Engine And Vehicle Testing

CHAPTER 1

ABOUT THE COMPANY

Robert Bosch GMBH is a world leading multi international company that performs wide
variety of engineering works in electronics and mechanical engineering headquartered in Stuttgart,
Germany. The company was founded by Robert Bosch in Stuttgart in 1886. Bosch’s core operating
areas are spread across four business sectors, mobility solutions, consumer goods, industrial
technology and energy building technology.

Bosch comprises more than 440 subsidiary companies. In addition to automotive components,
which generate around 60% of its revenues, Bosch produces industrial machinery and hand tools.
In North America, Robert Bosch LLC has corporate headquarters in Farmington Hills, MI.

In India Bosch entered in 1922, when sales office at Calcutta. For three decades, the company
operated in Indian market only through imports. In 1951, Bosch set up its first manufacturing
plants in India.

Currently, Bosch India has turnover of 3 billion US dollars and over 31,000 employees spread
across 10 locations and 7 applications development centres. 84% of the Bosch India revenues come
from its automotive business, with the remaining 16% split between its non-automotive business
that include packaging, energy and building solutions, power tools and consumer retail. Bosch has
also R&D centre in Coimbatore and Bangalore, India. About 60% of the Bosch’s worldwide
annual sales are produced in automotive technology. Bosch invented the first practical magneto,
an early ignition electrical source, which provided the spark to ignite the fuel in most of the earliest
internal combustion engines, and is still used in general aviation engines.

Other technologies like Traction Control Systems, vehicle stability systems, Anti Lock Braking
Systems, speed sensors, fuel injectors, spark plugs, common rail direct injection, etc. Bosch has
over 1 billion in annual sales all over the world in 2018 and is one of the largest multi engineering
companies.

The annual turnover is about 4.1 billion USD operating all over the world.

BOSCH 2018-2019 Page 1

 Engine And Vehicle Testing

1.1 Mobility Solution.

The Mobility Solutions business sector accounts for 61 percent of total Bosch Group sales. Its
main areas of activity are injection technology and power train peripherals for internal-combustion
engines, diverse solutions for power train electrification, steering systems, safety and driver-
assistance systems, technology for user-friendly infotainment as well as vehicle-to-vehicle and
vehicle-to-infrastructure communication, repair-shop concepts, and technology and services for
the automotive aftermarket.

The sector combines the group’s expertise in three mobility domains – automation, electrification,
and connectivity – and offers its customers integrated mobility solutions that allow cars to interact
with other means of transportation such as bicycles, trains, and buses.

At the beginning of 2018, the sector restructured itself by bringing its Gasoline Systems and Diesel
Systems divisions, as well as the electro mobility unit, together under one roof in a new Power
train Solutions division. This will allow it to serve its customers with the optimum combination of
technologies, since even with electrification increasing, efficient gasoline and diesel engines will
continue to play a significant role for a long time to come. In addition, the newly-formed
Connected Mobility Solutions division brings together the connected mobility solutions and
services that had previously been spread across various units within the Mobility Solutions
business sector.

Brands within this sector include:

 Bosch Car Service

 Robin Air
 HC Cargo
 Zexel

1.2 Industrial Technology

In the 2017 business year, the Industrial Technology business sector generated roughly 8 percent
of total Bosch Group sales. The sector includes the Drive and Control Technology division, whose
portfolio includes customized drive, control, and linear motion solutions for factory automation,
plant construction and engineering, and mobile machinery. It also offers a comprehensive range

BOSCH 2018-2019 Page 2

 Engine And Vehicle Testing

of services, carries out large-scale international projects, and is a leading user and provider of
connected manufacturing solutions.

The Packaging Technology division provides process and packaging solutions for the
pharmaceuticals and foodstuffs industries. Its range includes stand-alone machines, systems
solutions, and an extensive service portfolio. In addition, the new Bosch Connected Industry
business unit has been part of the Industrial Technology business sector since the start of 2018. It
combines the software development and projects relating to Industry 4.0 that had previously been
spread across different units.

1.3 Consumer Goods

The Consumer Goods business sector contributed some 24 percent of total Bosch Group sales in
2017. Its Power Tools division is a supplier of power tools, power-tool accessories, and measuring
technology. In addition to power tools such as hammer drills, cordless screwdrivers, and jigsaws,
its comprehensive product portfolio also includes gardening equipment such as lawnmowers,
hedge trimmers, and high-pressure cleaners. One of the division’s focal points is convenient, high-
performance cordless tools, and increasingly also web-enabled tools and services.

The Consumer Goods business sector also includes BSH Hausgeräte GmbH, which offers a broad
range of modern, energy-efficient, and increasingly connected household appliances. Its product
portfolio ranges from washing machines and tumble dryers through refrigerators and freezers,
stoves and ovens, and dishwashers, to small appliances such as vacuum cleaners, coffee makers,
and food processors.

1.4 Energy and Building Technology

In 2017, the Energy and Building Technology business sector generated roughly 7 percent of total
Bosch Group sales. Its Building Technologies division (formerly Security Systems) has two areas
of business: the global product business for innovative security and communications solutions, and
the regional integrator business. The latter offers solutions and services for building security,
energy efficiency, and building automation in selected countries. Both units focus on commercial
applications. The product portfolio encompasses video-surveillance, intrusion-detection, and
voice-alarm systems, access-control and software management systems, as well as professional
audio, conference, and fire-detection systems.

BOSCH 2018-2019 Page 3

 Engine And Vehicle Testing

The thermo technology division supplies energy efficient heating products and hot-water solutions,
primarily in Europe. With a view to functions such as remote diagnosis, web enabled devices are
becoming increasingly important. The Bosch Global Service Solutions division offers outsourcing
for business processes and services. Within Bosch, it also provides shared-service functions.
Robert Bosch Smart Home GmbH brings Bosch’s smart-home products and services together
under one roof, including the associated systems and software expertise.

1.5 Locations

In North America, Robert Bosch LLC (a wholly owned Bosch subsidiary) has corporate
headquarters in Farmington Hills, MI. Three Research Technology centres are located
in Pittsburgh, PA, Palo Alto, CA and Cambridge, MA.[11] Factories and distribution facilities are
located in Mt. Prospect, Illinois; Hoffman Estates, Illinois; Broadview, Illinois; Kentwood,
Michigan; Waltham, Massachusetts; Clarksville, Tennessee; Anderson, South
Carolina; Charleston, South Carolina; South Bend, Indiana; and 11 other cities. There are also two
corporate sites in Brazil and ten in Mexico where a central purchasing office for all divisions of
Bosch Group is located in Broadview, Illinois. In North America, Bosch employs about 24,750
people in 80 locations, generating $8.8 billion in sales in 2006.In May 2015, Bosch Security
Systems opened its newly constructed distribution centre in Greer, South Carolina. The
distribution centre adds more than 50 new associates in the state and will receive, store and ship
more than 50,000 different products for video surveillance, intrusion and fire detection, access
control and management systems and professional audio and conference systems.

1.5.1 Indian Operations

Bosch entered India in 1922, when Illies & Company set up a sales office in Calcutta. For three
decades, the company operated in the Indian market only through imports. In 1951, Bosch set up
its first manufacturing plant in India.

Currently, Bosch India has a turnover of over $3 billion and over 31,000 employees spread across
10 locations and 7 application development centres. 84% of Bosch India revenues come from its
automotive business, with the remaining 16% split between its non-automotive businesses that
include packaging, energy and building solutions, power tools and consumer retail.[16] Bosch also
has an R&D facility in Coimbatore and Bangalore, India. This is Bosch's largest R&D facility

BOSCH 2018-2019 Page 4

 Engine And Vehicle Testing

outside its home market of Germany. In September 2014, Bosch announced the launch of a locally
developed eye-care solution in India. The company’s new eye screening and detection system
offers a combination of hardware and software and provides affordable eye care.

Bosch India is listed on the Indian stock exchanges and has a market capitalization of over $12
billion.

BSH Bosch und Siemens Hausgeräte GmbH, in which Bosch acquired all shares in 2014, is one
of the world's top three companies in the household appliances industry. In Germany and Western
Europe, BSH is the market leader. Its portfolio includes the principal brand
names Bosch and Siemens, Gaggenau, Neff, Thermador, Constructa, Viva and ufesa brands, and
further six regional brands. Bosch household appliances for the North American market are mainly
manufactured at its factory near New Bern, North Carolina. The distribution of manufacturing
workforce in household appliances is:

 36% in Germany
 20% in India
 30% in Western Europe (excluding Germany, but including Turkey)
 15% in Asia
 10% in Eastern Europe
 5% in North America
 4% in Latin America

1.6 Bosch Power Tools

A power tool is a tool that is actuated by an additional power source and mechanism other than
the solely manual labour used with hand tools. The most common types of power tools use electric
motors. Internal combustion engines and compressed air are also commonly used. Other power
sources include steam engines direct burning of fuels and propellants, such as in power actuated
tools, or even natural power sources such as wind or moving water. Tools directly driven
by animal power, are not generally considered power tools.

BOSCH 2018-2019 Page 5

 Engine And Vehicle Testing

Power tools are used in industry, in construction, in the garden, for housework, tasks such
as cooking, cleaning, and around the house for purposes of driving (fasteners), drilling, cutting,
shaping, sanding, grinding, routing, polishing, painting, heating and more.

Power tools are classified as either stationary or portable, where portable means hand-held.
Portable power tools have obvious advantages in mobility. Stationary power tools, however, often
have advantages in speed and accuracy. A typical table saw, for instance, not only cuts faster than
a regular hand saw, but the cuts are smoother, straighter, and more square than what is normally
achievable with a hand-held power saw. Some stationary power tools can produce objects that
cannot be made in any other way.

Some of the power tools manufactured by Bosch are :

1. Cordless Drill Driver

2. Cordless Screwdriver

3. Hammer Drill

4. Mini Electrical Drivers.

5. Angle Grinders

6. Sanders and Planers

7. Routers

8. High Pressure Waters

9. Tile Working

10. Power Vehicles. :

CHAPTER 2

ABOUT THE DEPARTMENT

BOSCH 2018-2019 Page 6
 Engine And Vehicle Testing

2.1 Engine and Vehicle Testing

Engine and vehicle testing department is a R&D centre where various types of engine and vehicles
are being tested according to the type of the work given. Basic components like engine test rigs,
dynamometers, exhaust pipes are installed in the plant. In the engine cell a dynamometer is place
under the holdings of the engine to be tested and corresponding gas flow meters, pumps, coolant
lines, exhaust lines are also installed for effective working. The department is also supplied with
various features like high grade fuel for running the engines, initial data readings taken from the
various meters, dyno readings for tabulating the results.

In the vehicle testing area where all the vehicles are tested for their road performance and to obtain
the road data results about how the vehicle is running n the actual conditions. Simulation are done
by providing the gradient in the vehicle data analysis for testing the vehicle for it efficient operating
and to rectify if there is any miscalculations in the running conditions. Also dyno chassis is provide
for testing the cars for emission, MIDC cycles, WMTC cycles etc according to Indian driving
conditions. During all these tests the optimum conditions like pressure, temperature, humidity, etc
are done.

VECHICLE TESTING-Vehicle testing is carried out to determine the performance of vehicle on

different road conditions in different terrains. Vehicles of different classes like HCV, LCV, cars,
ETC.

TWO WHEELER AND POWER SPORTS-Testing of two-wheeler like bikes, scooters, hybrid are
also carried out.

ENGINE TESTING-Engine testing is basically carried out to determine the performance

characteristics of IC engine and to have control over the emissions of the engine according to the
Indian emission control act. Different engines of size, capability, power, requirements are tested
in test cell which are having dyno of different power rating with various measuring instruments
such as AVL smoke meters, fuel flow meters, air flow meters.

2.2History of Diesel Engines

BOSCH 2018-2019 Page 7

 Engine And Vehicle Testing

The diesel engine (also known as a compression-ignition or CI engine), named after Rudolf Diesel,
is an internal combustion engine in which ignition of the fuel which is injected into the combustion
chamber is caused by the elevated temperature of the air in the cylinder due to mechanical
compression (adiabatic compression). Diesel engines work by compressing only the air. This
increases the air temperature inside the cylinder to such a high degree that atomised diesel fuel that
is injected into the combustion chamber ignites spontaneously. This contrasts with spark-ignition
engines such as a petrol engine (gasoline engine) or gas engine (using a gaseous fuel as opposed
to petrol), which use a spark plug to ignite an air-fuel mixture. In diesel engines, glow plugs
(combustion chamber pre-warmers) may be used to aid starting in cold weather, or when the engine
uses a lower compression-ratio, or both. The original diesel engine operates on the "constant
pressure" cycle of gradual combustion and produces no audible knock.

A diesel engine built by MAN AG in 1906

Detroit Diesel timing

Fairbanks Morse model 32

The diesel engine has the highest thermal efficiency (engine efficiency) of any practical internal
or external combustion engine due to its very high expansion ratio and inherent lean burn which
enables heat dissipation by the excess air. A small efficiency loss is also avoided compared to two-
stroke non-direct-injection gasoline engines since unburned fuel is not present at valve overlap and
therefore no fuel goes directly from the intake/injection to the exhaust. Low-speed diesel engines
(as used in ships and other applications where overall engine weight is relatively unimportant) can
have a thermal efficiency that exceeds 50%.

Diesel engines may be designed as either two-stroke or four-stroke cycles. They were originally
used as a more efficient replacement for stationary steam engines. Since the 1910s they have been
used in submarines and ships. Use in locomotives, trucks, heavy equipment and electricity
generation plants followed later. In the 1930s, they slowly began to be used in a few automobiles.
Since the 1970s, the use of diesel engines in larger on-road and off-road vehicles in the US
increased. According to the British Society of Motor Manufacturing and Traders, the EU average
for diesel cars accounts for 50% of the total sold, including 70% in France and 38% in the UK.8

BOSCH 2018-2019 Page 8

 Engine And Vehicle Testing

The world's largest diesel engine put in service in 2006 is currently a Wärtsilä-Sulzer RTA96-C
Common Rail marine diesel, which produces a peak power output of 84.42 MW (113,210 hp) at
102 rpm.

The definition of a "Diesel" engine to many has become an engine that uses compression ignition.
To some it may be an engine that uses heavy fuel oil. To others an engine that does not use spark
ignition. However the original cycle proposed by Rudolf Diesel in 1892 was a constant temperature
cycle (a cycle based on the Carnot theory) that would require much higher compression than what
is needed for compression ignition. Diesel's idea was to compress the air so tightly that the
temperature of the air would exceed that of combustion. In his 1892 US patent (granted in 1895)
#542846 Diesel describes the compression required for his cycle:

2.3 Operation of Diesel Engines

The diesel internal combustion engine differs from the gasoline powered Otto cycle by using
highly compressed hot air to ignite the fuel rather than using a spark plug (compression ignition
rather than spark ignition).

In the true diesel engine, only air is initially introduced into the combustion chamber. The air is
then compressed with a compression ratio typically between 15:1 and 23:1. This high compression
causes the temperature of the air to rise. At about the top of the compression stroke, fuel is injected
directly into the compressed air in the combustion chamber. This may be into a (typically toroidal)
void in the top of the piston or a pre-chamber depending upon the design of the engine. The fuel
injector ensures that the fuel is broken down into small droplets, and that the fuel is distributed
evenly. The heat of the compressed air vaporizes fuel from the surface of the droplets. The vapour
is then ignited by the heat from the compressed air in the combustion chamber, the droplets
continue to vaporise from their surfaces and burn, getting smaller, until all the fuel in the droplets
has been burnt. Combustion occurs at a substantially constant pressure during the initial part of the
power stroke. The start of vaporisation causes a delay before ignition and the characteristic diesel
knocking sound as the vapour reaches ignition temperature and causes an abrupt increase in
pressure above the piston (not shown on the P-V indicator diagram). When combustion is complete
the combustion gases expand as the piston descends further; the high pressure in the cylinder drives
the piston downwards as shown in Fig2.1.

BOSCH 2018-2019 Page 9

 Engine And Vehicle Testing

Fig 2.1 pv diagram.

2.3.1 Parts of Diesel Engine.

Cylinder head, cylinder block, crankcase, pistons, crankshaft, connecting rod, valves, camshaft,
timing chains, oil filters, fuel filters, fuel pumps, flywheel, pulley drives, starter motor, alternator,
liners, cooling systems, inlet manifold, exhaust manifold, injectors, glow plugs, CRDI
turbocharger. Fig 2.2 shows a V6 diesel engine.

All of these parts has to be manufactured according to the vehicle manufacturer specifications and
has to be precise. Some of the parts are to be manufactured with accurate like the piston rings, and
parts like turbocharger has to be manufactured with high temp resistant materials.

BOSCH 2018-2019 Page 10

 Engine And Vehicle Testing

Fig 2.2 V6 diesel engine.

2.4 Bharath Stage Emissions Standards.

Bharat stage emission standards (BSES) are emission standards instituted by the Government of
India to regulate the output of air pollutants from internal combustion engines and Spark-ignition
engines 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 and
climate change.

The standards, based on European regulations were 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

BOSCH 2018-2019 Page 11

 Engine And Vehicle Testing

Stage IV emission norms have been in place since April 2010 and it has been enforced for entire
country since April 2017. In 2016, the Indian government announced that the country would skip
the BS-V norms altogether and adopt BS-VI norms by 2020.

On November 15, 2017 The Petroleum Ministry of India in consultation with Public Oil Marketing
Companies decided to bring forward the date of BS-VI grade auto fuels in NCT of Delhi with
effect from April 1, 2018 instead of April 1, 2020. In fact, Petroleum Ministry OMCs were asked
to examine the possibility of introduction of BS-VI auto fuels in the whole of NCR area from April
1, 2019. This huge step was taken due the heavy problem of air pollution faced by Delhi which
became worse around this year. The decision was met with disarray by the automobile companies
as they had planned the development according to roadmap for 2020.

The phasing out of 2-stroke engine for two wheelers, the cessation of production of Maruti 800 &
introduction of electronic controls have been due to the regulations related to vehicular emissions.

2.4.1 Overview of the emission norms in India

 1991 – Idle CO Limits for Petrol Vehicles and Free Acceleration Smoke for Diesel
Vehicles, Mass Emission Norms for Petrol Vehicles.
 1992 – Mass Emission Norms for Diesel Vehicles.

 1996 – Revision of Mass Emission Norms for Petrol and Diesel Vehicles, mandatory
fitment of Catalytic Converter for Cars in Metros on Unleaded Petrol.
 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 2-wheelers, 3-wheelers and 4-wheelers for
entire country whereas Bharat Stage – IV (Equivalent to Euro IV) for 13 major cities

BOSCH 2018-2019 Page 12

 Engine And Vehicle Testing

for only 4-wheelers. Bharat Stage IV also has norms on OBD (similar to Euro III but
diluted)
 2017 – Bharat Stage IV Norms for all vehicles.
 2018 - BS-VI fuel norms from April 1, 2018 in Delhi instead of 2020[15]
 2020 – Proposed date for country to adopt Bharat Stage VI norms for cars, skipping
Bharat Stage V.

2.5 Knocking and detonation

Knocking (also knock, detonation, spark knock, pinging or pinking) in spark-ignition internal
combustion engines occurs when combustion of some of the air/fuel mixture in the cylinder does
not result from propagation of the flame front ignited by the spark plug, but one or more pockets
of air/fuel mixture explode outside the envelope of the normal combustion front as shown in Fig
2.7.

Fig 2.5 Knocking and detonation

Knocking (also knock, detonation, spark knock, pinging or pinking) in spark-ignition internal
combustion engines occurs when combustion of some of the air/fuel mixture in the cylinder does
not result from propagation of the flame front ignited by the spark plug, but one or more pockets
of air/fuel mixture explode outside the envelope of the normal combustion front.

BOSCH 2018-2019 Page 13

 Engine And Vehicle Testing

The fuel-air charge is meant to be ignited by the spark plug only, and at a precise point in the
piston's stroke. Knock occurs when the peak of the combustion process no longer occurs at the
optimum moment for the four-stroke cycle. The shock wave creates the characteristic metallic
"pinging" sound, and cylinder pressure increases dramatically. Effects of engine knocking range
from inconsequential to completely destructive.

Knocking should not be confused with pre-ignition—they are two separate events. However, pre-
ignition is usually followed by knocking.

The phenomenon of detonation was first observed and described by Harry Ricardo during
experiments carried out between 1916 and 1919 to discover the reason for failures in aircraft
engines.

2.5.1 Normal combustion.

Under ideal conditions the common internal combustion engine burns the fuel/air mixture in the
cylinder in an orderly and controlled fashion. The combustion is started by the spark plug some 10
to 40 crankshaft degrees prior to top dead centre (TDC), depending on many factors including
engine speed and load. This ignition advance allows time for the combustion process to develop
peak pressure at the ideal time for maximum recovery of work from the expanding gases.

The spark across the spark plug's electrodes forms a small kernel of flame approximately the size
of the spark plug gap. As it grows in size, its heat output increases, which allows it to grow at an
accelerating rate, expanding rapidly through the combustion chamber. This growth is due to the
travel of the flame front through the combustible fuel air mix itself, and due to turbulence which
rapidly stretches the burning zone into a complex of fingers of burning gas that have a much greater
surface area than a simple spherical ball of flame would have. In normal combustion, this flame
front moves throughout the fuel/air mixture at a rate characteristic for the particular mixture.
Pressure rises smoothly to a peak, as nearly all the available fuel is consumed, then pressure falls
as the piston descends. Maximum cylinder pressure is achieved a few crankshaft degrees after the
piston passes TDC, so that the force applied on the piston (from the increasing pressure applied to
the top surface of the piston) can give its hardest push precisely when the piston's speed and
mechanical advantage on the crank shaft gives the best recovery of force from the expanding gases,
thus maximizing torque transferred to the crankshaft.

BOSCH 2018-2019 Page 14

 Engine And Vehicle Testing

2.5.2ABNORMAL COMBUSTION

When unburned fuel/air mixture beyond the boundary of the flame front is subjected to a
combination of heat and pressure for a certain duration (beyond the delay period of the fuel used),
detonation may occur. Detonation is characterized by an almost instantaneous, explosive ignition
of at least one pocket of fuel/air mixture outside of the flame front. A local shockwave is created
around each pocket and the cylinder pressure will rise sharply, and possibly beyond its design
limits causing damage.

If detonation is allowed to persist under extreme conditions or over many engine cycles, engine
parts can be damaged or destroyed. The simplest deleterious effects are typically particle wear
caused by moderate knocking, which may further ensue through the engine's oil system and cause
wear on other parts before being trapped by the oil filter. Such wear gives the appearance of
erosion, abrasion, or a "sandblasted" look, similar to the damage caused by hydraulic cavitation.
Severe knocking can lead to catastrophic failure in the form of physical holes melted and pushed
through the piston or cylinder head (i.e., rupture of the combustion chamber), either of which
depressurizes the affected cylinder and introduces large metal fragments, fuel, and combustion
products into the oil system. Hypereutectic pistons are known to break easily from such shock
waves.Detonation can be prevented by any or all of the following techniques:

 The use of a fuel with high octane rating, which increases the combustion temperature of
the fuel and reduces the proclivity to detonate.
 Enriching the air–fuel ratio which alters the chemical reactions during combustion, reduces
the combustion temperature and increases the margin above detonation.
 Reducing peak cylinder pressure.
 Decreasing the manifold pressure by reducing the throttle opening or boost pressure.
 Reducing the load on the engine.
 Retarding (reduce) ignition timing.

Because pressure and temperature are strongly linked, knock can also be attenuated by controlling
peak combustion chamber temperatures by compression ratio reduction, exhaust gas recirculation,
appropriate calibration of the engine's ignition timing schedule, and careful design of the engine's
combustion chambers and cooling system as well as controlling the initial air intake temperature.

BOSCH 2018-2019 Page 15

 Engine And Vehicle Testing

The addition of certain materials such as lead and thallium will suppress detonation extremely well
when certain fuels are used.[citation needed] The addition of tetraethyl lead (TEL), a soluble
organic lead compound added to gasoline was common until it was discontinued for reasons of
toxic pollution. Lead dust added to the intake charge will also reduce knock with various
hydrocarbon fuels. Manganese compounds are also used to reduce knock with petrol fuel.

Knock is less common in cold climates. As an aftermarket solution, a water injection system can
be employed to reduce combustion chamber peak temperatures and thus suppress detonation.
Steam (water vapour) will suppress knock even though no added cooling is supplied.

Certain chemical changes must first occur for knock to happen, hence fuels with certain structures
tend to knock easier than others. Branched chain paraffins tend to resist knock while straight chain
paraffins knock easily. It has been theorize that lead, steam, and the like interfere with some of the
various oxidative changes that occur during combustion and hence the reduction in knock.

Turbulence, as stated, has very important effect on knock. Engines with good turbulence tend to
knock less than engines with poor turbulence. Turbulence occurs not only while the engine is
inhaling but also when the mixture is compressed and burned. Many pistons are designed to use
"squish" turbulence to violently mix the air and fuel together as they are ignited and burned, which
reduces knock greatly by speeding up burning and cooling the un burnt mixture. One example of
this is all modern side valve or flathead engines. A considerable portion of the head space is made
to come in close proximity of the piston crown, making for much turbulence near TDC. In the
early days of side valve heads this was not done and a much lower compression ratio had to be
used for any given fuel. Also such engines were sensitive to ignition advance and had less power.

Knocking is more or less unavoidable in diesel engines, where fuel is injected into highly
compressed air towards the end of the compression stroke. There is a short lag between the fuel
being injected and combustion starting. By this time there is already a quantity of fuel in the
combustion chamber which will ignite first in areas of greater oxygen density prior to the
combustion of the complete charge. This sudden increase in pressure and temperature causes the
distinctive diesel 'knock' or 'clatter', some of which must be allowed for in the engine design.

Careful design of the injector pump, fuel injector, combustion chamber, piston crown and cylinder
head can reduce knocking greatly, and modern engines using electronic common rail injection

BOSCH 2018-2019 Page 16

 Engine And Vehicle Testing

have very low levels of knock. Engines using indirect injection generally have lower levels of
knock than direct injection engine, due to the greater dispersal of oxygen in the combustion
chamber and lower injection pressures providing a more complete mixing of fuel and air. Diesels
actually do not suffer exactly the same "knock" as gasoline engines since the cause is known to be
only the very fast rate of pressure rise, not unstable combustion. Diesel fuels are actually very
prone to knock in gasoline engines but in the diesel engine there is no time for knock to occur
because the fuel is only oxidized during the expansion cycle. In the gasoline engine the fuel is
slowly oxidizing all the time while it is being compressed before the spark. This allows for changes
to occur in the structure/makeup of the molecules before the very critical period of high
temp/pressure.

BOSCH 2018-2019 Page 17

 Engine And Vehicle Testing

CHAPTER 3

TASK PERFORMED

3.1 Engine Test Result Summary.

The engine shown below is 5 cylinder diesel engines which comprises of different components
like pressure sensors, temperature sensors, intake ports, outlet ports, etc. Fig 3.1 shows all the
sensors used for engine preparation.

Fig 3.1 Engine layout.

BOSCH 2018-2019 Page 18

 Engine And Vehicle Testing

3.2 IDENTIFICATION OF ENGINE COMPONENTS

Internal combustion engines come in a wide variety of types, but have certain family resemblances,
and thus share many common types of components.

Fig.no. -3.2 components of engine

IGNITION SYSTEM

The ignition system of an internal combustion engines depends on the type of engine and the fuel
used. Petrol engines are typically ignited by a precisely timed spark, and diesel engines by
compression heating. Historically, outside flame and hot-tube systems were used, see hot bulb
engine.

Spark: In a spark ignition engine, a mixture is ignited by an electric spark from a spark plug —
the timing of which is very precisely controlled. Almost all gasoline engines are of this type. Diesel

BOSCH 2018-2019 Page 19

 Engine And Vehicle Testing

engines timing is precisely controlled by the pressure pump and injector. The normal plug distance
between the spark plug is 1mm apart, and the voltage is 3000v at normal atmospheric conditions.

Compression: Ignition occurs as the temperature of the fuel/air mixture is taken over its
autoignition temperature, due to heat generated by the compression of the air during the
compression stroke. The vast majority of compression ignition engines are diesels in which the
fuel is mixed with the air after the air has reached ignition temperature. In this case, the timing
comes from the fuel injection system. Very small model engines for which simplicity and light
weight is more important than fuel costs use easily ignited fuels (a mixture of kerosene, ether, and
lubricant) and adjustable compression to control ignition timing for starting and running.

Fuel systems

Animated cut through diagram of a typical fuel injector, a device used to deliver fuel to the internal
combustion engine. Fuels burn faster and more efficiently when they present a large surface area
to the oxygen in air. Liquid fuels must be atomized to create a fuel-air mixture, traditionally this
was done with a carburetor in petrol engines and with fuel injection in diesel engines. Most modern
petrol engines now use fuel injection too — though the technology is quite different. While diesel
must be injected at an exact point in that engine cycle, no such precision is needed in a petrol
engine. However, the lack of lubricity in petrol means that the injectors themselves must be more
sophisticated.

Carburetor: Simpler reciprocating engines continue to use a carburetor to supply fuel into the
cylinder. Although carburetor technology in automobiles reached a very high degree of
sophistication and precision, from the mid-1980s it lost out on cost and flexibility to fuel injection.
Simple forms of carburetor remain in widespread use in small engines such as lawn mowers and
more sophisticated forms are still used in small motorcycles.

Fuel injection: Larger gasoline engines used in automobiles have mostly moved to fuel injection
systems (see Gasoline Direct Injection). Diesel engines have always used fuel injection system
because the timing of the injection initiates and controls the combustion.

Fuel pump: Most internal combustion engines now require a fuel pump. Diesel engines use an
all-mechanical precision pump system that delivers a timed injection direct into the combustion

BOSCH 2018-2019 Page 20

 Engine And Vehicle Testing

chamber, hence requiring a high delivery pressure to overcome the pressure of the combustion
chamber. Petrol fuel injection delivers into the inlet tract at atmospheric pressure (or below) and
timing is not involved, these pumps are normally driven electrically. Gas turbine and rocket
engines use electrical systems

PARTS:

Valves: All four-stroke internal combustion engines employ valves to control the admittance of
fuel and air into the combustion chamber. Two-stroke engines use ports in the cylinder bore,
covered and uncovered by the piston, though there have been variations such as exhaust valves.

Piston engine valves: In piston engines, the valves are grouped into 'inlet valves' which admit the
entrance of fuel and air and 'outlet valves' which allow the exhaust gases to escape. Each valve
opens once per cycle and the ones that are subject to extreme accelerations are held closed by
springs that are typically opened by rods running on a camshaft rotating with the engines'
crankshaft.

Control valves: Continuous combustion engines—as well as piston engines—usually have valves
that open and close to admit the fuel and/or air at the startup and shutdown. Some valves feather
to adjust the flow to control power or engine speed as well.

Exhaust systems:

Exhaust manifold with ceramic plasma-sprayed system: Internal combustion engines have to
effectively manage the exhaust of the cooled combustion gas from the engine. The exhaust system
frequently contains devices to control both chemical and noise pollution. In addition, for cyclic
combustion engines the exhaust system is frequently tuned to improve emptying of the combustion
chamber. The majority of exhausts also have systems to prevent heat from reaching places which
would encounter damage from it such as heat-sensitive components, often referred to as Exhaust
Heat Management.

For jet propulsion internal combustion engines, the 'exhaust system' takes the form of a high
velocity nozzle, which generates thrust for the engine and forms a colimated jet of gas that gives
the engine its name.

BOSCH 2018-2019 Page 21

 Engine And Vehicle Testing

Cooling systems: Combustion generates a great deal of heat, and some of this transfers to the
walls of the engine. Failure will occur if the body of the engine is allowed to reach too high a
temperature; either the engine will physically fail, or any lubricants used will degrade to the point
that they no longer protect the engine. The lubricants must be clean as dirty lubricants may lead to
over formation of sludge in the engines.

Cooling systems usually employ air (air-cooled) or liquid (usually water) cooling, while some very
hot engines using radiative cooling (especially some rocket engines). Some high-altitude rocket
engines use ablative cooling, where the walls gradually erode in a controlled fashion. Rockets in
particular can use regenerative cooling, which uses the fuel to cool the solid parts of the engine.

Piston: A piston is a component of reciprocating engines. It is located in a cylinder and is made

gas-tight by piston rings. Its purpose is to transfer force from expanding gas in the cylinder to the
crankshaft via a piston rod and/or connecting rod. In two-stroke engines the piston also acts as a
valve by covering and uncovering ports in the cylinder wall.

Propelling nozzle: For jet engine forms of internal combustion engines, a propelling nozzle is
present. This takes the high temperature, high pressure exhaust and expands and cools it. The
exhaust leaves the nozzle going at much higher speed and provides thrust, as well as constricting
the flow from the engine and raising the pressure in the rest of the engine, giving greater thrust for
the exhaust mass that exits.

Crankshaft:

A crankshaft for a 4-cylinder engine: Most reciprocating internal combustion engines end up
turning a shaft. This means that the linear motion of a piston must be converted into rotation. This
is typically achieved by a crankshaft.

Flywheels: The flywheel is a disk or wheel attached to the crank, forming an inertial mass that
stores rotational energy. In engines with only a single cylinder the flywheel is essential to carry
energy over from the power stroke into a subsequent compression stroke. Flywheels are present in
most reciprocating engines to smooth out the power delivery over each rotation of the crank and
in most automotive engines also mount a gear ring for a starter. The rotational inertia of the
flywheel also allows a much slower minimum unloaded speed and also improves the smoothness

BOSCH 2018-2019 Page 22

 Engine And Vehicle Testing

at idle. The flywheel may also perform a part of the balancing of the system and so by itself be out
of balance, although most engines will use a neutral balance for the flywheel, enabling it to be
balanced in a separate operation. The flywheel is also used as a mounting for the clutch or a torque
converter in most automotive applications.

Starter systems: All internal combustion engines require some form of system to get them into
operation. Most piston engines use a starter motor powered by the same battery as runs the rest of
the electric systems. Large jet engines and gas turbines are started with a compressed air motor
that is geared to one of the engine's driveshafts. Compressed air can be supplied from another
engine, a unit on the ground or by the aircraft's APU. Small internal combustion engines are often
started by pull cords. Motorcycles of all sizes were traditionally kick-started, though all but the
smallest are now electric-start. Large stationary and marine engines may be started by the timed
injection of compressed air into the cylinders — or occasionally with cartridges. Jump starting
refers to assistance from another battery (typically when the fitted battery is discharged), while
bump starting refers to an alternative method of starting by the application of some external force,
e.g. rolling down a hill.

Heat shielding systems: These systems often work in combination with engine cooling and
exhaust systems. Heat shielding is necessary to prevent engine heat from damaging heat-sensitive
components. The majority of older cars use simple steel heat shielding to reduce thermal radiation
and convection. It is now most common for modern cars are to use aluminium heat shielding which
has a lower density, can be easily formed and does not corrode in the same way as steel. Higher
performance vehicles are beginning to use ceramic heat shielding as this can withstand far higher
temperatures as well as further reductions in heat transfer.

Lubrication systems: Internal combustions engines require lubrication in operation that moving
parts slide smoothly over each other. Insufficient lubrication subjects the parts of the engine to
metal-to-metal contact, friction, heat build-up, rapid wear often culminating in parts becoming
friction welded together e.g. pistons in their cylinders. Big end bearings seizing up will sometimes
lead to a connecting rod breaking and poking out through the crankcase.

Several different types of lubrication systems are used. Simple two-stroke engines are lubricated
by oil mixed into the fuel or injected into the induction stream as a spray. Early slow-speed

BOSCH 2018-2019 Page 23

 Engine And Vehicle Testing

stationary and marine engines were lubricated by gravity from small chambers similar to those
used on steam engines at the time — with an engine tender refilling these as needed. As engines
were adapted for automotive and aircraft use, the need for a high power-to-weight ratio led to
increased speeds, higher temperatures, and greater pressure on bearings which in turn required
pressure-lubrication for crank bearings and connecting-rod journals. This was provided either by
a direct lubrication from a pump, or indirectly by a jet of oil directed at pickup cups on the
connecting rod ends which had the advantage of providing higher pressures as the engine speed
increased.

Control systems: Most engines require one or more systems to start and shut down the engine and
to control parameters such as the power, speed, torque, pollution, combustion temperature, and
efficiency and to stabilise the engine from modes of operation that may induce self-damage such
as pre-ignition. Such systems may be referred to as engine control units.

Many control systems today are digital, and are frequently termed FADEC (Full Authority Digital
Electronic Control) systems.

BOSCH 2018-2019 Page 24

 Engine And Vehicle Testing

4. TYPES OF ENGINE

Fig. No. -4 Engine types

(i). External combustion engine: In external combustion engine, the combustion of fuel takes
place outside the engine. Example: steam engine.

(ii). Internal combustion engine: In internal combustion engine, the combustion of fuel takes
place inside the engine. Two stroke and four stroke petrol and diesel engine are the examples of
internal combustion engine.

4.1 Number of Strokes:

On the basis of number of strokes, the types of engine are:

(i). Four Stroke Engine: It is an engine in which the piston moves four times i.e.2 upward (form
BDC to TDC) and 2 downward (from TDC to BDC) movement in one cycle of power stroke is called
four stroke engines.

BOSCH 2018-2019 Page 25

 Engine And Vehicle Testing

FIG. NO. 4.1.1 Four stroke engine

(ii). Two Stroke Engine: The engine in which the piston does two times motion i.e. one from TDC to
BDC and other from BDC to TDC to produce a power stroke is called two stroke engines.

Fig. no. 4.1.2 -Two stroke engine

BOSCH 2018-2019 Page 26

 Engine And Vehicle Testing

5. DISASSEMBLY OF ENGINE

5.1 Head Removal

The normal procedure for carrying out only upper-engine service is to leave the engine in the
chassis, and remove the components required to undergo the servicing. It is advisable to clean the
engine exterior and the engine compartment. before taking up any job. A clean engine is easier to
work on, it helps keep dirt out of the engine, and it minimizes accidental damage from slipping
tools.

Working on top of the engine becomes easy if the hood is removed. With fender covers in place,
the hood is loosened from the hinges by removing two or three cap screws on each side. With a
person on each side of the hood to support it, the hood is lifted off as the cap screws are removed.
The hood is usually stored on fender covers placed on the top of the automobile, where it is most
secured.

Fig.no. 5.1 head removal

5.2 Connecting hoses and wires marked before removing them from engine.

The following disassembly procedure applies primarily to push rod engines. The procedure has to
be modified to certain extent to working on overhead cam engines.

BOSCH 2018-2019 Page 27

 Engine And Vehicle Testing

5.3 Camshaft visible after the intake manifold is removed.

Removal of the rocker covers provides the first opportunity to see inside a portion of the engine.
A good visual examination of this area should be made to identify and find out the cause of
abnormal condition, if any. Special attention should be given to the type and quantity of deposits.
The rocker arms, valve springs, and valve tips are examined for any defects.

The manifold hold-down cap screws and nuts are removed. In case the gaskets are stuck, a flat
blade, such as a putty knife, can be used to loosen them. Care must be taken to avoid damaging
the parting surface as the gasket is loosened. When the manifold and lifter valley cover are off on
V-type engines, another opportunity is available to examine the interior of the engine. Here again,
it is advisable to check the deposits. The push rods and lifters are exposed for a visual inspection.

5.4 Piston and Connecting Rod Removal

The ridge above the top ring travel must be removed before the piston and connecting rod
assembly is removed. This avoids catching a ring on the ridge and breaking the piston.

Fig. no. 5.4 -piston and connecting rod removal

5.5 Usual failure of the second land if the cylinder edge is not removed before removing the
pistons.

For the rod to be dismantled, the connecting rod nuts are taken off to remove the rod cap
with its bearing half. The rod bolts are covered with protectors made of aluminium or short pieces
of rubber hose, so that the rod bolts are kept from touching the bearing journal surfaces on the

BOSCH 2018-2019 Page 28

 Engine And Vehicle Testing

crankshaft. If they touch, the sharp threads of the bolts easily nick the surface as illustrated in Fig.
thereby damaging a new bearing, the connecting rod is carefully pushed up until the piston rings
are free of the block deck, because the piston ring drag stops when the rings are free of the cylinder
bore. Excessive force on the rod causes the piston to jump

out of the bore when the ring moves out past the block deck. If the piston is not held, it falls to the
floor and is damaged. Care should also be taken to avoid hitting the bottom edge of the cylinder
as illustrated in Figure. A burr here scratches the piston skirt. When removed, the rod cap and
bearing should be placed back on the rod to keep them together. This procedure of dismantling
should be repeated with all the other pistons. No further parts need to be removed from the block
when only the ring-and-valve-job is to be carried.

5.6 Shaft Removal

The engine must be removed out of the chassis if the crankshaft is to be dismantled. The camshaft
can be removed with the engine in the chassis on most automobiles, but it is necessary to remove
the radiator and grill.

Fig.no.5.6 – shaft removal removal.

BOSCH 2018-2019 Page 29

 Engine And Vehicle Testing

5.6 Connecting rod hitting the cylinder skirt bottom due to careless removal.

The next step in disassembly job is to remove the water pump and crankshaft damper. The
damper should be removed only using a threaded pu5.4ller (Fig. 20.16). If a hook-type puller is
used around the edge of the damper, it may pull the damper ring from the hub. If this happens, a
new damper assembly has to be installed. With the damper off, the timing cover can be removed,
which exposes the timing gear or timing chain. These parts are examined for excessive

wear and looseness. Bolted cam sprockets can be loosened and removed to free the timing chain.
Pressed-on sprockets are removed only when they are faulty. They are removed from the camshaft
after pulling the camshaft from the block. This may require removal of the crankshaft gear at the
same time.

6. CNC Machine

Now that we have seen what the NC machine is and its various parts, it is easier to
understand what the CNC machine is. CNC is the short form for Computer Numerical control.
We have seen that the NC machine works as per the program of instructions fed into the
controller unit of the machine. The CNC machine comprises of the mini computer or the
microcomputer that acts as the controller unit of the machine. While in the NC machine the
program is fed into the punch cards, in CNC machines the program of instructions is fed directly
into the computer via a small board similar to the traditional keyboard.

Fig .no. 6-CNC operation

BOSCH 2018-2019 Page 30

 Engine And Vehicle Testing

In CNC machine the program is stored in the memory of the computer. The programmer can easily
write the codes, and edit the programs as per the requirements. These programs can be used for
different parts, and they don’t have to be repeated again and again.

Compared to the NC machine, the CNC machine offers greater additional flexibility and
computational capability. New systems can be incorporated into the CNC controller simply by
reprogramming the unit. Because of its capacity and the flexibility the CNC machines are called
as “soft-wired” NC.

6.1 How the CNC Machine Works

The CNC machine comprises of the computer in which the program is fed for cutting of
the metal of the job as per the requirements. All the cutting processes that are to be carried out and
all the final dimensions are fed into the computer via the program. The computer thus knows what
exactly is to be done and carries out all the cutting processes. CNC machine works like the Robot,
which has to be fed with the program and it follows all your instructions.

Some of the common machine tools that can run on the CNC are: Lathe, Milling machines, Drilling
Machine etc. The main purpose of these machines is to remove some of the metal so as to give it
proper shape such as round, rectangular, etc. In the traditional methods these machines are operated
by the operators who are experts in the operation of these machines. Most of the jobs need to be
machined accurately, and the operator should be expert enough to make the precision jobs. In the
CNC machines the role of the operators is minimized. The operator has to merely feed the program
of instructions in the computer, load the required tools in the machine, and rest of the work is done
by the computer automatically. The computer directs the machine tool to perform various
machining operations as per the program of instructions fed by the operator.

BOSCH 2018-2019 Page 31

 Engine And Vehicle Testing

CHAPTER 5

REFLECTION NOTES

From the above context I have gained a lot of experience in practical field. The real learning
comes after the wok when you have an opportunity to think about what you saw and experienced.
Reflecting back about the experience is a key to learning and it is definitely not a new idea.

During my work experience at Bosch Limited, I was fortunate enough to have hands on experience
on the machines and equipment’s, learned many different things of what actually happens in the
project. The important lessons that I learnt during 4 weeks is how to identify the given problem
and finding a solution to it. All the staffs and people in the industry helped me in performing the
tasks. Engine testing and development is a good branch to work which is a however a testing and
resulting. Along with this emissions testing is also done to increase the overall efficiency, Bharath
Stage vi is currently in developing stage by various methods. Vehicle testing is other important
area where all domestic and commercial cars are being tested on the dyno chassis to perform Indian
Driving Cycles and to result it. Twowheeler and power sport is other area where mopeds, scooters
and sports bikes are tested for emissions, driving cycles.

I found the workplace very informative as it is related to automotive branch, which enriches the
knowledge in technical field and improves practical experiences. Engine testing and development
has wide variety of engineering skills to perform to increase the performance of work. Overall my
experience in EVL was a great journey as it gave me a lot of knowledge in technical and practical
cases and was i have worked hard for this internship. I would like to thank the Bosch EVL
department for letting me do internship .

In the training wing I have mainly assisted the training team in developing the vehicle trial test and
engine preparation cell for upcoming projects.

BOSCH 2018-2019 Page 32

 Engine And Vehicle Testing

CHAPTER 6

EXECUTIVE SUMMARY

This is the internship report based on the one month long internship program and I had
successfully completed in BOSCH Limited in the month of July 2018. As being completely new
to industrial exposure and all the technical things, every day spent in the department gave me some
amount of experience all the time of which cannot be explained in words. But nevertheless, they
were all useful for my career. As being part of internship program this has helped me in gaining
industrial knowledge and to efficiently carry out the job given. The department that I carried out
my internship is Engine and Vehicle Testing EVL Dept, Bosch ltd.

This report includes how to carry out al the testing and developments in the engine and vehicle
sector and what are the methods to reduce the emissions from the engines. Also to carry out the
real drive data test in order to carry out the actual driving simulations as on the road. This also
contains all the safety and precautions methods to perform in case of any emergency situations.
An initial demo about all the plant functions was given.

The EVL department has various instruments and machines which is very precise in operation for
accuracy. Engine test cell and two wheeler power sport are two major areas of operation in the
department. All the heavy duty engines are tested for emissions in engine test cell, and all the
LCV’s are tested in dyno chassis test cell. Various driving conditions like zero gradient, full
gradient, partial gradient test run and all the driving simulations pertaining to standard emission
norms as per the Indian Government.

First two weeks of my internship was on all the hands on experience on the machines and engines.
Next two weeks was based on the actual testing the engines and vehicles. On other hand two
wheeler and bikes were also the part of training program. In this sector the motorcycle was
mounted on the dyno chassis for emission test, MIDC, WMTC and other driving cycle tests.
Preparation of the engine before the performing, mounting the fixtures, connecting all the required
sensors, pressure gauges, inlet and outlet. In the vehicle driving test the vehicle is towed till the
test cell, mounted on the dyno chassis and providing the actual road conditions.

BOSCH 2018-2019 Page 33

 Engine And Vehicle Testing

Engine dismantling was also another task performed in the department, where in the given engine
is dismantled by using manual and power tools, according to the sequential order. Performing the
engine emission test includes preparing the test engine, connecting all the sensors, running the
engine and altering all the required parameters for the test, the test time would vary according to
the given condition and based out of that the end result of emission test and vehicle test are given
.

BOSCH 2018-2019 Page 34