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RDSO Technical Specification No. TS/ED/2011/58


Research Designs and Standards Organisation
Manak Nagar, Lucknow– 226 011, India

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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:

 Supply of one 16 cylinder KTA 50L DEMU engine.

 Supply of fuel injection system suitable for direct injection, duel fuel controller (DFC)
along with ECU’s.
 Clear site for installation of test bed and utilities.
 Diesel and CNG supply arrangement for Test Bed operation.

3.2 Tenderer’s scope of work

The Tenderer shall perform the following main tasks:

 Development of detailed layout drawings of complete test bed including all sub
systems.These drawings shall be approved by ED Dte authorised representative.
 Execution of the following works after approval of layout drawings

 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 nature of work includes turnkey execution including complete

civil,mechanical,instrumentation and electrical workpertaining to setting up of test bed with
latest infrastructure being used for R&D test beds worldwide.

4. Details of various works to be executed by Tenderer:

4.1 Test cell control room furnishing with control systems and other

The room required for test cell is already available. Its furnishing shall require all the following

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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.

4.2 Complete engine room construction along with engine and

dynamometer foundation work
The layout drawing indicating the construction of proposed engine room including foundation
drawing for engine and dynamometer is enclosed as Annexure 1. Engine room shall be
constructed as per drawing at Annexure 1.

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. Instrumentation work including installation and

commissioning of all control equipments and dynamometer
The Instrumentation work includes supply, installation and commissioning of the following:

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.

5.1 Automated Engine Test Bed Control System (AETBCS)

The AETBCS should be able to acquire, process, save, display graphically and textually, and
control the engine parameters on-line during the engine test. The loading parameters for
dynamometer should be programmable, as well as, manually alterable on-line with a response
time of less than 0.1 ms minimum. Data throughput rate of signal conditioning module should
be at least 60 kHz or better. Formula calculation frequency and limit monitoring should be at

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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.

Alarms and Indicators

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.

Associated Software Package(s):

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
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.

Operator's Desk: Essential features of operator's desk should include:

a) Operating panel with ergonomic displays and control

b) Display of all values on terminal with user configurability. The display should include
throttle or actuator position for diesel and gas, load/torque, speed.
c) Control of the entire test bed should be possible from the operator desk.
d) The test and control system should be capable of maintaining its own test and operation
diary, including entries for its maintenance on the operator desk, hours run since
inception and since last maintenance schedule should be readily displayed, with reset
e) Capability for engine start (with two step series button control, one from the test bed and
other from the test cabin/control room, with audio and visual (red-light) indicators with
at least 10 seconds gap before start button can be activated), adequate number of
emergency stop buttons placed at several places around the test bed, measurement,
control switches/knobs for engine ‘Stop’, ‘Measurement’, separate activation switches for
diesel flow, gas flow, engine start, ‘Ignition on/off (CNG and Diesel)’.
f) Selection of operating mode such as Idle, Speed/Throttle Angle, Torque/Throttle Angle,
Speed/Torque, and Torque/Speed.

Monitoring: There shall be provision in the Test bed Control System for monitoring the
following activities:

i. Interface to communicate with System Computer

ii. Control via System Computer
iii. Selecting Control Modes
iv. Selecting Demand Value
v. Acknowledging Alarm and Errors
vi. Bump less transfer from one Mode to another Mode
vii. Limit monitoring for 32 Channels input Signals with definable reaction such as
Warning/Switch Off and limit monitoring for Engine parameters viz. Water
Temperature, Oil Temperature, Oil Pressure, Temperature of CNG, Pressure of CNG
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and Leakage of CNG etc. (details available in engine monitoring)
viii. Watch Dog or similar module such as Monitoring of System Signal, Shutdown/Failure
of devices, and Function Test on Power Up.

Broad Hardware configurationwith latest Windows operating system

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:

i. Latest highest version suitable processor

ii. 4GB RAM or more (expandable), 4 MB(expandable) Full Speed Cache Memory
iii. Three 27" LED Colour Monitorswith highest version suitable Graphic Accelerator Card
(with one set spare)
iv. Cordless latest version suitable Key Board and Optical Mouse Kit (with one set spare)
v. 2 Nos. of 140 GB or more, 10,000 rpm or better, SCSI/SAS Ultra Wide Hard Disk
vi. DVD Rewriter (External on USB Port)
vii. Minimum 8-USB (2-USB Ports on front side for easy access), 2-Serial and minimum 2-
Ethernet Cards. All standard ports e.g. LAN, IEEE and Serial etc.

The ‘Engine Automated Test bed Control System’ should have Interface/Control for the
following features:

Parameter Type Control to be provided

Fuel Pump Starter for Diesel Electro-Mechanical Relay Relay Contact and Switch
Fuel Pump Stop for Diesel NO/NC Contact Relay Contact and Switch
Fuel Pump Starter for CNG Spark Less Electro-Mechanical Relay Contact and Switch
Fuel Pump Stop for CNG Spark Less NO/NC Contact Relay Contact and Switch
Air Starting Motor Ingersoll- 24 Volt DC,16 bar air pressure 24 V DC Supply and Relay
Rand recommended Air starter Operated Solenoid Contact
No. SS825GC03R31

Control and Monitoring

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

It shall be possible to display the Measured/Calculated Data selectively in multi-page/multi

screen format with appropriate headers that may be defined by the Operator. Data on the
Control Monitor shall be updated after every measurement. There shall be provision for short-
term storage of Test Data, so that in the event of an Emergency Shutdown, the Operator may
recall the Data measured prior to and at the time of the Shutdown. It shall be possible to recall
data at the rate of up to 20 seconds (or less) intervals up to 10 min prior to the (emergency)
shutdown for 32 selectable/monitored channels. The alarms for Engine Speed, Torque, Fuel
Rack Position, Dynamometer Water Outlet Temperature, Dynamometer Water Inlet Pressure,
Engine Jacket Water Temperature, Lube Oil Pressure, Exhaust Gas Temperature, Exhaust Gas
Turbo Inlet Pressure, Fuel Pressure in Header, Crankcase Vacuum Pressure, Water Temperature
of after Cooler Outlet, CNG inlet Pressure and temperature and Turbo Bearing Oil Pressure
Channels are to be monitored.

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

 Basic Arithmetical operations

 Exponent to base e.
 Logarithms
 Min, Max., and Average Value
 Parenthesis
 Arithmetic Function
 Trigonometric functions
 Logical Operations
 Comparisons
 Boolean

Graphic software for post processing and documentation of engine data

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

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This Software Package shall have the following features:

Data Management - Reading Data from:

 Support of Standard File Formats
 Export of Data to MS EXCEL, MS WORD, and in ASCII format etc.

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
 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.

Engine Test Surveillance:

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:


Fault Action by Supervisory System

Low Lube Oil Pressure : Engine Shutdown and Audio Alarm
High Cooling Water Temperature
Above 90 0C : Audio Alarm
Above 95 0C : Engine returns to Idle. Engine RPM and Load is
dropped to Idle set point.

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Fault Action by Supervisory System

Low Dynamometer Water : Audio Alarm and Shutdown
High Cooling Water Outlet : Visual Indication and Audio Alarm
Low Lube Oil Supply Pressure : Audio Alarm and Shutdown
to Dynamometer Bearing

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.

Engine starting interlock system

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. Minimum 32- Channel Monitoring Capacity

II. Output for both Audible and Visible Alarm
III. Programmable Engine Emergency Stop and parameter limits.
IV. Possibility to set Pre-Low and Low or Pre- High and High limits for each Channel i.e.
Audio and Visual Alarm at first limit (Pre) and Engine Shut-Down at second limit
(Low/High).Engine should come at idle before Shut-Down (except emergency
V. Facilities to `Shut-Down' the Engine [programmable for each Channel]
VI. Provision regarding Engine Monitoring shall be made for the following Parameters:

 Engine RPM (Pre- High and High limits)

 Engine Lube Oil Pressure (Pre-Low and Low)
 Smoke and Fire in Test-Cabin (Shut-Down)
 Smoke and Fire in Engine Room (Shut-Down)
 Diesel Engine Cooling Water Pressure (Pre-Low and Low)
 Dynamometer Water Inlet Pressure (Low limit)
 Dynamometer Water Outlet Temperature (High limit)
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 Fuel Oil Pressure (Low limit)
 CNG Pressure(Low limit, High limit)
 CNG Leakage (Shutdown)
 Dynamometer Overload (Pre- High, and High limits)
 Exhaust Gas Inlet Temperature (High Limit)
 After Cooler Water Outlet Temperature (High Limit)
 Necessary Transducers, Limit Switches, Electronic Control Circuits etc. for Engine
Monitoring System should be part of supply.

Wall mounted junction boxes for housing signal conditioning modules

The ‘Wall Mounting type junction box’ housing shall have:

(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.

5.2 Various Measurementsensors:

I. Speeds/rpm.
II. Temperatures.
III. Pressures.
IV. Flows/Mass Flows.
V. Ambient conditions.
VI. Vibration and Noise
VII. Knocking.
VIII. High speed data acquisition system.
IX. Emissions

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):

Speed measurement equipment/sensor will be required to measure speed of the following:

S.No. Point of measurement Maximum Measuring Range Minimum

(in rpm) (in rpm) Accuracy
1. Engine 2000 0 to 3000 ±3 rpm
2. Dynamometer 3000 0 to 3000 ±3 rpm
3. Turbocharger 79000 0 to 100000 ±100 rpm

Measurement of speed of engine and dynamometer is part of engine testing.

Measurement of speed of turbocharger is required for safety as well as R&D purpose. The
Tenderer will specify the type and make of the sensors.

5.2.2 Temperature Measurement System:

The temperature measurement systems should be provided with temperature sensors,

compensatingcable extensions, connectors (convenient to use, fit, remove, and replace) and
standard interfaces with signal conditioning modules.

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)

Technical Specification for high temperature calibrator: (1 No.)

Minimum Temperature 3000C

Maximum Temperature 12000C
Heating Time 45 Minutes or less
Cooling Time 2 Hrs or less
Accuracy 2 0C
Stability ± 0.5 0C
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

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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

5.2.3 Pressure Measurement System:

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.

5.2.4 Flow Measurements:

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.

Measuring Range 0 to 1500 kg/hr

Temperature range 0 to 80ºC.
Location At the output of filter or as specified by
Fuel pump motor capacity 45 litre/min minimum

Fuel (CNG): The device should be based on Coriolis principle.

Measuring Range 0 to 750kg/hrminimum

Temperature range 0 to 125 ºC
Location at the output of gas filter or specified by

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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.

Measuring Range 0 to 800 litre/hour

Temperature range 0ºC to120 ºC
Location at the output of lube oil pump or specified

Engine cooling water: The device should be based on Coriolis principle.

Measuring Range 0 to 50 Litre/sec

Temperature range 0ºC to100ºC
Location At inlet and outlet of the heat exchanger.
(The flow meter shall be fitted between the
heat exchanger and the engine for both
inlet and outlet to maintain the minimum
required straight length of 3D and 6D.)

Air Flow: The device should be based on hot film Anemometer or better principle.

Measuring Range 0 to 5 kg/sec i.e. 18000kg/hr

Temperature range 0 to 55 ºC.
Location At the intake of both the Turbo chargers
separately. (The Air flow meter will be
fitted between the Air filter and turbo inlet
for both the turbochargers to maintain the
minimum required straight length of 3D
and 6D.)

5.2.5 Atmospheric/Ambient conditions measurement system

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:

Measuring Range 800 to 1100 mbar

Accuracy at least  0.5 mbar
Temperature Range 0 to 55 ºC

Temperature compensation and linearization shall be included in the sensor itself. Complete
electrical connection and communication to the control stand is to be provided.

Humidity Measuring Equipment: On-line relative humidity measurement should be provided

with following features:
Power Supply: 20 - 28 V DC

Parameters at nominal temperature of 20 ºC

Measuring Range 0-100% RH

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Accuracy at least  2% RH (0-90% RH)
at least  3% RH (90-100% RH)
Nominal Temperature + 20 ºC
Output Signal 4- 20 mA

Parameters at ambient temperature

Measuring Range -40 to +60 ºC (Range is to be decided based upon

the location)
Accuracy at least  0.2 ºC
Output Signal 4- 20 mA

Note: The scope also includes mounting of above sensors with suitable adaptors, pipes etc. at
locations as instructed by RDSO.

5.2.6 Vibration and Noise Measurement System:

Vibration and Noise measurement system having 16 channelsto be provided as follows:

S.No. Location of sensor Range Quantity

1 Measurement of engine speed 0-2000 rpm 1no.
2 Measurement of engine vibration 0-4g 8 nos.
3 Measurement of Turbocharger 0-4g 3 nos.
4 Measurement of Dynamometer 0-2 g 3 nos.
5 Measurement of engine noise 0-150 db 1 nos

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.

5.2.7 Knock Measurement System:

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.

Technical Specification of Knock Sensor

Measuring Range 0 – 250 Bar/3625 PSI

Over Load 300 Bar / 4350 PSI
Sensitivity nominal 19 pC/ Bar ( 131 pC/PSI)
Linearity < ± 0.20 % FSO
Sensitivity < 0.003 Bar/g without cooling water
Insulation Resistance > 1013 Ohm
Capacitance 10 pF
Acceleration < 0.013 BAR/g , with cooling water

Page 15 of 41
Natural Frequency 69 KHz.
Temperature Co-Efficient of sensitivity 0.003 % / ºC from 20 ºC to 80 ºC

Accessories required with knock measurement system

Cable, Coupling, Cable Mounting Tool, Gasket, Dummy and Necessary Adaptors will be in the
scope of supply.

Software to recognise the knock pulses and analysis of the signals for the diagnosis of
theimproper ignition will be part of supply.

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

5.2.8 High Speed Data Acquisition System

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.

Page 16 of 41
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).

The protocols are as below:

1. Indi master HSDA- RS232
2. Mass emission measurement system-AMA 4000, SPC 472- AK protocol.

5.3 Technical specification of hydraulic dynamometer for Engine


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 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.

Page 17 of 41
6. Ventilation system:
It has two components:
A) Fresh Air Supply
B) Room Exhaust (Hot Air Removal)

A) Fresh Air Supply

Supply air through Blowers to have evaporative cooling system

Air Flow To be worked out by the tenderer based on

heat load of 300 kW
Suction Velocity 2 m/sec

Air supply velocity 15 m/sec in main duct.10 m/sec in Test cell

supply duct
Duct work Made out of 22 SWG GI sheet Ducting shall
be well supported
Thermal insulation Min 40 mm Mineral wool of fire retarded
Cladding 24 SWG Al cladding for insulation
Supply Grill Decorative with louvers for setting direction of
Dampers manually operated dampers in Test Cell supply
duct for flow control
Fire damper in main duct
Blower Room To be built in masonry.
Blower Features Type DIDW Limit Load Type
Blower Casing 2 mm CRCA Sheet steel
Impeller 2mm MS Sheet with backward Curve
Bearing SKF DRSA
Belt Fenner
Motor ABB/ BB / KEC
Finishing Epoxy paint (Interior & Exterior)
Filter pressure drop 6 to 7 mm of water column
Cooling Media cellulose paper
Pressure drop in cooling media 9 mm of Water Column
Water pump KBL / Mono block
Duct Work 22 SWG GI

Duct Flanges MS Angle

Supply grills Extruded aluminium

Construction Details of Blowers

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
Page 18 of 41
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.

B) Room Exhaust (Hot Air Removal)

Hot Air from the test cell shall be extracted through by centrifugal blower from the test cell. Hot
Air from the test cell will be let out in the atmosphere via ducting. The capacity of this Blower
shall be such that it will work in harmony with the fresh air supply blower.

7. Charge air and engine exhaust system:

Charge Air for the Engine will be drawn from the test cell through air filters (Air filters will be
RDSO supplied). Filter shall be mounted on portable stand. Air filter shall be connected to the
engine by suitable flexible hose.

Engine exhaust system

Engine exhaust main header Diameter. 400 mm

Flexible SS below to connect to turbo charger 2 Nos

out let
Exhaust gas volume 3.57 kg/sec
Thermal Insulation 50 mm ceramic felt
Cladding 24 SWG Aluminium sheet
Height of Stack As per UPPCB norms
Expansion below 400 Dia SS below for thermal
Suitable silencer is to be provided in the exhaust outlet. Provision of Rain hood is
to be provided in the outlet.

Page 19 of 41
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.

Sr No. Item Description Make

1. Air Circuit Breaker Schnider / L&T / Siemens

2. MCB Schnider / MDS
3. MCCB Schnider / MDS
4. Switches ( SFU ) Schnider / Siemens
5. Push Buttons TECKNIK / Siemens
6. Lamps LED Type TECKNIK / Siemens
7. Ammeter AE / Rishabh
8. Volt Meter AE / Rishabh
9. ASS KAYCEE / Salzer
10. VSS KAYCEE / Salzer
12. Light Fittings WIPRO / PHILIPS

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.

9. Acoustic treatment in Engine room

Maximum noise produced by Engine 115 to 125 dB
Reduction in noise level 40 dB

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.

Over all dimensions of tiles 600 X 600 OR 600 X 1200(mm)

Acoustic Insulation 50 mm Preformed mineral wool slab
Density Not less than 96 GSM
Material Of Construction (MOC) 22 SWG GI sheet with perforationThickness 50 mm

Finish Powder coated on both sides

Utility channels 50 X 50 X 2.5 mm thick separator on all 5 sides of the cells

Page 20 of 41

A) Single leaf door for operator 900 X 2100mm (Clear Opening)

B) Double leaf door 3000 X 3500 mm (Clear Opening)

Acoustic Doors

Material CRCA Sheet

Viewing Window 550 X 400 mm fully sealed with inert gas
Kick Plate SS Plate on both sides to the doors.
Door Frame 100 X 100 mm square Tube
Hinges Lift of type made of Stain less steel.
Finish Powder coated.
Door Lock Heavy duty

Panic Release Mechanism To be provided from Inside for quick exit In case of emergency

Vision Panel 3000 X 1500 mm

MOC Double layer of Toughened and shatter proof glass with inert
gas filled or vacuum between two layers.

10.Compressed air piping, fuel piping and water piping

 Compressed air piping
Tenderer has to lay the separate compressed air piping lines from available air reservoirs to the
air starting motor in the engine room and for engine cleaning purpose as per detailed layout
drawing. Air starting Motors (2 nos.) similar to Ingersoll Rand Make and MODEL NO.
SS825GC03R31 will be under tenderer scope of supply and commissioning. The piping will be
of following specifications:

For General purpose MS B class

For Air starters MS Seamless tube Schedule 80
All pipe fittings shall be hydraulic.

 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.


Storage Construction of platform with shed to be provided for CNG Cascade

of least 16 cylinders
Piping SS seamless schedule 80 piping system including hoses and connectors
Page 21 of 41
suitable for CNG from Cascade to Engine room as per detailed layout

 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.

11. Fire and smoke detection system :

System shall operate on double Knock arrangement to confirm fire.System shall consist of
following items.


1. In Test Cell UV Flame detectors 2 nos.
Heat detectors 2 nos
CO detectors 2 nos.
Methane and Propane detectors 2 nos.

2 Control Room Fire and Smoke detectors 2 nos.

Gas monitor control system to be available in test control room. System shall consist of
addressable fire alarm panel with battery backup and minimum 3 Auxiliary signals for remote
operation and indication to Main fire alarm panel of the complete premises.

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.

Page 22 of 41
Annexure- 1

Page 23 of 41
Annexure- 2

Page 24 of 41
Annexure- 3
Broad Details of System Deliverables

Sl.No. Details of Equipment Qty. Reqd.

1. Engine Automated Test bed Control System Operating and Control Desk, 1 Set
Software Package with User License, Hardware Package (including Test
System Computer Hardware and Peripherals), Signal Conditioning
Modules (along with the necessary Wall Mounted Housings) for Digital
I/O, Analog In and Counter Channels etc.
2. Hydraulic Dynamometer including coupling in between engine and 1 set
dynamometer (Drg. of engine flywheel at Annexure 11).
3. Engine Dynamometer Control Unit 1 Set
4. Dynamometer Calibration System 1 Set
5. Data Post Processing Software Module with User License 1 Set
6. High Speed Data Acquisition System (Hardware, Software and sensors 1 Set
with signal conditioner for measurement system) and interfacing with Test
bed Control System
7. Temperature calibrator for low and high temperature 2Nos.
8. Hardware and Software Package for interfacing Test bed Control System 1 Set
with the existing ‘PIERBURG’ Exhaust Analysis System AMA 4000 and
‘AVL’ Smart Sampler SPC 472 Particulate Measurement System
9. Fuel (Diesel) Consumption Measuring Equipment 1 No.
10. Air Consumption Measurement Meter 2 nos. required as per page
15 (one per turbocharger)
11. CNG Consumption Measuring Equipment 1 No.
12. On-Line Humidity Measuring Equipment 1 No.
13. Temperature Sensors with signal conditioning modules and Cable As per list
14. Set of Connectors for connecting above temperature Sensors As required
15. Pressure Transducers with signal conditioning modules and connecting As per list
16. Speed Sensors with signal conditioning modules and Cable Extension Totally 4 required (two
turbochargers, 1 dyno, 1
17. Barometric Pressure Transducer (Digital) 1 No.
18. Flow meters for water flow and Lube oil flow measurements 4 no. required (3 for water
as per page 15 and 1 for
lube oil).
19. Flows meters for air 2nos. required
20. Vibration and Noise measurement System 1Set
21. Knock measurement System 1Set
22. Air Starting Motor 02 nos.
23. Fuel pump 1 No.
24. Firefighting System 1 Set
25. Filters (Diesel, air, water, lube oil) As per req.
26. Complete lighting arrangements As per req.
27. Training As per schedule
28. Installation and Commissioning 1 Unit
29. Furniture Annexure-9
30. 2 ton. Capacity each Split Type Air Conditioners 04 nos.
31. PID type Temperature Controllers As per req.
32. Air Starting Motor 02 nos.
33. Fuel pump 1 No.

Page 25 of 41
Low Temperature Channels

S.No. Norm Name Description Range Expected

pressure range
1. T_OIL Temperature oil 0-250 °C 1-10
2. TAMB Temp. Air Ambient 0-250 °C 1
3. TAI Temp. Air Intake 0-250 °C -0.3 to +0.3
4. TAIM Temp. Air Inlet Manifold 0-250 °C -0.3 to+0.3
5. TAAC_L Temp. Air After Cooler _L 0-250 °C 1-10
6. TAAC_R Temp. Air After Cooler _R 0-250 °C 1-10
7. TWCI Temp. Water Cooler In 0-250 °C 1-10
8. TWCO Temp. Water Cooler Out 0-250 °C 1-10
9. TWOCI_R Temp. Water -Oil Cooler In 0-250 °C 1-10
10. TWOCO_L Temp. Water -Oil Cooler Outlet 0-250 °C 1-10
11. TOS Temp. Lube oil Sump 0-250 °C -1 to +1
12. TWACO_L Temp. Water Air Cooler Out_L 0-250 °C 1-10
13. TWACO_R Temp. Water Air Cooler Out_R 0-250 °C 1-10
14. TWACI Temp. Water After Cooler In 0-250 °C 1-10
15. TDPI Temp. diesel Pump In 0-100 °C 1-20
16. TDPO Temp. diesel Pump Out 0-100 °C 1-20
17. TDHLE Temp. diesel Header Left End 0-100 °C 1-20
18. TDHRE Temp. diesel Header Right End 0-100 °C 1-20
19. TDRPL Temp. diesel Return Path Left 0-250 °C 1-20
20. TDCR Temp Diesel common Rail 0-250°C 2000
21. TDRPR Temp. Diesel Return Path Right 0-250 °C 1-20
22. TWDI Temp. Water Dyno Inlet 0-250 °C 1-10
23. TWDO Temp. Water Dyno Outlet 0-250 °C 1-10
24. TOIN Temp. Lube Oil Inlet to Engine 0-250 °C 1-20
25. TWI Cooling Water Temp. /In 0-250 °C 1-10
26. TWO Cooling Water Temp. /Out 0-250 °C 1-10
27. TWHEIP Temp. Water HE In Plate Type 0-250 °C 1-10
28. TWHEOP Temp. Water Plate Type HE Out 0-250 °C 1-10
29. TWHEIS Temp. Water HE In Shell Type 0-250 °C 1-10
30. TWHEOS Temp. Water HE Out Shell Type 0-250 °C 1-10
31. TACTLI Temp. Air Comp. (Turbo Left) In 0-100 °C 1-10
32. TACTLO Temp. Air Comp. (Turbo Left) Out 0-250 °C 1-10
33. TOTLI Temp. Lube oil (Turbo Left) In 0-250 °C 1-20
34. TOTLO Temp. Lube oil (Turbo Left) Out 0-250 °C 1-20
35. TWTLI Temp. Cool Water (Turbo After cooler Left) 0-250 °C 1-10
36. TWTLO Temp. Cool Air/Water (Turbo Left) Out 0-250 °C 1-10
37. TACTRI Temp. Air Comp. (Turbo Right) In 0-100 °C 1-10
38. TACTRO Temp. Air Comp. (Turbo Right) Out 0-250 °C 1-10
39. TOTRI Temp. Lube oil (Turbo Right) In 0-250 °C 1-20
40. TOTRO Temp. Lube oil (Turbo Right) Out 0-250 °C 1-20
41. TWTRI Temp. Cool Air/Water (Turbo Right) In 0-250 °C 1-10
42. TWTRO Temp. Cool Air/Water (Turbo Right) Out 0-250 °C 1-10
43. TBFB Diesel Temp. before fuel balance 0 - 100 °C 1-20
44. TAFB Diesel Temp. after fuel balance 0 - 100 °C 1-20

Page 26 of 41
Gas Temperature Channels

S.No. Norm Description Range Expected

Name pressure
range (bar)
1. TSG Temp. Storage gas -200 to 100 °C 1-350
2. TST_1 Temp. gas train 1 -200 to 100 °C 1-350
3. TST_2 Temp. gas train 2 -200 to 100 °C 1-350
4. TST_3 Temp. gas train 3 -200 to 100 °C 1-350
5. TST_4 Temp. gas train 4 -200 to 100 °C 1-350

Page 27 of 41
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

Expected pressure range will be upto 10 bar.

The temperature should be measurable at a frequency scalable upto 200 HZ or better.

Total required Temperature channels = 80

Spare temperature channels = at least 32

Page 28 of 41
Low Speed Pressure Channels:
(Low speed pressure channels (scalable upto 200Hz)
List of Pressure Channels is as below:

S.No. Norm Name Description Unit RangeExpected

1. POIL Pressure Oil bar 0-20 0-800C
2. PDYWI Pressure Dyno Water Inlet bar 0-10 0-800C
3. PAIM Pressure Air Inlet Manifold bar 0-10 0-800C
4. PACI Pressure Compressed Air Intake mbar -300 to +300 0-800C
5. PACO Pressure Compressed Air Outlet bar 0-10 0-800C
6. PFUELDL Pressure Diesel Fuel low pressure bar 0-20 0-800C
7. PFUELDH Pressure Diesel Fuel high pressure bar 0-2500 0-2500C
8. PFUELDCR Pressure Diesel Fuel Common bar 0-2500 0-2500C
9. PCNG Pressure CNG before diffuser bar 0-450 -200 to
10. PCNGBFUEL Pressure CNG before fuel bar 0-450 -200 to 100
11. PCNGAFUE Pressure CNG after fuel bar 0-450 -200 to
L conditioner +100 C
12. POIN Pressure Lube Oil Inlet bar 0-20 0 –800C
13. POTB Pressure Oil Turbo Bearing bar 0-20 0 –800C
14. PWO Pressure Water Outlet bar 0-10 0 –800C
15. PODYB Pressure Oil Dynamometer bar 0-10 0 –800C
16. PCCV Pressure Crank Case Vacuum mbar -300 to +300 0 –800C

17. PDWLC Pressure Drop water In AC1 mbar 0 to 350 0 –800C

18. PDFIL Pressure Drop in Oil Filter mbar 0 to 1000 0 –800C

19. PATLI Pressure Air Turbo Left In bar 0-10 0–800C

20. PETLI Pressure Exhaust Turbo Left In bar 0-10 0–6000C

21. PATRI Pressure Air Turbo Right In bar 0-10 0–800C

22. PETRI Pressure Exhaust Turbo Right In bar 0-10 0–6000C

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

26. PETRO Pressure Exhaust Turbo Right bar 0-10 0–6000C

27. PASM Pressure Air Starting Motor bar 0-20 0–800C
Page 29 of 41
28. PIM Pressure Air Manifold mbar -300 to+300 0–800C

29. PDACL Pressure Drop Air After Cooler mbar 0 to 350 0-800C
30. PDACR Pressure Drop Air After Cooler mbar 0 to 350 0-800C
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

34. PAMB Pressure Ambient mbar 800 to 1200 0-800C

Low speed pressure channels (scalable upto 200Hz)

Total required Pressure channels (200Hz) = 50
Spare pressure channels (200Hz) = at least 20

Page 30 of 41
High Speed Pressure Channels (1 MHz):

S.No. Norm Description Pressure Expected Temp

name Range (bar) range (0C)
1. PICYL1 Pressure injection HSD Cyl L 1 0 to 2500 0-1200
2. PICYL8 Pressure injection HSD Cyl L 8 0 to 2500 0-1200
3. PICYR1 Pressure injection HSD Cyl R 1 0 to 2500 0-1200
4. PICYR8 Pressure injection HSD Cyl R 8 0 to 2500 0-1200
5. PIGCY_L1 Pressure injection Gas Cyl L 1 0 to 450 0-100
6. PIGCY_L8 Pressure injection Gas Cyl L 8 0 to 450 0-100
7. PIGCY_R Pressure injection Gas Cyl R 1 0 to 450 0-100
8. PIGCY_R Pressure injection Gas Cyl R 8 0 to 450 0-100
9. PIGCY_L1 Pressure firing Cyl L 1 0 to 300 0-1200
10. PFCY_L8 Pressure firing Cyl L 8 0 to 300 0-1200
11. PFCY_R1 Pressure firing Cyl R 1 0 to 300 0-1200
12. PFCY_R8 Pressure firing Cyl R 8 0 to 300 0-1200
The High Speed Pressure should be measurable at a frequency of at least 1 MHz
Total required pressure channels (1MHz) = 12
Spare pressure channels (1MHz) = at least 8 (4 nos. of pressure range 0-2500bar, 2nos. of 0-450bar
and 2nos. Of 0-300bar)

Page 31 of 41


S.No. Description Quantity

1. Chairs for main operators, Godrej 3 Nos.
model no PES PCH-7002 or
2. Chairs for data 10 Nos
analysts/technicians, Godrej model
no PES PCH-7003 or superior
3. Tables, Godrej WT series or 2 Nos
4. Computer table, Godrej Stylo 2 Nos.
series or superior
5. Couch set, Godrej Aristocrat series 2 sets
or better
6. Centre table, Godrej Aristocrat 2 Nos.
series or better

Page 32 of 41
Annexure -10




Idle 49%
1st 6%
2nd 7%
3rd 5%
4th 4%
5th 7%
6th 5%
7th 5%
8th 12%


Notch Speed LOAD

Position (RPM) (kW)
8 1800 923
7 1650 760
6 1497 645
5 1390 505
4 1285 376
3 1220 243
2 1010 144
1 716 63

Page 33 of 41

Page 34 of 41
Annexure – 12
Sample Engine Data Sheet
Diesel Engine General Data:

1. Make & type Cummins KTA 50L
2. Rated output under UIC and site 1436 RPM
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

7. Mean Piston Speed Mean piston speed is 9.5m/sec. (1875 ft/s)

8. BMEP at rated output 1441 kPa (209 psi)
9. Normal no load idling speed 700 rpm
10. Low idling speed, (if provided) 700 rpm
11. Fuel Injection Timings -0.126 inch@-0.2032 inch pistons travel
12. Peak Firing Pressure 2000 PSI
13. Heat Balance at rated Output Heat equivalent to power 41%
Heat rejection to coolant 23.5%
Heat rejection to exhaust 33.5%
Heat rejection to ambient 2%

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

16. Lube Oil Consumption at rated output as 0.3% of Fuel Consumption

percentage of Fuel Oil Consumption
17. Deration Calculations for site condition 4% per 300 m above 2200 m altitude
18. Number of Engines in Traction 150
19. Weight of Engine excluding Oil and 4858 Kg (10700 Lb)

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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
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

Page 36 of 41
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

Air flow will be 5kg/sec. (max.) at rated output, This comes to 18000 Kg/h.

Sl. No. Description

1. Number of turbochargers used per 2 Nos.
2. Make and model Make – Holset
Model – HS5A – 3075R /M51P4
3. Single / Double stage Single Stage
4. Exhaust gas / mechanically driven Exhaust Gas Driven
5. Air flow at rated output 27.21 Kg/Hr (198 Lb / min)
6. Pressure ratio of compression 1 : 3.78
7. Temperature of charge air after Max 250
8. Speed of turbocharger at rated output 62750 RPM
9. Type of bearings Free floating Bush Bearings
10. Details of lubrication Forced lubrication from Engine
Lube Oil Pump
11. Whether pre and post lubrication No pre-lubrication or post
provided lubrication is provided
12. Turbine, compressor and mechanical Turbine  = 82%, Compressor  =
efficiency 73%
Mechanical  = 97%

Page 37 of 41
Charge Air Cooler

Sl. No. Description

1. Type Water to Air – Tube and Fin Type
2. Separate / engine water circuit Engine Water Circuit
3. Temperature of charge air after 192.5 0C
charge air cooler
4. Details of mounting indicating Charge Air Cooler is mounted on
whether cooler can be removed Cylinder Head. It can be removed
without removing turbocharger without removing the Turbocharger

Exhaust System

Sl. No. Description

1. Type of exhaust system – Pulse Type
(Constant pressure / pulse type /
multi-pulse / converter)
2. Method of cooling No external forced cooling
3. Number of exhaust gas entry 16
4. Exhaust gas pressure at rated output 32.5 Inch Hg
5. Whether the exhaust manifold is No
shrouded / insulated

Piston and Rings

Sl. No. Description

1. Material specification Piston – Cummins Material Specification
CM 50059
2. One piece or two piece piston One piece piston
3. Method of cooling Lubricating Oil sprayed through Piston
Cooling Nozzles
4. Shape of bowl in piston crown Mexican Hat design
5. Number and configuration of piston 4 Piston Rings (Compression Rings) – 1
rings Top Compression Ring, 2 Intermediate
Compression Rings, 1 Oil Ring with “I”
Type channel

Page 38 of 41

Sl. No. Description

1. Material specification Cummins Material Specification – CMS
2. Single / Composite type Composite
3. Details of valve seat insert Tribology
4. Method of fitting and holding valve Press fit and Stacking
seat inserts
5. Whether valve rotators used Yes
6. Method of adjustment of tappet Injector and Valve adjusting using
clearance 3375004 Dial Indicator Kit. Refer
Operation and Maintenance Manual
page No. 7-8
7. Angle of valve and seat Exhaust Valve – 300 +/- 15’
Intake Valve – 170

Cylinder Head

Sl. No. Description

1. Material Specification Cummins Material Specification –
2. Coolant flow distribution

Cylinder Block

Sl. No. Description

1. Whether cast or fabricated Cast
2. Is the mounting rigid or on resilient pads Rigid


Sl. No. Description

1. Type of bearings, bearing loads, method Bi – metal Shell Bearings
used to calculate bearing loads Bearings Loads
2. Particulars of vibration damper and its Viscous Vibration Damper

Cylinder Liner

Sl. No. Description

1. Method of manufacture Centrifugally cast
2. Type of finish – Chrome plated / porous Lubricated liners with Criss-cross
honey chrome etc. pattern
3. Dry / Wet liners Wet liners
4. Water sealing arrangement between liner Neoprene Rubber Seals
and cylinder block

Connecting Rod and bearings

Page 39 of 41
Sl. No. Description
1. Design features – side by side. Fork and Side by Side
blade or articulated

Cooling Water System

Sl. No. Description

1. No. of water pumps and its Number of Water Pumps – 1
characteristics viz. Delivery Vs. Flow
2. Is the cooling system pressurized? If so, Cooling system is pressurised upto
upto what pressure? 7 PSI by Pressure Regulator on
3. Max. Permitted cooling water 203 0F (95 0C) Maximum at Outlet
temperature at inlet outlet of circuit 160 0F (70 0C) Minimum at Inlet
4. Normal cooling water temperature at full 70 0C to 85 0C
load under UIC and site conditions
5. Radiator construction and dimensional 4 Radiators mounted sideways.
6. Radiator fan drive arrangement 4 nos. Side mounded Radiators with
2 nos. of roof mounted fans driven
by hydraulic motors

Lube Oil System

Sl. No. Description

1. Lube oil pressure at full and idle speed 345 – 483 kPa (50 – 70 PSI) at rated
2. Max. Temperature at hottest point 250 0F (120 0C)
3. Details of filters used in the lube oil 5 Nos. of replaceable paper element
circuit cartridge type filters with 40 micron
filtration capability
4. Efficiency of filtration and periodicity of 40 Micron. Every 300 hours

Page 40 of 41
Fuel System

Sl. No. Description

1. Schematic fuel oil circuit Fuel Lift Pump is not required
2. Details of fuel oil lift pump and its drive Fuel Lift Pump is not required
3. Details of filters used in fuel oil circuit Dual Fuel Filter with replaceable
paper element cartridge with 10
micron filtration capability
4. Periodicity of attention 300 Engine operation hours

Intake Air System

Sl. Description
1. Type of primary and secondary stage filters Primary filter paper Micron
and their efficiency capability and secondary filter –
paper – paper micron capability and
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

Page 41 of 41