SUMMER TRAINING REPORT

On
STUDY OF 16 CYLINDER DIESEL
ENGINES
at
Engine Development Directorate
of
Research Designs and Standards
Organiati!n "R#D#S#O#$
L%c&n!'



TA(LE OF CONTENT
1. INTRODUCTION
2. FUEL INJECTION PUMP
3. SNUBBER VALVE
4. NOZZLE HOLDER
. NOZZLE
!. ELECTRONIC FUEL INJECTION S"STEM#EFIS$
%. COMBUSTION CHAMBER
&. E'HAUST MANIFOLD
(. TURBOSUPERCHAR)ER
1*. AFTERCOOLER
11. COOLIN) +ATER CIRCUIT
12. LUBE OIL CIRCUIT
13. DIESEL FUEL
14. MODIFICATIONS DONE FOR A FUEL EFFICIENT LOCOMOTIVE
,A- Modified water connections to after cooler
[ [B] 17 mm fuel injection pump with fuel pump support having wider fuel cam roller
[C] Modified camshaft with 140 overlap.
[ [] !arge after cooler
["] #teel capped pistons
[ [$] #teel capped pistons

1. EN)INE TEST BED
1!. TEST RUN
,A- Cont.o/ P0a12
,B- Sta34/454n6 P0a12
,C- M2a17.282nt P0a12
,D- R28a4n4n6 St29 R7n T482
1%. CONTROL NET+OR:
Introduction.
%his report is &ased on the month long training undergone at the
"ngine evelopment '".( irectorate of )esearch esign and #tandards
*rganisation ')..#.*(+ !uc,now. %his irectorate was esta&lished in )..#.*
in -pril 1./7 and since then various tests have &een performed here to achieve
self sufficienc0 in rail traction diesel engine technolog0. 1resentl0 there are four
test &eds in ". irectorate two 123c0linder diesel engines+ one 143c0linder
diesel engine and one 23c0linder diesel engine.
5n this report+ various components of a 123c0linder diesel engine
were studied and its performance on the test &ed was o&served. %o o&serve the
various parameters of the engine in a test &ed+ a num&er of sensors were
attached at the critical locations within the engine and data was recorded in the
control processor. %his data was then anal0sed to evaluate the performance of
the engine. Man0 parameters are o&served directl0+ while some are o&served
differentiall0 'e.g. o&serving the difference in pressure &etween the inlet and
outlet of lu&e oil a&out the lu&e oil filter( and the rest are calculated from the
o&served parameters.
$or the 123c0linder diesel engine test &ed 14/ channels were used
to determine the various parameters. *ut of 14/ channels+ 44 were used for
pressure measurement 'in &ars( alone. %he pressure gauges used were
diaphragm pressure gauge and Bourdan tu&e pressure gauge. $or temperature
measurement two t0pes of sensors were used. $or high temperatures 'i.e.
around 200C( sensors used had an accurac0 of 16. 7hile those used for low
temperature measurement 'i.e. around 480C( had an accurac0 of 0.16.
%o measure the engine rpm+ tachometers used had a range from 0
to 1400 r.p.m. %he ma9imum attained was 1080 rpm at a load of 41200 :. $or
loading the engine h0draulic &ra,e d0namometer was used. ;" tur&ocharger
with twin after coolers was used and it developed <100 hp at <4000 rpm. 5n a 123
c0linder diesel engine / notches are present+ /th notch &eing the top notch. 5n
the test &ed notches were changed &0 increasing or decreasing the current with
the help of a rheostat. - full loaded engine runs at top notch. =nder tests the
engine>s specific fuel consumption was 180 gm?&hp.hr. %he overall efficienc0
under test conditions of the engine were appro9imatel0 786.
Fuel Injection Pump.

ue to high wor,ing pressures inside a diesel engine need to inject
fuel at a higher pressure arises. %he pump used in a diesel locomotive is of
single acting+ constant stro,e and plunger t0pe. @owever+ the effective wor,ing
stro,e is adjusta&le. "ssentiall0 a fuel injection pump consists of a housing+
deliver0 valve and spring+ deliver0 valve and holder+ element'plunger and &arrel
assem&l0(+ plunger spring+ a geared control sleeve and control rac,'rod(
assem&l0. %he pump element is a set of a &arrel enclosing a plunger+ &oth of
which are machined to ver0 close tolerances and cannot &e replaced
individuall0.
%he fuel injection pump has three important functionsA
1. %o raise fuel oil pressure to a value which will efficientl0 atomise the
fuel.
4. %o suppl0 the correct Buantit0 of fuel to the injection noCCle
commensurate with the power and speed reBuirement of the engine.
<. %o accuratel0 time the deliver0 of the fuel for efficient and economical
operation of the engine.
1resentl0 the 5ndian )ailwa0s in its diesel locomotives uses M5C*
fuel injection pumps 'refer figure (. %he pumps are of two t0pes+ &ased on the
diameter of plunger+ and are used according to their reBuirements.
1. 18mm diameter pumpA 5t is used for pumping upto 780 &ars.
4. 17mm diameter pumpA 5t is used for pumping upto /80 &ars.
-s the diameter of plunger and &arrel increases &oth the Buantit0 of
fuel pumped and the pressure increase. $or cleaning the various parts of the
pump #*D-#*! or white ,erosene is used.
$uel oil enters pump from oil header and fills the sump surrounding
the plunger &arrel. 7hen the plunger is at the &ottom of its stro,e 'position 1(+
fuel flows through the &arrel ports+ filling the space a&ove the plunger and cut
awa0 area of heli9.
-s the moves upwards+ fuel gets pumped &ac, into the sump untill
the &arrel ports are closed. $urther movement of the plunger 'position 4(+ raises
the pressure of the trapped fuel. 7hen pressure is sufficient to overcome the
force e9erted on deliver0 valve &0 valve spring+ deliver0 valve opens and the fuel
is injected into high pressure pipe+ leading to injector. eliver0 of fuel stops when
the plunger heli9 opens the &arrel ports 'position <(. uring the remaining
movement of plunger the fuel spills into the sump. %his termination of fuel
deliver0 &0 heli9 controls the Buantit0 of fuel injected per stro,e. %he effective
stro,e+ and hence the Buanitit0 of fuel injected+ is determined &0 the angular
position of plunger. %he total length of plunger stro,e remains constant
regardless of engine speed or load. 7hen the plunger is rotated to a position
'2( where the vertical groove is aligned with the control port+ no pressure can
&uild up and conseBuentl0+ no fuel will &e delivered.
%he angular position of plunger+ with respect to &arrel+ is altered &0
control sleeve+ the lower end of sleeve &eing slotted to engage the flange'vane(
of plunger. %he upper end of control sleeve has an integral gear ring+ which
engages the control rac,. Movement of the control rac, &0 engine governor
rotates plunger+ there&0 var0ing the Buantit0 of fuel delivered &0 pump.
%he deliver0 valve prevents the e9cess draining of fuel from
discharge line. -s the plunger heli9 uncovers the &arrel ports+ there is a sudden
pressure drop in &arrel resulting in the closure of deliver0 valve due to high
pressure in deliver0 pipe and deliver0 valve spring force. -s the valve snaps into
its seat+ the pressure is reduced in the injection tu&ing &elow the opening
pressure of noCCle. %his action of valve eliminates the possi&ilit0 of
secondar0
injection 'after dri&&le( from noCCle. %he deliver0 valve also acts as a chec,
valve to prevent com&ustion gases from &lowing &ac, into the pump.
Snubber Valve.
%he snu&&er valve 'refer figure ( is &asicall0 a chec, valve which is
fitted on the fuel injection pump at the top of the deliver0 valve holder using a
tu&ing union sleeve and nut. 5t is used to restrict the fluid flow in the reverse
direction through a small orifice. -nother function of snu&&er valve is to dampen
the shoc, waves travelling through high pressure line resulting from sudden
closure of deliver0 valve and noCCle valve.
Nozzle Holder.
%he fuel injection noCCle holder conducts fuel from the pump+
snu&&er valve and high pressure discharge tu&ingto fuel injection noCCle and
provides a means of adjusting the noCCle valve opening pressure. %he mojor
comp[onents of a noCCle holder are noCCle holder &od0+ pressure adjusting
spring+ shims'compensating washers(+ guide &ush+ intermediate disc and noCCle
capnut.
#hims are used &etween noCCle hoder &od0 and guide &ush'spring
cap( a&ove the spring+ for adhusting noCCle valve opening pressure. %he lower
end of noCCle holder is ground and lapped to provide lea, proof and pressure
tight seal with the lapped upper surface of intermediate disc. %he lower surface
of intermediate disc is also lapped to provide a pressure tight sealing with the
lapped surface of noCCle &od0.
Nozzle.
%he fuel injection noCCles are the closed+ h0drauliocall0 operated+
differential t0pe+ consisting of two t0pes noCCle &od0 and noCCle valve'pin(.
Both these parts are made out of special heat treated allo0 steel to minimise
wear. %he noCCle valve and noCCle &od0 are matched to form an assem&l0.
%hese parts cannot &e replaced individuall0 &ut onl0 as an assem&l0.
-t the tip of noCCle are provide . spra0 holes through which fuel
passes into the com&ustion cham&er. the spring loaded noCCle valve controls the
flow. %he spra0 angle of noCCle is 187. %wo t0pes of noCCles+ &ased on the
spra0 hole diameter+ are currentl0 &eing used in 5ndian )ailwa0s.
1. %he !7 4813B locomotive uses a noCCle which has a spra0 hole
diameter of 0.<80 mm.
4. %he !7 4813 locomotive uses a noCCle which has a spra0 hole
diameter of 0.<78 mm.
- fuel injection noCCle has two main functionsA
to atomise the fuel and direct it+ in a definite spra0 pattern into the
com&ustion cham&er.
to raise the pressure of the fuel+ to such a value that it &ecomes
higher than the pressure inside the com&ustion cham&er+ for injection to &ecome
possi&le.
Currentl0 )..#.* !uc,now+ is testing a microprocessor controlled
electronic fuel pump for its locomotives. %hese will &e implemented in the near
future as test results are e9ceptionall0 good. %hese hold a lot of advantages
over the single heli9 fuel pumps.
Electronic Fuel Injection System (EFIS).
1resent da0 locomotives in the 5ndian )ailwa0s are fitted with single
heli9 fuel injection pumps. 5n thewse pumps+ the start of fuel injection is fi9ed+
and has &een optimised to achieve the &est specific fuel consumption at the 7th
and /th notches. =nfortunatel0 this results in inefficient com&ustion at part load
operation. ".$.5.# gives us fle9i&ilit0 to have different start of injection at different
notches.
#ome of the advantages of ".$.5.# over single heli9 fuel pumps are
listed &elowA
1. "fficienc0 of engine can &e improved at part load operating
conditions.
4. $le9i&ilit0 to cut out c0linders at part load operation resulting in
further improvement of efficienc0.
<. -utomatic reduction of power at full load to eliminate hot engine
alarms during summers.
4. -utomatic low idle operation.
8. Controlled engine acceleration to prevent e9cessive smo,e during
notching up.
2. 5mproved transient operation.
7. -n0 com&ination of engine speed and power fle9i&ilit0.
/. 5n &uilt smo,e control.
.. C0linder com&inations can &e cut out in rotation.
"limination of separate governor+ feed rac, lin,age+ over speed trip+
acceleration control devices.
ombustion c!amber.
Com&ustion cham&er+ or the piston3c0linder assem&l0+ is generall0
referred to as the heart of the engine. 5t is here that the atomised diesel fuel
undergoes com&ustion and &ecause of the force e9erted &0 the com&ustion
gases the piston reciprocates inside the c0linder. %he reciprocation of the piston
inside the c0linder gets converted into the rotation of wheels of the locomotive &0
the cran,3shaft connecting rod arrangement.
%he c0linder is made of material. 5ts inside is covered with a lining
material. %his liner prevents wear of the inside surface of c0linder due to ru&&ing
&etween piston and c0linder. *f all the engine components piston is the most
important and also the most fragile part. - piston consists of a crown and a s,irt.
%he crown is generall0 made up of steel+ while the s,irt is generall0 of
aluminium. #ince the crown of piston is su&jected to high temperatures and
pressures+ therefore steel is used for crown. #teel can &e cooled easil0+ has high
strength+ undergoes lesser wear and most importantl0 an0 t0pe of cham&er
design is possi&le with steel. -ll this is not posssi&le with aluminium+ therefore
aluminium pistons are not preferred.
%he minimum clearance+ called the bumpin" clearance+ &etween
the piston and the valve poc,et should &e < mm. %he compression ratio of 14.8
is used in diesel locomotive engines. 1istons under test are provided with small
templu"s which are used for temperature determination at various critical
locations. %he various t0pes of pistons &eing tested at )..#.* are A
1. eep &owl steel cap piston.
4. !ascasiana me9ican steel cap piston.
<. Mahle dish top steel cap piston.
4. -!C* dish top steel cap piston.
8. -luminium dish top piston.
2. 5ndian piston ltd. steel cap piston.
7. #uper &owl steel cap piston.
/. )#*31)*134 Crown profile steel cap piston.
.. )#*31)*13< Crown profile steel cap piston.
10. #ingle &olt design steel cap piston.
5n 51! piston the crown is secured to the s,irt &0 means of four
stretch &olts while in case of Mahle dish top+ )#*31)*134 and )#*31)*13
< there are si9 stretch &olts. 5n all the rest a single stretch &olt is present.
7ith respect to B.#.$.C and com&ustion temperatures+ )#*3
1)*134 gave &etter performance than the other pistons mentioned a&ove. 5t
was also found that 51! piston was similar to )#*31)*134 in man0 respects.
- set of five piston rings are provided on each piston. %hese are
provided to prevent the com&ustion gases from lea,ing to the other side of the
piston. %he0 also provide a cushioning and pac,ing effect+ there&0 preventing
wear to occur at the piston c0linder liner interface.
5n !7 4813B locomotivesA
c0linder liner diameter E .F.
piston diameter E /../F.
stro,e E 10.8F.
five piston rings 'Ga0don>s pac,'=.#.-((+
1. ( Barrel shape.
4. ( %aper shape31.
<. ( %aper shape34.
4. ( *il conforma&le.
8. ( *il conforma&le.
$or cooling the c0linder water is circulated around the c0linder head+
while incase of piston oil cooling is done. !u&e oil is circulated inside the piston
&0 providing cooling galleries in steel cap piston or &0 mesh tu&ing in aluminium
top pistons.
E#!aust $ani%old.
"9haust manifold is a rectangular casing in which the e9haust gases
coming from engine num&ers 4 to 18 are emptied and then supplied to the
tur&ocharger. ue to lac, of space+ outlets of engine num&ers 1 and 12 do not
open into the e9haust manifold.
%he e9haust gases entering the tur&ocharger act on its runners and
&lades which causes the shaft of the tur&echarger to rotate. %he e9haust gases
then are let into a chimne0 from where the0 are filtered out into the atmosphere.
*n the test &ed in )..#.* a silencer is fitted to the chimne0+ &ut in locomotives
it is avoided.
&urbosuperc!ar"er.
%he power output of an engine depends upon the amount of air
indicated per unit time+ the degree of utilisation of this air and the thermal
efficienc0 of the engine. %he amount of air inducted per unit time can &e
increased &0 increasing the engine speed or &0 increasing the densit0 of air at
inta,e. 5nrease in engine speed reBuires rigid and ro&ust engines. -lso engine
friction and &earing loads increase. %herefore+ usuall0 the method of increasing
the densit0 of inlet air is emplo0ed to increase the power output of the engine.
%his method is called superc!ar"in" and is done &0 usin a device ,nown as
superc!ar"er. %ur&ochargers are centrifugal compressors driven &0 the e9haust
gas tur&ines. B0 utiliCing the e9haust energ0 of the engine the tur&ocharger
recovers a su&stantial part of energ0 which would otherwise go waste. %hus the
tur&ocharger will not draw on upon the the engine power.
Before 1..1+ the 5ndian )ailwa0s used -!C*37403- for its 7M4
locomotives with 123c0linder !7 engines. %his tur&ocharger had man0 areas of
concern. 5t possesed lower relia&ilit0+ reBuired freBuent maintenance+ shorter
period of overhaul and lower life of critical components.
-fter 1..1 the 4200 h.p diesel engine were fitted with either :apier3
:-34.8-3740 tur&ocharger or -BB3D%C3<043D;31< tur&ocharger. 5n case of
:apier two3third of the total failures were ta,ing place on direct account+
esta&lishing the need of product?components improvement. uring performance
evaluation+ :apier tur&ocharger deteriorated &0 <.16+ while the -BB
tur&ocharger improved &0 88.46. -lso even less than one3third of total failures
in case of -BB were &0 direct account. %herefore product?components of -BB
tur&ocharger did not need much improvement and could &e used readil0.
-fter upgrading the 4200 h.p diesel engine to <100 h.p diesel engine
the previous tur&ochargers were replaced &0 :apier :-34.835) and -BB D%C3
<044 tur&ochargers. *ne important point which should alwa0s &e in mind is that
even in emergencies -BB D%C3<043D;31< and :apier :-34.83-740
tur&ochargers meant for 4200 h.p engines should not &e used for <100 h.p
engines. %his is &ecause the air inta,e capacit0 for 4200 h.p engine is <.78 to
4.0 ,g?sec and that for <100 h.p engine is 4.48 to 4.8 ,g?sec.
)ecentl0 a ;" tur&ocharger with twin aftercoolers was tested and
implemented. 5t gave increased efficienc0+ upto .06+ as compared to 746 got
from :apier and -BB tur&ochargers. #ince it used twin aftercoolers the total
height of the assem&l0 increased hence it posed some pro&lem during
installation in the locomotive. :ow3a3da0s a :ew ;eneration tur&ocharger+
&ased on air cooling s0stem+ @#38/003:; is &eing tested. 5t is e9pected to give
much &etter results than its predecers.
'%tercooler(
%his component is placed just after the tur&ocharger. Charged3up air
leaving the tur&ocharger has temperature and pressure eBual to 400C and
4 &ar respectivel0. #uch a high temperature of inlet air is undesira&le+ as it would
have adverse therm affect on the engine components+ therefore an aftercooler is
attached to the outlet of tur&ocharger to cool the charged air. 5n the aftercooler
cold water from the radiators flows in pipes and the charged air flows around
these pipes. 5n this wa0 the water ta,es awa0 the heat of the charged air and the
temperature of air reduces to a&out /0C.
"arlier+ the aftercoolers which were imported from =.#.-+ were of
small siCe. %his was &ecause to place them in locomotive first the chimne0 and
the tur&ocharger had to &e removed and the aftercooler was lowered from the
top. @ence the aftercoolers were made in small siCe. But now3a3da0s the
aftercoolers can &e fitted inside the locomotive from the side thus alowing them
to &e made in large siCes.
oolin" )ater ircuit(
Der0 high temperatures are developed during the operation of a
diesel engine which ma0 lead to the thermal failure of the engine components.
@ence to reduce the high temperatures water is circulated around the engine to
conduct awa0 the e9cess heat generated. %he various important parts of this
cooling circuit areA3
1. !eft and )ight @eader %u&esA @ot water which ta,es awa0 the heat
from the engine casing is collected in these header tu&es. %he left and right
header tu&es conduct teh hot water to the left and right radiators respectivel0.
4. Bu&&le CollectorA %his deice is installed &efore the radiators+ and is
used to separate out the air &u&&les present in the circulating water. )emoval of
air &u&&les is important as their presence inside the tu&es ma0 cause choc,ing
effects.%he air collected is let off through a vent.
<. )adiatorsA %wo sets of radiators+ one on left side and the other on right
side of a locomotive+ are present. @ot water falls from the top of the radiators
and cold water is collected at the &ase. Between the two radiators a fan is
rotated for proper ventilation of air.
4. !u&e *il CoolerA #ome of the cold water collected is supplied to the
lu&e oil cooler. %his water is used to cool the hot lu&e oil coming from the
engine. -fter this the water flows to the water pump.
8. -ftercoolerA -gain some of teh water collected from the radiator flows to
the aftercooler to cool the hot charged air passing from the tur&ocharger. -fter
this+ it also is pased to the water pump.
2. "9pansion %an,sA uring the heating and cooling of circulating water
some amount of this water gets evaporated. -lso some of gets lea,ed awa0. 5t is
essential that the Buantit0of water flowing around the engine casing is same and
it should not fall &elow a rated value. $or this two e9pansion tan,s are provided
at the top so as to compensate for an0 water loss.
7. 7ater 1umpA 7ater from the radiator+ lu&e oil cooler+ aftercooler and
the e9pansion tan,s enters the water pump from where it is pumped to the
engine casing.
/. Circulation 1ipesA #eamless circulation pipes are used to conve0
water from one component to another. "arlier these pipes had sharp &ends and
were welded together. %his caused large frictional losses. )ecentl0+ )..#.* has
steamlined the whole circulation networ, and has replaced sharp &ends &0
smooth curved &ends. %he material used for circulation pipe is -#%M3-3102.
*ube +il ircuit.
-ll the mechanical components of an engine alwa0s and at all times
undergoe wear due to friction &etwee the moving parts. %he piston3c0linder
interface+ cran, and connecting rod joint and &earings of the cran, shaft are
some of the important places where friction occurs in large magnitude. @ence it
&ecomes necessar0 to use a lu&ricant which can reduce friction and wear to a
minimum. 5n diesel locomotives+ lu&e oils ))3407+ @1371< and M=!%5;)-"
*5!# are used for the lu&rication of various parts of engine. %he lu&e oil is
stored in the sump in the &ase of the engine. $rom there it is transported to the
various parts of the engine &0 a lu&e oil circuit. %he various important
components of the lu&e oil circuit are A3
1. 1umpA %he pump suc,s the lu&e oil from the sump and delivers it at
high pressure to the circulation tu&es.
4. )elief DalveA 5f the deliver0 pressure of pump is a&ove the reBuired
level then a spring loaded relief valve gets opened and some of the lu&e oil
flows &ac, into the sump. 5n this wa0 the relief valve prevents e9cessive
pressure &uild up in the circulation tu&es.
<. Bellow HointsA %hese have &een recentl0 added to the lu&e oil circuit &0
)..#.*+ !uc,now. %he0 are e9pansin t0pe joints used for connecting pipe
sections. B0 using these joints the various errors occuring due to mis3allignment
are eliminated.
4. B0pass DalveA %his valve occurs just &efore the lu&e oil filter. 5f the
pressure inside the filter rises a&ove rated value then this valve opens up to
&0pass the lu&e oil and hence preveents damage to the filter.
8. $ilterA %he lu&e oil filter is used to remove all the sludge and minute dirt
particles present in the lu&e oil. 5f unfiltered+ then these particles ma0 clogg the
circulation pipes and also harm the varios components of the engine which are
to &e lu&ricated.
2. CoolerA %he lu&e oil when flowing in the engine gets heated up due to
high temperatures developed inside the engine. @ence arrangement has to &e
done to cool this lu&e oil to the reBuired level. - cooler is installed in the lu&e oil
circuit where cold water coming from the radiators ta,es up the heat of lu&e oil
and hence cools the lu&e oil to the operating temperature.
7. #trainerA
/. )egulating DalveA %his valve regulates the flow of lu&e oil to the engine
header.
.. "ngine @eaderA %his component guides the flow of lu&e oil inside the
engine.
10. Circulation 1ipesA %hese pipes are responsi&le for the flow of lu&e oil to
various components. "arlier these pipes had sharp &ends and there ends were
welded. %his caused large frictional losses. @ence )..#.* streamlined these
pipes+ started the use of forged'seamless( pipes and replaced sharp &ends &0
curved &ends. )oller t0pe pipe supports are used for supporting the circulation
pipes.
,iesel Fuel.
iesel oil for locomotives is of two grades.
a(. @igh speed diesel oil '@#(+
&(. !ight diesel oil '!*(.
@# covers distillates of low volatilit0+ while !* covers the class of
more viscous distillates and &lends of these distillates with residuum oil.
%he diesel oil to &e used in a locomotive should &e h0drocar&on oils
derived from petroleum with small amounts of h0drocar&on or non h0drocar&on
addititives. 5t should &e free from grit+ suspended matter and other visi&le
impurities. @# is used as the fuel for 5ndian locomotives and should have the
folowing properties.
1. ( -cidit0+ inorganic :5!
4. ( -cidit0+ total 'mg of G*@?g( 0.8
<. ( -sh 'percent &0 mass( 0.01
4. ( Car&on residue 'percent &0 mass( 0.4
8. ( Cetane num&er 'minimum( 44
2. ( 1our point 'ma9imum( 2C
7. ( Copper strip corrosion for < hrs. at 100C :ot worse than
no.1
/. ( 7ater content 'percent &0 mass( 0.08
.. ( istillation 'percent recover0 at <22C( .0
10. ( $lash point 3 -&el>s apparatus 'minimum( </C
11. ( Ginematic viscosit0 'c#( at </C 4.0 to 7.8
14. ( #ediment 'percent &0 mass( 0.08
1<. ( %otal sulphur 'percent &0 mass( 1.0
14. ( %otal sediments 'mg per 100 ml( 1.0
$odi%ications ,one For ' Fuel E%%icient *ocomotive.
5n1..4 7M4 locomotive was modified into a fuel efficient 123
c0linder locomotive. the various modifications carried out wereA
-./. $odi%ied 0ater connections to a%ter cooler.
%o provide water at the minimum possi&le temperature into
the aftercooler+ in the modified water connections+ water inlet of the aftercooler
was fed directl0 from one radiator and the water outlet of aftercooler was
connected to inlet of water pump. %his modification caused saving of 0.26
#.$.C.
-1/. .2 mm %uel injection pump 0it! %uel pump support !avin" 0ider
%uel cam roller(
%o have sharper fuel injection+ the 18 mm fuel injection
pump was replaced &0 17 mm fuel injection pump. %herefore the fuel pump
support was replaced &0 the e9isting 12 c0linder engine fuel support with wider
fuel cam roller. %his modification resulted in upto 46 #.$.C saving.
-3/. $odi%ied cam s!a%t 0it! .45 overlap.
%he cam shaft was modified to increase the overlap 'period
&etween the air inlet valve opening and e9haust valve closing(+ from14< to 140
so as to improve scavenging.
-4/. *ar"e a%tercooler.
- large aftercooler with higher effectiveness was designed
and protot0pes evaluated. *wing to different e9ternal dimensions of the modified
aftercooler housing+ siCes and la0outs of certain pipes were changed along with
the tur&o mounting &rac,et. -ter the modification the effectiveness of the
aftercooler was increased to more than 706.
-6/. Steel capped pistons.
7ith all the si9 modifications 'including fitment of higher
efficienc0 tur&ocharger(+ pea, firing pressures e9ceeded 1/00 psi. %hus steel
capped pistons were used.
-7/. Hi"! e%%iciency turboc!ar"er.
@igh efficienc0 tur&ochargers fitted in the locomotive wereA
a(. :apier :-34.8 tur&ocharger+ and
&(. -BB D%C3<04 tur&ocharger

En"ine &est 8ed.
%he " irectorate has four test &eds. "ach test &ed has a
microprocessor all of which are connected to a @ost Computer. %he test &ed
microprocessor can &e operated in the host computer mode or the flopp0 mode.
;enerall0 the former mode is preferred. %he host computer is 11 11 or D-I.
%he host computer stores and e9ecutes the software pac,ages concerning all
necessar0 programs for test preparation+ data management+ test run evaluation+
plots and printouts as well as representation of the test &ed configuration. %he
test &ed computer co3ordinates the e9change of data signals &etween A3
5 $uel &alance control+
55 !oad control+
555 Control valves for cooling jac,et water temperature+
5D #peed control+
D %emperature measuring devices+
D5 1ressure gauges+
D55 Di&ration gauges.
%est &ed computer and the host computer are one unit and
compliment each other to &ecome a powerful s0stem. %he definition of
parameters and preparation of the tests is done on the host computer. - %"#%
comprises all parameters and definitions needed for a test run. 1arameters are
necessar0 for test e9ecution and are of two t0pesA parameters which descri&e
the test &ed '#J#%"M 1-)-M"%")#( and those descri&ing the test run and the
engine to &e tested '%"#% )=: 1-)-M"%")#(. -t the test &ed it is possi&le to
reBuest the s0stem parameters from the host computer. %he s0stem parameters
are su&seBuentl0 loaded into the test &ed memor0. :ow the test run can &e
e9ecuted independentl0 from the host computer. %he measured and calculated
data are sent to the host computer for storage+ printing and?or plotting. %he
measured results arrive at the host computer via a B=$$"). 5n case of short
term disconnections on part of the host computer+ the data remain in the &uffer
until the host is read0 again.
&ES& 9:N
- %"#% )=: consists of the following phasesA
.. ontrol P!ase.

-t the &eginning of the control phase+ all defined demand values
and digital output signals of the operating step are activated. 5f ramps are
defined+ the set values move along the ramps from the actual values to the
demand values. %est &ed eBuipment such as fans+ valves+ thermoshoc,
eBuipment+ etc.+ ma0 &e activated or deactivated &0 means of the digital signals.
%he control phase ends depending on the defined control criteria.
1. Stabilisin" P!ase.
%he measurement for data storage and printout is not
made until the engine is thermall0 sta&le. %he engine is considered sta&le and
measurement can &e carried out onl0 if all the sta&ilisation criteria have &een
met. %he different sta&ilising criteria areA
a). Stabilisin" via 0aitin" time ; %he engine is considered
sta&le after the waiting time specified in the operating step has elapsed.
b). Stabilisin" via temperature "radient ; 5f+ e.g.+ the
e9haust gas temperature changes &0 less than 8C within one minute+ the
engine is considered sta&le.
c). Stabilisation via measurement criteria ; 5f one or more
measured values are within the specified tolerance range+ the engine is
considered sta&le.
d). Stabilisin" via bit;in ; %he engine is considered sta&le
when e9ternal aggregates or devices give a digital message.
3. $easurement P!ase.
-veraging is done during the measuring time+ all
continuous analog values &eing measured ever0 second. - measuring time of 10
seconds is defined+ and the average value of 10 measuring points is calculated
for all continuous analog measured values. %hese are then stored on the host
computer and?or printed out. %he microprocessor uses the fuel &alance value
and the calculated average value for finding out the B.#.$.C.
4. 9emainin" Step 9un &ime.
5f after completion of all measurements specified in the
step definition there is still some time left+ the s0stem remains in this step until
the step run time has e9pired.
"9ceptionA3 5t is possi&le to define the waiting and?or step run
time as Cero. 5n this case the measuring c0cle is started immediatel0 after
completion of the control and sta&ilisation phases. -s soon as the measurement
has &een completed+ the s0stem switches over to the ne9t step.
- test &ed has four main operating states. %he0 areA
.. $onitorin" ; 5n this state the s0stem is initiallised.
1. Standby ; 5n this state the test &ed computer is read0 for an
automatic or semi3automatic test run. -ll the s0stem and test run parameters are
stored in the test &ed microprocessor.
3. Semi;automatic ; 5n this state it is possi&le to operate the test
&ed manuall0. -ll parameters have &een chec,ed+ a&solute limit monitoring is
active and data acBuisition is possi&le.
4. 'utomatic ; 5n this state the entire test run is controlled &0 the
test &ed microprocessor. %he operating steps are e9ecuted automaticall0
according to the #tep #eBuence %a&le.



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