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INTRODUCTION ABOUT H.R.T.C

O R G A N I ZA T I ON A L S T R U C T U R E

Himachal Road Transport Corporation is head by a Boardof Directors with Transport Minister as theChairman. Managing Director is the Chief

Executive of the Corporation.Himachal Road Transport Corporation has a three tier

structure. The Corporate Office at Shimla controls 4 Divisional Offices located at Shimla, Mandi, Hamirpur and Dharamshala. These 4 Divisions controls 23 Regional Offices Depots under them.

I.D I V I SI O N

SHIMLA 1.R E G I ON S Taradevi

2. Rural Unit, Dhalli.3. Local Unit, Dhalli

4. Rekong Peo5. Rampur6. Rohroo7. Solan8. Nahan

II MANDI 1. Mandi

2. Kullu3. Keylong4. Sarkaghat5. Sunder Nagar

III HAMIRPUR 1. Hamirpur2. Dehra3. Una4. Bilaspur5. Nalagarh

IV DHARAMSHALA 1. Dharamshala

2. Pathankot3. Chamba4. Palampur5. Baijnath

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6. Jassur

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At the Corporate Office, the Managing Director is assisted by Chief General Manager, Financial Advisor & Chief Accounts Officer, and General Manager Admn. The corporate office has different Sections as :-

S E C T I O N S O F F I C E R I N C H A R G E

1. Administration HRD G.M. Admn / R.M. Admn.2. Accounts Banking, Budget, F.A. & C.A.O / D.C. F&A

3.Pension, Fund & AuditTraffic R.M. Traffic

4. Legal & Labour D.D.M. L & L5. Works/Building D.M. Tech / D.D.M Tech.6. Central Purchase Agency

StoreD.D.M. Tech / R.M. Store

7. Establishment & Accounts HQ R.M. Hqr.8. Computer/Inspection/.

StatisticD.M. IT /Computer Programmer.

Four Divisional Office at Shimla, Hamirpur, Mandi and

Dharamshala are headed by Divisional Manager respectively. Divisional Offices is an important channel between the Corporate Office and the Regional Offices. Divisional Managers are assisted by the Manager Tech., Regional Manager Traffic, Regional Manager Enquiry and Asstt. Controller F & A.

The Regional unit depot in any transport undertaking is the key operating unit. In Himachal Road Transport Corporation, 23Regions are functioning under 4 Divisions, Each region is headed bya Regional Manager. These Regional Managers are assisted by Works Manager, Traffic Manager,

Superintendent, Inspectorate Staff, Sr. Store Keeper, Store Keepers for the smooth functioning in terms of

operational, technical, administrative and inventory management activities.

Apart from above Divisional Offices/Regional Offices, HRTC has its four Divisional Workshops located at Taradevi, Parwanoo, Mandi & Jassur. These four Divisional Workshops undertake the major repair work of buses of Units falling under the respective division. Besides major repair work, except D.W. Taradevi, all Divisional Workshops are undertaking the work of fabrication/ re- fabrication of

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HRTC Ordinary and Semi Deluxe buses. These workshops are headed by a Technical Officer viz. Manager Tech. or D.D.M. Tech or D.M Tech.

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D I V I S I O N A L W O R K S H O P S 1. Taradevi2. Mandi3. Jassur4. Parwanoo

SE TTIN G UP.

At the time of Independence, Himachal was formed as a "C" classState by merger of 33 hilly States of North-Western Himalayas on15th April, 1948. Passenger and goods services were nationalized in the Pradesh in July, 1949. During the year 1958, a Corporation,"Mandi-Kullu Road Transport Corporation" was floated jointly by the Govt. of Punjab, Himachal and Railways under the Road Transport Corporation Act, 1950 basically to operate on the joint routes in the States of Punjab and Himachal. With the re-organization of Punjab State in 1966, few hilly areas of Punjab were merged in Himachal and operational areas of Mandi-Kullu Road Transport Corporation came entirely in the expanded State of Himachal. On 02.10.1974, Himachal Govt.

Transport was merged with Mandi-Kullu Road Transport Corporation and was renamed what even today is known as Himachal Road Transport Corporation.

G R O W TH .

After the formation of Himachal on 15th July, 1948 the network of roads had received top-most priority of the Government. At present the road network is widely spread in Himachal. In 1974 total routes operated by HRTC were 379 which have grown to 1967 in 2007-2008 and the fleet strength has grown from 733 to 1881 in 2009-2010. Bus remains the sole mode of passenger transportation in thestate as railways have a negligible presence in the State. The narrow gauge lines connecting Pathankot with Jogindernagar and Kalka with Shimla are so slow moving that a very small percentage of traffic is carried by them at present; thereby leaving the onus of carrying the passenger traffic on to bus transport. The growth of HRTC viz-a-viz its formation is as under:-

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Particular Status on 2.10.1974 2008-2009

Number of Buses 733 1881Number of Routes 379 1941Annual Coverage 3.03 Crore Kms. 16.19 Crore Kms.Number of Divisions Nil 4

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B U S T Y P E S

HRTC is operating four types of buses.

o Ultra Luxury AC Buses - HIMSUTAo Luxury AC Buses - HIMGAURAVo

o

Deluxe BusesOrdinary Buses

- HIM MANI

U l t ra L u x u ry A i r C o n d i t i o n ed B u s es ( H I M S U T A )

HRTC is operating Ultra Luxury AC Buses (Volvo & its equivalent) from Delhi to Shimla, Manali and Dharamsala vice versa. Theses buses are equipped with latest and comfortable facilities to the passengers.

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I n n e r V i e w o f V o l v o A i r C o n d i t i o n e d B u s

L u x u ry A C B u s es ( H I M G A U R A V )

HRTC is operating Luxury AC Buses ( 2X2 ) to and fro Delhi from Shimla, Manali, Dharamsala and Palampur. Theses buses are equipped with Luxury Push Back Seats.

Del u xe B u s es ( H I M M A N I )

HRTC is operating non AC Deluxe Buses ( 2X2 ) to and fro Delhi from Shimla, Manali, Dharamsala and Palampur. Theses buses are equipped with Luxury Push Back Seats.

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Or d i n ar y B u s e s

Or dinary Buses (2X 3) a re equipped with latest comfor table hi-tech sea ts . These buses are plie d on lo ng and intra-state routes o n ordinary far e to provide the

passe ngers eco no mic comfortable journey.

O P E R A T I O N

Himachal is geogr aphica lly so situated that it has go t thre e diffe rent regions viz. high hills in inner Hima layas , mid-Himalayan r anges and foo thill plains . The inner Himala yan range s have the least po pulatio n de ns ity wherea s it inc rease s as the height decrea ses be ing we ll po pulated in the foo thill pla ins . Thus , tra ffic density is acc ordingly dictated and so is the roa d network. The o peratio n of HRT C e xpanded as the ro ad network expanded or enlar ged in the las t 50 yea rs le ading to expans ion in its flee t.

The top priority that the State Govt. had, from one plan to another, was to connect far-flung areas of the Pradesh so that the roadtransport could become basic infrastructure for development. The case,in example, is the expansion of road network in the apple belt in Himachal where large tracks of land came under orchards and to unload to its produce in the market. As a result, a wide network ofroad was built in the last 50 years which not only provided the mode of transportation for the farm produce, but also the infrastructure for essential services like education, health etc. The hardship that the HRTC encountered was that its operation expanded more in the farflung areas and on newly constructed roads which led to less utilization of stock, higher expenses on operation and lass yield in revenues. Case in example, is the HRTC operation in tribal areas of H.P. viz. district of Kinnaur, district of lahaul & Spiti and pangi and Bharmour Sub- divisions of Chamba district. During early sixties, disassembled jeeps were taken across Rohtang Pass ( 13,000 feet height), reassembled within the valley and then operated as buses. Inputs for operation like fuel, spare-parts were carried on human backs to the valley. Atpresent, though a road exists across the Rohtang Pass, which closes to traffic from October to June whereas the valley remains open for operation till December and reopens for

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operation in April. Thus, around 14 vehicles are stranded in the valley from December to April without any operation. The staff is ferried by helicopter in December every year to Kullu and carried back to the valley in April in the samemanner. The operations thus are not, only highly uneconomical, but also are hazardous. The operations in this valley are essential for

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intra-valley movement for normal human needs like education, health, supplies etc. Thus, benefits, though accrue to the residents of the valley, but leads to aggravation of losses to the Corporation. Similar is the situation in operation in the valley of Kinnaur where the operations touch the height of 15,000 feet almost for 10 months in a year. Operations in valley of Kinnaur acquire more importance for obvious reasons as it is situated on the border with Tibbet. Even today, the operations in the valley of Pangi are met with the mini buses and jeeps. In the socio-economic situation that accrue in the State today, one cannot think of economics of operations as the benefits that accrue to the people by the bus services are of vital importance to the economy of these areas. To quantify these benefits that accrue to the people is a matter of study. However, indicators of level of education, accessibility to health services etc. are evident from the statistical figures published by the State Government.

O P E R A T I ONA L J U R I S D I C T I O N

The operational jurisdiction of the Corporation is divided into fourDivisions ( Located at Shimla, Mandi, Hamirpur and Dharamshala )having 23 depots ( Located at Shimla-1, Shimla-2,

Shimla-3, Rampur Rohru, Recongpeo, Solan, Nahan, Bilaspur, Una, Dehra, Nalagarh, Hamirpur,

Sunder Nagar, Sarkaghat, Kullu,Mandi, Keylong, Baijnath, Palampur,

Dharamshala, Pathankot and Chamba). These depots are supervised and controlled by the RegionalManagers.

O P E R A T I ONA L A C T I VI T I E S

Besides its operation in the entire Himachal Pradesh including tribal districts of the State, HRTC operates its

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buses in neighboring Statesof Punjab, Haryana, Rajasthan, Uttar Pradesh, Jammu & Kashmir, Union terrirories of Chandigarh and Delhi. Further, it has acquired distinction to ply its buses to the highest village of the Asia and also its buses cross through the three Worlds highest passes namely; Bara-Lacha, Kunjam and Rohtang. HRTC is plying its buses in remotest area of

the pradesh, which includes Kuchha and dangerous roads, where private operators hesitate to ply the buses.

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TYPES OF BUS USED BY H.R.T.C:

1) TATA 1512 TC TURBO BUS

SPECIFICATIONS

ENGINE

MODEL 6BT CUMMINS 5.9

TYPE WATER –COOLED DIRECT INJECTION

TURBOCHARGED , INTER – COOLED DIESEL ENGINE

NO . OF CYLINDERS 6 INLINE

BORE / STROKE 102 MM /120MM

CAPACITY 5883 CC

MAX. ENGINE OUTPUT 93.5KW (125.3 HP) AT 2500 RPM AS PER SAE J 1995

MAX . TORQUE 410 NM (41.8 MKG) AT 1400-1700 RPM

COMPRESSION RATIO 17.6 :1

FIRING ORDER 1 –5 –3 –6 –2 –4

AIR FITLER DRY TYPE REMOTE MOUNTED

OIL FILTER FULL FLOW SPIN ON PAPER TYPE

FUEL FILTER PRE AND FINE FILTRATION WITH WATER SEPARATOR

FUEL INJECTION PUMP MICO "A" TYPE INLINE

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GOVERNER BUILT IN CENTRIFUGAL TYPE

TURBOCHARGER HOLSET

CAPACITY OF COOLING

SYSTEM

~ 24 LITRES (TOTAL)

CRANK CASE OIL CAPACITY MAX. 14.3 LITRES, MIN. 12.3 LITRES

WEIGHT OF ENGINE 413 KG (WITH FLYWHEEL & ALTERNATOR BUT WITHOUT STARTER & AIR COMPRESSER)

RADIATOR FRONTAL AREA 2887 SQ CM

COOLANT WATER AND ETHYLENE GLYCOL IN 1:1 RATIO

CLUCH SINGLE PLATE DRY FRICTION TYPE

OUTSIDE DIAMETER OF CLUTCH LINING

310 MM

FRICTION AREA 1030 SQ. CM. (APPX.)

GEAR BOX

MODEL TATA GBS-40 SYNCHROMESH

NO. OF GEAR 5 FORWARD AND 1REVERSE

GEAR RATIO 1ST

- 7.83 4TH

- 1.58

2ND - 4.18 5TH - 1.00

3RD - 2.43 REVERSE –7.31

REAR AXLE SINGLE REDUCTION, HYPOID GEARS, FULLY FLOATING AXLE SHAFTS

RATIO 5.285:1 (37/7) STANDARD

5.857:1 (41/7) OPTIONAL

FRONT AXLE HEAVY DUTY, FORGED I BEAM, REVERSE ELLIOT TYPE

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STEERING

STANDARD MANUAL STEERING, RECIRCULATING BALL TYPE WITH RATIO 34.2:1 FOR 32, 42 AND 52 WHEEL BASESINTEGRAL HYDRAULIC POWER ASSISTED STEERING FOR 59 WHEEL BASE

OPTIONAL POWER STEERING FOR OTHER WHEEL BASES

BRAKES

SERVICE BRAKES FULLY DUPLICATED FULL AIR S-CAM BRAKES SYSTEM

BRAKES DRUM DIAMETER 410 MM

LINING AREA FRONT – 2180 SQ.CM.

REAR - 2 470SQ.CM.

TOTAL - 4650 SQ.CM

PARKING BRAKE TYPE HAND OPERATED,

TYPE SPRING ACTUATED, PARKING BRAKE ACTING ON REAR WHEELS

ENGINE EXHAUST BRAKE COUPLED WITH SEVICE BRAKE

FRAME LADDER TYPE HEAVY DUTY FRAME WITH RIVETTED/ BOLTED CROSS MEMBERS.

SIDE MEMBERS ARE OF CHANNEL

SECTION. DEPTH : 223 MM (MAX)WIDTH : 60 MM

SUSPENTION

TYPE SEMI ELLIPTICAL LEAF SPRING AT FRONT AND REAR

SPRING SPAN FRONT - 1450 MM

REAR - 1 600 MM

LEAF WIDTH FRONT - 70 MM

REAR - 8 0 MM

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SHOCK ABSORBERS HYDRAULIC DOUBLE ACTING TELESCOPIC TYPE AT FRONT AND REAR

WHEELS & TYRES

TYRES 9.00 X 20-14 PR

WHEEL RIMS 7.00 X 20

NO. OF WHEELS FRONT:2, REAR : 4, SPARE :1

FUEL TANK

CAPACITY 160 LITRES

CAB/ COWL ALL STEEL FULL FORWARD CONTROL

ELECTRICAL SYESTEM

SYSTEM VOLTAGE 24 VOLTS

ALTERNATOR CAPACITY 45 AMPS

BATTERY 2 x 12 V, 180 AH

PERFORMANCE

MAX. GEARED SPEED IN TOP GEAR WITH STANDARD REAR AXLE

87 KMPH FOR STANDARD RA RATIO79 KMPH FOR OPTIONAL RATIO OF RA

MAX. CLIMBING ABILITY IN 1

ST GEAR WITH STANDARD

GEAR BOX & REAR AXLE

16.2% FOR STANDARD RA RATIO18%FOR OPTIONAL RATIO OF RA

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2) TATA 1510

SPECIFICATIONS

Engine

Model 697 NA

Type Inline water cooled direct injection diesel engine.

Bore/Stroke 97 mm/128 mm

No. of cylinders 6

Displacement 5675 cc

Compression Ratio 17:1

Max. engine output (as per DIN 70020)

110 PS (82 kw) at 2400 rpm

Maximum torque (as per DIN 70020) 37 mkg (363 Nm) at 1800-2000 rpm

Taxable horse power 35

Air filter Oil bath type

Fuel Filter 2 stage pre and fine filtration

Capacity of cooling system 18 litres

Oil filter Full flow paper typeClutch

Type Single plate dry friction type with diaphragm springs

Facing diameter 310 mm

Frictional area 1030 sq. cm.Gear box

Model GBS-40

No. of gears Forward 5, Reverse 1

Gear Ratio 1st - 7.51, 2nd - 3.99, 3rd - 2.50, 4th -1.51, 5th - 1.00, Reverse - 6.93

Front Axle Forged I Beam reverse Elliot typeRear Axle Single speed - Hypoid drive full

floating axle shaft

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Ratio 5.857:1 (41/7)Steering Re-circulating ball type

Ratio 34.2:1

Steering wheel diameter 550 mm

Optional Power steeringFrame Ladder type cold riveted

Long member size 223 x 60 x 7Suspension

Type Semi-elliptical laminated springs

Spring span Front - 1450 mm, Rear - 1600 mm

Leaf Width Front - 70 mm, Rear - 80 mm

Shock absorbers Hydraulic double acting on both front and rear axles

Brakes

Service brake Dual circuit air over hydraulic treadle valve actuated

Brake drum dia. Front - 410 mm, Rear - 410 mm

Braking area Front - 2180 sq.cm., Rear - 2470 sq.cm., Total - 4650 sq.cm.

Parking brake Integral with spring brake actuator on rear axle, graduated control

Engine exhaust brake Pneumatically operated coupled with service brakes

Wheels and Tyres

Wheel Rim size 7.00 x 20

Tyres size 9.00 x 20 - 14 PR - Nylon

No. of wheels Front - 2, Rear - 4, Spare - 1, Total - 7

No. of tyres Front - 2, Rear - 4, Total - 6Electrical System Standard Optional

System voltage 12 Volts 24 Volts

Alternator capacity 53 Amps 29 Amps

Battery capacity 12V, 180 Ah 2 x 12 V / 4 x 6 VFuel Tank Capacity 160 litresPerformance

Max. geared speed in top gear with standard rear axle

73.2 km/ph

Max. climbing ability in 1st gear with standard gear box and rear axle

19.2%

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LPO1510/37

LPO1510/47

LPO1510/55

LPO1510/60

Min. turning circle dia. in mm(as per IS9435)

15100 1857520060 21995

Min. turning clearance circle dia. in mm(as per IS 9435)

17190 2063022190 24115

Dimension (mm) (as per IS 9435) LPO1510/37

LPO1510/47

LPO1510/55

LPO1510/60

Wheel base 3755 4725 5545 6025

Front overhang 1655 1655 1655 1655

Rear overhang 1970

-

2805

-

2770 (50% ROH)

3325 (60% ROH)

-

3615 (60% ROH)

Overall length 7380

-

8835

-

9970 (50% ROH)

10525 (60% ROH)

-

11295(60% ROH)

Max. width 2434 2434 2434 2434

Track front 1915 1915 1915 1915

Track rear 1752 1752 1752 1752

Min. ground clearance in mm Salisbury type rear axle

270

Banjo type rear axle

245

Weights (kg.)

Bare chassis kerb weight with cowl as per IS 9211 (with spare wheel and tools)

3820 3950 4010 4060

Max. G.V .W 13200 13200 13200 13200

Permissible F.A.W. 5080 5080 5080 5080

Permissible R.A.W. 10160 10160 10160 10160

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Main sho ps i n Mandi W o rksho p

a) Chassis or Fabrication shop

b) Gear shop

c) Engine

shop d) Tyre

shop

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CCHHAASSSSIISS SSHHOOPPChassis is the main part of vehicle. Chassis =

Vehicle - body

M a i n p ar t s o f C h a ss i s

1. Radiator2. Engine3. Fly wheel4. Clutch5. Gear box6. Universal joint7. Propelled shaft8. Differential9. Axle shaft

S o m e o t h e r m a i n p ar t s o f C h a ss i s ar e :

1. Leaf spring2. Oil tank3. Battery4. Tyre5. Seat

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Bus Frame

FABRICATION:-

When the chassis is coming in the workshop, first of all bus frame is prepared after that its roof is prepared.

1. Frame with the help of electric are welding2. Roof3. Check sheet having thickness 3.25 and 1.25mm4. Check sheet is adjusted with the help of nut and bolt.5. After that seats are fitted.

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GEAR SHOP

S y n c h r o m e s h G e a r B ox :

This type of Gear Box is similar to the constant mesh type in that all the gears on the main shaft are in

constant mesh with the corresponding gears on the lay shaft or counter shaft. The gears on the counter shaft are fixed to it while those on the main shaft are free to rotate on the same. This is the provision of synchromesh device which avoids the necessity of double declutching. The parts which ultimately are to be engaged, first brought into frictional contact which equalizes their speed, after which these may be engaged smoothly.

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T he ge a r bo x ar e o f t w o t y p e s : -

i) Constant mesh gear box ii) Synchromesh gear boxConstant mesh gear box is not used in the present vehicles only the synchromesh gear box is used. This is used in every vehicle, because of the following.i) Easy to operate.ii) There is no wear and tear in the gear box or gears.iii) Because of the synchromesh the gear shifting is easy. After this they told us about the complete parts of the gear box when they are working over there we also done the dismantling and assembly of thegear box.

M a in pa r t s : -

i). Main shaft - Drive gearii) Counter shaft - Driven geariii) Housingiv) Driving flangev) Oil Retainer

For dismantling of the gear box following tools are used.

i. Hammer

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ii) Chiseliii) Tommy bariv) Open end spanner

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v) Extension rod vi) Iron stickvii) Socket set viii) Ring spanner ix)

Nose pliersx) Speed handle

All of the above tools are used for the dismantling and assembly of the gear box.

N o . o f g e a r s - 5 Forward1 Reverse

Gear Ratio:1st - 7.512nd - 3.993rd - 2.304th - 1.395

th- 1.00

Rev. - 6.43

S y n c h r o m e s h g e a r b o x p a r t s : -

1. Gear box housing2. Counter shaft or lay shaft Assembly

i) Constant mesh Gear (38 teethes)It always attached with primary

shaft. ii) 4th on countershaftIt is of two types.a) 28 teeth + 4th on main shaft (20 teethes)b) 29 teeth + 4th on main shaft (19 teethes)

3. T w in G e a r :

It is of two types i)

Groove typeii) Without grove

a ) 23 + 25 b ) 22 + 26

4. 2nd

gear on counter shaft (32 teethes)

5. 1st gear + Ideal gear

6. Reverse gear:- Anti clockwise rotation Backward

B e a r i n g :-

The number of bearing that are used in the gear box assembly.

N - U bearing - 2Q - J bearing - 2Counter bearing - 2Pilot bearing - 1

Therefore, total seven bearing are used in the gear box assembly. The bearings are used to bear the gear load and to abstract the play between the gears and components.

C o ll a r b u s h : -

Collar bush is only inserted between first and third gear.

O i l R e t a i n er :-

In oil retainer a oil seal is fixed to overcome the leakage problem in the gear box. It prevents the Lubricating oil from leakage.

H ub :

Hub is placed in the second and fourth gear.

Synchronizing Cone:

Synchronizing cone is used to meshing the speed of the different gears at different instant. It is made of the brass material. The numbers of synchronizing cone used are five.

S l ee v e :

Sleeve is the part used over the synchronizing cone. It is used for shifting the gear. Over the sleeve fork is used, when the gear lever is operated the fork changes its position to the required stage and sleeve lock the gear, which is used to drive the vehicle. Sleeves are used in the gear box assembly are three. These are one for every two gears.

For e.g. For Ist and reversefor 2nd and reverse 3rd

for 4th

and 5th

B u tt r i n g :

Buttering is used to lock the main shaft. It is also used to check the play between the gears.

C a r r i e r s :

Carriers are used to lock the gear in the main shaft. These are different in structure. In these the springs are inserted with the pins two types are used.

i) Round shaped for reverse.ii) Square shaped for 1st , 2nd, 3rd, 4th. These are used for the

adjusting the sleeves.

F o r k & F o r k H a nd l e :

Fork is used to change the gears at the different instant with the help of gear lever. These are of four types.

i) 1st gear forkii) 2

nd and 3

rd ear

fork iii) 4th

and 5th

gear fork iv) Reverse gear fork

G e a r s o n m a in s h a f t :

1. Ist gear on mainshaft (39 teethes)2. Reverse gear (36 teethes)3. 2nd gear (32 teethes)4. 3rd gear (26 teethes)

G e a r s o n m a in s h a f t :

1. Primary shaft (39 teethes)2. Constant Mesh type.3. Fifth gear sleeve is meshed with primary shaft.

G . B .S. 4 0 I n s p e c t i o n s h e e t

1. Axial flow of drive shaft between four point bass bearing and front housing cover.

2. Axial play of main shaft between four point ball bearing and rear housing cover.

3. Axial play of countershaft measured on rear housing cover.4. Play between sn ap ring and clay roller bearing grove.5. Distance from face o f countershaft gear to housing front face.6. Axial play on gears in assembled conditions on main shaft.

D i s a s s e m b l y o f a ge a r b o x : -

1. Gear box housin g2. Coupling Plunger3. Shifting fork4. Shaft5. Shifting Sleeve Primary shaft Main shaft Counter shaft Idle or reverse shaft

Counter shaft has one fixed gear, if the counter shaft has small gear than main shaft in its opposite mashes its big gear.

Arrangement of counter shaft and main shaft there is a lock nut between the counter shaft and main shaft first of all we can remove it and opens the shaft.

D i s a s s e m b l y o f a ge a r b o x in b r ie f : -

i) First of all gear box cover is removed with the help of socket and tommy rod.ii) After that oil retainer is remo ved with the help of spanner.

iii) Now with the h elp of Iron stick lo ck is matched on the main shaft and then light blow of hammer is strike and on the main shaft and gear is removed before th is butt ring is removed with the help of chisel and hammer.

iv) When gear box cover is removed then fork is removed.v) After that counter shaft is removed with the help of rod (fork) and hammer.vi) Th en idle gear pin is removed with the help o f hammer.

A ss e m b l y o f g e a r b o x :

After dismantling the g ear box first the gear box is washed with the help of diesel and other components are also wash with it. Then with the help of pressured water all the components and g ear box is washed for complete cleaning Jan is fixed in the gear box cover and grease is also used to p revent the leakage of oil. Fiv e liter of lubricating oil is pour in the gear box.

D e f a u l t s : -

i) Gears teeth brok enii) Play between gear components iii) Bearing is not smooth running iv) Th e teeth of fork is brokenv) Components of g ear shift mechanism may be worn or damaged. vi) Counter shaft gear may be worn out.vii) Miss Alignment of counter shaft and main shaft gears. viii) Th e main shaft gears may be tight on splines.ix) Th e drain plug may be loose or damaged. x) Damaged or even missing gasket.

ENGINE SHOP

It is a power producing device. It converts che mical energy into heat ene rgy and than mechanical ene rgy.

Ma i n p ar t s of E n g i n e:

1. Cylinder bloc k2. Cylinder h ead3. Poston4. Crankshaft5. Camshaft6. Connecting rod7. Valves (Inlet valve and exhaust valve)8. Inlet manifold exha ust manifold9. Hose pipes10. Water jacket11. Oil ga llery12. Sleeves13. Th ermostat

14. Dampers

- Diameter of cylinder bore = 102mmCorres present swept volume

- Dia of the main journal of the crankshaft = 83mm

- Dia of the big end = 69mm

- Reduction in the dia of the crankshaft by grinding single time =

0.25mm

- This operation is done only four times after reduction is done only four timesafter reduction in dia to 1 mm the crankshaft is changed.

- Max size of the bore could not be exceed 150mm.

- The working with the increased or large bore cylinder is not easy because of inertia effect.

- The temperature of the combustion chamber is 2200 o C

- Gudgeon pin, locking ring, cir clips or floating rings are used to held the gudgeon pin inside the piston. Piston ring for air tightness prevents exhaust gasses to mix with oil and going inside the sump.

- Sleeve is made up of CD which valve self lubricating properties and lesser wear and tear.

- Oil central groove is also cut on the piston inside which an oil central ring is held for uniform lubrication and prevent extra lubricating oil sticking on the cylinder bore.

- Two compration ring one is oil control ring.

F o l lo w i n g ar e t h e spec i f i ca t i ons: -

SNo. COMPONENTS 691 D.I. ENGINE 692 D.I. ENGINE1. Cylinder Bore size taper quality 97.000± 0.01mm 92.000 ± 0.01mm2. Main Brg. Parent Bore

TaperQuality

93.00-93.02mm 78.01-78.4mm

3. Main Brg. Shell Dia in installed 0.05-0.09mm 0.06-0.09mm4. Cap Pretension of main Brg. all 0.04-0.13mm 0.04-0.13mm5. Connecting Rod parent Bore Dia

For Big endTaperQuality

65 ± .01mm

0.01mm0.01mm

66 ± 0.35mm

6. Connecting RodBrg shell inInstalled condition

0.500mmto0.095mm

0.055mmto0.10mm

7. Cap. Pretension of big end Brgs. 0.65mmto0.13mm

0.05mmto0.13mm

8. Radial clearance between camshaft

Journal & BushTaperQuality

0.03mmto0.08mm0.01mm0.01mm

0.03mmto0.08mm0.01mm0.01mm

These are the specification we are used in the construction of the engine andtheir parts.

M a i n part s of eng i n e an d the ir funct i o n :-

Following are the main parts of engine.

1. C y li n d e r B l o c k & c r a nk c a s e : -

Cylinder block is the basic frame work of the engine. In this there are cylinder in which pistons reciprocates. The basic frame work of the engine is formed by the cylinder block, it houses the engine cylinders which serve or bearings and guides for the pistons reciprocating in them. Around the cylinder there are passages for the circulation of coolant.

2. C y lin d e r h e a d:

To form a combustion chamber above each cylinder the cylinder head is above the engine.

3. O il s u m p :

It is at the lower of the engine. It is used to store the oil to collect the return oil.

4. M a ni f o l d s :

There are two types of manifold. i) Inlet manifoldii) Exhaust manifold

5. G a s k e t s : -

These are used to provide a tight fitting joint between two surfaces. The cylinder head form a combustion

chamber above each cylinder. It also contains valve guides, valve seals, ports, coolant jackets and threaded holes for spark plugs or injections.

M a t er i a l :- Cast iron and aluminum alloy.

6. C y li n d e r li n er s :

To remove the cylinders wear in the engine cylinder liners are used.

There are of two types:- i)Wet liner ii) Dry Liner

In buses dry liner is used and wet liner is used in heave commercial vehicles.

7. P i s t o n s :-

i) To transmit the force of explosion to the crankshaft.ii) To serve as a guide and a bearing for small end of

the connecting rod.

F un c ti o n : -

1. To transmit the force of explosion to the crankshaft.2. To serve as a guide4 and a bearing for small end of the connecting rod.3. To form a seal so that the high pressure gases in the

combustion chamber do not escape into the crank case.

The top of the piston is called head or crown. It is close to the valves. It is used in some high powered engines and has a raised dome which is used to increase the compression ratio as well as to control combustion.

8. P i s t o n r i n g s :

F un c t i o n : -

i) To form as a seal for the high pressure gases from the combustion chamber against leak into the crank case.ii) To provide easy passage for heat flow from the piston crownto the cylinder walls.

These are of two types:i) Compression rings ii) Oil control rings

M a t er i a l s : -

Cast iron containing silicon and manganese.

9. C o nn ec t i n g r o d :

Main function of the connecting rod is to convert the reciprocating motion of the piston into the rotary motion of the crankshaft.

10. P i s t o n p i n :

It is used to connect the piston and the connecting rod.

11. C r a nk s h a f t : -

It is the engine component from which the power is taken. It

receives the power from the connecting rods to the clutch and to the wheels.

14. V i s c o u s f a n : -

It is attached in the front of the engine. Its main function is cooling the engine.

It is driven by a V-belt from the crankshaft pulley. It may

have four to seven blades.

M a t er i a l: It is generally made of sheet metal but these days mounted plastic material e.g. nylon or polypropylene are also being used for making fans.

13. O il G a ll e r i e s :-

Cylinder block also carries lubrication out to various component through drilled passages called oil galleries.

F u n c t i o n : -

Its main function is to provide support for the main journals and bearings of the crankshaft.

Top of the cylinder block is attached the cylinder head. Other parts like timing gear, water pump, ignition distributor, flywheel, fuel pump etc. are also attached to it.

M a t er i a l : -

The materials used for cylinder block are grey cast iron

and aluminum alloys.

14. C a m s h a f t :-

A camshaft is a shaft with a cam for each intake and exhaust valve. Each cam has high spot called cam bob which control valve opening. It rotates half of the crankshaft.

One four stroke cycle is complete in two revolution of the crankshaft each cam must open and close the inlet and exhaust valve once every two revolution of the crankshaft.

T oo l s & e q u i p m e n t s :

i) Spannersii) Ring spanners iii)

hammeriv) Valve spring remover v) Socket setvi) Pliers

P r o ce du r e f o r d i s m a n t l i n g o f e n g i n e :

Following is the procedure for the dismantling of the engine:

i) First of all caps are removed from the each valve with the help of spanner.

ii) After this all the valve springs are removed with the help of valve spring remover and all the cotters are removed.

These can also remove with the help of striking hammer on the top of the valve

springs.iii) The nozzles are removed from the cylinder head.

iv) The fuel injection pump is removed from the engine.v) The oil cooler is removed by means of unscrewing the bolts

and nuts.vi) Cylinder head is removed from the engine with this all the

rocker arms are also removed.vii) After this the pistons are removed by opening the bearing from

the crankshaft with the connecting rods & camshaft is removed .viii) At the end the crankshaft is removed from the cylinder block.ix) After this all the parts of engine are washed with the help of diesel.

P r o ce du r e f o r a s s e m b l y o f e n g i n e : Following is the procedure for the assembly of the engine.

i) First of all the engine cylinder is kept on the table.ii) The cylinder boxes are checked with the help of dial

gauge according to the given specifications.iii) After this the crankshaft bearings are checked with the help of

dial gauge.iv) The crankshaft is fixed in the crankshaft bearing in the centre of

the main bearing the thrust washer is fixed.v) After this the pistons are inserted in to the cylinders opf the

engine and the connecting rod is connected to the piston with the help of piston pin and the crankshaft is connected to the Big end bearing of the connecting rod.

vi) After this the water plate is connected to the engine.vii) After this the flywheel is connected to the crankshaft and

clutch plate is also adjusted in to the engine.viii) After this the camshaft is connected to the engine and the

air compressed piston is connected with the camshaft.ix) Camshaft is closed from both end and the gears are connected

with the crankshaft and camshaft and the timing is adjusted.x) At the other side the two pulley are there by means of belts/xi) The cylinder head is kept over the cylinder block by inserting

the nozzles and valves and rocker arms into the cylinder head.xii) The fuel injection pump is connected to the engine and the

oil cooling plate is inserted into the engine.xiii) The injectors from the fuel injection pump is connected to the

each nozzles by mean of fuel pipe.

xiv) At the end the engine is tested in the engine testing machine.

D e f ec t s :

i) Breakage in the crankshaft ii) Breakage of gear teethsiii) Worn in the pistoniv) Breakage of piston rings v) Corrosion in the cylindersvi) Breakage of the connecting rods end bearings.

I n s p ec t i o n o f va r i o u s p a r t s o f e n g i n e :

1. Inspection of the cylinder boring honing of the cylinder bore gone oval in shop inserting the cylinder liner or sleeve.

2. Inspection of the piston changing of piston if necessary.

3. Crank shaft grinding

4. Cam shaft grinding

5. Inspection of water gasket sand oil, galleried

6. Checking the valve mechanism.

7. Gasket and lubricating oil are changed after over hauling.

8. Inspection and replacing of the bearing.

9. Rings are settled with the held of piston ring compressor.

10. Piston ring expands is used for removing ring from piston.

T URB O CHAR G E R

Basically it is a air compressor which is used to supply air

to the inlet manifold at a higher content by this it held in the

complete combustion of the fuel in the combustion chamber.

Turbo charger is now used in the new vehicle. It is attached to the

exhaust manifold the exhaust gases are carried out by exhaust

manifold we can use to it. We can use this exhaust gases and

also minimize the exhaust gases and used it for the power supply.

There are two turbines in this turbo charger which are connecting

each other with a shaft. The exhaust gases went into the turbine

and rotate it and produced power.

Turbo charger is very useful for

minimize the pollution. It

minimizes the exhaust gases and uses it for the transmition.

M a in pa r t s :

1. Impeller2. Coupling flange3. Bearing casing

This is for lubrication.

It gets drive by the exhaust gases. We have to give idea ling to the turbo charger because it rotates with very high speed so the propeller proper lubrication is very essential otherwise always a danger of wearing out of the turbo charger which effects the efficiency of the automobile.

A d van t a ges :

1. Increase the efficiency of the engine.2. Central the extra smoke produced by the engine.3. Make full use of the fuel so the wastage of the fuel is reduced.

Speed of impeller = 100000 rpm to 150000 rpm

Idealing - 1 min- 3 min (as required)

TYRE SHOP

When th e tyre is coming in the workshop for repairing, first of all we can see the inner side of the tyre, if there is any kill in the inner side of the tyre then we can remove it with the help of repairing process.

V a r i o u s p r o ce s s o f T y r e s h o p a re : -

1. Tyre grinding in the buffing machine.2. After thei we can use the B.V.C. solution on the tyre.

BVC - Black Vulcanized Cement.

3. Bonding gym4. Trud i.e. Rubber5. Tube and envelop

(Tube is inside the tyre, envelop is outside the tyre and they both has nozzle)

6. After this tyre is in the chambera) Capacity of chamber – 8 tyre in one time. b) Temperature – 125o Cc) Pressure – 75 bar

When the temperature of the chamber is reached 125oC

after this we heated the tyre at 2 hours.d) Approxinate time – 3 hours

7. A i r m e t e r :- It is used to check the air. The pressure value of air is same in all air meter.

There are two chambers in this tyre shop where sixteen tyres are heated in one time, eight in each chamber.

VARIOUS MACHINES USED IN H.R.T.C ARE :-

HORIZONTA L LINE BOARIN G MACHINE

CYLEN DER BOA RING MACHINE

HYDRAULIC HONING MACHINE

DRIVE LATHE MACHINE

CAM BUSH MACHINE

HYDRAULIC PRESS

CRANKSHAFT GRINDER

VARIOUS WORKING SYSTEM IN THE AUTOMOBILE:-

1. Ignition system: Astern2. Fuel system: feed pump, fuel tank, filter, F.I Pump, Injector3. Transmition system: Clutch, gear box, propeller shaft, differential4. Lubrication system: Sump, oil filter oil pump, gallery5. Cooling system: Radiator, fan, coolant jackets6. Exhaust manifold tail pipe, muffler7. Suspension system V b dampers Rigid Independent

8. Steering system: Steering wheel, steering gear box (rack and pinion) worm and worn wheel, tyre rod, ring pin.

C ON C L U S I O N

In my industrial training, I was introduced to industrial environment. I learned discipline and cooperation during my industrial training and I felt good when I came in contact with engineers and workers of workshop. Most importantly I had learned the process of doing work in big workshops with complete knowledge of Engine Shop and Gear Shop which will be useful for me when ever I will go to any industry or workshop as an employee.

B I B L I O G R A P H Y

Standard Publishers DistributorsDr. Kirpal Singh

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