NLC INDIA LIMITED - NEYVELI

INTERNSHIP REPORT ON
SALIENT FEATURES OF TATA SA 1218 T 4x4 CHASSIS BS VI VEHICLE
USED IN NLCIL
@F.C DIVISION (NEW SERVICE UNIT)

SUBMITTED BY
GOWTHAMAN V - 2051029
Submitted in partial fulfilment of the requirements for the award of Bachelor of
Engineering degree in MECHANICAL ENGINEERING

GOVERNMENT COLLEGE OF ENGINEERING, SALEM

(An Autonomous Institution, Affiliated to Anna University, Chennai)
SALEM - 636011, Tamil Nadu.

DEPARTMENT OF MECHNAICAL ENGINEERING

(“NAVARATNA” – A GOVERNMENT OF INDIA ENTERPRISE”)

NEYVELI – 607803, TAMIL NADU

1
 NLC INDIA LIMITED
(“NAVRATNA”- A GOVERNMENT OF INDIA ENTERPRISE)
NEYVELI-607801, TAMILNADU

BONAFIDE CERTIFICATE
Certified that the Internship Training titled "SALIENT FEATURES OF TATA SA
1218 T 4x4 CHASSIS BS VI VEHICLE USED IN NLCIL" is the Bonafide work of
GOWTHAMAN V - 2051029
Submitted in partial fulfilment of the requirements for the award of Degree in
Bachelor of Engineering in the DEPARTMENT OF MECHANICAL
ENGINEERING, “GOVERNMENT COLLEGE OF ENGINEERING, SALEM” (An
Autonomous Institution, Affiliated to Anna University, Chennai) , the internship
work done during the period from 12/06/2023 to 06/07/2023 at FC
OVERHAUL COMPLEX/TRANSPORT, NSU, NLC INDIA LIMITED, NEYVELI,
TAMILNADU.
Their performance, conduct and attendance during the period were found
to be good.

DATE: 06.07.2023 Signature of guide

PLACE: NEYVELI (SHRI.MURALI KUMAR K)
CM/F.C Division/
CPF NO 31328/ NSU/NLCIL

2
 NLC INDIA LIMITED
(“NAVRATNA”- A GOVERNMENT OF INDIA ENTERPRISE)
NEYVELI-607801, TAMILNADU
CERTIFICATE
This is to certify that the Internship Report entitled "SALIENT FEATURES OF
TATA SA 1218 T 4x4 CHASSIS BS VI VEHICLE USED IN NLCIL" in the
Bonafide Internship Work done by the following student.
GOWTHAMAN V – 2051029
In partial fulfilment of the requirements for the award of Bachelor’s Degree in
“MECHANICAL ENGINEERING”, from “GOVERNMENT COLLEGE OF
ENGINEERING, SALEM” (An Autonomous Institution, Affiliated to Anna
University, Chennai), the internship work done during the period from
12/06/2023 to 06/07/2023 at FC OVERHAUL COMPLEX/TRANSPORT, NSU,
NLC INDIA LIMITED, NEYVELI, TAMILNADU.

EXTERNAL GUIDE
SHRI.MURALI KUMAR K
CM/F.C Division/
CPF NO 31328/ NSU/NLCIL

Permitted to submit the report to College/University Authorities.

DATE: 06.07.2023 CHIEF MANAGER

PLACE: NEYVELI LEARNING AND DEVELOPMET CENTRE
NLC INDIA LIMITED, NEYVELI

3
 NLC INDIA LIMITED
(“NAVRATNA – A GOVERNMENT OF INDIA ENTERPRISE”)
DECLARATION

I hereby declare that the Internship entitled “SALIENT FEATURES

OF TATA SA 1218 T 4x4 CHASSIS BS VI VEHICLE USED IN NLCIL”
submitted to DEPARTMENT OF M E C H A N I C A L ENGINEERING in
GOVERNMENT COLLEGE OF ENGINEERING, SALEM for the Degree
of Bachelor of Engineering in a reward of original work done by myself
under the guidance of SHRI. MURALI KUMAR K, CHIEF
MANAGER/FC/TRANSPORT DEPARTMENT, NLC India Limited,
Neyveli. This Internship report is for reference only and no part of the
report will be published copied anywhere without the written
permission from officials of NLCIL, Neyveli.

Signature of the Student

(GOWTHAMAN V)

DATE: 06.07.2023
PLACE: NEYVELI

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 ACKNOWLEDGEMENT
I express my sincere thanks to NLC INDIA LIMITED for providing us with the
opportunity to carry out the Internship Training.
I also express my sincere thanks to Shri. ABRAHAM GEORGE, GM/L&DC &
Shri. K. PRABAKARAN/CM/L&DC, Mr. A. KALYANA SUNDHARAM JE/E for the
learning and development centre providing us the opportunity to carry out the
Internship Training in NLCIL, NEYVELI.
I express my sincere thanks to Shri. ROY KORUTHU, DGM TRANSPORT (Unit
Head), Mr. PUGAZENDI, DGM FC & Bus Department, Mr. K. MURALI KUMAR,
CM/FC, Mr. M. SUNDARAMOORTHY, JE/FC NLC India Ltd. for his valuable
suggestions constant engagement and providing us the necessary facilities during our
internship Training.
I sincerely thank the officials in the field administrative office for providing
accommodation and providing permission to enter the NSU.
I sincerely thank all the respectful dignitaries in the NSU for providing great
support for successfully completing the Internship Training in the NLCIL, NEYVELI
I sincerely thank Dr. R. MALAYALAMURTHI, Principal/Government College of
Engineering, Salem for providing this opportunity.
I respect and thank Dr. T. BALUSAMY, Head of the Department, Department of
Mechanical Engineering, Government College of Engineering, Salem for giving
permission to do the internship at NLC India Ltd.

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 ABSTRACT
To learn and understand the salient features of TATA SA 1218 T 4x4
chassis BS VI vehicles used in NLC India Limited, Neyveli, Tamilnadu. To
study the parts of the vehicles and how the transmission, clutch, auxiliary gear
works. To learn about the Bharat Stage Emission Standards and what are the
changes from BSIV to BSVI Engines. To explore the vehicles used in the NLCIL.

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 INDEX

CH.NO CONTENT PAGE NO

1 About NLCIL 8
 Chronology of events 9
 Power projects 11
2 TATA SA 1218 T 16
 Skeleton Diagram of HMV (4×4 AUXILIARY DRIVE) 17
3 About BSVI 18
 Sensors Used in BS6 Vehicles 19
 Effects of NOx, CO, HC, PM and CO2 in humans 23
4 BSI, II, III, IV, VI Engines 24
5 SALIENT FEATURES OF TATA SA 1218 T 4x4 30
CHASSIS BS VI
 Sensors 31
 Fuel system 33
 Smart Cluster 34
 Dashboard switches 36
 After Treatment System 37
 Regeneration process 38
6 Conclusion and Feedback 41

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 CHAPTER 1
About NLC India limited:
NLC India Limited (NLC) (formerly Neyveli Lignite Corporation Limited) is
a government owned fossil fuel miner and thermal power generator under
the ownership of Ministry of Coal, Government of India. It annually produces about 30
million tonnes of Lignite from opencast mines at Neyveli in the state of Tamil Nadu in
southern India and at Barsingsar in Bikaner district of Rajasthan state. The lignite is
used at pithead thermal power stations of 3640 MW installed capacity to produce
electricity. Its joint venture has a 1000 MW thermal power station using coal. Lately, it
has diversified into renewable energy production and installed 1404 MW solar power
plant to produce electricity from photovoltaic (PV) cells and 51 MW electricity from
windmills.

It was incorporated in 1956 and was wholly owned by the Government of India. A
small portion of its stock was sold to the public to list its shares on stock exchanges
where its shares are traded. It is under the administrative control of Ministry of Coal.

History:
Lignite deposit was a chance finding when some ‘brown substance’ gushed out
with water in Rao Bahadur M. Jambulingam Mudaliar's 620-acre own farm artesian
well during 1934. He acted swiftly and contacted the then British Raj, which sent
geologists to Neyveli. It was later identified as ‘Lignite’. He generously extended
substantial portion of the sprawling land-bank for soil exploration. Through his effort
and donated his 620 acres land to the Madras Government.

Statue of Rao Bahadur T.M. Jambulinga Mudaliar

NLC has been a forerunner in the country in the energy sector for 62 years,
contributing a lion's share in lignite production and significant share in thermal power
generation. It was inaugurated by the first Prime Minister Jawaharlal Nehru in 1956.

NLC operates four opencast lignite mines of a total capacity of 30.6 million
tonnes per annum (MTPA) at Neyveli and Barsingsar; Six lignite-based pithead thermal
power stations with an aggregate capacity of 3640 MW – at Neyveli and Barsingsar; and
a 1000 MW coal based thermal power Station at Thoothukudi, Tamil Nadu through its

8
subsidiary, NLC Tamil Nadu Power Limited (NTPL), a joint venture between NLC and
TANGEDCO (equity participation in the ratio of 89:11). NLC recently commissioned a
1x500 MW unit at Neyveli which is also Asia's largest lignite fired boiler.

NLC has also forayed into renewable energy sector with commissioning of a 141
MW Solar Photo Voltaic Power Plant including 1 MW rooftop project at Neyveli and a 51
MW wind energy plant at Kazhuneerkulam village of Tirunelveli district in Tamil Nadu.
The company is also setting up 1209 MW Solar Power Projects at Tirunelveli,
Virudhunagar and Ramanathapuram districts of Tamil Nadu, of which, 300 MW have
been commissioned. NLC is aiming to achieve a total renewable energy capacity of
4251 MW.

NLCIL has a target of becoming a 20,000+ MW company by 2025. Works are

under progress for the lignite based Neyveli New Thermal Power Plant (1000 MW),
Bithnok TPS and Barsingsar TPS Expansion (each 250 MW). Further, NLC, jointly with
the Uttar Pradesh Rajya Vidyut Utpadan Nigam Limited (UPRVUNL), is setting up a
3x660 MW coal based thermal power plant at Ghatampur in Uttar Pradesh, through its
subsidiary company Neyveli Uttar Pradesh Power Limited (NUPPL) (equity participation
in the ratio of 51:49). Apart from the above, the addition of thermal capacity to the
tune of 6040 MW by way of installation of new plants and acquisition of power assets
to the tune of 3000 MW is in the pipeline.
NLC has also contributed significantly to the socio-economic development for
more than half a century.
The Business portfolio of the company is as under:

Chronology of events:

Year Event
Occurrence of "PEAT" a low calorific fuel of coal family near Point Calimere
1828 is reported to the then Madras Government, by the sub-collector of
Thanjavur Mr. Nelson.
Peat bogs found in Nilgiris (Peat is considered to be the first stage in the
1870
formation of Coal from vegetable matter accumulating in swamps).
Mr. W. King of the Geological Survey of India takes up a study of artesian
1877
wells around Pondicherry. He comes across a carbonaceous strata.
Mr.Poilay a French Engineer encounters a Lignite seam in a bore hole at
Bahoor, the then French territory. Further exploration along the belt
1884 indicates possible Lignite deposits at Udharamanickam, Aranganur, and
Kanniakoil, near Cuddalore. Lignite deposits are indicated at Kasargod and
the Collector of South Kanara reports it to the Board of Revenue.
Industries Department of the then Government of Madras drills bore
holes for tapping artesian water in the neighborhood of Neyveli. Lignite
1934
particles encountered are taken as "black - clay" by unlettered workmen
engaged in drilling.

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 Borewells sunk in Jambulinga Mudaliyar's land in Neyveli and the black
1935 particles gushing forth attract the attention of camping Geologists engaged
in some other mission in the Neyveli Vriddhachalam area.
1937
Samples of the black substance taken from the above form well sent to the
-
Government of Madras for analysis.
1938
M/s. Binny & Co., Madras put down four or five bore holes at Aziz
Nagar, near Neyveli. Two of them show evidence of Lignite deposits, but
1941
further work is given up for want of casing pipes and drilling
equipment.
1943 The Geological Survey of India starts drilling operations near Neyveli.
- Preliminary investigations indicate the existence of Lignite to the extent of
1946 about 500 tonnes in that area.
Mr.H.K. Ghose, Geologist and Mining Engineer deputed by the Government
1947
of India arrives in Neyveli and starts his operations.
The first bore holes sunk by Mr. Ghose have to be abandoned because of
1948 waterlogging and sand - beds. The third one "September 1951" yields
samples of Lignite.
1949 Mr. Ghose draws an experimental open-cut plan and calls for tenders to
start excavation.
Sinking 175 borewells in a cluster punctuating the chosen area, Mr. Ghose
proves the existence of about
2000 million tonnes of Lignite reserves in the area. State Government's
Industries and Commerce Department also sinks over 150 borewells South
of Vriddhachalam. Mr. Paul Eyrich, a Mining Engineer is deputed by the
1951
Bureau of Mines, United States of America, to assist the Government of
Madras under point four programme to determine the Engineering and
Economic aspects of Lignite Mining in Neyveli. Upon his recommendation,
the US Government sponsors a study on the subject under the direction of
Mr. V.F.Parry.
1952 The High-Power Committee for Lignite Mining recommends the Pilot Quarry
project.
1953 Pilot Quarry being commissioned by Dr. U. Krishna Rao, Minister for
Industries, Madras Government.
Nehru's visit to the pilot Quarry. Government of India's Committee
comprising Mr. C.V. Narasimhan, ICS, Mr. A.C. Guha and Mr. A. Lahiri
1954 inspect the Pilot Quarry and submit a report to the Government. Under the
Colombo Plan, services of the UK firm PDTS (M/s. Powell Duffryn Technical
Services Limited) are availed of for a Project report.
1955 Neyveli Lignite project's affairs, hitherto managed by the State
Government, get passed on to the Central Government with full financial
responsibility. Mr. T.M.S. Mani, ICS, Secretary, Department of
Industries, Labour and Co-operation, takes over as the Chief Executive

10
 of the project.
1956 Formation of NLC as a corporate body. NLC is born as a government-
sponsored commercial concern.

Power projects:
NLC India has five pithead Thermal Power Stations with an aggregate capacity of
4240 MW. Further, NLC India has so far installed 51 wind turbine generators of
capacity 1.50 MW each and also commissioned 140 MW solar photo voltaic power
plant in Neyveli, resulting in an overall power generating capacity of 4431 MW (excl.
JVs).

Power Plants Capacity (MW)

TPS - I 600 (Retired)

TPS - II 1470

TPS - I Expansion 420

Barsingsar TPS 250

TPS - II Expansion 500

Wind Power Plant 51

Solar Power Plant 1404

NTPL 1000

NNTPP 1000

TOTAL 6695

Thermal Power Station I

The 600 MW Neyveli Thermal Power Station-I in which the first unit was
synchronized in May 1962 and the last unit in September 1970 consists of six units of
50 MW each and three units of 100 MW each. Power generated from Thermal Power
Station-I after meeting NLC's requirements is supplied to TANGEDCO, Tamil Nadu
which is the sole beneficiary. Due to the aging of the equipment’s / high-pressure
parts, the Life extension programme has been approved by the Indian Government in
March 1992 and was completed in March 1999 thus extending the life by 15 years.
Given the high grid demand in this region, this power station is being operated after
conducting the Residual Life Assessment (RLA) study. Indian Government has
sanctioned a 2x500 MW Power Project (Neyveli New Thermal Power Plant – NNTPS) in
June 2011 as a replacement for existing TPS-I.

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Thermal Power Station II

The 1470 MW Second Thermal Power Station consists of 7 units of 210 MW

each. In February 1978, the Government of India sanctioned the Second Thermal
Power Station of 630 MW capacity (3 X 210 MW) and in February 1983, the
Government of India sanctioned the Second Thermal Power Station Expansion from
630 MW to 1470 MW with addition of 4 units of 210 MW each. The first 210 MW unit
was synchronized in March 1986 and the last unit (Unit-VII) was synchronized in June
1993. The power generated from Second Thermal Power Station after meeting the
needs of Second Mine is shared by the Southern states viz., Tamil Nadu, Kerala,
Karnataka, Andhra Pradesh and Union Territory of Puducherry.

Thermal Power Station I – Expansion

Thermal Power Station-I has been expanded (2 x 210 MW) using the lignite
available from Mine-I expansion. The scheme, TPS I Expansion, was sanctioned by the
Government of India in February 1996. Unit-I was synchronized in October 2002 and
Unit-II in July 2003. The power generated from this Thermal Power Station, after
meeting the internal requirements, is shared by the Southern States viz., Tamil Nadu,
Kerala, Karnataka, and Union Territory of Puducherry.

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Barsingsar Thermal Power Station
The Government of India sanctioned the Barsingsar Thermal Power Station 250
MW (2 X 125 MW) in October 2004. The units were commissioned in December 2011
and in January 2012. The power generated from this Thermal Power Station after
meeting internal requirements is shared by the DISCOMS of the state of Rajasthan.

Thermal Power Station II - 1st Expansion

This Project is consisting of two units of 250 MW capacity each. Unit-II attained
commercial operation in April 2015 and Unit-I in July 2015. The lignite requirement is
met through expansion of Mine-II. The steam generators of this project employ eco-
friendly Circulating Fluidised Bed Combustion (CFBC) technology. This technology has
been adopted for 250 MW capacity units for the first time in India.

13
Mining Projects:
NLC has four open cast lignite mines, namely, Mine I, Mine II, Mine IA and
Barsingsar Mine. The lignite mined out is used as fuel to the linked pithead power
stations. Also, raw lignite is being sold to small scale industries to use it as fuel in their
production activities.

Mine I Mine II Mine IA

Thermal power Capacity Units x capacity

Status
plants (MW) (MW)
TPS-I 600 (6x50) + (3x100) Not Active
TPS-II 1470 7x210 Active
TPS-I Expansion 420 2x210 Active
Barsingar TPS 250 2x125 Active

TPS-II Expansion 500 2x250 Active

NNTPP 1000 2x500 Active

Future projects:

1. BITNOK THERMAL POWER PROJECT (250MW) LINKED.

2. WITH MINE (2.25 MIPA) JAYAMKONDAN LIGNITE BASED MINE CUM
THERMAL.
3. POWER PROJECT.
4. GUJARAT POWER PROJECT (1000MW) WITH LINKED LIGNITE MINE 18.
MTPA).
5. COAL BASED THERMAL POWER PLANT IN ORISSA (4NS00MW).
6. MINE II (8.0 MIPA, AND THERMAL POWER STATION-III (2X500) MW IN
NEYVELI.
7. NUPPL NEYVELI UTTAR PRADESH POWER PLANT LTD, (630*3).

14
ABOUT FC UNIT:

The FC units is located in the NSU (NEW SERVICE UNIT), NLC INDIA LIMITED,
NEYVELI.
In this place, they have to rectify the problems of the heavy motor vehicles and
solve that repaired parts and maintenance of the vehicle by this unit more than 100+
workers.
This unit consists of 8 divisions are:

 VEHICLE BAY

 FRONT AXLE

 REAR AXLE

 DIFFERENTIAL

 SPRING

 JOINT

 LATHE

 PAINTING

 SMOKE TESTING (POLLUTION TEST)

The vehicle bay is to dissemble the parts of the vehicle and send it to division
head. Front axle and Rear axle of the HMV vehicles are repaired and maintenance by
the specifies divisions. Springs are reconditioned and making the deflected spring by
the bending machine. Afterwards, the joints are welded by sheet metal works and
brake drum and bushes are turned by lathe. The parts of the vehicles are assembled.
Finally painting the vehicle and check the pollution level of the vehicle by the
exhausting smoke.

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 CHAPTER 2
SA 1218 T:

S-SEMI FORWARD

A -4X4 (AUXILIARY DRIVE)

12-12 TON GROSS WEIGHT

18-180 HP

T – TRUCK

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SKELETON DIAGRAM OF HMV (4×4 AUXILIARY DRIVE):

Front Engine Rear wheel drive

17
 CHAPTER 3
About BS:
 The Bharat Stage Emission Standards (BSES), introduced in 2000, are emission
standards instituted by the government to regulate the output of air pollutants
found in petrol and diesel vehicles.
 BSES are based on European norms for emission from motor vehicles, which are
commonly classified as ‘Euro 2’, ‘Euro 3’
 The regulations were first launched in India in 2000 and have seen several
revisions in the last two decades.
 The different norms are brought into force in accordance with the timeline and
standards set up by the Central Pollution Control Board (CPCB).
 India 2000, which was based on the Euro 1 standards, was replaced with Bharat
Stage II (BSII) norms in 2001.
 These were followed by BS3, while the latter was then replaced with BS4
standards. India is now all set to leapfrog to BS6 emission standards, which will
roll out on 1 April 2020.
 The sale of BSIV-compliant vehicles will be banned with the introduction of the
next level of emission standards.
 The first emission norms for Indian motor vehicles were the idle emission limits
that came into effect in 1989.
 These regulations were replaced by mass emission limits for petrol engines in
1991 and diesel engines in 1992.
 By 1995, the use of catalytic converters was made compulsory for all cars that
were sold in metros.
 The following tables how’s Indian Emission Standards (four wheel):

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Sensors Used in BS6 Vehicles:
o Oxygen (O2) Sensor: Monitors the oxygen level in the exhaust gases to optimize
fuel-air mixture for efficient combustion.
o Mass Airflow Sensor (MAF): Measures the amount of air entering the engine to
adjust fuel injection.
o Throttle Position Sensor (TPS): Detects the position of the throttle valve to
regulate engine power.
o Engine Coolant Temperature Sensor (ECT): Measures the temperature of the
engine coolant to prevent overheating.
o Manifold Absolute Pressure Sensor (MAP): Measures the pressure inside the
intake manifold to optimize engine performance.
o Crankshaft Position Sensor (CKP): Monitors the rotational speed and position
of the crankshaft to assist ignition timing and fuel injection.
o Camshaft Position Sensor (CMP): Detects the rotational position of the
camshaft(s) to synchronize fuel injection and valve timing.
o Wheel Speed Sensors: Monitor the rotational speed of each wheel to enable
functions such as Anti-lock Braking System (ABS) and Traction Control System
(TCS).
o Vehicle Speed Sensor (VSS): Measures the speed of the vehicle for various
control systems.
o Parking Sensors: Assist in parking maneuvers by detecting objects in close
proximity to the vehicle.
o Rain and Light Sensors: Automatically activate windshield wipers and adjust
headlight intensity based on rainfall and ambient light conditions.
o Tire Pressure Monitoring System (TPMS) Sensors: Monitor tire pressure and
provide alerts if pressure drops below the recommended level.

19
 o Collision Sensors: Detect potential collisions and trigger safety features like
airbags and pre-tensioning seatbelts.
o Diesel particulate filter (DPF) sensor: This sensor monitors the level and
condition of the DPF and sends a signal to the ECU. The ECU will turn on a
warning light if the DPF needs to be regenerated.
o Brake pedal switch with sensor: This switch is activated when the driver
depresses the brake pedal. The switch sends a signal to the ECU, which then
activates the ABS and EBD systems.
o Clutch pedal switch with sensor: This switch is activated when the driver
depresses the clutch pedal. The switch sends a signal to the ECU, which then
disengages the clutch.
o Gear position sensor: This sensor monitors the gear position and sends a signal
to the ECU. The ECU uses this information to control the fuel injection and
ignition timing.
o Speed sensor: This sensor measures the speed of the vehicle and sends a signal
to the ECU. The ECU uses this information to control the cruise control, ABS,
and EBD systems.
o Steering wheel angle sensor: This sensor monitors the angle of the steering
wheel and sends a signal to the ECU. The ECU uses this information to control
the power steering system.
o Airbag sensors: These sensors are located in the front and side of the vehicle.
They are activated in the event of a collision and deploy the airbags.

These sensors help to make the vehicle safer and more comfortable to drive. Tata
BS6 engines feature a number of technologies that help to reduce emissions and
improve fuel efficiency. These technologies include:

Exhaust Gas Recirculation (EGR): EGR sends a portion of the engine's exhaust gas
back into the combustion chamber. This helps to reduce NOx emissions by cooling the
combustion chamber and preventing the formation of nitrogen oxides.

20
DEF:

 In the context of a BS6 (Bharat Stage 6) engine, "DEF" refers to Diesel Exhaust
Fluid, also known as AdBlue or AUS 32 (Aqueous Urea Solution 32.5%). DEF is
an emissions-reducing agent used in diesel vehicles equipped with selective
catalytic reduction (SCR) technology to meet the stringent emission standards
set by the BS6 norms.
 DEF is a clear liquid that is injected into the exhaust system, specifically into the
SCR catalyst, to convert harmful nitrogen oxides (NOx) emissions into nitrogen
gas and water vapor. It consists of a high-purity urea solution mixed with
deionized water.
 The DEF supply in a BS6 engine refers to the storage and dispensing system for
the Diesel Exhaust Fluid. Typically, modern diesel vehicles with SCR technology
have a separate DEF tank that needs to be periodically refilled. The DEF tank's
capacity varies depending on the vehicle's make and model.
 When the engine is running, a small amount of DEF is injected into the exhaust
system based on the engine's needs, and it reacts with the NOx in the SCR
catalyst to facilitate the conversion process. The consumption rate of DEF
depends on factors such as engine load, temperature, and operating conditions.
 It's essential to monitor the DEF level and ensure an adequate supply to
maintain the vehicle's compliance with emissions standards. Most vehicles
equipped with SCR technology have warning systems that alert the driver when
the DEF level is low, prompting them to refill the DEF tank to continue proper
operation.

Selective Catalytic Reduction (SCR):

21
SCR uses a liquid called AdBlue to convert NOx emissions into harmless nitrogen and
water. AdBlue is injected into the exhaust stream after the EGR valve, where it reacts
with the NOx to form these harmless gases.

Exhaust after reduction:

After the exhaust gases pass through the selective catalytic reduction (SCR) system in
a BS6 engine, several changes occur as a result of the reduction process. Here's what
happens to the exhaust gases after reduction:

 Reduction of Nitrogen Oxides (NOx): The primary purpose of the SCR system is
to reduce nitrogen oxides emitted in the exhaust gases. When the exhaust gases
pass through the SCR catalyst, the Diesel Exhaust Fluid (DEF), also known as
AdBlue, is injected. The DEF contains urea, which reacts with the nitrogen
oxides in the presence of a catalyst, converting them into harmless nitrogen gas
(N2) and water vapor (H2O). This process significantly reduces the NOx
emissions.
 Conversion of Harmful Pollutants: The SCR system not only reduces NOx
emissions but also contributes to the conversion of other harmful pollutants. The
high-temperature environment inside the SCR catalyst facilitates the oxidation of
carbon monoxide (CO) and unburned hydrocarbons (HC) present in the exhaust
gases, converting them into carbon dioxide (CO2) and water vapor (H2O).
 Compliance with Emission Standards: The reduction of nitrogen oxides and
other pollutants through the SCR system ensures that the exhaust gases from a
BS6 engine meet the stringent emission standards set by the Bharat Stage 6
norms. These standards aim to minimize the environmental impact of diesel
engines and improve air quality by controlling the release of harmful emissions.

Overall, the SCR system plays a crucial role in reducing the emissions of nitrogen
oxides and converting harmful pollutants in the exhaust gases into less harmful
substances. This helps in achieving cleaner and more environmentally friendly
operation of diesel engines, aligning with the objectives of the BS6 emission standards.

 Diesel Particulate Filter (DPF): DPFs trap tiny particles of soot from the
engine's exhaust. The DPF is periodically regenerated by heating it to a high
temperature, which burns off the soot.
 Variable Geometry Turbocharger (VGT): VGTs use a variable-pitch turbine to
control the amount of air that enters the engine. This allows the engine to
produce more power at low engine speeds and better fuel economy at high engine
speeds.
 High-pressure fuel injection: High-pressure fuel injection systems inject fuel
into the engine at a much higher pressure than traditional fuel injection
systems. This helps to improve combustion efficiency and reduce emissions.
 Direct injection: Direct injection systems inject fuel directly into the
combustion chamber, rather than into the intake manifold. This helps to improve
combustion efficiency and reduce emissions.

22
These technologies help to make Tata BS6 engines more environmentally friendly and
fuel-efficient. They also help to improve the performance and reliability of these
engines.

Here are some of the benefits of Tata BS6 engines:

 Reduced emissions: Tata BS6 engines produce significantly lower emissions of
NOx, particulate matter, and other pollutants than older engines. This helps to
improve air quality and reduce the risk of respiratory problems.
 Improved fuel efficiency: Tata BS6 engines are more fuel-efficient than older
engines, which can save you money on fuel costs.
 Enhanced performance: Tata BS6 engines offer better performance than older
engines, thanks to technologies like direct injection and VGTs.
 Increased reliability: Tata BS6 engines are more reliable than older engines,
thanks to their advanced design and construction.

The main reasons to shift from BS4 to BS6 vehicles in Tata heavy trucks
are:
 Reduced emissions: BS6 vehicles produce significantly lower emissions of NOx,
particulate matter, and other pollutants than older engines. This helps to
improve air quality and reduce the risk of respiratory problems.
 Improved fuel efficiency: BS6 vehicles are more fuel-efficient than older
engines, which can save you money on fuel costs.
 Enhanced performance: BS6 vehicles offer better performance than older
engines, thanks to technologies like direct injection and VGTs.
 Increased reliability: BS6 vehicles are more reliable than older engines, thanks
to their advanced design and construction.

Effects of NOx, CO, HC, PM and CO2 in humans:

23
  Nitrogen oxides (NOx) can irritate the lungs and worsen asthma symptoms. They
can also contribute to the formation of smog, which can cause respiratory
problems, heart disease and cancer.
 Carbon monoxide (CO) is a colourless, odourless gas that can be deadly. It binds
to haemoglobin in the blood, preventing it from carrying oxygen. Symptoms of CO
poisoning can include headache, dizziness, nausea, vomiting, and confusion. In
severe cases, CO poisoning can lead to coma and death.
 Hydrocarbons (HC) are a group of compounds that contain hydrogen and carbon.
Some HCs are known to be carcinogenic. HCs can also contribute to the formation
of smog and ground-level ozone, which can cause respiratory problems.
 Particulate matter (PM) is a mixture of solid particles and liquid droplets that are
suspended in the air. PM can come from a variety of sources, including engines,
power plants, and construction sites. PM can irritate the lungs and worsen
asthma symptoms. It can also increase the risk of heart disease, stroke and
cancer.
 Carbon dioxide (CO2) is a greenhouse gas that traps heat in the atmosphere.
CO2 emissions from engines contribute to climate change, which can have a
number of negative effects on human health, including heat waves, droughts, and
floods. Exposure to CO2 can produce a variety of health effects. These may
include headaches, dizziness, restlessness, a tingling or pins or needles feeling,
difficulty breathing, sweating, tiredness, increased heart rate, elevated blood
pressure, coma, asphyxia and convulsions.

It is important to note that the effects of these pollutants on human health can vary
depending on the individual's exposure level, age, and underlying health conditions.
For example, children and older adults are more susceptible to the effects of air
pollution than healthy adults.

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 CHAPTER 4

BS-I ENGINE

`Technically speaking, Bharat Stage 1 or BS1 is an incorrect way to refer to the

country’s first automotive emission norm that was in reference to the European
standards. While it was equivalent to the Euro 1 regulations, the first standard was
known as ‘India 2000.’ It allowed a maximum Carbon Monoxide emission of 2.72
g/km, Hydro carbons+Nitrogen Oxides discharge of 0.97 g/km, and Respirable
suspended particulate matter discharge of 0.14.

To achieve India2000-compliance, the carmakers were required to re-tune the

carburettor, secondary air intake system, exhaust gas recirculation system, increase
the catalyser capacity along with the addition of a tri-metal coating to the system.

BS-II ENGINE

Sales of BSII-compliant cars took place between 2001 and 2010. A major change
that was required by the carmakers to upgraded to Bharat Stage II standards was the
replacement of the carburettor by a Multi-point Fuel Injection (MPFI) system. BSII
norms led to a vast reduction in the emissions, with a maximum permissible Carbon
Monoxide emission of 2.2 g/km, Hydro carbons+Nitrogen Oxides discharge of 0.50
g/km, and Respirable suspended particulate matter discharge of 0.08.

Moreover, the Sulphur content in the Bharat Stage II-compliant fuels was restricted to
500 PPM.

25
BS-III ENGINE

BS-III regulation was first rolled out in 2005 and their sale was made mandatory
across the nation by 2010. The introduction of the more stringent norms led to a
remarkable reduction in emissions from petrol-powered passenger vehicles, with a
maximum permissible Carbon Monoxide emission of 2.3 g/km, Hydro
carbons+Nitrogen Oxides discharge of 0.35 g/km, and Respirable suspended
particulate matter discharge of 0.05.

The diesel models emitted a peak carbon monoxide of 0.64 g/km, a nitrous oxide of
0.50 g/km, and Hydro carbons+Nitrogen Oxides discharge of 0.56 g/km. Furthermore,
the Sulphur content in the Bharat Stage III-compliant fuels was restricted to 100 PPM.

Carmakers achieved compliance with the BSIII emissions by installing a catalytic

converter that curbed the discharge of Carbon Monoxide and Hydrocarbons.

BS-IV ENGINE

BS-IV norms were made mandatory across the country in April 2017.
The pollutants from petrol-powered passenger vehicles were restricted to a Carbon
Monoxide emission of 1.0 g/km, Hydro carbons+Nitrogen Oxides discharge of 0.18
g/km, and Respirable suspended particulate matter discharge of 0.025.

26
In order to convert BSIII-compliant engines to BSIV units, car manufacturers added
bigger catalytic converters to minimise nitrogen-based emissions. Additionally, the
carmakers tweaked the ECU to ensure more efficient combustion. BSIV motors also
received modified air intakes and exhaust systems.

India will embrace BSVI emission norms on 1 April 2020, which means our country
will skip on BSV and will directly jump to Bharat Stage VI regulations. The upcoming
emission standards will restrict tailpipe discharge from petrol cars to a Carbon
Monoxide emission of 1.0 g/km, Hydro carbons+Nitrogen Oxides discharge of 0.16
g/km, and Respirable suspended particulate matter discharge of 0.05.

The diesel models will emit a peak carbon monoxide of 0.50 g/km, a nitrous oxide of
0.06 g/km, and Hydro carbons+Nitrogen Oxides discharge of 0.17 g/km. Also, the
Sulphur content in the Bharat Stage VI-compliant fuels will be restricted to 10 PPM.

BS-VI ENGINE:

BS6 (BSVI) Diesel Engines Work

The Selective Catalytic Reduction (SCR) unit converts nitrogen oxide (NOx) into
diatomic nitrogen and water (both are harmless products) with the help of a catalyst.
The SCR unit uses AdBlue or diesel exhaust fluid to reduce NOx emissions. This fluid
is made up of two parts – urea and deionized water. When exhaust gases come in
contact with the AdBlue fluid, urea is converted to ammonia and carbon dioxide and in
turn, the ammonia converts NOx into nitrogen and water vapour, thereby reducing
pollutants.
The AdBlue will be filled in a 10-litre capacity tank in smaller passenger vehicles.
Currently, AdBlue is being sold by distributors at a premium rate; however, with the
rapid increase in sales of BS6 diesel engines, the cost of AdBlue is expected to decline.
Wondering why India needs saving? Don't know much about the other things, but let's
talk about the pollution in our country. Nothing new, one might think. But have you
any idea that, amongst the top 25 most polluted cities (2021) globally, a whopping
number of 12 are in India? I am no environmentalist, but this got me worried and
worried to a point where I thought, why am I not one? Keeping my feelings aside, let's

27
dive into understanding India's condition and what BS6 can do to better the situation.
Being here at Influx made me look at many aspects that involve the automobile
industry and those that the automobile industry involves. May it be EVs, hydrogen
fuel, ICEs, CNG, there is so much to know and process, and that is how I came across
BS6. So, I started digging up a bit, and the rest is history. Let's not be blind to this. Or
if this thought crosses your mind, "that it's not me, but others", Let me break the ice
for you; it's all of us. Sadly, not just us or our vehicles but industries, climate, soil,
geographical factors and even cattle have become potential contributors to ruining the
planet. Confused? Anyways we will come back to this. Focusing on BS6 and the
automobile industry: You all might be well aware that India has implemented BSES6,
i.e., the 6th norm of Bharat Stage Emission Standard, from 1st April 2020-focusing
extensively on reducing the pollution in the country. These norms are similar to the
European Emission Standards (EURO Norms) implemented across Europe. Before this,
BS4 (similar to EURO 4) was being followed, but as the pollution raced at God speed in
India in the last few years, the Government decided to skip BS5 (EURO 5) and directly
hopped onto the stricter standard BS6 (EURO 6). In India, these standards are
formulated by the Central Pollution Control Board, under the Ministry of Environment,
Forest and Climate Change. BS6 is very strict compared to any other standard
previously implemented. Knowing all will not be possible, but yes, I can walk you
through some questions and answers related to it.

What has changed in BS6?

The norms that were previously followed have been upgraded. Any automobile
manufacturer who sells their product in India has to follow BS6 standards; even the
BS6 compliant vehicles' fuel has been modified to suit the requirements. If you may
ask, changes were rolled out for the regulations on tailpipe emissions, ignition control,
electronic control units, etc., for cars, two-wheelers and three-wheelers. One significant
safety regulation for two-wheelers came in the form of AHO, i.e., Automatic Headlamp
On. The headlamps for all the two-wheelers are mandatory 'ON' all the time to make
their presence on the road more visible and safer. Overall, the BS6 norms focus on
reducing the concentration/output of pollutants from vehicles. Stringent cutoffs have
been implemented in the permissible levels for maximum pollution from the motor
vehicle's exhaust, such as Particulate Matter (PM), Nitrogen Oxides (NO2/NOx), CO,
HC & CO2, etc. for diesel/petrol-fueled vehicles.

28
But this is not where the list ends; as stated earlier, these BS6 standards define
regulations for the vehicles and the fuel they use. Sulphur and Nitrogen Oxide both
play a vital role in petrol and diesel and add to pollution. BS6 fuel has less Sulphur
and NOx as compared to BS4.

BS6 has also introduced some norms that were not present in BS4

 Selective Catalytic Reduction (SCR) and Diesel Particulate Filter (DPF) were
included to assess the emission levels of the BS6 motor vehicle. For a diesel-
fueled engine, the SCR unit converts nitrogen oxide (NOx) into diatomic nitrogen
and water with the help of a catalyst. The SCR unit uses AdBlue or diesel
exhaust fluid to reduce NOx emissions. This fluid is made up of two parts – urea
and deionized water. When exhaust gases contact the AdBlue fluid, urea is
converted to ammonia and carbon dioxide. In turn, the ammonia converts NOx
into nitrogen and water vapor, thereby reducing pollutants.
 Mandatory 'Onboard Diagnostic (OBD-2 systems)' for all vehicles post 1st April
2020.
 'Real Driving Emission (RDE)' to make sure the emission from the motor vehicle
is measured on a real-time basis. (To be implemented with the next upgrade of
BS6). Currently, these conditions are measured in a controlled and contained
environment. But, with this upgrade, the manufacturers will have to test their
vehicles in real-time conditions, resulting in more cost at the manufacturing end.

What changed for the automobile industry?

Technically everything. With BS6 being implemented, no manufacturer can sell

any vehicles that do not adhere to its norms. All the previously manufactured vehicles
became obsolete after 1st April 2020. So, this directly meant numerous challenges for
the manufactures and the Oil companies in India.
 BS6 vehicles demand major technical migrations at engine and exhaust
levels, which previously available models did not have and can't support.
 Many of their parts have been upgraded to their expensive counterparts to
match the norms and multiple added, thus, increasing the manufacturing
cost.
 Even the oil companies had to ensure fuel supply across the country; that is
BS6 complaint. This involves FCC Naptha Hydrotreating for ULSG (Ultra Low
Sulphur Gasoline) and Distillate Hydro-treating for UlSD (Ultra Low Sulphur
Diesel). According to a report from livemint.com, refineries had spent more
than ₹ 35,000 crores on improving their facilities to ensure that BS6 fuel was
ready before the updated emission norms.

What Changed in NLCIL?

29
 Due to the pollution problem by vehicles the Indian govt take various necessary
actions like eliminating BS2 vehicles with some conditions to save INDIA.
 In order to meet the situation, the NLC India Ltd prepare advances to buy the
BS6 heavy trucks from TATA MOTORS, and also prepared itself to disposal as
per the govt terms and condition both in light and heavy vehicles.
 So, the F.C Division also prepare itself, to give the participation of NLC India Ltd
aims in control of vehicle pollution as well as the following the govt rules and
norms.

30
 CHAPTER 5

SALIENT FEATURES OF TATA SA 1218 T 4x4 CHASSIS BS VI:

NLCIL’s lignite Mines have always set a benchmark in the country in quality and
performance. Recently, the lignite Mines of NLCIL have bagged 5-star ratings for the
year 2020-21 and 2021-22, an achievement in high standards.

With a view to sustain the best standards, NLCIL revamped the entire transport
system in its three Mines by replacing nearly 100 vehicles, including 47 personnel
carriers, 34 open lorries, 7 canteen vans and 7 refuellers, with new vehicles of TATA
SA 1218 T 4×4 chassis BS VI at a cost of 30 crores conforming to the latest emission
norms.

The new fleet of vehicles for the three Mines was flagged off at the Corporate
Office by MotupalliPrasanna Kumar, CMD, NLCIL. During the occasion, Functional
Directors Suresh Chandra Suman, Director (Mines)& Director (Fin/Additional Charge),
Samir Swarup, Director (HR), M. Venkatachalam, Director (Power), L. Chandrasekar,
CVO/NLCIL and senior officials of NLCIL were present.

The new personnel carriers contain various safety features viz., two cameras
(one inside and one at the rear) for the operator for monitoring, pneumatically
operated door with emergency exit button provided, individual modular seats
with seat belts, Audio visual alarm and amber light as per DGMS guidelines,
Calling bell facility, steel fabrication for more stability, Railway type tinted glass
shutters, communication window to communicate with operator/driver, LED
lights and a fire extinguisher.

31
 Similarly, the open lorries are also fitted with modern facilities like camera in
the crew cabin, modular seating, audio visual alarm, amber light as per DGMS
guidelines, calling bell facility, LED lights and fire extinguisher. It is believed that
the new fleet of ultra-modern vehicles will enhance the transport system in the Mines
and ensure more safety, reliability and durability that are crucial to Mines safety.

Sensors at Engine level:

1) Coolant Temperature Sensor

2) Crank Case Pressure Sensor
3) Crank Shaft Speed/ Position Sensor
4) Cam Shaft Position/Speed Sensor
5) TMAP-Temperature Manifold Absolute Air Pressure Sensor
6) Fuel Rail Pressure Sensor
7) Oil Pressure Switch/Sensor
8) Exhaust Manifold Pressure Sensor
9) Barometric Pressure Sensor-Embedded in ECM
10) IAT/ITV-Intake Air/Throttle Valve, Actuator with Positioning Sensor
11) with Positioning Sensor
12) ETV-Exhaust Throttle Valve, Actuator with Positioning Sensor
13) Injector Solenoid – Actuator
14) Inlet Metering - Actuator

Sensors at After Treatment System Level:

1) Datalink Exhaust Gas Temperature Sensor (DOC IN)

2) Datalink Exhaust Gas Temperature Sensor (DPF IN & OUT) Datalink Exhaust
Gas Temperature Sensor (SCR IN) Only
3) For Flex Modules:
4) Datalink Exhaust Gas Temperature Sensor (SCR Out)
5) OPF Delta / Differential Pressure Sensor
6) NOx Sensor (DOC IN)
7) NOx Sensor (System Out)

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 8) DEF Tank Level Sensor
9) DEF Tank Temperature Sensor
10) DEF Quality Sensor
11) DEF Pressure Sensor New at Dosing Valve
12) DEF Pump & Dosing Valve - Actuator

At Vehicle / OEM Level:

1) TBAP-Temperature Barometric Absolute Air Pressure Sensor

2) AAT-Ambient Air Temperature Sensor

3) Accelerator Pedal Position Sensor

4) Vehicle Speed Sensor

5) Water in Fuel Sensor

6) E-Viscous Fan - Actuator with Fan RPM Sensor

Sensors count on BSIII, BSIV and BSVI Vehicle:

No of Sensors + Actuators
Assembly BSIII BSIV BSVI
(All new in bold & italic
Text)
Engine 6 6 12
Vehicle / OEM 3 3 6
ATS 0 5 10

Function of Sensors at Engine level:

 Coolant Temperature Sensor (CTS): This sensor measures the temperature of

the engine coolant. The CTS is a thermistor, which means that its resistance
decreases as the temperature increases. The CTS is typically located in the
engine block or in the coolant reservoir.
 Crank Case Pressure Sensor (CPS): This sensor measures the pressure inside
the engine's crankcase. The CPS is used to monitor the engine's oil level and to
detect leaks in the crankcase.
 Crankshaft Speed/Position Sensor (CKP): This sensor measures the speed and
position of the crankshaft. The CKP is used to synchronize the firing of the
cylinders and to control the fuel injection system.
 Camshaft Position/Speed Sensor (CMP): This sensor measures the speed and
position of the camshaft. The CMP is used to synchronize the operation of the
intake and exhaust valves.

33
  Temperature Manifold Absolute Air Pressure Sensor (TMAP): This sensor
measures the temperature and pressure of the air intake manifold. The TMAP is
used to calculate the mass of air entering the engine.
 Fuel Rail Pressure Sensor (FRP): This sensor measures the pressure of the fuel
in the fuel rail. The FRP is used to ensure that the fuel injectors are delivering
the correct amount of fuel to the engine.
 Oil Pressure Switch/Sensor (OPS): This sensor measures the oil pressure in the
engine. The OPS has a switch that turns on the oil pressure warning light if the
oil pressure drops below a certain level.
 Exhaust Manifold Pressure Sensor (EMPS): This sensor measures the pressure
of the exhaust gas in the exhaust manifold. The EMPS is used to monitor the
performance of the engine and to control the exhaust gas recirculation (EGR)
system.
 Barometric Pressure Sensor (Baro): This sensor measures the atmospheric
pressure. The Baro is used to calculate the density of the air entering the engine.
 Intake Air Temperature (IAT): This sensor measures the temperature of the air
entering the engine. The IAT is used to calculate the density of the air entering
the engine.
 Throttle Valve Actuator (TVA): This actuator controls the position of the
throttle valve. The TVA is used to control the amount of air entering the engine.
 Injector Solenoid: This solenoid controls the flow of fuel to the engine cylinders.
 Inlet Metering Valve (IMV): This valve controls the amount of air entering the
engine. The IMV is used to improve fuel efficiency and emissions.

These sensors are all important for the proper operation of the engine.

Functions of Sensors at After Treatment System Level

 TBAP-Temperature Barometric Absolute Air Pressure Sensor measures the

temperature and pressure of the air entering the engine. This information is used
by the engine control unit (ECU) to calculate the air-fuel ratio and adjust the fuel
injection accordingly.
 AAT-Ambient Air Temperature Sensor measures the temperature of the air
outside the vehicle. This information is used by the ECU to calculate the density
of the air and adjust the fuel injection accordingly.
 Accelerator Pedal Position Sensor measures the position of the accelerator
pedal. This information is used by the ECU to control the fuel injection and
ignition timing.
 Vehicle Speed Sensor measures the speed of the vehicle. This information is
used by the ECU to control the fuel injection, ignition timing, and transmission
shift points.
 Water in Fuel Sensor detects the presence of water in the fuel. This information
is used by the ECU to prevent the engine from running on water, which can
damage the engine.

34
  E-Viscous Fan - Actuator with Fan RPM Sensor controls the speed of the
electric fan that cools the engine. The actuator uses the fan RPM sensor to
determine the current speed of the fan and adjusts the speed accordingly.

Fuel System:
The fuel system in BS6 vehicles is designed to reduce emissions by using cleaner
fuel and more efficient combustion. Some of the key features of BS6 fuel systems
include:

 Lower Sulphur content: BS6 fuel has a Sulphur content of 10 parts per million
(ppm), compared to 50 ppm for BS4 fuel. This lower Sulphur content helps to
reduce emissions of sulfur dioxide (SO2), which is a harmful pollutant that can
contribute to acid rain.
 Enhanced fuel injection: BS6 vehicles use more advanced fuel injection
systems that deliver fuel more precisely and atomize it more finely. This
helps to improve combustion and reduce emissions of pollutants such as carbon
monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).
 Aftertreatment systems: Some BS6 vehicles may also be equipped with
aftertreatment systems, such as a diesel particulate filter (DPF) or a selective
catalytic reduction (SCR) system. These systems help to further reduce emissions
of harmful pollutants by trapping or converting them into less harmful
substances.

Overall, the fuel system in BS6 vehicles is designed to reduce emissions by using
cleaner fuel and more efficient combustion. This helps to improve air quality and
protect the environment.

Smart Cluster:
A smart cluster is an advanced instrument cluster that uses digital displays to
provide drivers with information about their vehicle's performance, emissions, and
safety systems. The smart cluster can display a variety of information, including:

o Engine temperature: The smart cluster can display the engine's temperature.
o Coolant level: The smart cluster can display the level of coolant in the engine.
o Warning lights: The smart cluster can display warning lights to alert drivers to
potential problems, such as low fuel, low oil pressure, and overheated engine.
o Messages: The smart cluster can display messages to provide drivers with
information about their vehicle, such as the current fuel economy and the next
service due date.
o Navigation: Some smart clusters can be connected to navigation systems to
provide turn-by-turn directions.
o Entertainment: Some smart clusters can be connected to infotainment systems
to provide music, movies, and other entertainment.

The specific features that are available in a smart cluster will vary depending on the
vehicle and the manufacturer. However, all smart clusters will provide drivers with the
information they need to drive safely and efficiently.

35
 The indications listed in the image are common warning lights and messages that
may appear on a smart cluster. Here is a brief explanation of each one:

 ABS: Anti-lock braking system. This light indicates that there is a problem with
the ABS system, which can prevent the brakes from working properly.
 CEL: Check engine light. This light indicates that there is a problem with the
engine. The specific problem may be indicated by a number code that appears on
the cluster.
 Electronic stability control: This light indicates that there is a problem with
the electronic stability control system, which helps to prevent the vehicle from
skidding.
 Brake lining: is the material that is used to create friction between the brake
pads and the brake rotors. When the brake lining wears down, it can cause the
brakes to become less effective. This light indicates that the brake linings are
worn and need to be replaced.
 Transmission fail: This light indicates that there is a problem with the
transmission. The vehicle may not be able to drive safely if this light is
illuminated.
 Water in fuel: This light indicates that there is water in the fuel tank. This can
damage the engine and should be addressed immediately.
 Air filter: This light indicates that the air filter needs to be replaced. A dirty air
filter can reduce engine performance and fuel economy.
 Oil pr. Lev: Oil pressure level. This light indicates that the oil pressure is low.
This can damage the engine and should be addressed immediately.
 HEST: Hill start assist. This light indicates that the hill start assist system is
engaged. This system helps to prevent the vehicle from rolling backwards when
starting on a hill.
 SEL: Service engine soon. This light is a reminder that the vehicle is due for
service.
 MIL: Malfunction indicator light. This light indicates that there is a problem
with the emissions control system. The specific problem may be indicated by a
number code that appears on the cluster.
 DPF LAMP: Diesel particulate filter lamp. This light indicates that the diesel
particulate filter (DPF) is clogged and needs to be regenerated.

36
  DWS LAMP: Diesel exhaust fluid (DEF) level warning light. This light indicates
that the DEF level is low. DEF is used to reduce emissions in diesel vehicles.
 DEF level: This indicates the level of DEF in the vehicle.
 Exhaust brake: This light indicates that the exhaust brake is engaged. The
exhaust brake is a system that uses the exhaust gas to slow the vehicle down.
 Retarder: This light indicates that the retarder is engaged. The retarder is a
system that uses the engine to slow the vehicle down.
 Low range: This light indicates that the vehicle is in low range. Low range is a
setting that is used for off-road driving.
 Heater: This light indicates that the heater is on.

If you see any of these warning lights or messages, it is important to take your vehicle
to a qualified mechanic to have the problem diagnosed and repaired. Ignoring warning
lights can lead to serious problems with your vehicle.

Improved readability: Smart clusters use digital displays that are easier to read, even
in bright sunlight.

o More information: Smart clusters can display more information than traditional
analog clusters, such as fuel economy, emissions, and navigation instructions.
o Personalization: Smart clusters can be personalized to the driver's preferences,
such as the color scheme and the information that is displayed.
o Connectivity: Smart clusters can be connected to other devices, such as
smartphones and infotainment systems, which can provide additional
information and features.

Smart clusters are also a requirement for some commercial vehicles, such as those
that are required to meet certain emissions standards. By having a smart cluster, these
vehicles can be compliant with emissions regulations and avoid fines.

Here are some of the benefits of having a smart cluster in your BS6 engine vehicle:

 Improved visibility: The digital display is easy to read, even in bright sunlight.
 Increased safety: The smart cluster can display warning lights and messages,
which can help you to avoid accidents.
 Enhanced fuel efficiency: The smart cluster can help you to monitor your
driving habits and improve your fuel efficiency.
 Reduced emissions: The smart cluster can help you to monitor your emissions
and keep them within legal limits.
 Increased uptime: The smart cluster can help you to diagnose problems early
on, so that you can take corrective action before they cause a breakdown.

Dashboard switches:
The function of the switches:

 Check engine switch: This switch is used to turn on the check engine light. The
check engine light is a warning light that indicates that there is a problem with
the engine. The specific problem may be indicated by a number code that
appears on the cluster.

37
 Engine brake switch: This switch is used to turn on the engine brake. The
engine brake is a system that uses the engine to slow the vehicle down. It can be
useful when driving downhill or when towing a heavy load.
 Force regeneration switch: This switch is used to force the DPF to regenerate.
Regeneration is the process of burning off the soot particles that accumulate in
the DPF. It is important to regenerate the DPF regularly to prevent it from
becoming clogged.
 Permit/inhibit switch: This switch is used to allow or prevent the DPF from
regenerating. This can be useful if you are driving in an area with low emissions
standards or if you are towing a heavy load.
 Light/eco mode switch: This switch is used to switch between light and eco
mode. Light mode is a setting that optimizes fuel economy. Eco mode is a setting
that optimizes emissions.
 Hazard switch: This switch is used to turn on the hazard lights. The hazard
lights are flashing lights that are used to warn other drivers of a hazard.
 ABS switch: This switch is used to turn on the ABS system. The ABS system is a
system that prevents the wheels from locking up during braking. This can help
to prevent the driver from losing control of the vehicle.

38
  Heavy mode switch: This switch is used to engage heavy mode. Heavy mode is a
setting that optimizes performance for off-road driving.
 Medium mode switch: This switch is used to engage medium mode. Medium
mode is a setting that is optimized for general driving.

After Treatment System:

The aftertreatment system in BS6 vehicles is a combination of devices and

technologies that are used to reduce harmful emissions from the engine. The main
components of the aftertreatment system are:

o Diesel Oxidation Catalyst (DOC): The DOC is a honeycomb-shaped device that

is coated with a catalyst material. The catalyst material helps to oxidize harmful
gases, such as carbon monoxide and hydrocarbons, into less harmful gases,
such as carbon dioxide and water.
o Diesel Particulate Filter (DPF): The DPF is a filter that traps soot particles from
the exhaust gas. The DPF is periodically regenerated, which means that the soot
particles are burned off.
o Selective Catalytic Reduction (SCR): The SCR system uses a liquid called
diesel exhaust fluid (DEF) to reduce nitrogen oxides (NOx) emissions. The DEF is
injected into the exhaust gas, where it reacts with the NOx to form harmless
nitrogen and water.

The aftertreatment system in BS6 vehicles is more complex and sophisticated than the
aftertreatment system in BS4 vehicles. This is because BS6 vehicles have to meet
stricter emissions standards. The aftertreatment system in BS6 vehicles also uses
more advanced technologies, such as the SCR system. The aftertreatment system in
BS6 vehicles is essential for reducing harmful emissions from diesel vehicles. By using
the aftertreatment system, BS6 vehicles can help to improve air quality and protect the
environment.

Regeneration process:
Regeneration is the process of cleaning the diesel particulate filter (DPF) in a
BS6 vehicle. The DPF traps soot particles from the exhaust gas, and these particles can
build up over time and reduce the efficiency of the filter. Regeneration burns off the
soot particles, so that the DPF can continue to function properly.

There are two types of regeneration: passive regeneration and active

regeneration. Passive regeneration occurs naturally when the vehicle is driven at high
speeds or under heavy load. The heat from the engine and exhaust gas burns off the
soot particles. Active regeneration is initiated by the vehicle's engine control unit (ECU)

39
when the DPF reaches a certain soot loading level. The ECU increases the engine's
temperature and injects extra fuel into the exhaust gas, which helps to burn off the
soot particles.

Regeneration can take place in a number of different ways, depending on the

vehicle's design. In some vehicles, regeneration occurs automatically while the vehicle
is driving. In other vehicles, the driver may need to initiate regeneration manually.

If regeneration is not performed regularly, the DPF can become clogged with soot
particles and the vehicle may not be able to pass an emissions test. In some cases, the
DPF may even need to be replaced.

Here are some of the signs that your DPF may need regeneration:
o Check engine light illuminated
o Reduced fuel economy
o Increased emissions
o Soot coming from the exhaust
o Rough idle
o Power loss

If you notice any of these signs, it is important to have your vehicle checked by a
qualified technician. They can diagnose the problem and recommend the appropriate
course of action.

Here are some of the benefits of the aftertreatment system in BS6 vehicles:

 Reduced emissions: The aftertreatment system helps to reduce harmful

emissions from diesel vehicles, such as NOx, CO, and HC.
 Improved fuel efficiency: The aftertreatment system can help to improve fuel
efficiency by reducing the amount of fuel that is wasted in the exhaust.
 Increased engine life: The aftertreatment system can help to increase the life of
the engine by reducing the wear and tear caused by harmful emissions.
 Enhanced safety: The aftertreatment system can help to enhance safety by
reducing the risk of engine fires and explosions.

The aftertreatment system is an essential part of BS6 vehicles and it helps to reduce
harmful emissions and improve the environment. The comparison of BSIV vs BSVI
After treatment system is

BSIV BSVI
Single Can Four modules connected with V – bands
It contains two sensors It contains more than seven sensors
Approximately 25 kg Approximately 25 kg
Temperature ranges from 300-400 °C Temperature ranges from 500-600°C

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o Dosing module: The dosing module is a part of the selective catalytic reduction
(SCR) system. The SCR system is used to reduce nitrogen oxides (NOx) emissions
from diesel engines. The dosing module injects diesel exhaust fluid (DEF) into
the exhaust stream, where it reacts with the NOx to form harmless nitrogen and
water.
o Pressure tubes: The pressure tubes are used to carry the DEF from the dosing
module to the SCR catalyst. The pressure tubes help to ensure that the DEF is
delivered to the catalyst at the correct pressure.
o Differential pressure sensors: The differential pressure sensors measure the
pressure difference between the inlet and outlet of the SCR catalyst. This
information is used to control the flow of DEF to the catalyst.
o T1, T2, T3, T4 Temperature sensors: The temperature sensors measure the
temperature of the exhaust gas at different points in the SCR system. This
information is used to control the dosing of DEF and to ensure that the SCR
catalyst is operating at the correct temperature.
o Engine out NOx sensors: The engine out NOx sensors measure the level of NOx
emissions from the engine. This information is used to determine if the SCR
system is working properly.
o Inlet tube: The inlet tube is used to carry the exhaust gas from the engine to the
SCR catalyst. The inlet tube helps to ensure that the exhaust gas is directed to
the catalyst in the correct way.
o System out NOx sensors: The system out NOx sensors measure the level of NOx
emissions from the exhaust after it has passed through the SCR catalyst. This
information is used to verify that the SCR system is working properly.
o Outlet tube: The outlet tube is used to carry the exhaust gas from the SCR
catalyst to the muffler. The outlet tube helps to ensure that the exhaust gas is
directed to the muffler in the correct way.
o V-Band clamps: The V-Band clamps are used to connect the pressure tubes to
the dosing module and the SCR catalyst. The V-Band clamps help to ensure that
the pressure tubes are properly sealed and that the DEF does not leak out.

These are the components that are used in catalytic converters.

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 CHAPTER 6
Conclusion:
It is a wonderful opportunity that NLC India Ltd. has given us to
undergo an internship in the FC/Transport Department at NSU. Here, I learned about
the salient features of the Tata SA 1218 T 4x4 CHASSIS BS VI Vehicle used in NLCIL
and also about the Bharat Stage Emission Standards (BS) thoroughly. I had a
wonderful experience in the FC, Auto Yard, and ICE Section. I got information about
each and every part of the vehicles. When I came here, I did not know anything about
Bharat Stage Emission Standards, the working of the transmission, clutch, auxiliary
gear, and the changes in BSVI vehicles from BSIV vehicles. However, I am very happy
to leave the FC with a very good knowledge about all these things.

Feedback:
The entire internship program was really great. I learned many things
practically, apart from the theory I had learned earlier. The assistance and guidance
provided by all the employees of NLCIL was good, appreciable, and interactive. We had
a wonderful experience during these past 25 days.

Furthermore, I have experienced that it is important that education is

objective and that we must be aware of the industrial aspect of the topics. This
internship program was not one-sided, but rather a way of sharing knowledge, ideas,
and opinions.

This internship is also good for finding out our strengths and
weaknesses. It helped us to define what skills and knowledge we need to improve in the

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coming time. I can confidently assert that the knowledge I gained through this
internship is sufficient to contribute towards our future endeavors.

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