to the
engine under testing by regulating Dual Fuel supply to the Engine by controlling ECUs of the
diesel and the CNG fuel systems as per Load and Speed of the Engine. The 'closed loop'
control shall be provided to ensure that both preset Speed and preset Torque have been
achieved. The system shall be able to control Digital Amplifier of Dynamometer, Torque Signal
and Speed Signal.
The Dynamometer conditions should be fully monitored with definable responses i.e. Idle,
Speed/Throttle Angle, Torque/Throttle Angle, Speed/Torque, and Torque/Speed. The
Controller should be capable of monitoring conditions of load actuator, water loading valves
with definable delay time and response tolerance within ±0.1% FS.
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The Controller should have an ergonomically designed LCD Operating Panel, Incremental
Encoders and Function Buttons, show demand and actual values, parameter settings, operating
menus as well as alarm and warning messages.
The Real Time Digital Dynamometer Controller running at 500 Hz or better shall be capable to
operate in the following modes and ensure bump less transfer of control modes:
Idle, N/A (Speed/Rack Angle), T/A (Torque/ Rack Angle), N/T (Speed/Torque), T/N
(Torque/Speed), N/x (Speed/x), T/x (Torque/x) – where x is free variable (e.g. Manifold
Absolute Pressure, Oil Pressure, Fuel Consumption, etc.).Both Automatic and Manual controls
should be possible. Swapping of Modes should be possible without disturbance.
During Manual Operation Mode, it should be possible to set the prescribed Torque, Speed and
Time Schedules through Keyboard of System PC. During Automatic Operation Mode, the
parameters, which are already stored in memory by a suitable Engine Monitor and Control
Testing Software, should be executed one after another in any prescribed sequence.
Software incorporated should also have the capability to implement Integrated Proportional
Control of Engine Speed, Imposed Torque and Fuel Rack position (Diesel and CNG), provide
pre-programmed Set-point demand values for the Dynamometer and Fuel Injection Control
Actuator with common Interface.
These demand values may be in suitable form to suit the requirements given below:
Incremental stepping for mapping characteristics keeping Torque or Fuel Rack position
constant while Speed increases in increments to desired Set-point.
Defined steps for Speed and Torque or Fuel Rack position.
Ramp functions for Torque, Speed or Fuel Rack position.
Continuous curve to simulate actual Speed and Torque relationship.
Demand values may be defined as actual values or percentage values.
Timers for determining duration of demand conditions, time of Fuel Consumption
Measurement Cycle and time of data printout.
Possibility to define Alarm Levels according to the different Engine demand conditions
i.e. it must be possible to define limits values for each Test Step.
Test to be resumed at the point at which Test Cycle was interrupted.
To synchronise the Data Acquisition (Data sampling) with Engine Speed, or on receipt
of Pulse from the Electromagnetic Pick up.
To carry out simple averaging of sample points, for giving mean level of the Signal.
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Display Management
There shall be a provision of compiler for compilation of Formula in the Formula Table for
Real time and Data Clock, Calculated Channels like HP, BMEP, BSFC, Torque etc. as well as to
give input to Engine Map Calculations routines for Automatic Plotting of Power Curves,
Specific Fuel Consumption Curves, etc. The Compiler shall perform the following basic
functions:
Graphical Calculation Software with user friendly menus, GUI and with requirement of minimal
Programming knowledge at Operator level shall be provided for detailed post processing,
presentation and documentation of engine data e.g. for creation of graphs, tables and protocols
and also for data export and archiving. Software shall be capable for combining and evaluating
different type of Data Measured on the Test Bed, Stored Result Files and Data from other
sources such as High Speed Data Acquisition System, Mass Emission Measurement System and
Particulate Measurement System, which are already available with Engine Development
Directorate.
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This Software Package shall have the following features:
Data Presentation:
Graphics: Standard y-t diagram vs. time, Log Point, Crank Angle, Cycle, Frequency, X-Y
Graphics, Bar Chart, Histogram, Scatter Plot, Scatter Band, Box Plots etc. Automatic
Legend Generation and Graph Annotation for all kinds of Graphics, Header and Text
definition, Combination of Graphics and Tables, Intelligent Data Comparison Logic etc.
Graphic Manipulation: Zoom, Free definition of Scales, Range and other latest features
etc.
Reports: Freely Definable Forms and Listings Advanced Report Generation with Text,
Insertion of Bit Maps, Templates for Reports, Multi Page Plotting and Listing.
Calculation Features:Formula Compiler: Arithmetic, Trigonometric, Boolean functions,
Integral, Differentiation, FFT, Digital Filtering, Polynomial Regression, Structures with
Loops and Conditions, Macros for Nesting and complex functions, X and Y
Transformation via Macros etc.
Engine Map Calculation:Regular/Irregular Distributed Points, Peak Filter, Clipping of
Map at Full Load Curve, Replacing Calculated Full Load Curve with Measured Full Load
Curve, Automatic or Manual insertion of Isolines, Overlaying Engine Maps etc.
Combustion Analysis:Peak firing pressure, fuel line pressure, IMEP, injection timing,
nozzle lift, valve lift, Knock Analysis, Heat Release, PV Diagram etc.
Note: It is the work of ECU (RDSO supplied)to control duel fuel injections completely.
Only there should be provision in control system to get interfaced with this ECU.
Automatic Engine Testing requires close Monitoring of Engine conditions to either alter or
implement Emergency Shutdown in the event of abnormal conditions. Some Engine parameters
may vary widely between Idle and Full Load running hence these limits have to be set to allow
for this variation. The Engine Test Surveillance shall be available on at least 32 Channels. All
Alarm Channels as explained above shall be Programmable to set limit levels, high or low. Alarm
limits shall be stored in the files. These files shall be accessible from the ‘Engine Automated Test
Cabin Control System’.
An Alarm Annunciation Unit with necessary sensing devices shall be provided to protect the
dual fuel engine and dynamometer from damages against following:
(i) ENGINE
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(ii) DYNAMOMETER
In all these cases, Visual indication of Fault should be displayed on Operator’s Panel. Engine
Shutdown should be achieved by cutting off Fuel to the Diesel Engine and unloading the
Dynamometer. The response time of the two actions should be such as to avoid Over-Speeding
of Diesel Engine. Necessary provision for implementing Engine Shutdown depending upon
Signals from allied sources should be incorporated.
The ‘Engine Automated Test bed Control System’ should ensure that the Engine starting
sequence has been completed before Engine may be cranked or started in order to protect the
Engine from damage. The Engine should not start unless:
Fuel Line Pressure after Booster Pump should be above minimum limit of 3 bar
Minimum Air Reservoir Pressure for Engine Starting is 13.0 bar. The engine starting will
be done by anair Starting motor. Supply of 2 nos. of Air Starting motors will be under the
scope of supply of tenderer.
Engine Monitoring
An Engine Monitoring System incorporating Alarm Annunciation Unit and Engine Shutdown
facility to protect Dual Fuel (Diesel/CNG) Engine and Dynamometer against damages should
be incorporated into the ‘Engine Automated Test bed Control System’. It should have the
following features:
(i) Suitable mounting inside engine test bed wall and away from exhaust manifold of the
engine for the protection from excessive temperature.
(ii) Standard Interface Cabling from this housing to connect the ‘Engine Automated Test
and Control System’.
(iii) Necessary Amplifiers and Proper Cooling arrangement for accommodation of Signal
Conditioning Modules of Temperature, Pressure Sensors etc.
(iv) Auto engage pneumatic adopters to withstand 0-30 bars pressure with proper housing
support mounted on the housing itself.
The required measurements and their frequency of measurement are separately detailed in
Annexure-4to Annexure-8.
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5.2.1 Speed Measurement (Engine and Turbo):
The tolerance for temperature sensors shall be as per JIS C 1602, JIS C 1604 class A / EN
60751(for Pt-100)
Accuracy in °C: ± 0.15 + 0.002*temperature for PT 100
Accuracy in °C: ±1.5 °C or ± 0.004*temperature for K type Thermocouple
An exhaustive list of required readings and ranges in temperature is given in Annexure-4 to
Annexure 6.
Note: The scope also includes mounting of temperature sensors with suitable adaptors on
engine at various locations as instructed by RDSO.
Temperature Calibrator / Oven (02 Nos): shall also be in the scope of supply. Temperature
Calibrator/Oven should be capable to calibrate any Temperature Sensors upto 1200 ºC
(Accuracy ± 0.01 % or better).
High stability Dry Block Calibrator for the calibration of temperature sensors (0 to 1200oC)
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Technical Specification for low temperature calibrator: (1 No.)
Minimum Temperature 0 0C
Maximum Temperature 700 0C
Heating Time 45 Minutes or less
Cooling Time 2 Hrs or less
Accuracy 0.1 0C
Stability ± 0.1 0C or better
Insert Diameter 27 mm or more
Insert Depth 140mm or more
Number of sensors to be held 02 or more
PC Interfacing
Automatic calibration Software
Tool for insertion tube for holding sensors
Heat resisting arrangement to check heat loss in the sensor insertion area
The pressure measurement system(s) should be provided with pressure sensors, cable,
connectors (convenient to use, fit, remove, and replace) and standard interfaces with signal
conditioning modules. Measurement of pressures at various locations will be in the ranges as
given in Annexure 7 and Annexure 8 with accuracy of at least ± 0.15% FSO.
Note: The scope also includes mounting of pressure sensors with suitable adaptors and pipes
etc. on engine at various locations as instructed by RDSO.
Flow measurement system supplied should be of integral type having highly refined digital signal
processing electronics, so that accurate and stable mass flow measurement is achieved.
Automated test bed for dual fuel CNG engine should have suitable flow measurement system for
Fuels(CNG and Diesel), lubricating oil, engine cooling water and air.The details are as follows:
Fuel (Diesel): Mass flow rates measurement device should be based on Coriolis principle.
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Lubricating oil: The device should be based on Coriolis principle.1 inch diameter pipe for
fitment of the flow meter will be used.
Air Flow: The device should be based on hot film Anemometer or better principle.
Test cell should have provision for measurement of barometric pressure and relative humidity.
The features of barometric pressure and relative humidity measuring equipment are as follows:
Barometric Pressure: Measurement equipment should be capable for online ambient pressure
measurement in the test bed with the following features:
Temperature compensation and linearization shall be included in the sensor itself. Complete
electrical connection and communication to the control stand is to be provided.
Note: The scope also includes mounting of above sensors with suitable adaptors, pipes etc. at
locations as instructed by RDSO.
Portable Vibration and Noise measurement system shall be interfaced with the control system.
The number of channels should be expandable.
Note: The scope also includes mounting arrangement of sensors of above system with suitable
adaptors at locations as instructed by RDSO.
Knock Measurement System with sensors should be provided and fitted/mounted on all 16
cylinders of engine.Non cooling type piezoquartz based sensors, integrated with suitable
software are to be used for the measurement of Knock.
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Natural Frequency 69 KHz.
Temperature Co-Efficient of sensitivity 0.003 % / ºC from 20 ºC to 80 ºC
Software
Software to recognise the knock pulses and analysis of the signals for the diagnosis of
theimproper ignition will be part of supply.
Electronics
Suitable amplifiers for acquisition and interfacing with High Speed Data AcquisitionSystem and
PC will be the Scope of Supply.
Note: The scope also includes machining in engine components, mounting arrangement of
knock sensors with suitable adaptors on engine at locations as instructed by RDSO
The tenderer has to supply, install and commission complete high speed data acquisition system
interfaced with main control system of test bed.High speed data acquisition system includes
complete hardware and software for measurement of peak firing pressure, fuel line pressure,
IMEP, injection timing, nozzle lift, valve lift, Knock Analysis, Heat Release, PV Diagram etc.
Hardware Requirements:
1. Suitable optical angle encoder with Amplifier, fitting arrangement and cables.
2. Suitable Piezo resistive sensors cooling/Non-cooling type, with cables, adopters and
charge amplifiers for the measurement of peak cylinderpressure of up to 250 barin
maximumfour nos cylinders at temperature up to 1200 °C.
3. Suitable LVDT (Linear variable differential transformer) based, positioning
sensors,amplifier, adopters and cables for the measurement of valve and needle lift in
two of the cylinder of the engine.
4. Suitable sensors, amplifier, adopters and cables to measure Fuel Line in four nos HP
tube for pressure up to 2500 bar.
5. The whole unit integrated with all the signal conditioning amplifier racks will be
mounted on a portable trolley with heavy duty self-locking wheels fitted underneath.
6. The Unit should have individual UPS unit (Minimum 2 KVA with half (1/2) an hour
back up).
Software Requirements:
1. Suitable software for interfacing and transportation of the data acquired by the High
Speed Data Acquisition system with the automated test cell control system.
2. Suitable Software for Data Acquisition and Display of Entire Data in the monitor of
Automated Test Facility and simultaneously on a 21” LED monitor of the High
Speed Data Acquisition system.
3. Suitable software for Post Processing and analysis.
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5.2.9 Interfacing with existing emission equipments:
The test bed controller offered should be interfaced with the existing emission measurement
system. The Test bed Controller should be able to start and stop the measurement of Emissions
from the Control desk and should be able to acquire measured emissions data so that an
integrated performance, emissions and combustion data file can be generated by the Test bed
Controller. Emission measurement equipment will include the gaseous emissions measurement
system, PM gravimetric measurement system, smoke measurement system, FTIR based
spectrometer (Fourier Transformation Infra-Red Spectroscope) and EEPS (Exhaust Emission
Particulate Sizer).The requisite information will be given by RDSO on request.
All the interfaces should be part of the Test cabin controller and should be based on open
architecture with plug ‘n’ play feature.CAN- bus interface is preferred in between ECU and
Automated Engine Test Bed Control System (AETBCS).
Type Hydraulic
Max. Performance 2500 HP
Max. Speed 2500 RPM
Max. Torque 15000 Nm.
Max. Balance Indication 50 kN.
Measuring Range of Speed Indication 0-3000 RPM
Load cell High accuracy strain gauge load cell for
torque measurement
Regulation of the Brake Digital control
Max. Water Outlet temperature Dyno outlet temperature shall be 650C
max. and the Temperature difference
between outlet and Inlet temperature.
should not be more than 200C.
Lubrication Forced air lubrication of dyno bearings
Indication for the rotation of the Dynamometer Should be clearly engraved on the
Dynamometer
Dynamometer Control cables Not less than 30 meter in length
Coupling Dynamometer and engine Drawing of engine end coupling is
available at Annexure - 11
The Dynamometer controller system supplied with the system should be compatible with the
automated test bed control Hardware and Software systems. Its load cell calibration system is
also to be provided with the dynamometer. Suitable coupling arrangement between engine and
dynamometer shall be supplied by the tenderer. Typical Duty cycle & operating points at various
notches of DEMU engine is given at Annexure –10.
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6. Ventilation system:
It has two components:
A) Fresh Air Supply
B) Room Exhaust (Hot Air Removal)
The recommended Centrifugal Blower is of Double Inlet Double Width Limit Load type
suitable for Belt Drive. The Blower is of standard MS construction and has smooth interior. It
has backward curved multi-bladed impeller in heavy gauge sheet steel construction. This Blower
is ideal for Ventilation System that handles very large volume of air at less speed and pressure.
The maximum load of blower is specified and cannot be over-worked. Blower shall be painted
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with two coats of Epoxy Primer both on the interior & exterior and finished with Epoxy paint
on the exterior.
Drive Motor shall be of reputed Make like ABB / BB / KEC or equivalent of TEFC SC
Induction type suitable to work off 415 V, 3 Phase, 50 Hz., AC Supply with Class ‘B/F’
Insulation and IP-44/55 Protection.
The Intake Filters shall be of Panel type with HDPE media having filtration efficiency of 90%
down to 15 - 20 microns. The Filters are of Dry type with several layers of media crimped to
form deep folds ensuring maximum filtration area vis-à-vis face area of the filter unit resulting in
low differential pressure, high dust retention capacity and high flow rate. These filters shall be
washable type.
The Air Intake Louvre shall be of galvanized iron (GI) with necessary provision for grouting. to
prevent the rainwater entry into the filtration area / plant (blower) room besides avoiding birds,
dry leaves, reptiles, rodents, air-borne objects, etc., which may cause damage to the filters.
The Evaporative Cooling Unit shall consist of three main parts – the Outer Casing of Stainless
Steel with Water Tank of Masonry construction Cellulose Pads and GI / CPVC Pipes & Fittings.
Cooling media shall consist of corrugated sheets of especially self supported wettable strong
cellulose material impregnated with decay-resisting chemicals. Canvas below to be provided at
outlet of the blower to absorb vibrations. Blower to be mounted on Anti Vibration mounts.
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8. Electrical distribution system and lighting
The single line diagram indicating general arrangement for flow of power supply from main
distribution panel to individual equipment is enclosed as Annexure 2 . Power supply to individual
equipment shall be given through isolator. Minimum 3 earth pits to be provided for the system.
The following are the required alternative makes of major electrical items to be used for
electrical system.
Tenderer shall provide over all dimensions of Main Distribution panels & Feeder panels. All
panels shall be made in CRCA sheet having IP 55 protection and finished by powder coating.
Adequate illumination shall be provided in control room and engine room. Light Fittings shall be
Flame proof in Test Cells. Standard energy efficient fittings shall be used in all other areas. All
fittings shall be with electronic ballasts.
The above noise level is measured with test cells operating at full load, all doors closed and with
no background noise within the Corridor.
Acoustic Tiles are to be provided on all sides of the walls including ceiling.
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Doors
Acoustic Doors
Panic Release Mechanism To be provided from Inside for quick exit In case of emergency
.
MOC Double layer of Toughened and shatter proof glass with inert
gas filled or vacuum between two layers.
Fuel piping
A. Diesel
Piping arrangement from available day tank to engine room shall be done by tenderer as per
detailed layout drawing. Piping & Fittings shall be completely leak proof and of MS Class B with
hydraulic fittings.
B. CNG
Water piping
Complete water piping system to be laid from the existing cooling system (existing heat
exchangers and cooling towers) to the engine room for cooling of dynamometer and engine
water and back to hot water tank as per detailed layout drawing.
Audio/ Visual indication to be provided by flasher & Hooters.In addition to this, conventional
fire Extinguishers 3 nos. (Soda Acid Type ) to be provided in the test cell and 2 nos in Control
Room for attending fire.
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Annexure- 1
LAYOUT OF TESTBED
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Annexure- 2
ELECTRICAL DISTRIBUTION SYSTEM
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Annexure- 3
Broad Details of System Deliverables
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Annexure-4
Low Temperature Channels
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Annexure-5
Gas Temperature Channels
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Annexure-6
High Temperature Channels
S.No. Norm Name Description Range Expected pressure
range (bar)
1. TGCHL_1 Temp. Exhaust Air Cyl L 1 0-1200 °C 1-250
2. TGCHL_2 Temp. Exhaust Air Cyl L 2 0-1200 °C 1-250
3. TGCHL_3 Temp. Exhaust Air Cyl L 3 0-1200 °C 1-250
4. TGCHL_4 Temp. Exhaust Air Cyl L 4 0-1200 °C 1-250
5. TGCHL_5 Temp. Exhaust Air Cyl L 5 0-1200 °C 1-250
6. TGCHL_6 Temp. Exhaust Air Cyl L 6 0-1200 °C 1-250
7. TGCHL_7 Temp. Exhaust Air Cyl L 7 0-1200 °C 1-250
8. TGCHL_8 Temp. Exhaust Air Cyl L 8 0-1200 °C 1-250
9. TGCHR_1 Temp. Exhaust Air Cyl R 1 0-1200 °C 1-250
10. TGCHR_2 Temp. Exhaust Air Cyl R 2 0-1200 °C 1-250
11. TGCHR_3 Temp. Exhaust Air Cyl R 3 0-1200 °C 1-250
12. TGCHR_4 Temp. Exhaust Air Cyl R 4 0-1200 °C 1-250
13. TGCHR_5 Temp. Exhaust Air Cyl R 5 0-1200 °C 1-250
14. TGCHR_6 Temp. Exhaust Air Cyl R 6 0-1200 °C 1-250
15. TGCHR_7 Temp. Exhaust Air Cyl R 7 0-1200 °C 1-250
16. TGCHR_8 Temp. Exhaust Air Cyl R 8 0-1200 °C 1-250
17. TETLI Temp. Exh. (Turbo Left) In 0-1200 °C 1-10
18. TETLO Temp. Exh. (Turbo Left) Out 0-1200 °C 1-10
19. TETRI Temp. Exh. (Turbo Right) In 0-1200 °C 1-10
20. TETRO Temp. Exh. (Turbo Right) Out 0-1200 °C 1-10
21. TEC Temp. Exhaust Chimney 0-1200 °C 1-10
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Annexure-7
Low Speed Pressure Channels:
(Low speed pressure channels (scalable upto 200Hz)
List of Pressure Channels is as below:
23. PATLO Pressure Air Turbo Left Out bar 0-10 0–800C
24. PETLO Pressure Exhaust Turbo Left Out bar 0-10 0–6000C
25. PATRO Pressure Air Turbo Right Out bar 0-10 0–800C
29. PDACL Pressure Drop Air After Cooler mbar 0 to 350 0-800C
Left
30. PDACR Pressure Drop Air After Cooler mbar 0 to 350 0-800C
Right
31. PDCOOL Pressure Drop in Lube Oil Cooler mbar 0 to350 0-800C
32. PGTO Pressure Gas Turbo Left Out bar 0-10 0-800C
33. PGTO Pressure Gas Turbo Right Out bar 0-10 0-800C
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Annexure-8
High Speed Pressure Channels (1 MHz):
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Annexure-9
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Annexure -10
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Annexure-11
DRAWING OF ENGINE END COUPLING
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Annexure – 12
Sample Engine Data Sheet
Diesel Engine General Data:
SN DESCRIPTION
1. Make & type Cummins KTA 50L
2. Rated output under UIC and site 1436 RPM
conditions
3. Rated Engine Speed 1800 RPM
4. Number and arrangement of cylinders 16 Cylinders, V – arrangement
5. Cylinder bore 159 mm (6.25 inch)
6. Compression ratio at 13.8:1
a) Rated output b) Idle
14. Pressure Vs. Crank Angle Diagram Available for 1500 HP.
15. Specific Fuel Consumption at various 1800 RPM – 0.339 Lb/BHP-Hr.
throttle positions with tolerance band 1700 RPM – 0.339 Lb/BHP-Hr.
under UIC and site conditions – Lower 1600 RPM – 0.340 Lb/BHP-Hr.
Calorific Value of the Fuel used in 1500 RPM – 0.345 Lb/BHP-Hr.
arriving at SFC figure 1400 RPM – 0.348 Lb/BHP-Hr.
Lower Calorific Value of Fuel – 10300
BTU/min.
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20. Weight of Water contained in the Engine 153 Kg (337 Lb)
21. Weight of Oil contained in the Engine 159 Kg (328 Lb)
22. Temperature of Exhaust Gases at Turbo 1350 0F (max)
Inlet at Rated Output UIC and site
conditions
23. Method of Starting the Engine Air Starter Motor
24. Estimated Period between Major 22000 to 25000 hours of Engine operation
Overhaul with recommended operation and
maintenance practices.
25. Periodicity of Overhauling the following Based on performance of Engine and
critical items: condition of various components.
- Turbocharger
- Air and Exhaust Valve
- Connecting Rod Bearings
- Fuel Injection Pump
- Fuel Injectors
26. Special Design Features of Engine 1. PTG – AUTO – AFC Fuel Pump
highlighting the measure which have 2. STC (Stepped Timing Control) Injectors
been taken to achieve: with 2 STC Oil Control Valves. Variable
- Lower Specific Fuel Injection Timing.
Consumption 3. 2 Breathers on each Bank
- Lower Lube Oil Consumption 4. Pulse Tuned Exhaust Manifold
- Reduced Thermal and Mechanical 5. Valve Rotators for both Intake and
Loading of critical components Exhaust Valves reduce Wear of Valve seat.
- High reliability
- Maximum availability
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Fuel Injection System
SN Description
1. Type Cummins PT system
2. Diameter of pump plunger Not applicable as Cummins PT
system is a low pressure system
3. Number and diameter of holes in nozzle Number of Hoses = 10
Diameter of holes = 0.0085 Inches
(0.2159 mm)
4. Spray cone angle 100 +/- 10
5. Whether fuel injection timings are fixed Fuel Injection timing is variable
or variable with engine speed / load with engine speed and load. This is
achieved with STC (Step timing
control) Injectors.
6. Single / Double walled high pressure High pressure pipes are not
pipe required for P T system as pressure
in fuel lines from fuel pump to
injectors is low (around 115 psi in
this case)
7. Details of injection pump, injector and Cummins P T Fuel Pump – PTG-
nozzle AUTO-AFC type.
Injector – Unit Injectors with S T C
configuration along with nozzle
Turbocharger
Air flow will be 5kg/sec. (max.) at rated output, This comes to 18000 Kg/h.
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Charge Air Cooler
Exhaust System
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Valves
Cylinder Head
Cylinder Block
Crankshaft
Cylinder Liner
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Fuel System
Sl. Description
No.
1. Type of primary and secondary stage filters Primary filter paper Micron
and their efficiency capability and secondary filter –
paper – paper micron capability and
9
2. Pressure drop permitted at the operating New Filters – 15 Inches (Max)
point for new and dirty filters Dirty Filters – 25 Inches (Max)
3. Periodicity of attention Every day
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