INTERNSHIP REPORT

Name:CH.Eshwar Krishna
ID.No:13007351

This to certify that S.Ravi Teja (13007066) of B.Tech Mechanical Branch have
undergone a 4 weeks industrial training in organization Mithra Auto Agencies.

Under 4 weeks of training I have gained few knowledge about automobiles.

For Example about Braking System, Strut, Filters, Tyre Rotation, Wheel Balancing,
Wheel Alignment, Gear Box Dismantle, Engine.

Breaking system:

I have observed that some maruti cars have Anti-Lock breaking system (ABS) and some
cars have Electronic Brake Force Distribution (EBD).

Anti-Lock braking System or ABS is a safety system which prevents the wheels on a
moving vehicle from locking up(or cease while rotating) while
braking.

Electronic brake- force distribution is an automobile brake technology that automatically

varies the amount of force applied to each of a vehicles brakes, based on road conditions,
speed, loading, etc.

Strut:

An automotive suspension strut combines the primary function of a shock absorber with
the ability to support sideways loads not along its axis of compression, somewhat similar
to a sliding pillar suspension, thus eliminating the need for an upper suspension arm

Filters:
There are 3 types of filters.
1. Fuel filter
2. Air filter
3. Oil filter

Fuel filter:

Diesel filter:

As the filter gets dirty the fuel pump has to work harder (draws more current), and will
burn out faster.

Air filter:

Condition

Change or Clean

Clean and White

No

Slightly Dirty

No, most efficient

Thin Layer of Dirt

Clean

Caked With Dirt

Change

If we won't change Air filter after caked with dirt it doesnt give pick up.

Oil filter:

Oil filters are changed whenever oil is to be changed. Generally Engine Oil is changed
for every 10000 K.m.

Gear oil is changed for every 40000 K.m.

Tyre Rotation:
There are 4 Tyre and 5 Tyre wheel rotation

Wheel rotation is due to some tyres will have more pressure while travelling on uneven
surfaces or roads and it life span decreases.when we use wheel rotation method lide span
of tyres will be more.

CLUTCH:

Clutches are useful in devices that have two rotating shafts. In these devices, one of the shafts is
typically driven by a motor or pulley, and the other shaft drives another device. In a drill, for
instance, one shaft is driven by a motor and the other drives a drill chuck. The clutch connects
the two shafts so that they can either be locked together and spin at the same speed, or be
decoupled and spin at different speeds.
In a car, you need a clutch because the engine spins all the time, but the car's wheels do not. In
order for a car to stop without killing the engine, the wheels need to be disconnected from the
engine somehow. The clutch allows us to smoothly engage a spinning engine to a non-spinning
transmission by controlling the slippage between them.
A clutch works because of friction between a clutch plate and a flywheel.
GEARBOX:

TRANSMISSION, OR GEARBOX?
That question depends on which side of the Atlantic you're on. To the Europeans, it's a gearbox.
To the Americans, it's a transmission. Although to be truthful, the transmission is the entire
assembly that sits behind the flywheel and clutch - the gearbox is really a subset of the
transmission if you want to split hairs.
Either way, this page aims to deal with the whole idea of getting the power from your engine to
the ground in order to move your car (or bike) forwards.

MANUAL GEARBOXES - WHAT, WHY AND HOW?

From the Fuel & Engine Bible you know that the pistons drive the main crank in your engine so
that it spins. Idling, it spins around 900rpm. At speed it can be anything up to 7,500rpm. You
can't simply connect a set of wheels to the end of the crank because the speed is too high and too
variable, and you'd need to stall the engine every time you wanted to stand still. Instead you need
to reduce the revolutions of the crank down to a usable value. This is known as gearing down the mechanical process of using interlocking gears to reduce the number of revolutions of
something that is spinning.
A QUICK PRIMER ON HOW GEARS WORK

In this case I'm talking about gears meaning 'toothed wheel' as oppose to gears as in 'my car has
5 gears'. A gear (or cog, or sprocket) in its most basic form is a flat circular object that has teeth
cut into the edge of it. The most basic type of gear is called a spur gear, and it has straight-cut
teeth, where the angle of the teeth is parallel to the axis of the gear. Wider gears and those that
are cut for smoother meshing are often cut with the teeth at an angle, and these are called helical
gears. Because of the angle of cut, helical gear teeth have a much more gradual engagement with
each other, and as such they operate a lot more smoothly and quietly than spur gears. Gearboxes
for cars and motorbikes almost always use helical gears because of this. A side effect of helical
gears is that if the teeth are cut at the correct angle - 45 degrees - a pair of gears can be meshed
together perpendicular to each other. This is a useful method of changing the direction of
movement or thrust in a mechanical system. Another method would be to use bevel gears.

The number of teeth cut into the edge of a gear determines its scalar relative to other gears in a
mechanical system. For example, if you mesh together a 20-tooth gear and a 10-tooth gear, then
drive the 20-tooth gear for one rotation, it will cause the 10-tooth gear to turn twice. Gear ratios
are calculated by divinding the number of teeth on the output gear by the number of teeth on the
input gear. So the gear ratio here is output/input, 10/20 = 1/2 = 1:2. Gear ratios are often
simplified to represent the number of times the output gear has to turn once. In this example, 1:2
is 0.5:1 - "point fiveto one". Meaning the input gear has to spin half a revolution to drive the
output gear once. This is known as gearingup.

Gearing down is exactly the same only the input gear is now the one with the least number of
teeth. In this case, driving the 10-tooth gear as the input gear gives us output/input of 20/10 = 2/1
= 2:1 - "two to one". Meaning the input gear has to spin twice to drive the output gear once.

By meshing many gears together of different sizes, you can create a mechanical system to gear
up or gear down the number of rotations very quickly. As a final example, imagine an input gear
with 10 teeth, a secondary gear with 20 teeth and a final gear with 30 teeth. From the input gear
to the secondary gear, the ratio is 20/10 = 2:1. From the second gear to the final gear, the ratio is
30/20 = 1.5:1. The total gear ratio for this system is (2 * 1.5):1, or 3:1. ie. to turn the output gear
once, the input gear has to turn three times.
This also neatly shows how you can do the calculation and miss the middle gear ratios ultimately you need the ratio of input to output. In this example, the final output is 30 and the
original input is 10. 30/10 = 3/1 = 3:1.
Collections of helical gears in a gearbox are what give the gearing down of the speed of the
engine crank to the final speed of the output shaft from the gearbox. The table below shows some
example gear ratios for a 5-speed manual gearbox (in this case a Subaru Impreza).
Gear

Ratio

RPM of gearbox output shaft

when the engine is at 3000rpm

1st

3.166:1

947

2nd

1.882:1

1594

3rd

1.296:1

2314

4th

0.972:1

3086

5th

0.738:1

4065

Final drive - calculating speed from gearbox ratios. It's important to note that in
almost all vehicles there is also a final reduction gear. This is also called a final drive or a rear- or
front-axle gear reduction and it's done in the differential with a small pinion gear and a large ring
gear (see the section on differentials lower down the page). In the Subaru example above, it is
4.444:1. This is the final reduction from the output shaft of the gearbox to the driveshafts coming
out of the differential to the wheels. So using the example above, in 5th gear, at 3000rpm, the
gearbox output shaft spins at 4065rpm. This goes through a 4.444:1 reduction in the differential
to give a wheel driveshaft rotation of 914rpm. For a Subaru, assume a wheel and tyre combo of
205/55R16 giving a circumference of 1.985m or 6.512ft (seeThe Wheel & Tyre Bible). Each
minute, the wheel spins 914 times meaning it moves the car (914 x 6.512ft) = 5951ft along the
ground, or 1.127 miles. In an hour, that's (60minutes x 1.127miles) = 67.62. In other words,
knowing the gearbox ratios and tyre sizes, you can figure out that at 3000rpm, this car will be
doing 67mph in 5th gear.
MAKING THOSE GEARS WORK TOGETHER TO MAKE A GEARBOX

If you look at the image here you'll see a the internals of a generic gearbox. You can see the
helical gears meshing with each other. The lower shaft in this image is called the layshaft - it's
the one connected to the clutch - the one driven directly by the engine. The output shaft is the
upper shaft in this image. To the uneducated eye, this looks like a mechanical nightmare. Once
you get done with this section, you'll be able to look at this image and say with some
authority, "Ah yes, that's a 5-speed gearbox".

So how can you tell? Well look at the output shaft. You can see 5 helical gears and 3 sets of
selector forks. At the most basic level, that tells you this is a 5-speed box (note that my example
has no reverse gear) But how does it work? It's actually a lot simpler than most people think
although after reading the following explanation you might bein need of a brain massage.
With the clutch engaged (see the section on clutches below), the layshaft is always turning. All
the helical gears on the layshaft are permanently attached to it so they all turn at the same rate.
They mesh with a series of gears on the output shaft that are mounted on sliprings so they
actually spin around the output shaft without turning it. Look closely at the selector forks; you'll
see they are slipped around a series of collars with teeth on the inside. Those are the dog gears
and the teeth are the dog teeth. The dog gears are mounted to the output shaft on a splined
section which allows them to slide back and forth. When you move the gear stick, a series of
mechanical pushrod connections move the various selector forks, sliding the dog gears back and
forth.

In the image to the left, I've rendered a close-up of the area between third and fourth gear. When
the gearstick is moved to select fourth gear, the selector fork slides backwards. This slides the
dog gear backwards on the splined shaft and the dog teeth engage with the teeth on the front of
the helical fourth gear. This locks it to the dog gear which itself is locked to the output shaft with
the splines. When the clutch is let out and the engine drives the layhshaft, all the gears turn as
before but now the second helical gear is locked to the output shaft and voila - fourth gear.

Grinding gears. In the above example, to engage fourth gear, the dog gear is disengaged from
the third helical gear and slides backwards to engage with the fourth helical gear. This is why

you need a clutch and it's also the cause of the grinding noise from a gearbox when someone is
cocking up their gearchange. The common misconception is that this grinding noise is the teeth
of the gears grinding together. It isn't. Rather it's the sound of the teeth on the dog gears skipping
across the dog teeth of the helical output gears and not managing to engage properly. This
typically happens when the clutch is let out too soon and the gearbox is attempting to engage at
the same time as it's trying to drive. Doesn't work. In older cars, it's the reason you needed to do
something called double-clutching.
Double-clutching, or double-de-clutching (I've heard it called both) was a process that needed to
happen on older gearboxes to avoid grinding the gears. First, you'd press the clutch to take the
pressure off the dog teeth and allow the gear selector forks and dog gears to slide into neutral,
away from the engaged helical gear. With the clutch pedal released, you'd 'blip' the engine to
bring the revs up to the spee.