ASHOK LEYLAND

1. SUMMER TRAINING PROJECT
ON
“Study of quantity of diesel
remaining in pipes after
testing of an engine”
SUBMITTED BY-
BABITA SAINI
12162019, DEPTT-MECHAINCAL ENGG
GJUS&T,HISAR
UNDER THE MENTORSHIP
MR. VIPUL GUPTA
Ashok Leyland, Pantnagar

2. ACKNOWLEDGEMENT:
Engineering is about reaping the benefits of technology
to produce production systems useful to mankind both
socially and economically. As a Mechanical Engineering
student, I had always been curious to visit an industry, so
as to get a practical insight of the implementation of
what we study. I really respect the stance of Ashok
Leyland, Pantnagar plant to allow students from different
academic streams to undergo summer training here. I am
indeed grateful to Ashok Leyland for having me
shortlisted in the team of summer trainees. I truly find
the time spent here enriching and wonderfully
memorable.
In framing my project on “STUDY OF QUANTITY OF
DIESEL REMAINING IN PIPES AFTER TESTING OF AN
ENGINE.” I got immense support from my project guide
Mr. Vipul Gupta and, I feel so thankful to him, have

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

4. CONTENT
Serial no. Title
1.) Automobile sector trend in India
2.) Company Profile
3.) Background and History
4.) Product of Leyland
5.) Engine
6.) Engine Observed
7.) Engine Testing
8.) Testing Process
9.) Data Collected
10.) Problem Identification
11.) Root Causes
12.) Suggestion
13.)
14.)
Conclusion
Bibliography

5. AUTOMOBILE SECTOR TREND IN
INDIA
PRODUCTION
The cumulative production data for April –March
2013 shows production growth of only 1.20 percent
over the same period last year. The industry
produced 1,685,355 vehicles in March 2013 as
against 1,845,868 in March 2012, which declined by
(-) 8.70 percent.
DOMESTIC SALES
The overall growth in domestic sales during April- March
2013 was 2.61 percent over the same period last year.
While in March 2013 overall sales fell by (-) 7.76 percent
over March 2012.
Passenger Vehicles segment grew at 2.15 percent during
April – March 2013 over same period last year. Passenger

6. cars declined by (-) 6.69 percent, Utility vehicles grew by
52.20 percent and Vans grew only by 1.08 percent during
April – March 2013 as compared to the same period last
year. However, in March 2013 passenger cars sales
further declined by (-) 22.51 percent over March 2102.
Total passenger vehicles sales also declined by (-) 13.01
percent in March 2013 over same month last year. The
overall Commercial Vehicles segment registered de –
growth of (-) -2.02 percent in April – March 2013 as
compared to the same period last year. While Medium &
Heavy Commercial Vehicles (M&HCVs) declined by (-)
23.18 percent, Light Commercial Vehicles grew at 14.04
percent. In March 2013, M&HCVs sales further declined
by (-) 26.16 percent over March 2012.
Three Wheelers sales grew by 4.87 percent in April –
March 2013. Passenger Carriers grew by 8.58 percent
during April – March 2013 and Goods Carriers registered
de – growth at (-) 9.20 percent during this period.
Two Wheelers registered growth of only 2.90 percent
during April – March 2013. Scooters, mopeds and
motorcycles grew by 14.24 percent, 1.53 percent and
0.12 percent respectively over same period last year.

7. However, in march 2013 all sub – segments of two
wheelers, scooters, motorcycles and mopeds registered
de – growth at (-) 3.18 percent, (-) 8.32 percent and (-)
4.54 percent respectively.
EXPORTS
During April – March 2013, overall automobile export
registered de - growth of (-) 1.34 percent compared to
the same period last year.
Passenger Vehicles grew by 9.02 percent, while the
others segments like Commercials Vehicles, Three
Wheelers and Two Wheelers fell by (-) 13.35 percent, (-)
16.22 percent and (-) 0.72 percent respectively. In March
2013, Passengers Vehicles, Two & Three Wheelers grew
by 3.07 percent, 3.51 percent and 7.50 percent
respectively. While Commercial Vehicles declined by
(-) 28.33 perc

8. PROFILE
Ashok Leyland has for over six decades been a
major presence in the Indian commercial
vehicle industry.
• Headquartered in Chennai, India, our
manufacturing footprint is pan-India with
two facilities in Prague and raskhiamah
(UAE).
• Operating six plants, Ashok Leyland also
makes spare parts and engines for industrial
and marine applications.
• It is the second largest commercial vehicle
company in India in the medium and heavy
commercial vehicle(M&HCV) segment with
a market share of 28% (2007-08)
• With passengers’ transportation options

9. ranging from 19 seaters to 80 seaters,
Ashok Leyland is a market leader in the bus
segment.
• In the trucks segment Ashok Leyland
primarily concentrates on the 16 ton to 25
ton range of trucks.
• However Ashok Leyland has presence in the
entire truck range starting from 7.5 tons to
49 tons.
• Over 7, 00,000 Ashok Leyland vehicles ply
on Indian and international roads and our
buses carry over 70 million passengers
every day.
• The joint venture announced with
NissanMotors of japan would improve its
presence in the light commercial vehicle
(LCV) segment (<7.5 tons).

10. BACKGROUND AND HISTORY
The Birth of Ashok Motors
• Founded by Raghunandan Saran, Ashok
Motors was set up in collaboration with
Austin Motor Company, England and
incorporated on September 7th
for the
assembly of Austin cars.
The first A40 Assembled
• Production began in September at the
factory situated at Ennore, South of Madras
and soon the first indigenously assembled
A40 Austin car was rolled out.
Assembly of Leyland chassis commence
• The first Leyland chassis assembled by

11. Ashok Motors at Ennore were four Comet
350 engine tippers sold to the Mangalore
tile factory.
Government Approval for Manufacture
of Commercial vehicles
• The government approved the progressive
manufacture of Leyland commercial
vehicles and a license for the manufacture
of 1,000 Comet a year was granted.
Ashok Motors becomes Ashok Leyland
(1955)
• Named after Raghunandan son, Ashok, the
company was renamed Ashok Leyland with
equity participation from Leyland Motors,
Ltd.

12. India’s first double decker arrives (1967)
• ‘Titan’- The first Indian made double decker
with 50% indigenous components was
launched.
Production target upped to 10,000
vehicles a year (1972)
• The license to manufacture 10,000 vehicles
a year was granted.
Two major new truck introductions
(1980)
• India’s first 13-ton truck-‘Tusker’ with a 125
hp engine was launched followed by the
country’s first multi-axle truck-‘Taurus’.
First Indian auto company to receive

13. ISO 9001 certification (1993)
• This was followed two years later with the
ISO 9001 certification.
Another innovation in alternate fuel
technology (2002)
• The country’s first hybrid electric vehicle
was developed and showcased at Auto Expo
2002.
India’s first Hybrid CNG Plug-in Bus
(2010)
• Showcased at Auto Expo 2010 and later did
service during the Common wealth Games
moving VIPs and media at PragatiMaidan,
New Delhi.
A full range player with DOST (2011)
• Entry into the Light Commercial Vehicle

14. (LCV) segment.
PRODUCTS OF LEYLAND
BUSES
• Ashok buses move some 70 million people
every day on their destination. From 18
seaters to 80 seaters, Ashok Leyland has an
extensive range of buses that fits almost
every requirement.

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

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

17. DEFENCE VEHICLES
• They have developed two more platforms
the COT and the SUPER STALLION. Going
forward, they are expanding their stallion
range of logistic transport solutions while
tactical or armored vehicles will be offered
on all three platforms on the back of
strategic partnership with KMW, Germany;

18. Pan hard, France, and Paramount, South
Africa.
POWER SOLUTIONS
• Under the brand name, Leypower, they
offer complete power solution by supplying
engines for a variety of applications apart
from vehicles: be it for running generator
sets, for marine applications or for

19. powering earth moving equipment,
compressor cranes, harvester combines and
the like, Leypower has provided many an
industry the power to keep running
uninterrupted.
ENGINE
Engine is a mechanical device which converts
chemical energy of fuel in heat energy and heat
energy in to mechanical energy.
CLASSIFICATION OF ENGINE
• Internal Combustion Engine

20. • Combustion in Spark Ignition Engine
Internal combustion engine may be further
classified as :
(1)According to cycle of operation:
• Two Stroke Engine
• Four Stroke Engine
(2)According to the cycle of combustion:
• Otto Cycle Engine
• Diesel Cycle Engine
• Dual Cycle Engine
(3)According to the method of ignition:
• Spark Ignition Engine
• Compression Ignition Engine
(4)According to the number of cylinder:
• Single Cylinder Engine
• Multi Cylinder Engine
(5)According to air intake process:
• Naturally Aspirated Engine
• Turbocharged Engine
• Crankcase Compressed Engine
(6)According to their use:
• Stationary Engine

21. • Portable Engine
• Marine Engine
• Automobile Engine
• Aero Engine
(7)According to the speed of engine:
• Low Speed Engine
• Medium Speed Engine
• High Speed Engine
ENGINE OBSERVED
(1)Inline Engine
(2)CRS Engine
Inline engine model includes:
I. 3KN
II. 3UN
III. 3K/3

22. Inline Engine
CRS Engine

23. • In engine assembly, assembling of engine takes
place in two lines short block line and long block
line.
• In short block line there are 23 stations and 5
sub assembly.
• In long block line there are 19 stations.
• After assembling engine comes to engine
testing.
ENGINE TESTING

24. In engine testing we test the engine in which some
test are included like (Parameter, Leakage and
Noise). The machine used for testing the engine is
Dynometer.
 Why we do testing of engines?
 We done testing of engine to check the
engine performance.
IN ENGINE TESTING WE HAVE THREE AREAS :
I. Rigging , Derigging area
II. Testing area
III. Utility area
TESTING PROCESS

25. 1)RIGGING : This is the first process when engine
comes from “Engine Assembly”. We load engine
on loading, unloading pallet. RIGGING : This is
the first process when engine comes from
“Engine Assembly”. We load engine on loading,
unloading pallet.
• After that send this engine to the rigging,
dragging pallet to rigging.
• In rigging we connect some connections with
engine. These connections are already fitted on the
pallet.
• These connections are :
1. Water In pipe
2. Water Out pipe
3. Water Bypass pipe
4. CAC In pipe ( charged air cooler)
5. CAC Out pipe
6. Fuel In pipe

26. 7. Fuel Out pipe
8. Fuel Bypass pipe
9. Accelerator lever
10. Pneumatic stopper
11. Adapter plate (this plate fitted on fly wheel)
12. Exhaust elbow
13. Oil adaption
• After completing rigging process we send the
engine inside the test cell.
• When we send this inside the test cell it docks
with the Dynometer machine.
• This Dynometer works on eddy current
principle so it is called “Eddy Current
Dynometer”.
• After that we connect three another
connections :
a)Throttle wire

27. b) Exhaust pipe
c) Air cleaner elbow pipe
• Then we fitted all the specifications required
to start the engine on the software.
I. Engine specification no.
II. Engine group no.
III. Engine no.
IV. A- part no.
i. Then turn filling on to fill air then diesel inside
the engine.
ii. Air is filling in starting only for checking the
leakage.
iii. Then start the engine.

28. 2) PARAMETER RUNNING : This second process in
which engine runs in different parameter.
• After starting the engine we check all the
check points ( leakage and noise etc.).
• Then engine runs in 2000 rpm (for heating
the engine this is running in cycle).
• Then low idle rpm

29. Fly up rpm
Rated rpm -2400 rpm
-1600 rpm
-1200 rpm
Low idle
That engine is ok or not ok:
• In parameter running mainly we check (rated
rpm)
Torque – in N-m
SFC – in g/kwh
Power – in kw
Smoke – in FSN
• After complition of running all cycle, if the

30. performance of engine is not within the
specification of any leakage or noise is
coming we decide to “NG”the engine or is all
parameter leakage and noise is ok we decide
to ok the engine.
• Then we removed or disconnect all three
connection which is fitted in starting.
3) DERIGGING :
• After that we send the engine on parking
pallet.
• Then we send it to rigging, drigging pallet to
derigging the engine (removing or disconnect
all parts).
• After derigging send this engine to loading-
unloading pallet.
• If engine is ok send it to the PDI (pre dispatch
inspection) area. If engine is NG then send it to
the rewok area where rework/rectification is to

31. be done.
Utility Area
DATA COLLECTION
Filling time = 1min 15sec 63 msec
Drain time = 1min 92msec

32. TEST CELL -1
MODEL PALLET 1 PALLET 2 PALLET 3
3KN/4 100 ml
3KN/7 100 ml
3KN/4 80 ml
3KN/7 100 ml
3K/3(H4) 80 ml
CRS 70 ml
3K/3(H4) 100 ml
3UN/1 80 ml
3UN/1 90 ml
3UN/2 60 ml
Average = 860/10 = 86 ml
TEST CELL -2
Filling time = 1min 15seec 73msec
Drain time = 1min 33msec

33. MODEL PALLET 1 PALLET 2 PALLET 3
3KN/4 150 ml
3KN/7 110 ml
3UN/1 150 ml
3UN/1 110 ml
3KN/4 150 ml
3UN/1 150 ml
3KN/4 90 ml
3KN/4
3UN/1 140 ml 150 ml
3UN/1 110 ml
Average = 1310/10 = 131 ml
TEST CELL -3
Filling time = 1min 18msec
Drain time = 1min 2sec 84msec

34. MODEL PALLET 1 PALLET 2 PALLET 3
3K/3(H4) 130 ml
3K/3(H4) 130 ml
3UN/1 180 ml
CRS 160 ml
3KN/4 150 ml
3UN/1 150 ml
3K/3(H4) 150 ml
3UN/2 140 ml
3UN/1 140 ml
3UN/1 150 ml
Average = 1480/10 = 148 ml
TEST CELL -4
Filling time = 1min
Drain time = 1min 10msec

35. MODEL PALLET 1 PALLET 2 PALLET 3
3UN/1 110 ml
3KN/4 20 ml
3KN/4 90 ml
3UN/1 120 ml
CRS 50 ml
3UN/1 40 ml
3UN/1 100 ml
3UN/3 30 ml
3UN/3 70 ml
3UN/3 50 ml
Average = 680/10 = 68 ml
TEST CELL -5
Filling time = 1min 33msec
Drain time = 1min 14msec

36. MODEL PALLET 1 PALLET 2 PALLET3
3KN/4 140 ml
3UN/1 130 ml
3KN/4 120 ml
3UN/2 140 ml
3UN/1 140 ml
3UN/1 100 ml
3UN/1 130 ml
3UN/1 140 ml
3UN/1 100 ml
3K/3(H4) 140 ml
Average = 1280/10 = 128 ml
PROBLEM IDENTIFICATION

37. • Consumption of diesel is more due to wastage
in pipes.
• Except test cell – 4 consumption of diesel is
more in other test cells.
ROOT CAUSES
• Fuel pumps not working properly.
• Drain time low.
• Drain pressure low.
SUGGESTION
• We can change fuel pump.
• We can increase drain pressure from 1 bar to 2
bars.
• We can increase drain time from 60 sec to 75
sec.

38. CONCLUSION
In Engine Testing we test the performance of engine
by providing it the atmospheric condition as in the
vehicle. After testing the engine we send it to the
parking pallet and from there to derigging pallet for
derigging. The consumption of diesel is more, we
can reduce it by changing fuel pump, by increasing
drain time, by increasing drain pressure so that the
consumption of diesel is less and the cost is reduced
and the safety of the operator is increased.
BIBLIOGRAPHY
I have collected the data for my project from
following sources :
I. Internet.
II. Book of Tata McGraw Hill publication.
III. Prospectus of Ashok Leyland.