1. 1
A REPORT
ON
STUDY OF VARIOUS VEHICLE QUALITY TESTS AND INDIAN
DRIVING CYCLE (IDC)
BY
Names of the students ID Nos.
ANKUR AGARWAL 2011B4A4400G
AMAN BHALLA 2011A4PS267G
RAHUL ROCHLANI 2011A4PS289H
AT
HONDA MOTORCYCLE AND SCOOTERS INDIA PRIVATE LIMITED
A Practice School-I station of
BIRLA INSTITUTE OF TECHNOLOGY AND SCIENCE, PILANI
(May-July, 2013)
2. 2
Acknowledgement
We are very thankful to all the people who supported us during the development of
this report .
We would like to deeply thank our PS instructor Dr, Rahul Nigam, Department of
Physics, BITS-Pilani Hyderabad Campus and our mentor, Mr. Dhananjay and Mr.
Abhishek Sharma, Engineers at EQ for their support. We are gateful for their
guidance which is the key ingredient of this report.
We express our gratitude towards Mrs Deep San, HR department and Co-
Instructor, Mr. Dewal Gupta for their help and assistance in the project.
We would also like to acknowledge the support provided by Mr Rahul San, and
other members of engine test group of EQ for guiding us throughout the
project and taking our queries.
Lastly, we wish to thank other staff members from homologation department
at Honda Motorcycle and Scooters India for helping us with the Performance tests
on 2 wheelers which is very crucial for our report.
3. 3
BIRLA INSTITUTE OF TECHNOLOGY AND SCIENCE
PILANI (RAJASTHAN)
Practice School Division
Station: Honda Motors Centre: Manesar
Duration: From 27 May 2013 To: 13 July 2013
Date of Submission: 11 June 2013
Title of the Project: STUDY OF VARIOUS VEHICLE QUALITY TESTS AND
IDC
ID No. Name(s) of student(s) Discipline
2011A4PS289H RAHUL ROCHLANI MECHANICAL ENGG
2011A4PS267G AMAN BHALLA MECHANICAL ENGG
2011B4A4400G ANKUR AGARWAL MECHANICAL ENGG
Name of expert: Mr. Abhishek Sharma
Name of the PS Faculty: Dr. Rahul Nigam
4. 4
Project Area(s): Engineering Quality
Abstract:
Engineering quality is a department under the division of Vehicle Engineering in
Honda Motorcycle and Scooters, India. It is basically a support segment whereby
engine, frame and Denso tests are performed on new models, and sampled models
from batch production to assess their quality with respect to master vehicles.
This department has 3 sections namely Engine test group, Frame test group and
Market claims analysis.
Our project is the study of various vehicle quality tests performed on 2 wheelers on
chassis Dynamometer in the emission lab. We have learnt the basic performance
tests being performed on vehicles and preparation of vehicles prior to test.
Different cycles run during test became familiar to us.
Signature(s) of Student(s) Signature of PS Faculty
Date: 11 June, 2012 Date
5. 5
Table of Contents:
Acknowledgement…………………...2
Abstract………………………………4
About HMSI………………………….6
Products manufactured at HMSI……..8
Engineering Quality…………………..9
Equipments…………………………..12
Various tests performed at HMSI……25
Emission Norms……………………...30
Indian Driving Cycle (IDC)………….32
CONCLUSION………………………33
BIBLIOGRAPHY……………………34
6. 6
About HMSI
Honda Motorcycles and Scooters India Pvt. Ltd. (HMSI), a wholly owned
subsidiary of Honda Motor Company Ltd. was incorporated on 20th
August 1999
to manufacture two wheelers in India. It’s Symbol “wings” is recognized all over
the world as the symbol of Honda two wheelers with which they promise to
initiate changes and make a difference in the lifestyle of the people of India.
It represents the flight that HMSI has taken to achieve the goals and targets which
conform to the international standards. Honda’s commitment to India is to
manufacture world class two wheelers that are designed and best suited for local
conditions. Ever since its establishment in 1999, HMSI has striven to offer products
of the highest quality at reasonable price by following its fundamental belief of
bringing joy to people. In a short span of ten and half years, HMSI has emerged
as the largest scooter manufacturer and the fourth largest two wheeler
company in India. While endeavoring to meet and exceed the expectations of
the customers, the critical importance to providing the product, technology and
service that not only benefits the customer but also the society in areas such as
environment preservation and riding safety is also realized. It is believed at HMSI
that by meeting these expectations, HMSI will enhance the quality of life through
products and services that reflect the spirit of today. Bringing joy to people
and contributing to social development will continue to be the principles that
will guide HMSI in future. It came into mass production with Honda Activa in
2001. Since then, the company has continued to grow in the Indian market along
with regularly providing world class, advanced and technically sound products.
Living up to its illustrious line age of excelling in the manufacture of two wheelers
of global quality, HMSI has revolutionized the multi-dimensional Indian two-
wheeler market with products like Eterno, Dio, Unicorn and Shine. Apart from
outstanding sales, Honda also caters its customers with excellent service and spare
7. 7
parts support. The HMSI factory is spread over 52 acres, with a covered area of
about 85,815 square meters at Manesar, Gurgaon district of Haryana. The
foundation stone for the factory was laid on 14th December 1999 and the factory
was completed in January 2001. The initial installed capacity was 100,000
scooters per year, which has reached 6,00,000 scooters by the year by 2007 and
motorcycle capacity shall be 4,00,000 per annum. The total investment outlay for
the initial capacity was Rs. 215crores and now the accumulated investment is
800 crores.
8. 8
Products under HMSI
Motorbikes:
S.no Model Name cc
1. Dream Yuga 110
3. Twister 110
2. Shine 125
4. Stunner 125
5. Unicorn/Dazzler 150
6. CBR 150 150
7. CBR 250 250
8. Dream Neo 110
Scooters:
S.no Model Name cc
1. Activa 110
2 Aviator 110
3. DIO 110
9. 9
Introduction to ‘Engineering Quality’
Honda is world renowned for its Quality, one point out of many which separates it
from rest.
Engineering Quality is one of the most important departments of HMSI. It is a vital
part of the Organization since it helps maintain the quality of Honda two wheelers
with an engineering aspect. The Quality of vehicles includes the following aspects:
Performance, Durability and Machinability.
It mainly deals with performance tests of two wheelers and also the working of
Emission lab
.
11. 11
Different performance tests being performed in the emission lab are discussed.
Checking out the working of 2 wheelers, sampling is done where by a vehicle is
brought in from the batch production of the product.
Whenever a new die is created, corresponding vehicle is brought in for inspection.
Finally data obtained is analyzed with the standards given and any problem
encountered is forwarded to senior management.
12. 12
Equipments:
Constant volume sampler CVS-ONE:
The CVS-ONE series is designed for the measurement of diluted emissions from
vehicles and engines. The new integrated operating platform, HORIBA ONE
PLATFORM is adopted for the CVS-ONE. The hardware has been significantly
downsized from previous designs, reducing test cell footprint requirements. It
introduces new functions and is more user-friendly, while still maintaining high
accuracy. In conjunction with the MEXA-ONE (Motor Exhaust Gas Analyzer), the
system can be used to measure extremely low emission levels such as SULEV. The
new CVS reliably supports emission testing requirements of today and into the
future.
The newly developed software is an integrated operating platform for MEXA-
ONE, CVS-ONE and other devices. The intuitive, ergonomic design of the new
software platform makes system operation easier. System control and a complete
system view of other measurement devices are available from one single display.
User support for system operation such as maintenance, alarm and message
functions have been further enhanced.
13. 13
Blower
It is a device used to control the oil temperature. Blower is a large fan tha is placed
in front of the vehicle while testing, and controls the temperature of engine oil
which must be regulated to below 1400
C.
On increasing the fan speed the oil temperature decreases because there is more
cooling caused while on decreasing the fan speed the oil temperature increases. For
various tests the oil temperature is set to a constant value for tat we use blower fan.
Initially the fan speed is less so temperature increases and the when desired value
is reached we set blower speed so that oil temperature remains constant.
15. 15
Chassis dynamometer is the
equipment used to test vehicles by
simulating road conditions in the
lab. A dynamometer or dyno for
short, is a device for measuring
force, moment of force (torque), or
power. For example, the power
produced by an engine, motor or
other rotating prime mover can be
calculated by simultaneously
measuring torque and rotational
speed (RPM).
Important Terms related to dynamometer
Dyno Inertia – Can be all over the map for values and most are poorly defined and
too many are listed in pounds. Although that is not technically correct it refers to a
weight that should equate to a vehicle weight. The inertia only types measure the
time that a supposedly known mass is accelerated by the test vehicle in order to
calculate horsepower and because there is a speed signal the torque value is back
calculated from the horsepower number the dyno provides. The difficulty here is
the units cannot be calibrated easily to establish their inertia values which are
typically in units of ft-lbs/sec/sec. So it is easy to understand that if you can’t
verify the calibration, you might get nicely repeatable data but perhaps more or
less than another test facility. Normally in those circumstances the place that gives
bigger numbers is the most popular test location.
Torque – Torque is a twisting motion and is typically expressed in lbs-ft. Notice
this is not ft-lbs! Although everyone commonly uses incorrect units for description
of this very important item, the proper reference is indeed pounds- feet (lbs-ft).
Horsepower – 1 horsepower is equivalent to 2546 BTU/hr or 550 ft-lbs of work per
second. The most interesting is from the calculation of Hp= (T x RPM) / 5252 and
in that equation the torque value is in lbs-ft as described previously.
Speed – Most common references in the US for speed is miles per hour (MPH).
Speed can also be in feet per second such as 88 ft/sec = 60 MPH.
16. 16
Roll Speed – Refers to the speed of the roll(s) on the chassis dynamometer and can
be directly related to the vehicle speed or simply given as roll RPM. Because of the
friendly relationship of round things to Ÿ or 3.1416, it is easy to calculate the
circumference of the roll by measuring the diameter and multiplying that by Ÿ.
That gives us the opportunity to verify some dyno basics.
Heat Load – Is not the number of cops per city block. The term has to do with the
heat that the test vehicle and the dyno must dissipate to the atmosphere or the room
the dyno and vehicle are in. In short it takes a lot of moving air to keep the overall
packages cooled down. Normally you never consider that as you drive along at
various speeds the moving air carries heat away and you can enjoy the scenery. Or
if your cooling system is overloaded from traffic being slow it might cause the
engine to overheat. At high power levels the heat load increases hence the
requirement for a very large fan or maybe more. That is why most popular chassis
dyno tests are just quick spurts that make it easier on the whole operation. By the
way a normal expression for a heat load is in BTUs (British Thermal Units) per
time. In order to put this in perspective, if you wanted to test a vehicle that might
produce 500Hp at the drive wheels, that would easily be a total heat load of
approximately 1500Hp (3.8 million BTUs per hour!) that must be dissipated into
the atmosphere from the cooling system of the vehicle and the drivetrain, exhaust
system and the tire patches and the dyno itself. Of course that varies somewhat by
how much you allow the temperature across the room to rise. Perhaps this stuff is a
little more complex than you thought.
Speed Capacity – Often a mechanical limit set by the manufacturer such as
150MPH or some other number that should not be exceeded for safety’s sake.
Power Capacity – Also a number set by the manufacturer that is fundamental to
the capability of the drive tires. This capacity number is quite often higher than
most vehicles can even contest. The term is also normally associated with a speed
such as 500 Hp at 120 MPH or something similar.
Construction of a dynamometer:
A dynamometer consists of an absorption (or absorber/driver) unit, and usually
includes a means for measuring torque and rotational speed. An absorption unit
consists of some type of rotor in a housing. The rotor is coupled to the engine or
17. 17
other equipment under test and is free to rotate at whatever speed is required for
the test. Some means is provided to develop a braking torque between the rotor and
housing of the dynamometer. The means for developing torque can be frictional,
hydraulic, electromagnetic, or otherwise, according to the type of absorption/driver
unit.
One means for measuring torque is to mount the dynamometer housing so that it is
free to turn except as restrained by a torque arm. The housing can be made free to
rotate by using trunnions connected to each end of the housing to support it in
pedestal-mounted trunnion bearings. The torque arm is connected to the dyno
housing and a weighing scale is positioned so that it measures the force exerted by
the dyno housing in attempting to rotate. The torque is the force indicated by the
scales multiplied by the length of the torque arm measured from the center of the
dynamometer. A load cell transducer can be substituted for the scales in order to
provide an electrical signal that is proportional to torque.
Another means to measure torque is to connect the engine to the dynamometer
through a torque sensing coupling or torque transducer. A torque transducer
provides an electrical signal that is proportional to the torque.
With electrical absorption units, it is possible to determine torque by measuring the
current drawn (or generated) by the absorber/driver. This is generally a less
accurate method and not much practiced in modern times, but it may be adequate
for some purposes.
When torque and speed signals are available, test data can be transmitted to a data
acquisition system rather than being recorded manually. Speed and torque signals
can also be recorded by a chart recorder or plotter.
The dynamometer used in the emissions lab has a capacity of 30 kW while the
vehicles which are to be tested have a maximum capacity of 4.5 – 5.5 kW. So the
dynamometer can be used to regulate the speed of the vehicle. There are two
modes in which the dynamometer can be run:
ALR Automatic Load regulator
In this mode the vehicle throttle controls the speed of vehicle wheel. The
dynamometer has a "braking" torque regulator - the Power Absorption Unit (PAU)
is configured to provide a set braking force torque load, while the prime mover is
18. 18
configured to operate at whatever throttle opening, fuel delivery rate, or any other
variable it is desired to test. The prime mover is then allowed to accelerate the
engine through the desired speed or RPM range. Constant Force test routines
require the PAU to be set slightly torque deficient as referenced to prime mover
output to allow some rate of acceleration. Power is calculated based on rotational
speed x torque x constant. The constant varies depending on the units used.
ASR Automatic Speed Regulator
In this the dyno applies opposing power to the vehicle and PAU controls the speed
of the wheel. If the dynamometer has a speed regulator (human or computer), the
PAU provides a variable amount of braking force (torque) that is necessary to
cause the prime mover to operate at the desired single test speed or RPM. The PAU
braking load applied to the prime mover can be manually controlled or determined
by a computer. Most systems employ eddy current, oil hydraulic, or DC motor
produced loads because of their linear and quick load change abilities.
Power is calculated based on rotational speed x torque x constant, with the constant
varying with the output unit desired and the input units used.
A motoring dynamometer acts as a motor that drives the equipment under test. It
must be able to drive the equipment at any speed and develop any level of torque
that the test requires. In common usage, AC or DC motors are used to drive the
equipment or "load" device.
Road Load Equation
The road load equation describes all the forces applied to your car: aerodynamic
drag, rolling resistance, and braking.
Aerodynamic drag is given by F = ½ * Cd * A * ρ * V².
Cd*A is drag coefficient times frontal area. Cd describes the smoothness of the
vehicle's shape, but frontal area is just as important. These variables never appear
seperately from each other in the physics.
19. 19
ρ is the density of air, which is around 1.3kg/m³, but varies with temperature and
barometric pressure. Your car will cut through the air better when the air is thinner,
e.g. when it's hotter, or at higher elevations.
V² is your vehicle's airspeed, SQUARED. This means that driving twice as fast
means four times as much aerodynamic drag. A headwind or even a crosswind will
give an airspeed higher than the value on speedometer. A crosswind will also
increase the CdA of a vehicle that's optimized for driving forward, such as a bus,
tractor trailer, or a Prius.
Cars and bicycles generally spend a great majority of their energy overcoming
aerodynamic drag. Fuel economy can be improved by reducing any of the factors
in the above equation: slower speeds, a more slippery shape, a narrower or shorter
car, thinner air. Note that aerodynamic drag is not affected by mass (assuming that
mass doesn't deflect suspension).
Rolling resistance = CRR * weight = CRR * mass * gravitational acceleration
CRR is your coefficient of rolling resistance, a property dependent on your tire and
the road surface. Low rolling resistance (LRR) tires are an excellent way to reduce
your CRR.
The metric system makes it clear that mass is an amount of material (measurable in
kg), while weight is a force due to gravity.
The force of rolling resistance is the same regardless of vehicle speed, while
aerodynamic drag varies with V². The amount of rolling resistance per mile
depends only on your vehicle's weight and CRR.
So, the road load equation for steady state (constant speed) driving on flat land
with no wind is:
F = ½*CdA*ρ*V² + CRR*m*g.
This makes for simple math, but it really only applies to highway driving, and even
then not all the time. Still, studying steady state road load gives insight into what
parameters of your car and driving cause you to spend the most fuel.
Analyzers:
Instruments for determining the qualitative and quantitative composition of gas
mixtures.
20. 20
Gas analyzers may be hand operated or automatic. The most common analyzers of
the former type are based on the absorption principle: the components of a gas
mixture are absorbed one after another by different reagents. Automatic gas
analyzers continuously measure some physical or physicochemical property of a
gas mixture as a whole or of its separate components.
Automatic gas analyzers may be divided into three groups according to their
principle of operation. The first group includes instruments using physical methods
of analysis, including auxiliary chemical reactions. These gas analyzers, called
volumetric-manometric or chemical gas analyzers, measure changes in the volume
or pressure of a gas mixture resulting from the chemical reactions of its separate
components. The second group includes instruments using physical methods of
analysis, including auxiliary physicochemical processes (such as thermochemical,
electrochemical, photocolorimetric, and chromatographic processes).
Thermochemical instruments are based on the thermal effect of the reaction of
catalytic oxidation (combustion) of a gas; they are used chiefly to detect
concentrations of inflammable gases (for example, dangerous concentrations of
carbon monoxide in the air). Electrochemical instruments allow the determination
of the concentration of a gas in a mixture according to the electroconductivity of a
solution absorbing the gas in question. Photocolorimetric instruments are based on
the change in the color of certain substances when they react with a component of
a gas mixture under analysis; they are used mainly to measure microconcentrations
of toxic impurities in gas mixtures—hydrogen sulfide and nitrogen oxides, for
example. Chromatographic instruments are most widely used to analyze mixtures
of gaseous hydrocarbons.
The third group of gas analyzers consists of instruments based on purely physical
methods of analysis (thermoconductometric, densimetric, magnetic, optical, and
ultraviolet). Thermoconductometric instruments are based on the change in the
thermo conductivity of gases; they may be employed to analyze two-component
mixtures (or multicomponent mixtures if the concentration of only one component
changes). Densimetric instruments are based on the change in the density of a gas
mixture; they are used chiefly to determine the quantity of carbon dioxide (whose
density is 1.5 times that of the atmosphere) in a mixture. Magnetic gas analyzers
are used mainly to measure the concentration of oxygen in a mixture: oxygen has a
great magnetic susceptibility. Optical gas analyzers are based on the change in the
optical density, the absorption spectra, or the emission spectra of a gas mixture.
Ultraviolet gas analyzers are used to determine the quantity of halogens, mercury
vapors, and certain organic compounds in gas mixtures.
21. 21
HONDA has a MEXA gas analyzer setup in which we have three types of gas
analyzers for the measurement of the concentrations of different gases in the
exhaust.
1. Non-Dispersive Infrared Detector:
A nondispersive infrared sensor (NDIR) sensor is a simple spectroscopic device
often used as gas detector. It is called non-dispersive because wavelength which
passes through the sampling chamber is not pre-filtered instead a filter is used
before the detector.
The main components are an infrared source (lamp), a sample chamber or light
tube, a wavelength sample chamber, and gas concentration is measured electro-
optically by its absorption of a specific wavelength in the infrared (IR). The IR
light is directed through the sample chamber towards the detector. In parallel
there is another chamber with an enclosed reference gas, typically nitrogen. The
detector has an optical filter in front of it that eliminates all light except the
wavelength that the selected gas molecules can absorb. Ideally other gas
molecules do not absorb light at this wavelength, and do not affect the amount
of light reaching the detector to compensate for interfering components. For
instance, CO2and H2O often initiate cross sensitivity in the infrared spectrum.
As many measurements in the IR area are cross sensitive to H2O it is difficult to
analyze for instance SO2 and NO2 in low concentrations using the infrared light
principle.
The IR signal from the source is usually chopped or modulated so that thermal
background signals can be offset from the desired signal.
Each constituent gas in a sample will absorb some infra-red at a particular
frequency. By shining an infra-red beam through a sample cell (containing CO
or CO2), and measuring the amount of infra-red absorbed by the sample at the
necessary wavelength, a NDIR detector is able to measure the volumetric
concentration of CO or CO2 in the sample.
22. 22
A chopper wheel mounted in front of the detector continually corrects the offset
and gain of the analyzer, and allows a single sampling head to measure the
concentrations of two different gases.
The Combustion Fast NDIR uses a unique sampling system, coupled to
miniaturized NDIR technology to give millisecond response times.
The Combustion Fast NDIR has two remote Sampling Heads controlled by a Main
Control Unit, and is capable of sampling CO & CO2 simultaneously in two
locations.
In general, the relationship between the degree of absorption and sample gas
concentration is given by the following formula:
= − ln (
I(λ)
I0(λ)
) = ϵ(λ). C. l
Where λ is wavelength,
α(λ) is absorption of gas component in λ,
I(λ) is degree of transmitted radiation,
23. 23
I0 (λ) is degree of incident radiation,
ε(λ) is molar absorption coefficient in λ of gas,
C is concentration of the component,
L is sample thickness (path length of sample cell radiation)
Using the above mentioned equation, concentration of gas in exhaust can be
calculated.
2. Chemiluminescence Light Detector (CLD):
It is used as a measurement method for NO and NOX in exhaust gases from engines
because it is highly sensitive to NO and is not interfered by other components
easily.
Principle:
When sample gas with NO and ozone gas (O3) gas is mixed in a reactor, NO is
oxidized and is transformed to NO2.
NO + O3 NO2 + O2
A part of NO2 that is generated here is in excited state, which means its energy is
higher than normal. Excited NO2 molecules release excited energy as light when
returning to the ground state.
NO + O3 NO2
*
+ O2 NO2
*
= molecules in excited state
NO2
*
NO2 + h𝜈
This phenomenon is called chemiluminiscence, and degree of light is directly
proportional to the quantity of NO molecules before the reaction. Thus NO
concentration in the sample can be acquired by measuring the amount of light
emission.
Interference of CO2 and H2O
Some of excited NO2 molecules loss excited energy by collision with other
molecules before returning to the ground state by emitting light. In this case, NO2
returns to the ground state, but chemiluminiscence does not occur.
NO2
*
+ M NO2 + M (other molecules)
24. 24
The probability of energy loss depends on the kind of collision partner, and
sometimes CLD’s sensitivity to NO differs depending on the kind and
concentration of co-existing gas components. It is known that probability of energy
loss by CO2 and H2O is larger than that by N2 and O2 in the components of engine
exhaust normally, and that the change of CO2 and H2O concentration in the sample
tends to cause the change of NO sensitivity.
In general, to lessen the interference of CO2 and H2O, inside of reactor is
maintained to a vacuum state.
NOX converter
NO2 that is in the sample from the beginning does not have chemiluminiscence and
cannot be measured by CLD. Therefore, it is converted to NO using NOX converter
before measurement.
NO2 + C NO + CO
2NO2 + C 2NO + CO2
Carbon which is the main component of NOX converter is consumed by the
reduction process. Thus, the converter needs a regular efficiency check or
replacement.
3. Flame Ionization Detector (FID):
This analyser is designed to measure the concentration of total hydrocarbon (THC)
using hydrogen flame ionization detection (FID). Hydrogen flamen ionization uses
the phenomenon in which ions, generated by heat energy when hydrocarbons are
introduced into hydrogen flame, are propotional to the number of carbon atoms in
the sample. It is widely used for measurement of exhaust gases from engines as it
is sensitive to almost all HC compounds.
Principle:
H2 and air are supplied to the burner nozzle and a hydrogen flame is formed. This
breaks the bond between hydrogen in H2 and oxygen in O2.Hence radicals H*
and
O* are formed. The sample gas is introduced in the hydrogen flame. The high
temperatures of the flame thermally dissociate and generate ions. The following
shows the reaction
25. 25
CH* +O* → CHO* + e-
CH* = CH radical
O* = O radical
Two electrodes are fitted on either side of the flames, and a DC voltage is applied.
The ions generated migrate to the electrode and the current is measured. The
current is directly proportional to the number of carbon atoms in the sample gas.
However, selectivity between HC components is not possible. That is, if the gas
has a mixture of CH, CH2, CH3, CH4, we can find the total no. of carbon atoms
present but not the amount of any single component.
26. 26
Various Tests Performed in Emission Lab
The various tests performed in the Emission lab are as follows:
1. Accustom
2. Soaking
3. Tappet
4. Emission
5. Fuel Economy
6. Power
7. V. max
8. Constant speed fuel economy
9. Acceleration
We will describe the purpose and method of each of these tests one by one.
1. ACCUSTOM:
This is a preparatory test for a vehicle. Every vehicle is accustomed before
beginning all the tests. This is to warm up the vehicle and tune the engine.
The vehicle is mounted on a dynamometer with the back wheel above it. The
front wheel is clamped. The dynamometer is set on ALR (automatic lode
regulator) mode. This means that the dyno will rotate with the same speed as
of the wheel.
Now the vehicle is set at a speed of 50 km/hr. by giving appropriate
acceleration for 1 hour. After an hour the speed is set to 70 km/hr. Now it is
run for 2 hours. Basically we have to run the vehicle for 200 km.
2. SOAKING:
After the vehicle is accustomed it is moved to the soaking room. In the
soaking room it is allowed to cool down for minimum of 6 hours and tappet
is checked.
27. 27
3. TAPPET:
The inlet and exhaust valves are opened by a camshaft which is chain driven
from the crankshaft to ensure accuracy. As the crankshaft is driven round by
the pistons, the cam chain is pulled round and this motion is then transmitted
to the camshafts. As the cams rotate, shaped lobes push up rocker arms
which pivot about their center, pushing down their other ends which in turn
push down on the valve heads, opening them against powerful spring
pressure and thus allowing either fuel/air mixture in, or exhaust gas out. As
the cam rotates a little further, the height of the lobes decreases and the
powerful valve springs close the valves, sealing the inlet or exhaust gaps.
The rocker arms can’t be directly fixed to the valve tops, or resting
immediately on them, due to metal expansion as the engine heats up - this
part of the engine gets extremely hot. If the rocker arms didn't have a
clearance between them and the valve tops, expanding metal would make
the valves be always fractionally open, and the seal would be compromised.
So a very small clearance for heat expansion is necessary, which can be
adjusted by means of a screw and locking nut.
This valve or tappet clearance is different for different vehicles and given in
the specs of vehicles. It is about 0.15mm for inlet valve and about 0.20mm
for exhaust valve for a moped 125cc engine. The clearances are different
because the inlet valves, constantly bathed in a rush of cool fuel and air,
don't get as hot as the exhaust valve, which is constantly bombarded with
hot, burnt fuel mixture.
Tappet clearance is taken to ensure positive closing of the valve & for
thermal expansion of the valve.
If tappet clearance is less:
1. Valve will open early & close late
2. Air induced through inlet valve may leak out. So, less air for
combustion.
3. Power will be reduced.
4. Fuel consumption will increase, engine may become unbalanced,
exhaust temp. will be very high.
5. In worst condition, valve may remain open, resulting in loss of
compression pressure, burning of exhaust valve, T/C fouling will
increase.
28. 28
If tappet clearance is more:
1. Valve will open late & close early.
2. Lesser heat energy to T/C, so reduction in scavenge air & hence
power.
3. No proper removal of gases.
4. Hammering of valve stem-may cause damage to valve stem.
4. EMISSION:
This test checks the emission components and their concentration in the
exhaust gas. This is an important test. The purpose of this test is to verify
that the amount of emittants do not exceed the regulatory limit given in the
norms (currently BS III).
The vehicle is now brought in the testing lab. It is mounted on the chassis
dynamometer. The dynamometer is set in ALR mode. The vehicle is driven
according to a particular cycle (IDC). The exhaust gases are collected and
mixed with air to get a constant volume (prepared in CVS) and this mixture
is stored in a sample bag to be analyzed. A constant volume of ambient air is
stored in the air bag. Concentration of components is determined for both
bags and the one of air bag is subtracted from the one of sample bag. Hence
we get the concentration of components in the exhaust gas.
5. FUEL ECONOMY:
In this test we calculate the fuel economy or the mode mileage of the
vehicle. Mileage being an important part of specification of the vehicle has
to be verified.
A burette is filled with gasoline and is connected to the fuel supply of the
vehicle. The vehicle is first heated up till the engine oil temperature is 65◦
C.
Then the fuel from burette is started now and the fuel used up to run the
EPA cycle is measured. The distance run is known and hence we can get the
fuel economy.
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6. POWER:
This test is done to verify the power specifications delivered to the rear
wheel.
Same as in the above test, the vehicle is heated till the oil temperature is 65◦
C. Now dynamometer is set in ASR mode and the vehicle is run at 100%
throttle. Different speeds are set manually and power is detected by load
cells in dyno and is shown on the computer screen. This power reading is
verified with the specifications. The load is also calculated using the Road-
Load equation.
7. V-MAX:
In this test verification of the maximum speed of the vehicle is done. In the
ALR mode, full throttle is given and when the rpm is constant speed is noted
and is the maximum speed of the vehicle.
8. CONSTANT SPEED FUEL ECONOMY:
This test is similar to the test for fuel economy. Only difference is we keep
the speed in between 40-60 km/hr. We increase the speed in steps of 10
km/hr. after certain amount of time.
9. ACCELERATION:
Time taken by the vehicle to gain a speed of 60 km/hr. from 0 is noted.
Hence acceleration is measured.
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Engine tests
Following is the procedure for testing an engine of any model of any vehicle.
Various tests are performed in engine testing that are mentioned below:
1. V-max :
In this test, engine is kept at full throttle that is maximum fuel supply and
hence the maximum speed that the engine is able to achieve is noted down.
This test is carried out for around 132 hours, oil temperature is maintained at
104.450
C and plug temperature is maintained at 166.2090
C.
2. Red Zone :
In this the same engine runs at higher rpm for around 18 hours. Oil and plug
temperature is maintained at same value.
3. Scanning :
This test includes the running of the engine according to a particular cycle
used for different vehicles in which engine is accelerated or decelerated or
maintains a constant speed according to that particular cycle.
4. Heat and cool test :
This test includes heating of the engine first and then cooling it immediately
with the blower. It is used to check that the coating of the engine is fine and
there is no leakage from the engine.
We also have crank test, bearing tests and piston rings, piston kit tests and all
these tests are included in the four above mentioned tests.
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Emission norms
The environment is a major area of concern, today, the world over. The problem
has attracted attention in India too.
The air quality has indisputably deteriorated with toxic substances from many
sources like industry, automobiles and refrigeration/air - conditioning equipment,
to name a few. All combine to lead the human race towards environmental disasters
like acid rain, photochemical smog, ozone layer depletion and other ecological
imbalances.
The power that propels automobiles comes from combustion in the combustion
chamber. That is where fuel (hydrocarbons) meets air. Ideally, oxygen in the air
converts all the hydrogen in the fuel into water and all the fuel into carbon dioxide.
But, in reality, combustion also produces unburned hydrocarbons, oxides of
nitrogen, carbon monoxide and water.
1. Euro emission norms
2. Bharat stage emission norms
Bharat Stage Emission Norms
Bharat stage emission standards are emission standards instituted by the
Government of India to regulate the output of air pollutants from internal
combustion engine equipment, including motor vehicles. The standards and the
timeline for implementation are set by the Central Pollution Control Board under
the Ministry of Environment & Forests.
The phasing out of 2 stroke engine for two wheelers & introduction of electronic
controls have been due to the regulations related to vehicular emissions.
These norms were based on the European standards and first introduced in 2000.
Progressively stringent norms have been rolled out since then. All new vehicles
manufactured after the implementation of the norms have to be compliant with the
regulations. Since October 2010, Bharat stage III norms have been enforced across
the country. In 13 major cities, Bharat stage IV emission norms have been in place
since April 2010.
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While the norms help in bringing down pollution levels, it invariably results in
increased vehicle cost due to the improved technology & higher fuel prices.
However, this increase in private cost is offset by savings in health costs for the
public, as there is lesser amount of disease causing particulate matter and pollution
in the air.
Timeline for implementation laws is shown below:
1991 - Idle CO Limits for Gasoline Vehicles and Free Acceleration Smoke
for Diesel Vehicles, Mass Emission Norms for Gasoline Vehicles.
1992 - Mass Emission Norms for Diesel Vehicles.
1996 - Revision of Mass Emission Norms for Gasoline and Diesel Vehicles,
mandatory fitment of Catalytic Converter for Cars in Metros on Unleaded
Gasoline.
1998 - Cold Start Norms Introduced.
2000 - India 2000 (Equivalent to Euro I) Norms, Modified IDC (Indian
Driving Cycle), Bharat Stage II Norms for Delhi.
2001 - Bharat Stage II (Equivalent to Euro II) Norms for All Metros,
Emission Norms for CNG & LPG Vehicles.
2003 - Bharat Stage II (Equivalent to Euro II) Norms for 13 major cities.
2005 - From 1 April Bharat Stage III (Equivalent to Euro III) Norms for 13
major cities.
2010 - Bharat Stage III Emission Norms for 4-wheelers for entire country
whereas Bharat Stage - IV (Equivalent to Euro IV) for 13 major cities.
Bharat Stage IV also has norms on OBD (similar to Euro III but diluted)
Since HMSI produces only two wheelers, we talk here only about the standards for
two-wheelers.
CO2 emissions: India’s auto sector accounts for about 18 per cent of the total CO2
emissions in the country. Relative CO2 emissions from transport have risen rapidly
in recent years, but like the EU, currently there are no standards for CO2 emission
limits for pollution from vehicles.
Year CO HC HC+NOx
1991 12-30 8-12 -
1996 5.50 - 3.60
2000 2.00 - 2.00
2005 (BS II) 1.5 - 1.5
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2010.04 (BS III) 1.0 - 1.0
BS III with CatCon 0.83 - 0.83
Emission Standards for 2-Wheel Gasoline Vehicles, g/km
Year CO HC+NOx PM
2005.04 1.00 0.85 0.10
2010.04 0.50 0.50 0.05
Emission Standards for 2- Wheel Diesel Vehicles, g/km
Indian Driving Cycle
A driving cycle is a series of data points representing the speed of a vehicle versus
time.
Driving cycles are produced by different countries and organizations to assess the
performance of vehicles in various ways, as for example fuel consumption
and polluting emissions.
Fuel consumption and emission tests are performed on chassis dynamometers.
Tailpipe emissions are collected and measured to indicate the performance of the
vehicle.
Another use for driving cycles is in vehicle simulations. More specifically, they are
used in propulsion system simulations (simulators designed specifically to model
the drive system only and predict performance of internal combustion engines,
transmissions, electric drive systems, batteries, fuel cell systems, etc.
All emission test according to govt. regulation are performed on IDC. It has
been set considering the general Indian conditions
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Given below is the pattern of IDC in idle and other cases alongwith the readings
mentioned of average speeds and acceleration according to the given emission
cycle.
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CONCLUSION
HANDS ON EXPERIENCE IN TESTING:
Learn to drive
• IDC cycle
• EPA cycle
Vehicle preparation for accustom
Performance Tests
• Mass Emission
• Fuel economy
• Power at rear wheel
• V-max
• Acceleration
• CSFE
Test Procedure:-
1. Vehicle was accustomed on accustom dynamometer with 75 kg load over it for 3 hours at 50
km/hr.
2. Then the vehicle was clamped on chassis dynamometer and wheel base was set according to
its length
3. Tire pressure, tachometer and temperature gauges were attached to it and flywheel was set
according to standard inertia.
4. Calibration of analyzers was done and air bags were purged and dumped.
5. Coast down was performed and IDC was run.
6. Emission results were analyzed and the results were noted down.
