It's just a small report i'd prepared while doing internship in TATA motors

1. PROJECT REPORT
STUDY OF ENGINE TESTING LAB AND ENGINE
TESTING OF TATA 697 SERIES ENGINES
Manish Chandra Bhartiya
mbhartiya@live.com ACHARYA INSTITUTE OF TECHNOLOGY, BANGALORE

2. 1
Index
1.Introduction
2.Acknowledgement
3.What are BS standard norms?
4.Modern trends in emission control
5.Testing of Tata 697 engines
a. Why an engine needs to be tested?
b.What do we test?
c. How is it done?
d.Equipment available
e.Chart of standards maintained at Tata Motors
Testing Lab
6.Suggestions for further improvements to meet
future emission standards
7.Bibliography

3. 2
Introduction
As the trend of transportation of goods and human beings has
increased, IC engines have gained a lot of importance in automobile
industry, hence making it necessary to produce efficient and
economical engines. While developing of IC engine, it is required to
take in consideration all the parameters, so it becomes difficult to
account them while designing and engine. So it becomes necessary to
conduct tests on the engine and determine the measures to be taken
to improve the engines performance.
Following are the performance parameters:
1. Power and Mechanical Efficiency
2. Fuel Air Ratio
3. Volumetric Efficiency
4. Specific Output
5. Specific Fuel Consumption
6. Thermal Efficiency and Heat Balance
7. Exhaust Smoke and Emissions
8. Effective Pressure and Torque
The engines here being discussed are TATA 697 engines which are
robust, proven and refined over years of experience.

4. 3
Acknowledgement
Detailed study of Engine Testing lab is conducted with
The help of our guide Mr. Manoj Kumar Singh, instructor Mr.
Sanjay Yadav and Mr. Banerjee
And my fellow interns

5. 4
What are BS standard
norms?
Bharat Stage Emission standards or just BS standards are emission
standards instituted by the Government of India to regulate the
output of air pollutants from IC engine equipment, including motor
vehicles. These standards are set up by Central Pollution Control
Board under the Ministry of Environment and Forests and Climate
Change, and are implemented and revised over time to time.
It was 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 (BS) III norms have been
enforced across the country. In 13 major cities, Bharat Stage IV
emission norms have been in place since April 2010. In 2016, the
Indian government announced that the country would skip the Euro V
norms altogether and adopt Euro VI norms by 2020.

6. 5
FIG:
The above pic shows the comparision between European, US, and Bharat Stage (Indian) emission
standards for diesel passenger cars. The sizes of the green circles represent the limits for particulate
matter.
Background information of implementation of Bharat Stage Norms:
Table 1: Indian Emission Standards (4-wheel vehicles)
Standard Reference Year Region
India 2000 Euro 1 2000 Nationwide
Bharat Stage II Euro 2 2001 NCR,
Mumbai,Kolkata,
Chennai
2003.04 NCR, 13 Cities
2005.04 Nationwide
Bharat Stage III Euro 3 2005.04 NCR. 13 cities
2010.04 Nationwide
Bharat Stage IV Euro 4 2010.04 NCR, 13 cities
Bharat Stage V Euro 5 To be skipped Entire country
Bharat Stage VI Euro 6 2020.04(proposed)
Following are the emission standards for new heavy-duty diesel engines-applicable to
vehicles of GVW > 3500 kg
Table : Emission standards for diesel truck and bus engines, g/kWh
Year Reference Test CO HC NOx PM
1992 - ECE
R49
17.3-32.6 2.7-3.7 - -
1996 - ECE
R49
11.20 2.40 14.4 -
2000 Euro I ECE
R49
4.5 1.1 8.0 0.36*
2005# Euro II ECE
R49
4.0 1.1 7.0 0.15
2010# Euro III ESC 2.1 0.66 5.0 0.10
ETC 5.45 0.78 5.0 0.16
2010** Euro IV ESC 1.5 0.46 3.5 0.02
ETC 4.0 0.55 3.5 0.03
*0.612 for engines below 85 kW
#earlier introduction in selected regions
**only in selected regions

7. 6
Modern trend in
emission control
Currently all EU and UK cars are tested via new European driving cycle
(NEDC) procedure, where emission are measured under laboratory
conditions on rolling roads.
To make emissions tests more reflective of real world driving new
testing procedures are currently under proposal to be introduced in
2017.
The new proposals include an additional real world driving emissions
(RDE) test for regulated pollutant emissions. The RDE is to be carried
out on the road instead of the lab and will use portable emissions
measurement system to record real world emissions.
The RDE element is expected to introduce a more realistic and
stringent approach to emissions testing in the future.
What is Euro 6?
Euro 6 are norms in EU legislation introduced from September 2015 ,
and focus primarily at lowering the levels of harmful car and van
exhaust emissions such as nitrogen oxide (NOx ), carbon monoxide
(CO), hydrocarbons (THC and NMHC) and particulate matter (PM),
which is basically soot.
NOx is a harmful pollutant that is often blamed for damaging the
environment but has also been proven to have serious health
implications on the public. Particulate matter, meanwhile, is a local
pollutant that has also been linked to health problems.

8. 7
The new Euro 6 regulations set different standards for petrol and
diesel cars. For diesel cars, they dramatically drop the permitted level
of NOx emitted down to a maximum of 80mg/km compared to the
180mg/km level that was required for cars to meet the previous Euro
5 emissions standards. The limit for NOx form petrol cars remains at
60mg/km, the same as for the Euro 5 standard.
Emission standards for trucks and buses
Whereas for passenger cars, the standards are defined by vehicle
driving distance, g/km, for lorries (trucks) they are defined by engine
energy output, g/kWh, and are therefore in no way comparable. The
following table contains a summary of the emission standards and
their implementation dates. Dates in the tables refer to new type
approvals; the dates for all type approvals are in most cases one year
later (EU type approvals are valid longer than one year).
The official category name is heavy-duty diesel engines, which
generally includes lorries and buses.
EU Emission Standards for HD Diesel Engines g/kWh (smoke in m-1)
Tier Date Test
cycle
CO HC NOx PM Smoke
Euro I 1992,
<85kW
ECE
R49
4.5 1.1 8.0 0.612
1992,>
85kW
4.5 1.1 8.0 0.36
Euro II Oct1996 ESC
&
ELR
4.0 1.1 7.0 0.25
Oct1996 4.0 1.1 7.0 0.15
Euro III Oct1999
EEVs only
1.0 0.25 2.0 0.02 0.15
Oct2000 2.1 0.66 5.0 0.1
0.13*
0.8
Euro IV Oct2005 ESC
&
ELR
1.5 0.46 2.0 0.02 0.5
Euro v Oct2008 1.5 0.46 2.0 0.02 0.5
Euro VI 31
Dec2013
1.5 0.13 0.4 0.01

9. 8
*for engines of less than 0.75 dm^3 swept volume per cylinder and a rated power speed of
more than 3000 per minute. EEV is “Enhanced environmentally friendly vehicle”
Enhanced environmentally friendly vehicle
Enhanced environmentally friendly vehicle or EEV is a term used in the
European emission standards for the definition of a “clean
vehicle”>3.5 tonne in the category M2 and M3. The standard lies
between the levels of Euro V and Euro VI
Emission Test Cycle in Euro 6
Heavy duty vehicles: The two groups of emissions standards for heavy
duty vehicles each have different appropriate test requirements.
Steady-state testing is used for diesel engines only, while transient
testing applies to both diesel and petrol engines.
Simplified chart showing the progression of European emission standards for Diesel cars

10. 9
Testing of Tata 697
engines
a. Why an engine needs to be tested?
To find out performance before mass production and fitting it into a
vehicle.
To improve the design and configuration, to integrate new materials
and technology
Historically, the test basically was to find out the power and fuel
consumption, also to test effectiveness of cooling, vibration and noise,
lubrication, controllability, etc.
Modern regulations force engines to reduce harmful emission and
comply stringent regulations, therefore, test is getting more and more
sophisticated.
TATA 697 engines
Fig: Tata 697 engine
Tata Commercial Vehicle 697 engines are robust, reliable and proven
engines.

11. 10
These engines are highly fuel efficient and superior in performance
with every engine fitted with modern electronic control injection and
common rail technology which makes them eco-friendly.
Electronic controlled fueling through multiple injections and
acoustically optimized components make this engine more refined in
terms of better NVH.
The engine has efficient water separation to protect fuel injection
system.
The 697 series of engines offer low operating cost and high reliability.
b. What do we test?
At TATA Motors, different types of tests are conducted on the 697
series engines as per need.
Performance test is done for all the engines while emission testing is
done on a random engine selected from the batch of engines
manufactured.
There are other types of testing done as per requirement including
impact testing and endurance testing.
Performance Testing
In performance testing, following parameters are tested:
1. Torque and speed of the engine, hence the power
2. Fuel consumption testing, hence the mileage of the engine
3. Smoke density
Following are the supporting parameters which are also kept in check:
1. Intercooling temperature
2. Oil temperature
3. Oil pressure
4. Back pressure
5. Boost pressure

12. 11
6. Ambient temperature
Emission testing
Emission testing is generally done complying the Bharat Stage
standards (III and IV).
There are three models of engine which are tested based on BS III
standards while one based on BS IV standards.
Endurance Testing
Endurance testing is generally done to find out whether the engine
can withstand the processing load for a long period.
c. How is it done?
A brief procedure for the engine performance testing of 697 series
engines:
1. Engine is brought in a trolley and is clamped at the testing
position over the floating clamps
2. Engine is connected with the dummy gearbox which is coupled
with a dynamometer
3. Exhaust of the engine is connected with the opacimeter
4. Turbocharger is connected with the intercooler
5. A flow of cold water is provided to the engine through the water
jacket within it to cool the engine while performing tests
6. Fuel is fed to the engine through gravimetric fuel system, in
which fuel is conditioned and then suck by the feed pump and
finally fed to the engine through FIP (Fuel Injector Pump)
7. All sensors are checked whether they’re working or not.
8. Initially engine is started without applying any load, also called
the warmup stage.
9. After warmup stage, load is applied. And corresponding value of
speed of the engine and torque generated is recorded
10. Mileage is calculated with the gravimetric fuel flow meter
system

13. 12
11. Smoke density is checked through opacimeter
12. All the testing data recorded is sent to the Electronic
Control Unit, where the data is analyzed and compared with the
standard values.
If the recorded values comply with the standard ones, the engine
is passed, else sent back to the manufacturing unit for
rectification
Intercooler
Fig: Schematic layout of test bed
d. Equipment available
Dummy Gear box
Tata 697
series
engines
Dyno
Electronic Control Unit
Universal
Dummy
gearbox
Gravimetric
fuel system
Smoke Meter
(Opacimeter)
Cooling
system

14. 13
This device is connected to the engine to be tested. It is used to shift
the speed of the engine to the required value so that the necessary
parameters can be tested.
Dynamometer (Dyno)
The Dynamometer in use is an eddy current type dyno. It is coupled
with the Universal Dummy Gearbox.
Eddy current dynos are easiest to control and are quick to response.
In general a dynamometer is a load device which is used to measure
an engine’s torque as well as speed and hence the power generated
by the engine.
Fig: Eddy Current Dynamometer
Eddy Current Dynamometer Operation
The operation of eddy current dynamometers involves a notched disc
called the rotor which is driven by an engine, and magnetic poles
called stators located outside of this disc forming a gap.
A coil exciting the magnetic pole is wound. When current runs through
the exciting coil, a magnetic flux is formed around the coil through the
stators and the rotor. The rotation of the rotor produces a density
difference, then the eddy current goes to the stator. The
electromagnetic force applied opposite of the rotational direction
becomes the brake, whose force is the product of eddy current and
magnetic flux.

15. 14
A Gravimetric Fuel Consumption Meter
The Gravimetric Fuel Consumption Time/ Weight Indicator essentially
comprise a unit which senses weight of fuel being consumed by the
engine under test and an indicator cum controller to set either
quantity of fuel or time to display time required to consume set
quantity of fuel or display quantity of fuel consumed in the set time.
Fig: schematic diagram of a gravimetric fuel consumption meter
Opacimeter
It is an instrument for measuring opacity of the exhaust smoke coming
out of the engine.
The basic principle of the opacimeter is that light is emitted form a
light source and a sensor some distance away registers the intensity
of the light. If a sample, e.g. exhaust gas, with opacity more than 0%
is placed in between the light source and the sensor the measured
light intensity will decrease. Through calibration the measured
intensity can be correlated to the opacity of the sample. When there
is a perfect transparent matter, e.g. air, in between the opacity is 0%
and in the opposite case, where no light is transmitted, the opacity is
100%.

16. 15
Sensor, I Light source, Light intensity
I0
Effective optical path length
The above fig shows how the light intensity decreases as the light
passes through the sample. The opacity, corresponding to the specific
effective optical path length, is calculated according to the following
equation
N= 1- (I/I0)
Intercooler
It is a device which cools the compressed air and passes to the engine.
In general, intercoolers increase the efficiency of the induction system
by reducing induction air heat created by the supercharger or
turbocharger and promoting more thorough combustion. This
removes the heat of compression (i.e., the temperature rise) that
occurs in any gas when its pressure is raised or its unit mass per unit
volume (density) is increased.
A decrease in intake air charge temperature sustains use of a more
dense intake charge into the engine, as a result of forced induction.
The lowering of the danger of pre-detonation (knock) of the fuel/ air
charge prior to timed spark ignition. This preserves the benefits of
more fuel/ air burn per engine cycle, increasing the output of the
engine.
Intercoolers also eliminate the need for using the wasteful method of
lowering intake charge temperature by the injection of excess fuel into
the cylinders’ air induction chambers, to cool the intake air charge,
prior to its flowing into the cylinders. This wasteful practice (before

17. 16
intercoolers were used) nearly eliminated the gain in engine efficiency
from forced induction, but was necessitated by the greater need to
prevent at all costs the engine damage that pre-detonation engine
knocking causes.
Water tower
Water tower is provided to provide cooling to the engine by circulating
cold water through the passage provided throughout the cylinder
block.
Electronic Control Unit
It acts as the control center for all the sensors and machines provided
in testing bed. All the data collected by the sensors are displayed here,
and processed and compared to the standard values.
If any of the data received doesn’t comply with the standards, then
the engine is rejected.
Gravimetric fuel consumption Temperature indicator
Torque and brake power
indicator
Temperature indicating
controller
Digital controller for speed and
torque
Pressure indicator
Engine testing program Pressure indicator controller
Engine start and stop controller
Dynamic control
Throttle control
Fig: a simple layout of the control room Computer
e. Chart of standards maintained at Tata Motors testing lab
PERFORMANCE
CHART
RPM PS
(Min)
TORQUE
Nm
BI
(Max)
Rev.
(25gm)
(Min)
F/T
sec
(Min)
Smoke
HSU
Oil
pressure
(Min)
697 TC55/56 2400 128 333 61 165 12.6 12 4.5bar
1500 95 387 65 155 14.5 12

18. 17
Fly up
2800±50,ideal
650±50, o/p
1.4 bar
Cor cac- 1.07,
FAS 30HSU
1200 70 364 61 165 24.30 12 Ex back
press
0.073bar
max
697 TC58
Fly up
2750±100, idle
650±50, o/p
1.4bar
Corc fac- nil,
FAS 55HSU
2400 144 401 80.9 124 10.10 18 4.5
2000 136 454 81.3 123 11.30 13 Ex back
press
0.133bar
max
1400 100 477 82.4 121 16.50 15
1200 72 401 69.7 144 21.50 53
697 TC64
Fly up
2750±75, idle
650±50, o/p
1.4 bar
Corc fac-1.03
FAS20HSU
2400 128 350 93 108 12.30 4 4.5
2000 116 380 98 102 15.10 3 Ex back
press
0.133bar
max
1400 86 401 98 102 20.10 12
1200 68 370 65 118 23.50 19
697 TC69
Fly up
2700±50, idle
700±50,o/p
1.4bar
Corr fac-nil FAS
30HSU
2400 128 356 67 150 10.90 12 4.5
2000 126 421 80 126 11.00 11 Ex back
press
0.095bar
max
1400 88 422 73 138 17.30 35
1200 67 360 66 153 22.10 50
697 TC70
Fly up
2750±75, idle
700±50,o/p
1.4bar
Corr. Fac1.03,
FAS 20HSU
2400 128 350 93 108 12.00 12 4.5
2000 116 380 98 102 13.40 8 Ex back
press
0.127
bar max
1400 86 401 98 102 18.00 14
1200 68 370 65 118 23.20 29
697 TC42/48
Fly up
2700±50. Idle
650±50, o/p
1.6bar
c/f-1.3, FAS
45HSU
2400 125 348 59 170 14.10 38 5.0bar
1800 103 381 61 163 18.20 44
1000 54 361 61 152 30.50 52
697
TC82(Telcon)
Fly up
2600±50, idle-
700±50, o/p
2.0bar
2400 130 380 67 150 12.5 19 4.0bar
1800 114 445 73 138 15.3 22
1000 70 364 63 160 26.5 52

19. 18
Suggestions for further
improvement to meet
future standards
The changes in the automobiles under the wake of BS VI norms will
be-
1. Vehicles must be fitted with DPF( diesel particulate filter) for
Particulate Matter (PM) reduction. It is a cylindrical object
mounted vertically inside the engine compartment.
2. BS-VI vehicles also have to be equipped with an SCR( selective
catalytic reduction) module to reduce oxides of nitrogen.
3. To attain the specified super low emissions, all the reactions
have to be precise, and controlled by microprocessors.
4. Engine downsizing will get big thrust. Smaller engines means
lower fuel consumption, especially at lower speeds where most
cars spend most of their times.
5. Hybrids will get more and more popular, as this is a good way to
cut down on emissions, maintain performance levels and boost
fuel economy.
6. Vehicles will get more expensive as emission cutting equipment
on vehicles is pricey, this is particularly true in case of diesels,
which need much more effort to stay clean
7. Alternate fuels may become more mainstream than ever before.
By alternate, it means electric vehicles, CNG, ethanol blends, LPG
and petrol electric and diesel electric hybrids.

20. 19
Bibliography
Definitions are form Wikipedia and many other sources
Thank you