SUMMER TRAINING PROJECT

ON

“Study of quantity of diesel remaining in pipes after

testing of an engine”SUBMITTED BY-

BABITA SAINI

12162019, DEPTT-MECHAINCAL ENGG

GJUS&T,HISAR

UNDER THE MENTORSHIP

MR. VIPUL GUPTA

Ashok Leyland, Pantnagar

ACKNOWLEDGEMENT:

Engineering is about reaping the benefits of technology to produce production systems useful to mankind both socially and economically. As a Mechanical Engineering student, I had always been curious to visit an industry, so as to get a practical insight of the implementation of what we study. I really respect the stance of Ashok Leyland, Pantnagar plant to allow students from different academic streams to undergo summer training here. I am indeed grateful to Ashok Leyland for having me shortlisted in the team of summer trainees. I truly find the time spent here enriching and wonderfully memorable.

In framing my project on “STUDY OF QUANTITY OF DIESEL REMAINING IN PIPES AFTER TESTING OF AN ENGINE.” I got immense support from my project guide Mr. Vipul Gupta and, I feel so thankful to him, have always been very helpful and willing to share information during my stay.

Most importantly, I would mention my gratitude to all the people working in the area I have been nominated for training. The persons were very lively and efficient in work. They are well aware of the fundamentals of the operations they engage in, and, proved so kind to share them with me. I would never forget the personal bonds built with them. I wish, the innocent working NTTF students achieve laurels in Ashok Leyland.

Thank you!

Babita Saini

CONTENT

Serial no. Title

1.) Automobile sector trend in India

2.) Company Profile

3.) Background and History4.) Product of Leyland5.) Engine6.) Engine Observed7.) Engine Testing8.) Testing Process9.) Data Collected

10.) Problem Identification11.) Root Causes12.) Suggestion13.)14.)

ConclusionBibliography

AUTOMOBILE SECTOR TREND IN INDIA

PRODUCTION

The cumulative production data for April –March 2013 shows production growth of only 1.20 percent over the same period last year. The industry produced 1,685,355 vehicles in March 2013 as against 1,845,868 in March 2012, which declined by (-) 8.70 percent.

DOMESTIC SALES

The overall growth in domestic sales during April- March 2013 was 2.61 percent over the same period last year. While in March 2013 overall sales fell by (-) 7.76 percent over March 2012.

Passenger Vehicles segment grew at 2.15 percent during April – March 2013 over same period last year. Passenger cars declined by (-) 6.69 percent, Utility vehicles grew by

52.20 percent and Vans grew only by 1.08 percent during April – March 2013 as compared to the same period last year. However, in March 2013 passenger cars sales further declined by (-) 22.51 percent over March 2102. Total passenger vehicles sales also declined by (-) 13.01 percent in March 2013 over same month last year. The overall Commercial Vehicles segment registered de – growth of (-) -2.02 percent in April – March 2013 as compared to the same period last year. While Medium & Heavy Commercial Vehicles (M&HCVs) declined by (-) 23.18 percent, Light Commercial Vehicles grew at 14.04 percent. In March 2013, M&HCVs sales further declined by (-) 26.16 percent over March 2012.

Three Wheelers sales grew by 4.87 percent in April – March 2013. Passenger Carriers grew by 8.58 percent during April – March 2013 and Goods Carriers registered de – growth at (-) 9.20 percent during this period.

Two Wheelers registered growth of only 2.90 percent during April – March 2013. Scooters, mopeds and motorcycles grew by 14.24 percent, 1.53 percent and 0.12 percent respectively over same period last year. However, in march 2013 all sub – segments of two

wheelers, scooters, motorcycles and mopeds registered de – growth at (-) 3.18 percent, (-) 8.32 percent and (-) 4.54 percent respectively.

EXPORTS

During April – March 2013, overall automobile export registered de - growth of (-) 1.34 percent compared to the same period last year.

Passenger Vehicles grew by 9.02 percent, while the others segments like Commercials Vehicles, Three Wheelers and Two Wheelers fell by (-) 13.35 percent, (-) 16.22 percent and (-) 0.72 percent respectively. In March 2013, Passengers Vehicles, Two & Three Wheelers grew by 3.07 percent, 3.51 percent and 7.50 percent respectively. While Commercial Vehicles declined by

(-) 28.33 perc

PROFILEAshok Leyland has for over six decades been a major presence in the Indian commercial vehicle industry.

Headquartered in Chennai, India, our manufacturing footprint is pan-India with two facilities in Prague and raskhiamah (UAE).

Operating six plants, Ashok Leyland also makes spare parts and engines for industrial and marine applications.

It is the second largest commercial vehicle company in India in the medium and heavy commercial vehicle(M&HCV) segment with a market share of 28% (2007-08)

With passengers’ transportation options ranging from 19 seaters to 80 seaters,

Ashok Leyland is a market leader in the bus segment.

In the trucks segment Ashok Leyland primarily concentrates on the 16 ton to 25 ton range of trucks.

However Ashok Leyland has presence in the entire truck range starting from 7.5 tons to 49 tons.

Over 7, 00,000 Ashok Leyland vehicles ply on Indian and international roads and our buses carry over 70 million passengers every day.

The joint venture announced with NissanMotors of japan would improve its presence in the light commercial vehicle (LCV) segment (<7.5 tons).

BACKGROUND AND HISTORY

The Birth of Ashok Motors

Founded by Raghunandan Saran, Ashok Motors was set up in collaboration with Austin Motor Company, England and incorporated on September 7th for the assembly of Austin cars.

The first A40 Assembled

Production began in September at the factory situated at Ennore, South of Madras and soon the first indigenously assembled A40 Austin car was rolled out.

Assembly of Leyland chassis commence

The first Leyland chassis assembled by Ashok Motors at Ennore were four Comet

350 engine tippers sold to the Mangalore tile factory.

Government Approval for Manufacture of Commercial vehicles

The government approved the progressive manufacture of Leyland commercial vehicles and a license for the manufacture of 1,000 Comet a year was granted.

Ashok Motors becomes Ashok Leyland (1955)

Named after Raghunandan son, Ashok, the company was renamed Ashok Leyland with equity participation from Leyland Motors, Ltd.

India’s first double decker arrives (1967)

‘Titan’- The first Indian made double decker with 50% indigenous components was launched.

Production target upped to 10,000 vehicles a year (1972)

The license to manufacture 10,000 vehicles a year was granted.Two major new truck introductions (1980)

India’s first 13-ton truck-‘Tusker’ with a 125 hp engine was launched followed by the country’s first multi-axle truck-‘Taurus’.

First Indian auto company to receive ISO 9001 certification (1993)

This was followed two years later with the ISO 9001 certification.

Another innovation in alternate fuel technology (2002)

The country’s first hybrid electric vehicle was developed and showcased at Auto Expo 2002.India’s first Hybrid CNG Plug-in Bus (2010)

Showcased at Auto Expo 2010 and later did service during the Common wealth Games moving VIPs and media at PragatiMaidan, New Delhi.

A full range player with DOST (2011)

Entry into the Light Commercial Vehicle (LCV) segment.

PRODUCTS OF LEYLANDBUSES

Ashok buses move some 70 million people every day on their destination. From 18 seaters to 80 seaters, Ashok Leyland has an extensive range of buses that fits almost every requirement.

TRUCKS

Ashok trucks have been the wheels of the economy for decades. They offer a comprehensive range for avariety of applications: long haul, distribution, construction, and mining.

LIGHT VEHICLES

The light vehicle segment has come to the fore with fractional, last mile delivers of consumables becoming critical. Their DOST, a vehicle with a rated payload of 1.25 tones, is positioned to meet an evolving market need for slightly heavier tonnage vehicles due to higher aggregation of small loads.

DEFENCE VEHICLES They have developed two more platforms

the COT and the SUPER STALLION. Going forward, they are expanding their stallion range of logistic transport solutions while tactical or armored vehicles will be offered on all three platforms on the back of strategic partnership with KMW, Germany; Pan hard, France, and Paramount, South Africa.

POWER SOLUTIONS Under the brand name, Leypower, they

offer complete power solution by supplying engines for a variety of applications apart from vehicles: be it for running generator sets, for marine applications or for powering earth moving equipment, compressor cranes, harvester combines and the like, Leypower has provided many an industry the power to keep running uninterrupted.

ENGINE

Engine is a mechanical device which converts chemical energy of fuel in heat energy and heat energy in to mechanical energy.

CLASSIFICATION OF ENGINE Internal Combustion Engine Combustion in Spark Ignition Engine

Internal combustion engine may be further classified as :(1)According to cycle of operation:

Two Stroke Engine

Four Stroke Engine(2)According to the cycle of combustion:

Otto Cycle Engine Diesel Cycle Engine Dual Cycle Engine

(3)According to the method of ignition: Spark Ignition Engine Compression Ignition Engine

(4)According to the number of cylinder: Single Cylinder Engine Multi Cylinder Engine

(5)According to air intake process: Naturally Aspirated Engine Turbocharged Engine Crankcase Compressed Engine

(6)According to their use: Stationary Engine Portable Engine Marine Engine Automobile Engine Aero Engine

(7)According to the speed of engine: Low Speed Engine Medium Speed Engine

High Speed Engine

ENGINE OBSERVED

(1)Inline Engine(2)CRS Engine

Inline engine model includes:I. 3KN

II. 3UNIII. 3K/3

Inline Engine

CRS Engine

In engine assembly, assembling of engine takes place in two lines short block line and long block line.

In short block line there are 23 stations and 5 sub assembly.

In long block line there are 19 stations. After assembling engine comes to engine

testing.

ENGINE TESTINGIn engine testing we test the engine in which some test are included like (Parameter, Leakage and Noise). The machine used for testing the engine is Dynometer.

Why we do testing of engines? We done testing of engine to check the

engine performance.

IN ENGINE TESTING WE HAVE THREE AREAS :

I. Rigging , Derigging areaII. Testing area

III. Utility area

TESTING PROCESS

1)RIGGING : This is the first process when engine comes from “Engine Assembly”. We load engine on loading, unloading pallet. RIGGING : This is the first process when engine comes from “Engine Assembly”. We load engine on loading, unloading pallet.

After that send this engine to the rigging, dragging pallet to rigging. In rigging we connect some connections with engine. These connections are already fitted on the pallet. These connections are :1. Water In pipe2. Water Out pipe3. Water Bypass pipe4. CAC In pipe ( charged air cooler)5. CAC Out pipe6. Fuel In pipe7. Fuel Out pipe8. Fuel Bypass pipe9. Accelerator lever10. Pneumatic stopper11. Adapter plate (this plate fitted on fly wheel)12. Exhaust elbow13. Oil adaption

After completing rigging process we send the engine inside the test cell.

When we send this inside the test cell it docks with the Dynometer machine.

This Dynometer works on eddy current principle so it is called “Eddy Current Dynometer”.

After that we connect three another connections :

a)Throttle wireb) Exhaust pipec) Air cleaner elbow pipe

Then we fitted all the specifications required to start the engine on the software.

I. Engine specification no.II. Engine group no.

III. Engine no.IV. A- part no.

i. Then turn filling on to fill air then diesel inside the engine.

ii. Air is filling in starting only for checking the leakage.

iii. Then start the engine.

2) PARAMETER RUNNING : This second process in which engine runs in different parameter. After starting the engine we check all the

check points ( leakage and noise etc.). Then engine runs in 2000 rpm (for heating

the engine this is running in cycle). Then low idle rpm

Fly up rpm

Rated rpm -2400 rpm

-1600 rpm

-1200 rpm

Low idle

That engine is ok or not ok: In parameter running mainly we check (rated

rpm)Torque – in N-mSFC – in g/kwhPower – in kwSmoke – in FSN

After complition of running all cycle, if the performance of engine is not within the specification of any leakage or noise is

coming we decide to “NG”the engine or is all parameter leakage and noise is ok we decide to ok the engine.

Then we removed or disconnect all three connection which is fitted in starting.

3) DERIGGING : After that we send the engine on parking pallet. Then we send it to rigging, drigging pallet to derigging the engine (removing or disconnect all parts). After derigging send this engine to loading-unloading pallet. If engine is ok send it to the PDI (pre dispatch inspection) area. If engine is NG then send it to the rewok area where rework/rectification is to be done.

Utility Area

DATA COLLECTION

Filling time = 1min 15sec 63 msecDrain time = 1min 92msec

TEST CELL -1

MODEL PALLET 1 PALLET 2 PALLET 3

3KN/4 100 ml

3KN/7 100 ml

3KN/4 80 ml

3KN/7 100 ml

3K/3(H4) 80 mlCRS 70 ml

3K/3(H4) 100 ml

3UN/1 80 ml3UN/1 90 ml3UN/2 60 ml

Average = 860/10 = 86 ml

TEST CELL -2Filling time = 1min 15seec 73msecDrain time = 1min 33msec

MODEL PALLET 1 PALLET 2 PALLET 3

3KN/4 150 ml3KN/7 110 ml

3UN/1 150 ml3UN/1 110 ml3KN/4 150 ml3UN/1 150 ml3KN/4 90 ml3KN/43UN/1 140 ml 150 ml3UN/1 110 ml

Average = 1310/10 = 131 ml

TEST CELL -3Filling time = 1min 18msecDrain time = 1min 2sec 84msec

MODEL PALLET 1 PALLET 2 PALLET 3

3K/3(H4) 130 ml

3K/3(H4) 130 ml

3UN/1 180 mlCRS 160 ml3KN/4 150 ml

3UN/1 150 ml

3K/3(H4) 150 ml

3UN/2 140 ml3UN/1 140 ml3UN/1 150 ml

Average = 1480/10 = 148 ml

TEST CELL -4

Filling time = 1minDrain time = 1min 10msec

MODEL PALLET 1 PALLET 2 PALLET 3

3UN/1 110 ml

3KN/4 20 ml3KN/4 90 ml

3UN/1 120 mlCRS 50 ml3UN/1 40 ml3UN/1 100 ml3UN/3 30 ml3UN/3 70 ml3UN/3 50 ml

Average = 680/10 = 68 ml

TEST CELL -5

Filling time = 1min 33msecDrain time = 1min 14msec

MODEL PALLET 1 PALLET 2 PALLET3

3KN/4 140 ml

3UN/1 130 ml3KN/4 120 ml

3UN/2 140 ml3UN/1 140 ml

3UN/1 100 ml3UN/1 130 ml3UN/1 140 ml3UN/1 100 ml3K/3(H4) 140 ml

Average = 1280/10 = 128 ml

PROBLEM IDENTIFICATION

Consumption of diesel is more due to wastage in pipes.

Except test cell – 4 consumption of diesel is more in other test cells.

ROOT CAUSES

Fuel pumps not working properly. Drain time low. Drain pressure low.

SUGGESTION

We can change fuel pump. We can increase drain pressure from 1 bar to 2

bars. We can increase drain time from 60 sec to 75

sec.

CONCLUSION

In Engine Testing we test the performance of engine by providing it the atmospheric condition as in the vehicle. After testing the engine we send it to the parking pallet and from there to derigging pallet for derigging. The consumption of diesel is more, we can reduce it by changing fuel pump, by increasing drain time, by increasing drain pressure so that the consumption of diesel is less and the cost is reduced and the safety of the operator is increased.

BIBLIOGRAPHY

I have collected the data for my project from following sources :I. Internet.

II. Book of Tata McGraw Hill publication.III. Prospectus of Ashok Leyland.