Reasoned document for “Development of Electronic Unit Injector (EUI) system for DLW built 16 cylinder EMD 710

G3B locomotives” as per Technical

specification no. TS/ED/2012/65, Rev.-2 of July-2014
S. Clause no. of Description of Comments of M/s RDSO’s remarks M/s AIKON’s remarks RDSO’s comments on Final clause after
N Technical clause AIKON Technologies on RDSO’s comments M/s AIKON’s remarks modification
o. Specifications pvt. Ltd. on RDSO’s
specifications
1. Clause no. 3.7.4 With the solenoid This point is It is stated that the Interstate Diesel checks Different testing OEM must specify
Electronic Unit control valve confusing. With the basic idea behind the leak off rate in an procedures are adopted its protocol for
Injector (EUI) closed, the injector control valve closed, this point is to EUI without closing by the different firms leakage testing of
must not lose pressure is bypassed check the leak off the solenoid. We for the testing of the injector.
more than 100 psi from the body & rate of the EUI connect a pump to the injectors. Generalized
fuel pressure in plunger which is the system, when fuel hoses and run fuel clause must be kept to
twelve seconds at area you would solenoid valve is through the injector address this issue.
an initial fuel actually want to check closed. Reference until all bubbles have
pressure of 550 for leakage. clause no. 5.2.3 of cleared up. The valve
psi. EDPS no. 502 of on the return hose is
May 1977 of closed and pressure is
Electronic Unit raised to 200 psi. After
Injector for EMD waiting 5 minutes at
710 engines. How this pressure, we
do M/s Interstate observe if there is any
propose to address visible leakage between
this checking of the nut and the body,
leakage in closed stator spacer, the 2
condition of body plugs and the area
solenoid valves. under the follower
spring (which checks
plunger to body
leakage). Pressure must
be maintained during
this test between 150
and 200 psi.
After this 5 minute test
the pump is again
actuated to raise the
internal pressure to 350
psi and turned off. A
timer is started when
the pressure reaches
300 psi. Acceptable
pressure drop after 1
minute is 80 psi.
We electrically energize

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 the solenoid control
valve until closed, only
to perform a 40 strokes
per minute pop
test. The injector must
produce a sharp
“chatter” sound and
fuel must be atomized
from the spray tip.
Pressurizing the entire
injector with the
control valve open
allows us to check
more areas of the
injector for possible
leakage.
2. Clause no. 3.7.4 Injector Most items noted in These data may - - Injector performance
Electronic Unit performance this operating vary from OEM to parameters (These
Injector (EUI) parameters- parameter list is OEM depending data are for
i. Parameters- 16-710dependent upon the upon design guidelines purpose
G3B locomotives testing methodology therefore modified only)-
ii. Locomotive Model and the unique as for guideline i. Parameters- 16-710
WDG4, WDP4 equipment used for purpose only. G3B locomotives
iii. Plunger dia (inch) testing, making these ii. Locomotive Model-
0.563 exact specifications at WDG4, WDP4
iv. Normal outputbest “guidelines”. iii. Plunger dia (inch)-
(mm3/stroke)- 950 0.563
(1100 max.) iv. Normal output
v. Minimum output (mm3/stroke)- 950
(mm3/stroke)-61 (1100 max.)
vi. Injection rate v. Minimum output
(mm3/crank (mm3/stroke)-61
degree)-55 vi. Injection rate
vii. Stroke per minute (mm3/crank
(typical rated As engine rpm at degree)-55
speed)-900 rated power is 954. vii. Stroke per minute
viii. Stroke per (typical rated speed)-
minute (minimum 954
rated speed)- 200 viii. Stroke per
ix. Stroke per minute minute (minimum
(max. speed)-1020 rated speed)- 200
x. Peak rocker arm ix. Stroke per minute
load (lbs)- 3500 (max. speed)-1020
xi. Plunger stroke x. Peak rocker arm
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 (inch)- 0.75 load (lbs)- 3500
xii. Injection pressure xi. Plunger stroke
(psi)-14500-17500 (inch)- 0.75
xiii. Peak xii. Injection pressure
injection pressure (psi)-14500-17500
(psi)-18000 xiii. Peak
xiv. Valve injection pressure
opening (psi)-18000
pressure(psi)- xiv. Valve
3100±300 opening pressure
xv. Valve closing (psi)-
pressure (psi)-2100- 3100±300
2550 xv. Valve closing
pressure (psi)-2100-
2550

3. Clause no. 3.7.4 The spray tip body This is meaningless There will only - - Deleted
Electronic Unit is to be identified information since one spray tip
Injector (EUI) as to oil flow range there are numerous configuration for
by marking of items that influence this injector, hence
spray tip injector output marking not
assemblies within required on spray
0.05 L/Min tip.
categories.
4. Clause no. 3.7.4 The spray tip is to This is a little There will only - - Deleted
Electronic Unit be marked with confusing. There is one spray tip
Injector (EUI) the number of only one spray tip configuration for
holes, the diameter configuration for this this injector, hence
of spray hole and injector p/n, therefore marking not
the included spray why is it necessary to required on nozzle
angle. This is identify? This is an tip.
required in order extra step in the
to identify the type manufacturing process
of the spray tip and will add cost
without without adding value.
disassembly of the This requirement
injector. For should be dropped.
example, a 6 hole
with 0.0160 inches
spray hole
diameter and 150°
included spray
angle would be
marked 6-0160-
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 150.

5. Clause no. 3.7.5 Communication This is not clear. The It is clarified that - - Communication with
Engine Control with other units is Interstate-McBee only one CAN other units is
Unit, para-1 established via a ECU has just one interface is established via a
serial interface and CAN interface for required for serial interface and
CAN bus diagnostics and diagnostic and CAN bus protocols.
protocols. monitoring systems. monitoring Through a CAN
Through a second What other control systems. interface the system
CAN interface the systems would you communicates for
system want to interface? diagnostics and
communicates monitoring purpose.
with other control
systems as well as
with diagnostics
and monitoring
systems.
6. Clause no. 3.7.5 The ECU should Our software does not Interstate has - - No change
Engine Control be capable of rapid currently have this agreed to provide
Unit, para-2 current capability, but it can this functionality.
energization and be done with both
de-energization, hardware and software
rise time modifications to our
measurement and ECU.
fuel calibration.
ECU is required
for 16 cylinder
engine. The
injector response
time is defined by
the change in
injector solenoid
inductance from
open gap to closed
gap at valve
closure and must
be detectable and
measurable by the
ECU. The
response time
should fall within
the range of 1.12
to 1.54
milliseconds.
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7. Clause no. 3.7.5 Start Quantity A little vague, can we ECU must be able Interstate’s ECU does Interstate does meet Variable start
Functional Adjustment - For get more details from to vary the starting provide a wide fueling the functional quantity should be
requirements of setting start RDSO? fuel injection window for starting the requirement desired in provided, by which
the ECU quantity, minimum quantity for ease in engine. We also have this clause. Slight start quantity is
start quantity or engine starting. incorporated a white modification is required automatically
maximum start smoke reduction for more clarity. increased during
quantity may routine within that start-up.
alternatively be starting program based
selected. on engine temperature.
Furthermore If I am interpreting
variable start your requirement
quantity should be correctly, we do not
provided, by which currently have specific
start quantity is selectable start
automatically minimum or start
increased during maximum quantities,
start-up. only selectable window
limits.
8. Clause no. 3.7.5 Variable Set Why is this necessary? Software of ECU Interstate has Interstate has agreed to No change
Functional point Adjustment must have the experience in variable provide this.
requirements of - The set point can provision for load and speed
the ECU be adjusted adjustment of rpm applications. We have
analogously by or load at any an ECU program for
voltage or by notch, if required. this on marine
current. By means This is required for applications. I am
of digital switch research purposes confident that we can
inputs, it is on test bed. develop software
possible to change specifically for use on
over to fixed speed your test bed in
or to digital Lucknow.
synchronizing with
speed
increase/decrease
or to 4-bit control
for 16 velocity
stages. Change
over between the
different set point
adjustments is
possible.
9. Clause no. 3.7.5 Cylinder - This matter has - - Deleted
Functional Equalization by been discussed in
requirements of means of detail and it is felt
the ECU Exhaust Gas that induction of
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 Temperature: this feature would
Equalization of lead to severe
cylinder output maintenance issues
should be as any faulty
implemented by reading of any one
means of exhaust sensor would
gas temperature. affect loco
Exhaust gas performance.
temperature is here
used as an
indicator for
cylinder power.
Equalization of
cylinder
temperature aims
at equalizing
power output of
the cylinder. To
this purpose
exhaust gas
temperature of
each cylinder
should be reported
to the ECU. ECU
can calculate the
average value of
the cylinder
temperature and
correct it by
increasing the fuel
quantity of the
particular cylinder,
if found less than
the average value.
10. Clause no. 3.7.5 Temperature This is a very complex This matter has - - Deleted.
Functional Dependent requirement. What is been deliberated in
requirements of Idling Speed and the goal? detail and it is
the ECU Quantity proposed to drop
Limitation: this requirement to
At low avoid
temperature, the complication.
engine can be run
at some higher
idling speed. With
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 the engine
warming up, idling
speed is reduced to
its normal value. It
should be possible
to program
quantity limitation
curves
independent of
temperature so
that for every
temperature there
will be torque
reduction available
as is admissible for
the engine or
desired by the
user.
11. Clause no. 3.7.5, Click Test: Intestate McBee does This is required to Just because the Interstate has agreed on No change
Functional On first not currently have this ensure that all solenoid clicks, does this.
requirements of commissioning of test, but it can be solenoids are in not mean that the
the ECU the engine, the added. We have an working condition control valve is
cabling of the injector cutout test before starting of working correctly.
solenoid valves can with the engine engine. Other Injector cutout testing
be checked for running OEMs provide does tell you whether
correctness by a this functionality. an entire injector is
click test. functioning. We can
add a click test function
to our ECU program.
12. Clause no. 3.7.7, Speed and Cam Not currently in our This is required to The Interstate Engine Functional requirement Speed and Cam
Sensors Position Sensor system, but planned detect the position Management System is achieved. Slight Position Sensor
(Hall Sensor): for future release. of reference (EMS) uses speed and modification is required (Hall Sensor):
Speed and position cylinder (firing position sensors to bring in more clarity. Speed and position
sensor (hall sensor) order) and mounted over the sensor (hall sensor)
will be used to measure rpm of engine flywheel, not the will be used to
monitor the engine engine. How does camshaft. We use the monitor the engine
rpm and the Interstate ECU starter ring gear for rpm and the correct
correct position of manage this speed sensing and position of piston
camshaft. function? installed pin in the According to this
According to this flywheel for position input of the hall
input of the hall sensing. We currently sensor, ECU can
sensor, ECU can are using redundant calculate the start of
calculate the start speed and position injection and
of injection and sensors only in our duration of injection
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 duration of marine applications, and send the signal
injection and send but they can be to the EUIs. Two
the signal to the adopted for RDSO’s speed and cam
EUIs. Two speed requirements as well. position hall sensors
and cam position for each loco will be
hall sensors for required for
each loco will be reliability purpose.
required for
reliability purpose.
13. Clause no. 7.1 Pre- Design and This can be done, but Matter discussed - - The reliability goal
dispatch inspection process failure we will need to hire a and it is felt that for the injector is
mode and effect 3rd party FMEA is not 0.18% failures per
analysis (FMEA) required at this year (equates to
are required for stage. 0.029 failures/ 16
the injector. These cylinder locomotive/
must be provided year). The failure rate
to the IR team should remain
prior to their visit constant during the
to the bidder’s life of the injector.
works. The bidder should
design and
The reliability goal manufacture the
for the injector is electronic unit
0.18% failures per injectors with the
year (equates to above reliability goal.
0.029 failures/ 16
cylinder
locomotive/ year).
The failure rate
should remain
constant during
the life of the
injector. The
bidder should
design and
manufacture the
electronic unit
injectors with the
above reliability
goal.
14. Annexure-1, Fuel pressure- 4.3 Incorrect, pressure This is the actual - - Fuel pressure- 6.6
Engine bar will need to be higher figure, recorded on bar (approx.)
Performance Data test bed

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