Summer Training Project

LEAKAGE TESTING M/C

(REAR AXLES)
Under the guidance of:

Mr. P.K LAHIRI

And
Mr. O.P. Singh

Project by:

PREM PRAKASH RANU

DIPLOMA IN ENGINEERING (Mechanical)
2
ND
YEAR, DAYALBAGH EDUCATIONAL INSTITUTE,
DEEMED UNIVERSITY
AGRA (U.P.)
 AUTHENTICATION CERTIFICATE

This is to certify that the work presented in this dissertation

and titled “ON SUMMER PROJECT: AT TATA MOTORS,
HVAXLES LTD., ON THE TOPIC OF LEAKAGE TESTING M/C
(REAR AXLES)” has been entirely carried out by PREM
PRAKASH RANU Under my guidance is being submitted to
and this dissertation has not been submitted by him to any
DAYALBAGH EDUCATIONAL INSTITUTE, other university
for attainment of any degree/diploma/PG or certificate course.

Signature of the Project Guide

 ACKNOWLEDGEMENT

This project carried out by me has been only

possible because of the exceptional help, support and
guidance from HUMAN RESOURCE department, HV Axles
Ltd., Tata Motors, Jamshedpur.

I express my sincere gratitude to Mr.P.K.Lahiri

() and Mr. O.P.Singh() HV Axles Ltd. who gave me the
project and provided all the information and explanation
required to get me started and throughout the project.
It would be unfair to say that this project is
done by me only as my partner, Mr.. Abhishek Rajan has
also worked immensely on it and challenged me to do
better.
It is only because of the above mentioned and
quite a few others that this project is today complete.
Thank You all.

PREM PRAKASH RANU

 Contents
• Chapter-1

• Acknowledgement
• Contents
• Introduction
• Objectives

• Chapter-2

• Tata Group
• Milestones
• The Tata motors
• Range of products
• about HVAL

• Chapter-3

• Rear Axle
• Axle Leakage Testing
• Machine Modules
• Sentinel C 20 Updates
• Optimizing Leak Test Performance
• Project Interlocks
• Part Parameters
• Automatic Part Calibration

Chapter-4

• Leakage Testing on the Assembly Line

• Project Observation
• Possible Causes of Inaccuracy
• Recommendations
 • Chapter-5

• Conclusion

INT ROD UC TI ON

Rear Axles are an essential part of any vehicle and any sort of malfunction or
leakage in them can cause lots of damage to the vehicle.
It is thus absolutely necessary to produce rear axles in perfect condition and
make sure that it is free from any sort of leakage.
With oil prices rising by the day, it is imperative to save every drop of oil
possible and so any leakage in the axle is quite detrimental.
The Leakage Test Machine is a modern piece of equipment used to detect any
leakage in the axle and it is the aim of HVAL to ensure that it is fully accurate.
HVAL highly values customer satisfaction and it is therefore that this project of
studying the Leakage Testing Machines of Rear Axles has been given to us.

OBJECTIVES OF THE STUDY

 To observe the production of Rear Axles.

 To analyze the Leakage Testing Machine in the Assembly Line and

observe its working.

 To further observe the rectification process on axles that have not

passed the Leakage Test being done.

 To check if the axles being rejected are actually leaking or if the above
mentioned machine is at fault.
 To calculate the ratio of correct leakage indications by the machine to
the incorrect indications.

 To find the reasons the Leakage Test Machine shows incorrect readings.

 To suggest methods to reduce the faulty indications and work towards

‘One Shot Go’ at the Assembly Line.

THE TATA GROUP

 MILESTONES OF THE TATA GROUP

Tata Motors in its quest for perfection has achieved several

milestones, some of which are:
Milestones
1945 • Tata Engineering and Locomotive Co. Ltd. was established to manufacture locomotives and
other engineering products.

1948 • Steam road roller introduced in collaboration with Marshall Sons (UK).

1954 • Collaboration with Daimler Benz AG, West Germany, for manufacture of medium
commercial vehicles. The first vehicle rolled out within 6 months of the contract.

1959 • Research and Development Centre set up at Jamshedpur.

1961 • Exports begin with the first truck being shipped to Ceylon, now Sri Lanka.

1966 • Setting up of the Engineering Research Centre at Pune to provide impetus to automobile
Research and Development.

1971 • Introduction of DI engines.

1977 • First commercial vehicle manufactured in Pune.

1983 • Manufacture of Heavy Commercial Vehicle commences.

1985 • First hydraulic excavator produced with Hitachi collaboration.

1986 • Production of first light commercial vehicle, Tata 407, indigenously designed, followed by
Tata 608.

1989 • Introduction of the Tatamobile 206 - 3rd LCV model.

1991 • Launch of the 1st indigenous passenger car Tata Sierra.

• TAC 20 crane produced.
• One millionth vehicle rolled out.

1992 • Launch of the Tata Estate.

1993 • Joint venture agreement signed with Cummins Engine Co. Inc. for the manufacture of high
horsepower and emission friendly diesel engines.

1994 • Launch of Tata Sumo - the multi utility vehicle.

• Launch of LPT 709 - a full forward control, light commercial vehicle.
• Joint venture agreement signed with M/s Daimler - Benz / Mercedes - Benz for manufacture
of Mercedes Benz passenger cars in India.
• Joint venture agreement signed with Tata Holset Ltd., UK for manufacturing turbochargers
to be used on Cummins engines.

1995 • Mercedes Benz car E220 launched.

1996 • Tata Sumo deluxe launched.

1997 • Tata Sierra Turbo launched.

• 100,000th Tata Sumo rolled out.

1998 • Tata Safari - India's first sports utility vehicle launched.

• 2 millionth vehicle rolled out.
• Indica, India's first fully indigenous passenger car launched.
 • Commercial production of Indica commences in full swing.

2000 • First consignment of 160 Indicas shipped to Malta.

• Indica with Bharat Stage 2 (Euro II) compliant diesel engine launched.
• Utility vehicles with Bharat 2 (Euro II) compliant engine launched.
• Indica 2000 (Euro II) with multi point fuel injection petrol engine launched.
• Launch of CNG buses.
• Launch of 1109 vehicle - Intermediate commercial vehicle.

2001 • Indica V2 launched - 2nd generation Indica.

• 100,000th Indica wheeled out.
• Launch of CNG Indica.
• Launch of the Tata Safari EX
• Indica V2 becomes India's number one car in its segment.
• Exits joint venture with Daimler Chrysler.
Tata Motors Limited
2002 • Unveiling of the Tata Sedan at Auto Expo 2002.
• Petrol version of Indica V2 launched.
• Launch of the EX series in Commercial vehicles.
• Launch of the Tata 207 DI.
• 2,00,000th Indica rolled out.
Tata• Motors Limited
5,00,000th is India's
passenger largest
vehicle automobile company, with standalone
rolled out.
revenues
• of Rs.
Launch of 25,660.79 crores
the Tata Sumo'+' (USD 5.5 billion) in 2008-09. It is the leader
Series
in commercial
• Launch ofvehicles in each segment, and among the top three in passenger
the Tata Indigo.
Tata Engineering signed
vehicles with winning products
• a product
in theagreement
compact,with MG Rover
midsize of the
car and UK. vehicle
utility
segments. The company is the world's fourth largest truck manufacturer, and the
2003 • Launch of the Tata Safari Limited Edition.
world's
•
second
The largestStation
Tata Indigo bus manufacturer.
Wagon unveiled at the Geneva Motor Show.
• On 29th July, J. R. D. Tata's birth anniversary, Tata Engineering becomes Tata Motors
Established in 1945, Tata Motors' presence indeed cuts across the length and
Limited.
breadth
• 3of India. vehicle
millionth Over 4produced.
million Tata vehicles ply on Indian roads, since the first
rolled FirstinCity
• out Rover
1954. Therolled out
company's manufacturing base in India is spread across
135 PS Tata Safari EXi Petrol launched
Jamshedpur (Jharkhand), Pune (Maharashtra), Lucknow (Uttar Pradesh),
•
• Tata SFC 407 EX Turbo launched
Pantnagar (Uttarakhand) and Dharwad (Karnataka). Following a strategic
2004 alliance
•
with
Tata Fiat unveils
Motors in 2005, newit product
has set range
up anatindustrial
Auto Expojoint
'04. venture with Fiat
Group• Automobiles
New Tata IndicaatV2 Ranjangaon
launched (Maharashtra) to produce both Fiat and Tata
cars• and Fiat
Tata powertrains.
Motors and Daewoo TheCommercial
company Vehicle
is establishing a new
Co. Ltd. sign plant atagreement
investment Sanand
(Gujarat).
• TheAdvent
Indigo company's
unveileddealership, sales,Show
at Geneva Motor services and spare parts network
Tata over
comprises
• Motors completes
3500 touch acquisition
points; Tataof Daewoo
MotorsCommercial Vehicle
also distributes Company
and markets Fiat
• Tata LPT 909
branded cars in India. EX launched
• Tata Daewoo Commercial Vehicle Co. Ltd. (TDCV) launches the heavy duty truck 'NOVUS'
, in Korea
Tata• Motors, the first
Sumo Victa company from India's engineering sector to be listed in the
launched
New• York Stock
Indigo Exchange
Marina launched(September 2004), has also emerged as an
international
• automobile
Tata Motors company.
lists on the NYSE Through subsidiaries and associate
companies, Tata Motors has operations in the UK, South Korea, Thailand and
2005 Spain.
• Tata Motors
Among themrolls
isout the 500,000th
Jaguar Passenger
Land Rover, Car fromcomprising
a business its Car Plantthe
Facility
two in Pune
iconic
• The Tata Xover unveiled at the 75th Geneva Motor Show
British brands that was acquired in 2008. In 2004, it acquired the Daewoo
• Branded buses and coaches - Starbus and Globus - launched
Commercial Vehicles Company, South Korea's second largest truck maker. The
• Tata Motors acquires 21% stake in Hispano Carrocera SA, Spanish bus manufacturing
rechristened
CompanyTata Daewoo Commercial Vehicles Company has launched several
new• products
Tata Ace,inIndia's
the Korean market,
first mini while also exporting these products to
truck launched
several
• international
Tata Motors winsmarkets.
JRD QV Today two-thirds
award for of heavy commercial vehicle
business excellence.
• The power packed Safari Dicor is launched
• Introduction of Indigo SX series - luxury variant of Tata Indigo
• Tata Motors launches Indica V2 Turbo Diesel.
• One millionth passenger car produced and sold
• Inauguration of new factory at Jamshedpur for Novus
• Tata TL 4X4, India's first Sports Utility Truck (SUT) is launched
 • Launch of Novus range of medium trucks in Korea, by Tata Daewoo Commercial
Vehicle Co. (TDCV)

2006 • Tata Motors vehicle sales in India cross four million mark
• Tata Motors unveils new long wheel base premium Indigo & X-over concept at Auto Expo
exports2006
out of South Korea are from Tata Daewoo. In 2005, Tata Motors
• Indica V2 Xeta launched
acquired
•
a 21% stake in Hispano Carrocera, a reputed Spanish bus and coach
Passenger Vehicle sales in India cross one-million mark
manufacturer,
•
withand
Tata Motors anMarcopolo,
option to Brazil,
acquireannounce
the remaining staketo as
joint venture well. Hispano's
manufacture fully built buses
presence is being expanded in other
& coaches for India & markets abroad markets. In 2006, it formed a joint venture
with• theTata
Brazil-based Marcopolo,
Motors first plant for smallacar
global leader
to come up inin body-building
West Bengal for buses and
coaches
• to manufacture
Tata Motors extendsfully-built
CNG options buses
on itsand coaches
hatchback andfor India
estate and select
range
TDCV develops South Korea's first LNG-Powered Tractor- Trailer
international markets. In 2006, Tata Motors entered into joint venture with
•
•
ThonburiTataAutomotive
Motors and Fiat Group announce
Assembly three additional
Plant Company cooperation
of Thailand agreements and
to manufacture
• Tata Motors introduces a new Indigo range
market the company's pickup vehicles in Thailand. The new plant of Tata
2007 Motors
•
(Thailand) of
Construction has begun
Small Car production of West
plant at Singur, the Xenon
Bengal,pickup truck,
begins on with
January 21the
Xenon
• having
New been
2007 launched
Indica V2 rangeinis Thailand
launched at the Bangkok Motor Show 2008.
• Tata Motors launches the longwheel base Indigo XL, India's first stretch limousine
The• foundation
Common rail of the company's
diesel growth
(DICOR) engine over the
extended last 50sedan
to Indigo yearsand
is estate
a deeprange
Tata Motors and Thonburi Automotive Assembly Plant Co.
understanding of economic stimuli and customer needs, and the ability to
• (Thonburi), announce formation
of them
translate a jointinto
venture company in Thailand
customer-desired to manufacture,
offerings through assemble and market
leading edge R&D.pickup
Withtrucks.
• Roll out of 100,000th Ace
over• 2,000 engineers and scientists, the company's Engineering Research
Tata-Fiat plant at Ranjangaon inaugurated
Centre,
•
established
Launch in Upgraded
of a new 1966, hasrange
enabled
of its pioneering technologies
entry level utility and products.
vehicle offering, the Tata Spacio.
The• company today has R&D centres in Pune, Jamshedpur,
CRM-DMS initiative crosses the 1000th location milestone Lucknow, in India,
and •in South
LaunchKorea, Spain,
of Magic, and the UK.
a comfortable, It was Tata public
safe, four-wheeler Motors, which developed
transportation mode, developed
the firstonindigenously developed Light Commercial Vehicle, India's first Sports
the Ace platform
Launch of Winger,
Utility Vehicle and, in 1998,
• India’sthe
only maxi-van
Tata Indica, India's first fully indigenous
• Fiat Group and Tata Motors announce
passenger car. Within two years of launch, establishment
Tata Indica of became
Joint Venture in India
India's largest
• Launch of the Sumo Victa Turbo DI, the new upgraded range of its entry-level utility
selling vehicle,
car in its segment. In 2005, Tata Motors created a new segment by
the Sumo Spacio
launching
• Tatathe Tatalaunches
Motors Ace, India's
Indicafirst indigenously
V2 Turbo developed
with dual airbags mini-truck.
and ABS
• Launch of new Safari DICOR 2.2 VTT range, powered by a new 2.2 L Direct Injection
In January
Common 2008,Rail
Tata Motorsengine.
(DICOR) unveiled its People's Car, the Tata Nano, which
India Rollout
• and of the one
the world millionth
have passengerforward
been looking car off the
to.Indica platform.
The Tata Nano has been
subsequently launched, as planned, in India in March 2009. A development,
2008 • Ace plant at Pantnagar (Uttarakhand) begins production.
which signifies a first for the global automobile industry, the Nano brings the
• Indica Vista – the new generation Indica, is launched.
comfort
•
andMotors'
Tata safetynew
of aplant
car for
within
Nanothe reachupofinthousands
to come Gujarat. of families. The
standard
• version
Latest has rail
common been priced
diesel at Rs.100,000
offering- the Indica V2(excluding VAT and
DICOR, launched.
transportation
• Indigo CScost).
(Compact Sedan), world’s first sub four-metre sedan, launched.
• Launch of the new Sumo -- Sumo Grande, which combines the looks of an SUV with the
In Maycomforts of a family
2009, Tata Motorscar.ushered in a new era in the Indian automobile
industry, in keeping withitsitsPeople's
• Tata Motors unveils Car, Nano,
pioneering at the by
tradition, ninth Auto Expo.
unveiling its new range of
• Xenon, 1-tonne pick-up truck, launched in Thailand.
world standard trucks. In their power, speed, carrying capacity, operating
• Tata Motors signs definitive agreement with Ford Motor Company to purchase Jaguar and
economy and
Land trims, they will introduce new benchmarks in India and match the
Rover.
best• in Tata
the world
Motorsin performance
completes at a of
acquisition lower life-cycle
Jaguar cost.
Land Rover.
• Tata Motors introduces new Super Milo range of buses.
• Tata Motors is Official Vehicle Provider to Youth Baton Relay for The III Commonwealth
Youth Games Pune 2008.
• Indica Vista – the second generation Indica, is launched.
RANGE OF PRODUCTS: (Jamshedpur Plant)

TATA MOTORS LTD. constantly looks for ways to offer the best value for money
which covers all the facts of customer satisfaction i.e. product, safety, reliability, utility and
aesthetics.

Tata A 1615 TC
4X2 Tata 407 hard top
LOC Carrier Troop Carrier

Tata LPT A 1621 TC (6X6) Tata LPT 709 E Hard

High mobility (Logistics) Troop Carrier

Investment in Globus and Starbus

Hispano, Spain to Range of Fully Built
facilitate new Buses launched
technology for Tata recently
Motors’ bus range
Divisions

- Automobile division

- Foundry division

- Forge division

- Quality division

- R & D wing

- Training & HRD

- Support division
ABOUT HVAL

H V Axles Ltd., a subsidiary of Tata Motors, was formed in March 2000. Earlier
it used to be the Axle Division of Telco (Tata Engineering), Jamshedpur,

The manufacturing facilities of HVAL are located in the industrial belt of

Jamshedpur in the state of Jharkhand, 250 kms from Kolkata, India's leading
metro city and is well connected by air, road and rail to major cities/ locations.

Starting operations in 1954 (creation of Telco), today HVAL is the market

leader in medium & heavy commercial vehicle axles in India with an installed
capacity of over 3.6 lakh axles per annum. The company’s product range
includes Front Steer Axles (both Live and Normal), Rear Drive Axles and
Dummy / Trailer Axles. It is currently the sole supplier of M & HCV Axles to
the Jamshedpur and Lucknow plants of Tata Motors.
Different types of axles manufactured at HV axle are—

1. Front Axle (Dead)

2. Live Front Axle

FRONT AXLE (DEAD)

It is located at the front of the vehicle. Its main function is to support the load of the
vehicle, facilitate wheel rotation & to provide for the steering of vehicle through the
use of Stub axle, kingpin, tie rod; steering liver etc. It cannot drive the vehicle.

STUB AXLE
In army uses, road conditions make the use of live front axle necessary. In surplus to
the above function of front axle, it contains a drive to pull the vehicle when the rear
wheels are stuck & the necessary friction is not being provided at the rear wheel.

FA BEAM
In long trailers, the load is increased which needs to be supported properly to avoid
failure. This type of axle provide this support

REAR AXLE

It is the axle responsible for pushing the vehicle forward. It is the assembly of various
parts (Banjo Beam & Axle shaft, Crown wheel & Pinion, Differential, Rear hub, Brake
shoe & drum)
 TYPES OF PRODUCTS

PRODUCT MODEL VEHICLE MODEL WEIGHT(KG)

400
Front axle 1516 1516

Live front axle FA 104 LPTA 713 415

assembly

750
Live front axle FA 106 LPTA 1615 TC

654
Rear axle assembly RA 109RR LPTA 1615TC
(Diff lock)

Rear axle RA 109RR LPS3516, LPT 2515, 645

LPT2516.

Rear axle HR 210SINGLE 4021/4421 750

925(front).
Rear axle HR 210TANDM NOVUS
805(rear)

REAR AXLES
MACHINE MODULES

The Leakage Testing machine consists of the following modules:

• Main Frame

• Calibration Tank

• Reservoir Tank

• Air Sensing Unit

• Air Dryer Unit

• Quick Adaptor

• Bar Code Scanner

• Printer

1. Main Frame
The main frame of Air leakage Testing Machine accommodates
all the main modules i.e. Air Reservoir, Calibration Tank, Air
Sensing Unit, PLC with MMI, Label printer etc. This frame is
basically manufactured with M.S. Tubular frame. Frame size is
1000(1) x 1200(W) x 1800(H)

2. Calibration Tank
The calibration tank capacity is 20 litres. The calibration test is a
Master test which ensures to the operator that the machine is
functioning properly.
To conduct the test, the operator has to set programme part no. 1
In calibration test, the Bar code scanner interlock is not
essential. Other parameters are common as per the auto cycle
which is executed in the Gear Box.
3. Reservoir Tank

It is a 60 litre capacity cylindrical shaped M.S. tank. It is used to

store compressed air at a maximum of 8 bar pressure. It is
provided with pressure relief valve for safety purposes. It
provides continuous air flow to the system under testing and
avoids unnecessary pressure drops.
4. Air Sensing Unit

It is the main testing unit of the machine. It senses the pressure

applied for testing purposes and the drop. The AUTO setup will
automatically set the optimal pre-fill, fill, stabilization, test,
exhaust and relax times, leak standard flow and pressure,
targeted pressure and minimum and maximum test pressure into
the axle to achieve the best possible test on the tested part for
the desired cycle time.
The instrument will automatically determine the pressure/flow
loss to leak relationship for the test part based on timer values
set by the AUTO setup routine.
5. Air Dryer Unit

The FX Air Dryer removes the moisture from the compressed

air by cooling the air to near freezing point. This causes water to
condense. The condensate is automatically drained. The air is
warmed up before compressed air enters the heat exchanger and
is cooled by the outgoing, cold dried air. Water in the incoming
air starts to condense. The air then flows through the heat
exchanger/evaporator where the refrigerant evaporates causing
the air to be cooled further; close to the evaporating temperature
of the refrigerant. More water in the air is condensed. The cold
 air then flows through the separator where all the condensate
from the air is automatically drained.

6. Quick Adaptor

It is basically pneumatic operated.

Higher the test pressure, more tightly the adaptor clamps to the
thread of the Gear Box. The front O ring reliably seals off the
connection. No additional clamping device is required. This
ensures that time consuming and expensive test devices are
eliminated
 Testing Parameters
PARAMETER PART NO 1 UNIT
PREFILL TIME 10 SEC
FILL TIME 28 SEC
STABILIZATION 14 SEC
TIME
TEST TIME 4 SEC
EXHAUST TIME 3 SEC
MIN PRESSURE 35 KPA
TARGET 40 KPA
PRESSURE
MAX PRESSURE 45 KPA
ALLOWABLE 100 CCM
LEAK RATE
TEST EVAL F/P/F
EDC ENABLED NO
EDC PERCENT 25 %
PART NAME PART NUM 1
CAL METHOD ONE PART-INT
LS
UNITS PRESSURE KPA
TIME SECONDS
LEAKAGE TEST SING. PR. DROP
TYPE
TOOLING OFF
OPTIONS
NO. OF MOTIONS 1
TWP I/P TO NO
START
ANTI TIE DOWN NO
PART PRESENCE TEST START
CHECK
I/O, S
INPUT 1 START STATION
INPUT 2 STOP/REJECT
INPUT 3 to 12 NOT USED
OUTPUT 1 PART ACCEPT
OUTPUT 2 PART REJECT
OUTPUT 3to 8 NOT USED
SELF TEST 0.40 BAR
PRESSURE

TROUBLESHOOTING
Sr. No. Problem Cause Remedy
1. Machine Low air Check main
not ready pressure air
pressure.
Check
output
2. Emergency Release
stop emergency
switch
3. Conveyor Check the
stop conveyor
4. Hose Check the
overstretch hose
stretch limit
switch
5. Cycle not Adaptor Check the
starting parked parking
sensor
 6. Cycle Press reset
aborted switch
7. Leak test Fault leak Check axle
time out test unit Fault reset
over error

A flowchart for the working of the Leakage Testing

Machine is also available. The link to the flowchart is
provided.
Function
Quik Test performs a conventional leak test on each
part but stops the test early for parts that are obviously
good or obviously bad without sacrificing accuracy for
the marginal parts.
How does it work?
Most manufactured parts that are leak tested pass the
test easily. Conversely, most defective (leaking) parts
reject by a wide margin. Quik Test monitors the
pressure drop within a part during the leak test cycle,
ending the test early for the vast majority of your parts
that are either going to easily pass or easily reject.

Benefits
Provide a highly reliable test on all parts while
shortening the average test cycle time.
Increase throughput on existing test systems without
major expenditures for new fixtures, tooling, and
operators.
Reduce risk of accepting marginal reject parts on
existing systems, which are running shortened cycle
times for all parts,.
Application Bulletin #122
APPLICATION BULLETIN #122Setup Parameters

Quik Test Percentage: Activation of the Quik Test

feature is optional. It can be set for OFF or a plus and
minus percentage limit about the no leak loss curve
and an equal distant limit below the
reject loss curve. The optional limit settings are 25, 50,
and 75%.
Quik Test Time (QT): The time into test when a
decision is made to stop testing for obvious accept and
reject parts. Minimum time setting is 20% of the test
timer.

Test Data Calculations and Storage

When the “Quik Test Percentage” is set to OFF, the
instrument will calculate and store both a “Quik Test”
leak rate (based on the Quik Test Time, QT) and an
Actual Leak Rate” for all tests. An analysis of these
results can be performed to decide if Quik Testing is a
viable option for the application.
Sample of test data display (Quik Test: OFF)

Sample of the print out /data output:

2.51 (0.0351 0.0015 2.45 A)

When the Quik Test feature is activated, the instrument

will calculate a Quik Test Leak Rate for all tests and an
Actual Leak Rate for only the tests that run the “full
length” test. The display for the “full length tests will
appear as in the above example. The display for the
Quik Test will appear as follows:
Sample of test data display (Quik Test= xx

Quik Test Process Indicates Test

Sample of the printout/data port:
0.88 (0.0011 0.0030 QUIK A)
SUMMARY
Once a Sentinel I-21/B-21/C-20 instrument is installed
and powered, the user usually attempts to calibrate the
instrument and run several leak tests. In most case the
test performance is not as good as it could be. This
document discussed test optimization in a step-by-step
fashion. The leak portion of the document reviews
some common tooling mistakes that should be
corrected prior to optimization. In most situations the
user has a limited amount of time to conduct the leak
test. For arguments sake, we have assumed that the
total test time (gross+fill+stab+test) presently
consumes the maximum time allowed for the
application. Since longer test time almost always
improves performance, you should extend the total test
time to the maximum allowed before beginning the
optimization process.

PRELIMINARY ACTION
Prior to beginning the actual optimization process,
check the following items:
1. Establish a master, leak free part for calibration
purpose. If possible, this part should be marked
and used as reference whenever a future
calibration problem arises.
2. Verify that the test circuit and master part is leak
free. To do this, place the master part in the tooling
fixture and run a test. As soon as the instrument
enters the “TEST” portion of the leak cycle, push
the HOLD button (the hold light should turn on).
Now watch the displayed pressure loss value. If the
part and tooling are indeed leak free, the reading
will eventually stabilize around a fixed value. If this
does not happen use a water and soap solution to
find the leak. As an interesting experiment, grasp
the brass test port with your hand warms the
metal, the pressure in the test circuit increases
(the pressure loss on the display decreases).
3. Make sure the relax timer is long enough to assure
repeatable calibrations. The purpose of the relax
timer is to allow a delay between sub sequent test
(including the calibration test) so the part can
return to a virgin state. The amount of time
required depends on your part and the test
pressure. If you are unsure, start at about one
minute and perform successive calibrations. If the
different between Reject (hi limit) loss and No leak
loss increases with increasing relax timer, then
continue to increases the relax timer until the
difference stays approximately constant.
 (Leak rate)(Test
time)(14.7)
Pressure loss (calculated) = volume*60
Where
• Leak rate is in cubic centimeters per minute.
• Test time is the “test” portion of the leak test
in second.
• Volume is the entire test volume (part+test
line) in cubic centimeters
• Pressure loss is in pound per square inch
Note: 16.39cc/cu.in.

Pressure loss (actual) = reject loss - no leak loss

If pressure loss (calculated) – pressure loss (actual) , then

there are no unusual forces at work and we can
skip to timer optimization section below.
Otherwise, we have to investigate non-liner
optimization.

NON LINEAR OPTIMIZATION

In this segment of optimization we will try to
determine why the calculated and actual pressure
losses do not agree. The ideas listed below must
be tested individually. To test an idea, implement
the recommendation and perform a calibration.
Then calculate the new pressure loss (actual). If it
is within 15% of pressure loss (calculated), you
have solved the non linear problem and can move
on the timer optimization section. Otherwise,
remove any change you made and proceed to next
idea. Combining ideas can be tried as soon as you
have become comfortable with the optimization
process.
1. Re-confirm the calibration orifice is not plugged.
Nine times out of ten, this is the root cause of
calibration problems.
2. Use a second master part for calibration. Some
parts (taillight assemblies comes to mind)
require very long relax times to return to virgin
condition (24 to 36 hour is not unusual). Since a
24 hour relax timer is not realistic, these
companies use two master part; one for the no
leak loss test and another for the reject loss test.
The tooling must release the part between the
two calibration tests to permit the exchange. If
you are using the Sentinel I-21/B-21/C-20 for
tooling control, set the auto cal method to
manual (orifice in panel).
3. Unclamp the part between auto cal tests. Similar
to idea #1, some parts (or the tooling seals) are
slowly deformed by the tooling forces that retain
it. If this happens, the part volume changes
differently between the two calibration tests.
Again similar to #1 above, release the part
during the relax time of auto cal. This time,
however, use the same master part for both
tests.
4. Increased the test timer at the expense of the fill
or stabilize timer.

TIMER OPTIMIZATION
Optimizing timers simply involves moving time
from one of three critical timers (fill, stab, or test)
to another and evaluating the resulting
performance by running multiple tests. Values for
the other timer (gross, exh) can be set as per the
rules below.
The gross timer value is the maximum time
allowed to reach the minimum test pressure (min
test press.). the actual time used is almost always
less then the timer value. Once the part reaches
the minimum test pressure, the instrument
automatically moves on the fill timer. Therefore,
the user will usually make this timer about twice as
long as normally required to fill the part.
The exhaust timer is used to vent air from the part
upon completion of the test.
Releasing the part before it is fully exhausted can
cause the seals to blow out of the tooling and can
also be unsafe. The actual value required depends
on the test pressure and the test volume. Since the
part must exhaust through the sentinel
instrument’s valve manifold, it may take 2-3
seconds or more to exhaust large parts. One
shortcut is to add a normally closed 120 vac valve
to the test line, wired to the EXHAUST output and
common of the instrument. The part will now
exhaust through both the manifold and the NC
valve. However the valveis now a part of the test
circuit. If it leaks, it will appear that the part leaks.
A good quality, bubble tight valve must be used.
Once the gross and exhaust timers are selected,
our focus turns to the Fill, Stab and Test timers. The
fill timer is the time during which the pressure
regulator is filling the part. This time should be
long enough to fill the part. The stabilization time is
something of a delay for part expansion, air
absorption, adiabatic heating etc. that cause
transient pressure loss to subside before the test
begins. In general we select a Fill/Stab time such
that most of this transient decay is finished before
the actual test begins. The test time is the time
during which we make high resolution pressure
measurements to determine if the parties accepted
or rejected.
Calculate the calibration ratio for these values:
CR= RL/NLL
Ideally this value is very small. This will occur if all
the transient pressure loss effects can decay to
zero before the test time. The ideal leak test has
the following calibrations:
NLL: <.0010
RL: >.0250
CR: >25

The practical values are more like:

NLL: .0221
RL: .0241
CR: 1.09
Optimization is an iterative process. If possible,
several different parts should be used throughout
the procedure

TOOLING AND PROCESSES

Unreliable fixturing and improper part sealing is by
far the biggest cause of unconfirmed rejects. Seals
should be made of cut resistance urethane and no
harder than 70 Durometer. The seal holder cannot
allow the seal to creep during testing. Tooling
cannot be allowed to deform the part during
testing or artificially help seal the part.
The test line should be made of 2000 psi Parker
tubing and should be no larger than is absolutely
necessary in order to minimize the test volume.
The instrument should be located above the part to
keep contamination away from the pressure
transducer and orifice,.
Warm or cold sources should be avoided. They
change the temperature of the part causing the
test pressure to fluctuate. Test parts should be
soaked at room temperature before testing to
assure consistent test performance.
HVAL PROJECT INTERLOCKS

INTERLOCKS OF LEAK TEST MACHINE

 Conveyor will stop after gun overstretch limit operates

 Main air pressure low will stop the machine

 Interlock of every cycle report print is there with bypass

through MMI facility

PART PARAMETERS

1. Prefill time: It is the maximum allowable time for measured

test pressure to reach 90% minus ( 0.3 psi or 0.3 kPa) of “Test
pressure” setting before starting the test sequence. This is not-
to-exceed time. Only actual time needed is used.
2. Fill time: It is the time allowed for regulated air to charge the
test part after reaching minimum test pressure and before
isolating the test part from the source air.
3. Stab time: It is the time allowed for pressure to stabilize in the
system after the part is isolated from the regulated air source
and before the pressure loss is measured.
4. Test time: It is the precise amount of time when pressure loss
is measured to calculate the Leak Rate value.
5. Exh time: It is the time delay after the end of the etst in order
for the part pressure to vent before the optional seal output is
released. When the optional seal output is set to “exhaust”, the
optional output goes on during the exhaust timer to activate an
external exhaust valve or mark all tested parts.
6. Relax time: It is the time required between tests only in
automatic calibration sequence. This timer should be at least 20
seconds.
7. Test press: It is the test pressure specified for the test.
Measured pressure must reach 90% of “test pressure” minus
( 0.3 psi or 0.3 kPa ) before prefill timer elapses. The measured
pressure must be maintained between 90% and 110% of “test
pressure” at the end of stabilization. The minimum pressure
must also be greater than 0.4 psi (3.0 kPa) to avoid testing parts
without air pressure.
8. Rej rate: it is the specified reject rate value used to reject parts
stated in sccm (standard cubic centimetres per minute). Settings
must be non-zero.
9. Max Neg Leak: It is the negative leak value below which tests
will be rejected due to process variations or seal creep.
10. Min Cal Ratio: It is the selectable minimum ratio allowed for
a good calibration.
11. No Leak Loss: It is the pressure loss value measured from the
master no leak part and stored during calibration cycle. (This
value can be changed after calibration)
12. Reject loss: It is the pressure loss value calculated for the
reject leak rate and stored during the calibration cycle.
13. Quik Testing: It is the plus and minus band area (OFF, 25, 50
or 75%) around the no leak loss curve where the test is
 stopped short. It also sets a high reject limit curve at an equal
distance above the reject loss curve where obvious reject tests are
stopped short.
14. Quik Test time: It is the time into the test cycle when the
initial pressure loss reading is compared to the Quik test bands to
determine whether to stop the test short. Minimum setting is 20%
of test time. The instrument will always calculate a Quik Test
Leak Rate at this point even if Quik Testing is set to OFF. This
enables the user to compare abbreviated test results to the full
cycle test results.
15. Process Drift Correction: It is the calibration adjustment or
offset allowed around the no leak loss for dynamic compensation
(zero shift) due to process fluctuations. (Percentage calculated on
difference between “no leak loss” and “reject loss”). The function
calculates the process drift on each ten pressure loss
measurements that are within the percent band around the “no
leak loss” pressure. Correction percentage values can be set at:
Off, 10, 25, 50, 90

AUTOMATIC PART CALIBRATION

(AUTO CAL)

The Sentinel C-20 instrument has a simple, automatic calibration

procedure. The calibration routine uses a NIST traceable leak orifice
manufactured to meet test specifications. The routine automatically
determines the pressure loss to leak rate relationship for the part. It
can be remotely activated using the programmable input. This
procedure is set up to activate in one of two ways:

AUTO : Calibration to one master part, testing it twice using the

internal calibrated orifice.
The Sentinel C-20 automatically tests one master production
part twice with a delay time between the tests. During the second test
an internal calibrated orifice is automatically valved into the test
pneumatics to duplicate a known leak in the production part. This is
the most commonly used method. This method requires that the part
responds with equal results when repeatedly tested with minimal time
between tests.

MANUAL : Calibration of two master parts using either the inernal

calibrated orifice or an external orifice.
After the test of the initial master part, the seal releases
to allow unloading of the part. After loading a second master part, a
start signal initiates the second test of the calibration process. The
system reseals and tests the second master part with the internal
calibrated orifice valved into the test pneumatics to duplicate a known
leak. If the calibrated leak is external to the instrument, the internal
orifce must be replaced with a plug. This method allows two parts to
be tested within the calibration process. This is advantageous when
one part can not be tested twice with equivalent results.

CALIBRATION ROUTINE FOR A PART

 Push the AUTO CAL button on the operator panel or provide

remte control to Prog In to begin the calibration procedure. The
display prompts the operator. After loading the master no leak
part into the fixture, push the START button or activate the
remote start input to initiate the test procedure.

 The system will make an initial test of the master production no

leak part to mesure the “no leak loss”

 Depending on the setup, the system will either wait and then
automatically retest the part using the calibrated orifice
integrally mounted on the pneumatic block or instruct the
operator to load a new master part and retest after receiveing a
start test input. Depending on whether an orifice or plug is
mounted in the orifice connection, the second part should either
be leak free or have a built in calibrated orifice.
  During the second test, the system activates the internal orifce
isolation valve to include the calibrated leak orifice or plug in
the test. The system uses the stored “orifice” value to calculate
the “reject loss” value for the part.

 If the loss during the first test equals or exceeds the second test
loss, the system will give an error message. The calibration will
not be saved.

 At the end of the Auto Cal routine, the instrument displays the
Cal Ratio for the calibration. The Cal Ratio is:

[Rej loss-No leak loss]/Rej loss.

If the reject loss is less than 0.001, Cal Ratio is:

[(Rej loss-No leak loss)/(Rej loss+0.001-No leak loss)].

The Cal Ratio is always less than 1. The best calibrations have a
ratio close to 1. Cal Ratios less than 0.1 are marginal
 After adjusting the instrument’s timers for optimal time cycle
and performance results, the Min Cal Ratio should be set to a
value slightly below the Cal Ratio value determined to be
normal for the test. During calibration routines that follow, the
instrument checks the calculated Cal Ratio against the Min Cal
Ratio. If the Cal Ratio is less than the Min Cal Ratio. The
system will give an error message. The calibration will not be
saved.

 Print or write down the part test parameters within MENU for
later references.

THEORY OF THE CALIBRATION PROCESS

The calibration process is performed to determine two factors:
-pressure loss that represents a good production part and
-the volume of the test system and part which relates pressure loss to
leak rate.

The first test of the two step process measures the pressure loss of a
leak free part. This pressure loss is stored as the “No Leak Loss”
value. This pressure loss represents a zero leak part. There is a relax
time before the start of the next test. This time allows the part to
return to a normal condition so that it will test like the first test. The
second test is conducted on the same or similar part with a known
calibrated leak orifice valved into the pneumatic circuit. This test
measures the total pressure loss associated with the no leak master
part plus the loss associated with a known hole or leak orifice in the
test circuit.
The computer calculates the difference between the first and second
test which is the pressure loss due to the calibrated leak orifice. The
instrument now has a calibrated relationship between pressure loss
and leak rate.

LR= (Volume x Pressure Loss x 60)/(test time x 14.7)

Constant= (Volume x 60)/14.7

 = (Orifice leak value x test time)/(calibrated leak loss-no
leak loss)
This relationship is based on the volume of the test part and all the
associated pneumatics. This relationship should remain constant as
long as nothing is changed in the part or test pneumatics. The
instrument then calculates the pressure loss associated with the “reject
rate”

Reject loss= (Reject rate x test time)/(constant) + no leak loss

This calculated pressure loss is stored as the “reject loss”. This valve
is used to decide whether a part is accepted or rejected. With a
dynamic production process, the actual pressure loss that represents
the no leak loss will change gradually over time due to the effects of
temperature, part elasticity and part material absorption. The function,
“Process Drift Correction” will track these changes in order to make
automatic corrections to offset the changes and display corrected leak
rates.

SCHEMATIC OF LEAKAGE TESTING MACHINE

LEAKAGE TEST ON THE ASSEMBLY LINE
To an observer not privy to the intricacies of the Leakage Test
Machine, this machine on the Assembly Line is just another test of the
Rear Axle.
Employing a combination of transducers and various valves, it fills
the axle with air at a pressure of 0.4 bar. Leakage from the axle is
possible at the following points:
1. Welded joints
2. Hub cover
3. Carrier joint
4. Stud nuts
5. Dowel pins
6. Adjustable screws
7. Pinion tail thread ring
8. Blow hole from beam
9. Blow hole from carrier
 As the air blows out from these points of leakage; whichever may be
present; a back pressure is produced which is measured by a
pressure transducer.
The time and pressure level reached is different for different sizes of
rear axles. The fill time and pressure reached during the filling of air
is recorded. The time taken for the air within to stabilize and the
turbulence to subside is called Stabilization Time (Stab time). This is
when the back pressure is created. After this period of time, the loss is
called for a very small period of time wherein the readings are
accurate. This is the Test time and is followed by Exh time (Exhaust
Time) during which the filled up air escapes from the axle. If the
volume of air calculated to be leaking is greater than 100 ccm, the
machine has major leakages and is branded as reject and is sent to the
Rectification Area to be worked upon. Leakages can be found earlier
in the Stab time as well if the pressure during this time drops below a
specified value. This indicates that air is leaking out in a large
quantity.
These rejected axles are taken to the Rectification Area where the
crude but accurate Soap Water test is carried out. In this test air is
filled into the axle with the only difference being that the oil pipe is
replaced by a drain plug. Soap water is then applied over the possible
points of leakage and if bubbles are formed it denotes that leakage has
occurred. This axle is then worked upon on the specific point of
leakage and is corrected after which it is despatched as a correct axle.
This soap water test is performed due to the fact that the Leakage
Testing Machine is not wholly accurate due to several factors. The
axle that is sometimes branded as leaking does not always turn out to
be a faulty one. This secondary test therefore identifies if the axle is
actually leaking or not.
PROJECT OBSERVATION

The Leakage Test Machine was observed for a period of week and the
following axles were found rejected. The time during which they were
pronounced rejected was also noted i.e. Stab Time or Test Time.
S. No Axle No. Rejection Time
1 26982 Stab Time
2 27549 Stab Time
3 24300 Stab Time
4 26296 Stab Time
5 26996 Stab Time *Fill Time
6 27619 Stab Time indicates that there
7 27355 Stab Time was a major
8 26511 Stab Time leakage in the rear
9 27633 Stab Time axle due to
10 27636 Stab Time misfitting parts or
11 27382 Stab Time parts that were not
12 27386 Stab Time tightened
13 27656 Stab Time properly. These
14 27605 Test Time parts caused such
15 27664 Fill Time* leakage that the
16 27667 Test Time initial Fill Time of
17 27902 Fill Time* the Leakage
18 27674 Stab Time Testing procedure
19 27810 Stab Time was not completed
20 27401 Test Time as the air was not
21 27819 Stab Time being filled.
22 27826 Stab Time
23 27830 Test Time
24 27915 Test Time
25 27920 Stab Time A few of the above
26 27833 Stab Time recorded axles
27 27428 Fill Time* were randomly
28 27429 Stab Time selected at the
Rectification Area
29 27932 Stab Time
and were observed
30 27838 Stab Time
while they were
31 27419 Stab Time
being tested again
32 27925 Stab Time
by the soap water
33 27422 Stab Time test. The
34 27933 Stab Time observation is as
35 27846 Stab Time follows:
36 27848 Stab Time
37
S. No. 27939
Axle No. Stab
SoapTime
Test result
38 27937 Test Time
39 27888 Stab Time
40 27889 Stab Time
41 27708 Stab Time
42 27727 Test Time
1 26982 OK
2 27549 OK
3 24300 OK
4 26296 OK
5 27833 OK
6 27933 OK
7 27846 OK
8 27848 OK

All the above axles were tested at the Rectification Area and were
observed while at it. The soap water test, considered accurate
pronounced each of the above axles as leakage free. This shows
that there was an error in the indication of the Leakage Testing
Machine.
Thus the Leakage Testing Machine is not entirely accurate and
hinders our objective of achieving a “One Shot Go” assembly line of
Rear Axles.

POSSIBLE CAUSES OF INACCURACY

There are quite a few causes for the inaccuracy of the machine.
Broadly they can be classified as:
1. Manual Errors
2. Operational Errors

1. Manual Errors: These are the errors made by the operator of

the Leakage Testing Machine or by other workers somewhere on
the Assembly line. Manual error comprises:
 • Adaptor not properly placed

• Different parts of the axle not fit properly

• Screws and bolts not tightened or missed out

• Welding not properly done

• The button of the adaptor not fully pressed while

testing

• Gun loosely fitted

2. Operational Errors: These errors are not caused by the

operator but occur because of other circumstances. An example
is that when the axle comes for testing, it may have chips stuck
in the grooves where the air filling gun is placed. These chips
cause a misfit of the gun and thus produce an air gap for
leakage. Such errors cannot be foreseen and cause a leakage
indication but when tested by soap water after the chips are
removed show no leakage. Another example is the overstretch
of the air filling pipe which might cause air to leak from gaps
produced in the pipe.
 Recommendations
After completion of the project, a few recommendations for the
achievement of our objectives are presented here:

1. Manual errors must be minimized as much as possible.

Specific training must be given to employees to emphasize the
magnitude of these errors and methods how to reduce them.

2. It has been noted that at the Rectification area, the pressure of

the air being filled in the Soap Water test is 0.25 bar while the
Leakage Test machine fills it at 0.4 bar. This discrepancy in
the pressure can give contradicting results. It must be ensured
that both the pressures are the same.

3. Air at the Rectification Area is usually filled for a short

amount of time due to rush in the assembly line. This does not
always fill up enough air to detect leakage from all points. This
filling up time must be increased to give more accurate
results.

4. If feasible, the soap water test could be incorporated into the

main assembly line as a supplement to the test machine.
CONCLUSION
This project, now concluded, has been possible only because of the co-
operation of several people involved. This project has helped in making
me understand concepts that would otherwise have stayed unclear not
to mention the practical experience that I have gained while going about
doing my project.
I hope this project helps HVAL in achieving its target of “One Shot Go”
at the Rear Axle assembly line and in better usage of the Leakage
Testing Machine. Certain recommendations have been made which I
hope can help bring abut this.
This project has been more interesting and informative than I could ever
have imagined and it is HVAL I would like to thank for the opportunity.