0

GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

SPECIAL CONDITIONS

FOR

DESIGN & DEVELOPMENT OF ‘TURBOCHARGER TO SUIT MILLER CYLE TIMINGS

FOR HIGHER FUEL EFFECIENCY AND REDUCED EMISISONS’ FOR DLW BUILT 16

CYLINDER 3100/3300/3600 HP ALCO ENGINES OF INDIAN RAILWAYS

Specification No. TS/ED/ 2012/64

Engine Development Directorate

Research Design and Standard Organisation

Manak Nagar, Lucknow- 226011

1

INTRODUCTION

Research Designs and Standards Organization (RDSO) under Ministry of Railways at

Lucknow is the central research organization of Indian Railways (IR) and headed by Director

General, RDSO. Director General is assisted by Additional Director General, Sr. Executive

Directors and Executive Directors, heading different directorates. RDSO has various directorates

for smooth functioning including Engine Development Directorate (EDD). EDD is engaged in

design and development of railway traction diesel engines and has CAD, engine simulation and

computer centre, dedicated engine test cells, fuel injection lab, instrumentation lab and other

facilities to carry out diesel engine development work.

EDD has taken up projects in the area of Reduction of Fuel consumption and reduction of

Exhaust Emission from Diesel Locomotives of Indian Railways. As part of the ongoing efforts to

reduce fuel consumption and harmful exhaust emissions from diesel locomotives of IR, it is

planned to develop a Turbocharger to suit Miller cycle timings for higher fuel efficiency and

reduced emissions. It is envisaged to develop a package of components for implementation of the

Miller Cycle timing turbocharger. This will broadly consist of a Turbocharger of requisite

capacity for higher boost pressure air flows and suitable Camshaft with modified air and exhaust

lobes to suit Miller timings.

OBJECTIVE

Indian Railways intends to invite reputed designers and manufacturers for design, development,

supply, installation and commissioning of a Turbocharger to suit Miller cycle timings for higher

fuel efficiency and reduced emissions for DLW built 16 cylinder 3100/3300/3600 HP Alco

engines of Indian Railways along with camshaft.

SCOPE OF THE PROJECT

1. It is planned to design, develop, supply, install and commission a Turbocharger to suit

Miller cycle timings for higher fuel efficiency and reduced emissions for DLW built 16

cylinder 3100/3300/3600 HP Alco engines of Indian Railways along with camshaft.

2. No other component besides the turbocharger and the camshaft is proposed to be changed

to meet the desired performance.

3. The turbocharger being offered has to be compliant to use of biodiesel in addition to the

High Speed Diesel (with major fuel content of High Speed Diesel).

4. The project is proposed to be covered under the ambit of CDM and the carbon credits so

accrued will be owned by Indian Railways.

2

QUALIFYING REQUIRMENTS OF TENDERERS

1. The tenderer should be in line of design, development and manufacture of Turbocharger to

suit Miller Cycle timings for higher fuel efficiency and reduced emissions. The firm itself must

possess this qualification. Representation on behalf of a reputed manufacturer or

designer/consultant will not be sufficient. The tenderer should have designed and developed

high efficiency turbochargers for diesel engines of similar or higher horsepower rating and

must have supplied not less than 200 turbochargers in the last 2 years ending 31st March of the

previous financial year. High efficiency is indicated to mean a global efficiency of

turbocharger greater than 70% at 3100 hp engine rating (rated horsepower of the engine).

[Global efficiency is defined as below: -

ηTC(global) = ηturbine x ηcompressor x ηmechanical]

The firm should submit documentary evidence of having made the above supplies.

2. The tenderer should have following capabilities: -Personnel who are qualified and experienced

in design and development of high efficiency turbochargers. High efficiency is indicated to mean

a global efficiency of turbocharger greater than 70% at 3100 hp engine rating (rated horsepower

of the engine). The tenderer should submit qualification and experience profile of such personnel

along with the offer.

3. The tenderer should have requisite machinery and plant and/or software to carry out design,

manufacture, inspection and testing of high efficiency turbochargers. The tenderer should

submit list of relevant machinery and plant used in design, manufacture, inspection and testing of

the high efficiency turbochargers.

4. Turnover of the firm should not be less than Five (5) million US Dollars or equivalent in any

other countries currency on the date of opening, in the last three years ending 31st March of the

previous financial year.

The firm should submit following documents in support of the above clause:-

Balance sheet for last three years

Profit and loss accounts statement for last three years

USE OF INFORMATION

EDD, RDSO reserves the right to use information received in the replies for further development

of the project. Mere fact of responding, however, shall not confer any Right on the parties to

preferential treatment at the subsequent bid/ development stage.

3

DISQUALIFICATION

RDSO would like to caution that the respondents shall be ineligible to bid for or participate in

the following cases: -

a. In regard to matters relating to the security and integrity of the country, any charge sheet

by any agency of the government/ conviction by a court of law for an offence committed

by the company or any sister concern of the company would result in disqualification.

The decision in regard to the relationship between the sister concerns would be taken by

RDSO, based on the relevant facts and after examining whether the two concerns are

substantially controlled by the same person / persons.

b. In regard to mattes other than security and integrity of the country, any conviction by a

court of law or indictment / adverse order by a regulatory authority against the company

or against any sister concern which relates to a grave offence, or would constitute

disqualification. Grave offence is defined to be of such a nature that it outrages the moral

sense of the community. The decision in regard to the nature of the offence would be

taken on case to case basis after considering the facts of the case and relevant legal

principals by RDSO.

c. In regard to matters of International Trade, any conviction by an International Agency

like U.N or any other Government besides the Government of India, against the

company or against any sister concern which relates to grave offence, or would constitute

disqualification.

RIGHT TO ACCEPT OR REJECT ANY OR ALL APPLICATIONS-

Notwithstanding anything contained, the authority reserves the right to accept or reject any

application to annul application process and reject all applications, at any time without any

liability or any obligation for such acceptance, rejection or annulment and without assigning any

reasons thereof.

The authority reserves the right to reject any application if

At any time, a material misrepresentation is made or uncovered, or

The applicant does not provide, within the time specified by the authority, the

supplemental in formations sought by the authority for evaluation of the application. Such

misrepresentation/ improper response shall lead to the disqualification of the Applicant .If

the applicant is a Consortium, then the entire Consortium shall be disqualified / rejected. If

such disqualification/rejection occurs after the applications have been opened and the

applicant gets disqualify/ rejected, then the Authority reserves the right to take any such

4

measure as may be deemed fit in the sole direction of Authority, including annulment of the

Application process.

The Authority reserves the right to verify all statements, information and documents

submitted by the Applicant in response. Failure of the Authority to undertake such

verification shall not relieve the Applicant of its obligations or its liabilities hereunder nor

will it affect any rights of the Authority there under.

TECHNICAL SPECIFICATIONS-

Technical specifications are enclosed.

5

GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

TECHNICAL SPECIFICATION

FOR

DESIGN & DEVELOPMENT OF ‘TURBOCHARGER TO SUIT MILLER CYLE TIMINGS

FOR HIGHER FUEL EFFECIENCY AND REDUCED EMISISONS’ FOR DLW BUILT 16

CYLINDER 3100/3300/3600 HP ALCO ENGINES OF INDIAN RAILWAYS

Specification No. TS/ED/ 2012/64

Engine Development Directorate

Research Design and Standard Organisation

Manak Nagar, Lucknow- 226011

6

TABLE OF CONTENTS

1.0 Background 7

2.0 Objective of the Project 8

3.0 General requirements 9

4.0 Methodology 11

5.0 Deliverables 12

6.0 Technical data and drawings 12

7.0 Performance tests on RDSO Engine test bed 12

8.0 Performance tests on locomotive 13

9.0 Confidentiality of test results 13

10.0 Training and inspection 13

11.0 Warranty 14

12.0 Payment terms 14

Annexure I to VI 15-19

7

1.0 Background-

Engine Development Directorate (EDD) of Research Design and Standards Organization,

Lucknow (RDSO) under Ministry of Railways is proposing to develop a Turbo charger to

suit Miller cycle timings for higher fuel efficiency and reduced emissions for DLW built

16 cylinder 3100/3300/3600 HP Alco engines of Indian Railways (IR).

The Alco engines are large bore diesel engines capable of producing power from 3100 to

3600 HP.

Technical specification of the engine is as given below:

Configuration V-16, DI, 4S, Turbocharged, Inter-cooled Diesel engine

Bore/ Stroke (mm) 228.6/ 266.7

Displacement 10.95 liter/ cylinder

Compression Ratio 11.75 (static)

Fuel Injection Equipment Mechanical pump line nozzle system**

Nozzle Opening Pressure 275 bar

Rated Power 2312 kW at 1050 rpm

Torque at max. speed 22000 Nm at 1050 rpm

** This is being replaced by Electronic Fuel Injection System and there is a likely hood

that the Miller timing turbocharger kit may be fitted on locomotives fitted with

Mechanical fuel injection system or an Electronic fuel injection system

Based on literature survey and a report as available with IR on reduction in emissions it is

opined that the following path shall be followed-

a) By changing the existing turbocharger with a Miller based turbocharger.

b) Developing a camshaft to suit the above requirement.

c) Timing of opening and closing of exhaust and inlet valve.

d) Varying the scavenging period.

e) Improving the compression ratio of the piston. [For the purpose of this project it is

proposed to use the existing 12.5(subsequently with optimized combustion

chamber)/11.75 CR pistons (for prove out activity) available with EDD. It is proposed

to carry out a 3-D combustion CFD using KIVA open code software to develop

combustion chamber for the 12.5 compression ratio piston which is optimized for the

Miller timing turbocharger boost pressures and modified timing diagram to suit the

Miller timings].

Wide scale implementation of this kit shall depend upon the outcome of the development

process and results achieved. However while proposing the tenderers may keep in mind

8

that it may be used on newly built locomotives or also as a retro fitment solution on the

existing diesel locomotives.

It is proposed to replace only the turbocharger and the camshaft in the existing

configuration to achieve the desired objectives. For the purpose of this project one loco

set of 12.5/11.75 CR pistons shall be supplied by EDD. The camshaft development would

be limited to include design and development of the air and exhaust cam lobes. The

existing after cooler may be adapted to suit the requirement so that the air reaches the

same air temperature before intake as in current configuration or is better. The tenderer

would need to study and certify that the design of the existing fuel lobe on the camshaft

would meet its requirement and that the new designs of air and exhaust cam lobes can be

accommodated along with the existing fuel lobe design on the same camshaft without any

other modification. The tenderer is supposed to work on the existing unit cam shaft

envelope only.

Consultants report, drawings of existing unit cam shaft, base line Electronic fuel injection

and Mechanical fuel injection systems fitted engine performance, emissions and

combustion data will be shared on signing of a Non Disclosure Agreement with EDD and

certifying that this information shall be used only for development aid in this project and

nowhere else.

For design, development and manufacture of camshaft the tenderer may tie-up with

suitable vendor(s) (if the camshaft design and manufacture capability is not available in-

house with them) who are in the field of design of camshaft and manufacture of camshaft

respectively. This is essential as the performance of Miller timing turbocharger will

depend on the design of suitable miller timing camshaft. In any case, it will be the

responsibility of the tenderer for prove-out of the turbocharger and camshaft offered by

them. Capability and resources assessment of the sub-vendor, if any, engaged by the

tenderer shall be the responsibility of the tenderer.

2. Objective of the project-

Following minimum broad objectives are required to be met: -

Reduced NOx emissions by 20% vis a vis an Alco locomotive fitted with

Electronic Fuel Injection System(16mm plunger diameter)

Reduced BSFC by 2% vis a vis an Alco locomotive fitted with Electronic Fuel

Injection System. (16mm plunger diameter)

Reduction in exhaust gas temperature upto 50 degree centigrade vis a vis an Alco

engine fitted with Electronic Fuel Injection System(16mm plunger diameter)

No increase in the PCP of the engine beyond 125 bars.

Envelope of the components offered to be within the existing envelope.

Sufficient surge margin of the Turbocharger

Increase air/fuel ratio at part load

Reduced Life Cycle costs

Prolonged Maintenance and Time Between Overhaul intervals

9

The turbo charger being offered should be certified that it is compliant to use of

Biodiesel also in addition to the high speed diesel. (With major fuel content of

High Speed Diesel).

No other component besides the turbocharger and the camshaft should be required

to be changed to meet the desired performance.

The project is proposed to be covered under the ambit of CDM and the carbon

credits so accrued will be owned by Indian Railways.

The existing fabricated engine block/ crankcase of the 3100 hp rated ALCO 16

cylinder is rated at 125 bar PCP. The tenderer should ensure that the PCP should

not exceed this limit without any detriment to in-vogue fuel efficiency of the

engine. Envelop constraints of the locomotive may be adhered to. [IR has a

separate programme to develop a 165 bar PCP cast block. Likelihood exists in

future that this developed kit may be fitted on this cast block]

The tenderer shall plan to develop design iterations for prototype of the associated

components so that the desired objective is achieved. [The tenderer shall plan to

develop design iterations for one prototype of the associated components however

if required the tenderer should be prepared to provide against the project requisite

number of iterations as required to meet the laid down objectives.]

3. General Requirements-

Details of the present Cam shaft and EFI are as given below: -

Parameter Cam Shaft of ALCO 16 V

Type Stiffer Unit Cam Shaft

IVO BTDC 72 degrees

IVC ABDC 48 degrees

EVO BBDC 66 degrees

EVC ATDC 66 degrees

Copy of valve timing diagram is enclosed as annexure VI. Data is indicative.

Electronic Fuel Injection System:

EDD has developed Electronic fuel injection system with 16 mm plunger diameter and

Electronic Control Unit along with required software for one ALCO Locomotive, 16502 R which

is at present in service at Diesel Locomotive Shed,Alambagh,Northern Railway.

The Miller timing turbocharger kit must exhibit the following improvements in duty cycle fuel

consumption and regulated emissions. These values are based on the measurements done on the

Electronic Fuel Injection system fitted Alco engine on the test bed.

10

Parameter

Minimum reduction

targets to be achieved

based on HSD as fuel

with 11.75 CR pistons

vis-a-vis EFI fitted loco.

Rated horsepower range (kW) 2312.6/2461.8/2685.6

bsfc (g/kwh) 202.4 Minimum 2% over

measured value.

NOx emissions As achieved in EFI Minimum 20% over

measured values.

Indicative Engine data for ALCO engines is given at Annex I and performance data for ALCO

engine at full power is given at Annex II. The typical Indian Railway operating duty cycle for

diesel locomotives is given at Annexure-III.

Rail Traction Characteristics

The Turbo charger Kit to suit Miller Cycle Timings for higher Fuel efficiency and reduced

Emissions shall be suitable for Rail traction service; which is characterized by wide, fluctuating,

cyclic load patterns, and extended intervals of operation at idle & full load.

Operating conditions

It shall be sturdy and reliable in operation and incorporate components that can withstand the

hostile environmental conditions in the engine room such as dust, water, fuel/ lubricating oil,

vibration, extreme temperatures, Electrostatic / Electromagnetic interference, and an extremely

noisy power supply.

Mounting Arrangement

The complete system shall be mounted on the engine first at EDD Test Bed and after successful

trials at EDD test bed shall be mounted on an actual locomotive in the field.

Safety Requirements

The Turbo charger Kit to suit Miller Cycle Timings for higher Fuel efficiency and reduced

Emissions on a DLW build 16 –Cylinder ALCO engine shall be so designed that safety of the

locomotive and personnel are not compromised.

Preventive Maintenance

The Turbo charger Kit to suit Miller Cycle Timings for higher Fuel efficiency and reduced

Emissions on a DLW build 16 –Cylinder ALCO engine shall be so designed that no maintenance

including inspection of any type shall be required before 180 days. The manufacturer shall

11

specify the preventive maintenance schedule required. Care shall be taken by the manufacturer to

ensure that these schedules match the existing locomotive schedules, and the least work content

in these schedules shall be preferred.

Ambient conditions-

The Turbo charger Kit to suit Miller Cycle Timings for higher Fuel efficiency and reduced

Emissions on a DLW build 16 –Cylinder ALCO engine shall be so designed that it should be

able to work in extremely dusty and desert terrain, coastal areas, withstand vibration levels on

test bed and run etc. Suction temperatures may be as high as 55 degree centigrade (ambient) and

would need to work over the territory of IR including tunnels.

Other Design Requirements -

To ensure easy fitment, the following restrictions in the design shall apply:

1. The Turbo charger to suit Miller Cycle Timings for higher Fuel efficiency and reduced

Emissions Kit shall be designed in such a manner, that no major modification to the

existing engine shall be required for its fitment.

It should not be necessary to have reduced air manifold temperatures, or change in air

inlet requirements.

The Idle and light loads should not require throttling the air flow

The kit should be an easy retrofitable solution requiring one is to one replacement of a

Turbocharger and a camshaft set only.

Firm must be willing to carry out combustion chamber CFD using KIVA open code

software to ascertain the most optimum design to suit the changed valve timings and

boost pressures.

The converted engine should improve on the performance and efficiency of the base

diesel engine

2. Performance, emissions and durability test shall be conducted at EDD Test Bed.

Durability test shall consist of 100 hrs run of the Miller cycle kit fitted engine at the rated

engine speed and load. On successful completion of the performance, emissions and

durability test on the test bed, performance test shall be done on an EFI fitted diesel

locomotive. Reliability verification testing of the Miller Cycle kit for a period of 6

months shall be done on a retrofitted diesel locomotive.

3. Firm should be willing to conduct overall system integration, testing, optimization and

validation of the Turbocharger and camshaft kit to suit Miller Cycle timings for higher

fuel efficiency and reduced emissions on the test engine of ALCO as well as the Alco

locomotive in coordination with Indian Railways.

12

4.0 Methodology-

It is planned to replace the present Turbocharger with a Miller technology based Turbocharger

and Stiffer Unit Cam Shaft with one set new design cam shaft. It should be compatible with

existing components and shall consist of [but not limited to] the following activities: -

1. Procurement of the parts of the Miller technology based Turbocharger, new design cam shaft,

as per the designs and specifications.

2. 3D CFD of the combustion chamber using KIVA open code source software to optimize the

combustion chamber geometry to suit the higher boost pressure and miller cycle valve

timings.

3. System integration on the engine in the Engine Test Bed at RDSO.

4. Optimization and proving out of the Turbo charger kit to suit Miller Cycle Timings for

higher Fuel efficiency and reduced Emissions on the ALCO engine on the Engine Test Bed

at RDSO and Locomotive.

5. Field trials and reliability verification testing in the field

6. Debugging and development of final technical designs, drawings, programs for large scale

field implementation

5.0 Deliverables-

The requirement envisages inclusion in the offers, separately, of the following proposed

deliverables but not limited to-

1. One number Miller technology with optimized timing high efficiency turbo charger with

adaptation parts if any.

2. One finished loco set (16 Nos.) of stiffer unit cam shaft to suit the above turbo charger with

modified air and exhaust cam lobes and retaining the original fuel lobe design. [It may be

kept in mind by the tenderer that if iteration is called for based on test bed result; same shall

be in scope of supply of tenderer only till the time stated objectives for performance are

achieved.]

3. Manufacturing drawing of the revised camshaft for subsequent procurement use of IR.

4. One complete set of Specifications, material test reports, apparatus instructions, manual for

the above, spare parts catalogue, including detailed dimensioned drawings of the interfacing

dimensions except the proprietary design details

5. Full technical support and update for a period of minimum two years after successful

installation and commissioning.

6. Training needs to be provided to the personnel nominated by RDSO at the time of fitment at

EDD Test Bed.

7. Report of 3D CFD of the combustion chamber optimization to suit the higher boost pressure

and miller cycle valve timings and manufacturing drawing of the most optimum combustion

chamber geometry(s) for the 12.5 CR pistons.

6.0 Technical Data and drawings-

To support the claims regarding the design, fitment, maintenance, operation, performance,

reliability etc. the tenderer is required to submit the following documents along with their offer:-

13

1. Details of Turbo charger to suit Miller Cycle Timings for higher Fuel efficiency and reduced

Emissions Kit on similar engines or engines of similar power output.

2. Tenderer must be willing to develop required special tools and jigs required for the

maintenance of Turbo charger to suit Miller Cycle Timings for higher Fuel efficiency and

reduced Emissions Kit on a DLW build 16 –Cylinder ALCO engine. Tenderer should specify

the details of the specifications, data and drawings to be provided by RDSO.

3. For the entire major bought out items/components, the essential detail should be given in the

offer. In addition, the tenderer must give para-wise remarks to all the clause of specification

in absence of which the offer is likely to be ignored.

4. Tenderer may offer any other feature felt essential to achieve better performance than stated

objectives with technical aspects and price impact of these additional features.

7.0. Performance Tests on RDSO Engine Test Bed-

The performance of the Turbo charger kit to suit Miller Cycle Timings for higher Fuel

efficiency and reduced Emissions in respect of fuel consumption, brake specific energy

consumption, and Emission reduction is most important. Any specific instrumentation

required to be provided by RDSO on the test bed engine (at RDSO) such as additional

sensors for measurement of parameter should be detailed in the offer.

The specified performance ,over the duty cycle,shall be validated on the test bed of

ALCO engine at Engine Development Directorate, Research Designs & Standards

Organization (RDSO), Lucknow, India .

The ALCO engine will be run at the predetermined speed and load points during the test

as per Annexure-IV. The optimization will be done under the identical conditions and

combination of components. The engine will be loaded by hydraulic dynamometer

controlled by AVL test commander. For calculation of corrected horsepower and brake

specific fuel consumption, ALCO formula will be used. The performance parameters will

be recorded in direction of descending order of load and speed.

The Tenderer in consultation with RDSO shall draw up the optimization programme.

The detail of data acquisition system of the test bed is at Annexure-V.

Performance tests on RDSO Engine Test beds shall be carried out for a period of two

months after complete assembly.

8.0 Performance Tests on Locomotive-

After the validation of the system performance on ALCO engine test bed at Engine

Development Directorate, RDSO, the system would be fitted on an EFI fitted ALCO-

DLW diesel locomotive. After proving out the performance requirement on the

locomotive, its maintainability and reliability under field conditions (Reliability

Verification Testing) would be jointly monitored by RDSO and the manufacturer for 6

14

months. All problems noticed during this period be logged and a satisfactory solution

shall be found.

9.0 Confidentiality of Test Results-

All data that is generated as a result of testing of Turbo charger kit to suit Miller Cycle

Timings for higher Fuel efficiency and reduced Emissions based engine and/or the test

rigs by Indian Railways shall automatically become the sole property of RDSO. No part

of such information shall be disclosed to any third party without prior written consent of

RDSO, Ministry of Railways.

10.0 Training and Inspection-

Inspection of the scoped supply shall be carried out by representative of Engine

Development Directorate at OEM’s designing facility without any additional cost before

shipment for material deliverables. Expenses for travel to and fro to the Tenderer’s

premises, boarding and lodging of the IR personnel shall be borne by IR.

The Tenderer shall be willing to train IR personnel for short and long trainings in the new

technology.

The tenderer shall indicate for each equipment the relevant specification to which the

equipment shall be type tested. If the tenderer is not prepared to conduct any type test of

particular equipment for any reason, it shall be clearly brought out.

The test programme shall be drawn up by the Tenderer in consultation with RDSO. Type

tests of all equipment shall be carried out by the manufacturer at his own responsibility

and cost in OEM’s design premises in the presence of a representative of IR. Such tests

may include laboratory/ bench tests.

11.0 Warranty-

The supplier shall warranty that the above kit will be free from all defects in material, and

manufacture. The supplier shall, at his expense, rectify/replace any part of the above kit

failing or proving unsatisfactory in service, due to any design and manufacturing defect,

within a period of 24 months from the date of it’s commissioning into service in the

locomotive.

The supplier must effect the replacement under the warranty within 90 days of the failure

and the warranty shall stand extended, by the period that is taken to effect replacement.

The tenderer will have to provide full technical support with training and updates for a

period of two years after successful installation and commissioning

12.0 Payment Terms-

Standard IRS conditions of payment shall be followed.

xxxxx

15

Annexure-I

ENGINE DATA – 16 CYLINDERS DLW built 251-B ALCO engine

1. Application Rail traction diesel (Indian Railways,

Broad gauge) 3100,3300 HP, 3600 HP

2. Engine type DLW built 251-B engine

3. No. of cylinders 16

4. Configuration ‘V’

5. Cycle 4 stroke

6. Bore 9”(228.6 mm)

7. Stroke 10.5”(266.7mm)

8. Compression ratio 11.75:1

9. Ratio of con rod length to crank radius 4

10. Fuel injection (at full load)

Spill port closing 22.0 degree CA BTDC

Duration of injection Approx.34 degree CA

Pumps 17 mm plunger dia, 20mm stroke

Nozzles 0.35 mm dia. 9 holes, 157-degree spray

angle, 90-degree tip angle.

11. Firing order 1R 1L, 4R 4L, 7R 7L ,6R 6L, 8R 8L,

5R 5L, 2R 2L, 3R 3L

12. Valves (4 valve head) Air inlet open 72 degrees CA before TDC

Air inlet close 48 degrees CA after BDC

Exhaust open 66 degrees CA before BDC

Exhaust close 66 degrees CA after TDC

Valve dia 7.62 cm

Max. valve lift 2.04 cm

Port diameter 7.40 cm

13. Turbocharger One per engine

14. After cooler Single water-cooled.

NOTE: These figures are indicative and can be used only for approximate guidance

16

Annexure-II

ENGINE PERFORMANCE DATA AT FULL LOAD- 16 CYLINDERS DLW built 251-B

engine (Mechanical fuel injection system) as available at RDSO Test Bed-

1. Brake horse Power

3100HP 3300 HP 3600 HP

2. Engine speed 1050 rpm 1050 rpm 1050 rpm

3. BMEP

14.25 bar

approx. 15.75 bar approx. 17.17 bar approx.

4. BSFC 154 gm/BHP hr 154 gm/BHP hr 154 gm/BHP hr

5. Turbo inlet temperature 485ºC (approx.) 500ºC (approx.) 535ºC (approx.)

6. Average cylinder head

exhaust temperature 415ºC (approx.) 415ºC (approx.) 415ºC (approx.)

7. Max. Ambient temp.

Expected

55ºc 55ºc 55ºc

8. Specific air consumption

4.5

kg/sec.approx 6.5 kg/sec.approx. 6.54 kg/sec.approx.

9. Vacuum at compressor

air intake

400 mm H2O-g

approx.

550 mm H2O-g

approx.

10. Compressor outlet

pressor

1.60 bar-g

approx 1.82 bar-g approx. 2.20 bar-g approx

11. Pressure drop across after

cooler

0.1 bar approx. 0.1 bar approx. 0.12 bar approx.

12. Inlet manifold pressure

(engine air gallery)

1.55 bar approx. 1.77 bar approx. 2.02 bar approx.

13. Exhaust pressure before

turbine

1000 mm of Hg

approx 1000 mm of Hg

approx.

1120 mm of Hg

approx.

14. Turbine outlet pressure

(Exhaust)

440 mm H2O g

approx. on

engine test bed

440 mm H2O g

approx. on engine

test bed.

640 mm H2O g

approx. on engine

test bed.

15. Maximum cylinder

pressure

1800 psi. 1850 psi. 1950 psi.

NOTE: These figures are indicative and can be used only for approximate guidance

17

Annexure-III

TYPICAL INDIAN RAILWAY OPERATING DUTY CYCLE FOR DIESEL LOCOMOTIVES

NOTCH FREIGHT SERVICE % PASSENGER SERVICE %

Idle 60 49

1st 3 6

2nd

5 7

3rd

3 5

4th

4 4

5th

4 7

6th

5 5

7th

6 5

8th 10 12

Extracted from RDSO report no.-MP-Misc. – 204, Feb. - 2008

Annexure-IV

OPERATING POINT AT VARIOUS NOTCHES FOR ALCO 251B ENGINE

NOTCH 3100 HP 3300 HP 3600 HP

RPM LOAD

(N)

POWER

(HP)

LOAD

(N)

POWER

(HP)

LOAD

(N)

POWER

(HP)

8 th

10503 2160050 3100 2299750 3300 2506550 3600

7th

9503 1908250 2500 2031650 2640 2216350 2880

6th

8503 1601850 1870 1702950 1980 1857750 2160

5th

7503 1382650 1430 1447550 1485 1597150 1620

4th

6503 1061650 950 1113550 990 1214750 1080

3rd

5503 813850 615 877350 660 957050 720

2nd

4503 547150 330 536150 330 584850 360

1st 3503 298450 145 333650 165 376050 180

Idle 3503 213150 105 213150 105 213150 105

NOTE: These figures are indicative and can be used only for approximate guidance

18

Annexure-V

DATA ACQUISITION SYSTEM OF TEST BED

(a) AVL test commander, capable of real time only measurements on 176 channels, controls

the engine. The test commander controls the dynamometer coupled to the diesel engine.

Different parameters like speed, load, torque, power, temperature and pressure at various

critical location of engine are measured and recorded. The test commander operates on

“Window NT” operating system with “PUMA 5” engine monitoring and testing software.

(b) The high-speed data acquisition system (HSDA) of M/s AVL is used to measure online

high-speed parameters of engine such as Cylinder pressure, Fuel line pressure, Injector

needle lift etc.

(c) AVL frequency based fuel balance measures the online Brake Specific Fuel Consumption

and rate of fuel flow. Fuel leak-off is measured separately. The rate of leak off amount is

subtracted from the rate of fuel flow to get the exact consumption of fuel.

19

Annexure VI

VALVE TIMING DIAGRAM FOR STIFFER UNIT CAMSHAFT