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)

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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

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

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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

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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

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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

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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.

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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

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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

.

10

A brief idea on structure of EQ

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.

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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.

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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 1400C.

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.

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Chassis Dynamometer

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.

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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

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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

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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.

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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.

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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.

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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.

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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,

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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)

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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

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.

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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

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.

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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

104.450C and plug temperature is maintained at 166.2090C.

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.

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Bibliography BOOKS AND ARTICLES:

1. Analyzers manual HORIBA

2. Top gear magazine

WEB-LINKS:

1. http://en.wikipedia.org/wiki/

2. http://www.hindu.com/thehindu/seta/2002/02/28/stories/2002022800150400.htm

3. http://ecomodder.com/forum/showthread.php/how-use-road-load-equation-wiki-talk-page-

15073.html