MARUTI SUZUKI PVT. LTD.

MAKHUPURA INDUSTRIAL AREAAJMER

A PRACTICAL TRAINING REPORT

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE AWARD OF THE DEGREE OF

BACHELOR OF TECHNOLOGY (Mechanical Engineering)

SUBMITTED TO RAJASTHAN TECHNICAL UNIVERSITY, KOTA

SUBMITTED BY Name of Student University Enroll. No. SHAILESH KUMAR 13E1EAMEM4XP065

16-06-16 to 02-08-16 (Duration of Training period)

GOVERNMENT ENGINEERING COLLEGEAJMER

MARUTI SUZUKI PVT. LTD.

MAKHUPURA INDUSTRIAL AREAAJMER

A PRACTICAL TRAINING REPORT

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE AWARD OF THE DEGREE OF

BACHELOR OF TECHNOLOGY (Mechanical Engineering)

SUBMITTED TO RAJASTHAN TECHNICAL UNIVERSITY, KOTA

SUBMITTED BY

Name of Student University Enroll. No. SHAILESH KUMAR 13E1EAMEM4XP065

16-06-16 to 02-08-16

GOVERNMENT ENGINEERING COLLEGEAJMER

ACKNOWLEDGEMENTI would like to place on record my deep sense of gratitude to Er. Shelendra mishra , line manager of Maruti Suzuki Pvt. Ltd., Ajmer for his generous guidance, help and useful suggestions.

I express my sincere gratitude to Er. R.K Chopra , Shop Manager of quality control department of , Maruti Suzuki Pvt. Ltd., Ajmer for his stimulating guidance, and continuous encouragement .

I also wish to extend my thanks to Mr. kaushal sharma and other workers for guiding and providing the knowledge related to machinery and processes.

I am extremely thankful to Dr. jitentra kumar jain HOD, Department of Mechanical Engineering, Government Engineering College, Ajmer, for his valuable suggestions and encouragement . I am also thankful to Dr. uma Shankar modani ,Training and placement officer , Government Engineering College, Ajmer for providing the opportunity to get this knowledge .

Signature of Student

SHAILESH KUMAR (13E1EAMEM4XP065)

CERTIFICATEI hereby certify that I have completed the 48 days Training in partial fulfillment of the

requirements for the award of Bachelor of Technology in Mechanical Engineering. I did my training in Maruti Suzuki Pvt. Ltd., Ajmer from 16-06-16 to 02-08-16.

The matter presented in this Report has not been submitted by me for the award of any

other degree elsewhere.

Signature of Student

SHAILESH KUMAR(13E1EAMEM4XP065)

CONTENTS

CHAPTER’S

HISTORY OF MARUTI SUZUKI LOGO OF MARUTI SUZUKI CAR NAMES & SPECIFICATIONS OF MARUTI SUZUKI TOOLS, GAUGES & EQUIPMENT USED IN WORKSHOP DESCRIPTION OF FOUR STROKE IN PETROL AND DIESEL

ENGINE ENGINE

· DIESEL ENGINE AND PETROL ENGINE MAIN PARTS OF ENGINE TRANSMISSION SYSTEM

· CLUTCH· GEAR BOX· PROPELLER SHAFT· DIFFERENTIAL

COOLING SYSTEM· RADIATOR· THERMOSTAT· WATER PUMP· FAN

FUEL SYSTEM IN DIESEL ENGINE· FUEL TANK· FUEL FEED PUMP· FUEL INJECTION PUMP· INJECTOR

FUEL SYSTEM IN PETROL ENGINE· FUEL TANK· FUEL FILTER· FUEL PUMP· CARBURETTOR· SPARK PLUG

MISCHELLANEOUS

· STEERING SYSTEM· BRAKE SYSTEM· CHASSIS

PARTS NAME AND ITS FUNCTION

HISTORY OF MARUTI SUZUKI

Maruti Suzuki India Limited (MSIL, formerly known as Maruti Udyog Limited) is a subsidiary of Suzuki Motor Corporation, Japan. Maruti Suzuki has been the leader of the Indian car market for over two and a half decades. The company has two manufacturing facilities located at Gurgaon and Manesar, south of New Delhi, India. Both the facilities have a combined capability to produce over a 1.5 million (1,500,000) vehicles annually. The company plans to expand its manufacturing capacity to 1.75 million by 2013.

The Company offers 15 brands and over 150 variants ranging from people's car Maruti 800 to the latest Life Utility Vehicle, Ertiga. The portfolio includes Maruti 800, Alto, Alto K10, A-star, Estilo, WagonR, Ritz, Swift, Swift DZire, SX4, Omni, Eeco, Kizashi, Grand Vitara, Gypsy and Ertiga. In an environment friendly initiative, in August 2010 Maruti Suzuki introduced factory fitted CNG option on 5 models across vehicle segments. These include Eeco, Alto, Estilo, Wagon R and Sx4. With this Maruti Suzuki became the first company in India to introduce factory fitted CNG vehicles.

In terms of number of cars produced and sold, the Company is the largest subsidiary of Suzuki Motor Corporation. Cumulatively, the Company has produced over 10 million vehicles since the roll out of its first vehicle on 14th December, 1983.

Maruti Suzuki is the only Indian Company to have crossed the 10 million sales mark since its inception. In 2011-12, the company sold over 1.13 million vehicles including 1,27,379 units of exports.

The Company employs over 9000 people (as on 31st March, 2012). Maruti Suzuki's sales and service network is the largest among car manufacturers in India. The Company has been rated first in customer satisfaction in the JD Power survey for 12 consecutive years. Besides serving the Indian market, Maruti Suzuki also exports cars to several countries in Europe, Asia, Latin America, Africa and Oceania .

CAR NAMES & MODEL CODES OF MARUTI SUZUKI

Sr. No. NAMES CODES

1.A-STAR AMF

2. ALTO MRF

3.BALENO MY

4. MARUTI 800 MB

5. DZIRE RN

6. DZIRE(DIESEL) RN

7. EECO MGA

8. ESTEEM MF

9 ESTEEM DIESEL MF

10. GRAND VITARA XL-7 JA

11. GYPSY MG

12. NEW WAGONR A1J

13 OMNI MT

14. RITZ A5E

15. SWIFT RS

16. SWIFT DIESEL RS

17. SX4 RW

18 SX4 DIESEL RW

19. VERSA MGA

20.WAGONR MRD

21. ZEN MH

22. ZEN DIESEL MH

23.ZEN ESTILO RK

TECHNICAL SPECIFICATION OF GRAND VITARA XL-7

Engine type: 6 Cylinder, V-type, Petrol

Valve per cylinder: 4

Torque to weight ratio: 14.09kgm/tone

Bore: 88.0mm

Stroke: 75.0 mm

Engine displacement: 2736 cc

Compression ratio: 9.5

Transmission: 5 speed automatic

Brakes: 4 wheel brake, ABS

Power steering: standard

SECURITY

Air bags: All air bags are standard

CAPACITIES

Seating capacity: 7 person

Fuel tank capacity: 66 liter

Fuel economy

Mileage Highway: 10.2 km/liter

Mileage city: 7 km/liter

Mileage overall: 7.6 km/liter

BREAKE

Front: disc

Rear: drum

COMFORT & CONEINCEE

Lock: Power lock

Windows & mirrors: Power

Sound system: Standard

FUEL SUPPLY

Ignition and fuel system: Electronic MPFI

DIMENSION, CAPACITY & WEIGHT

Length: 4760 mm

Width: 1780 mm

Height: 1740 mm

Ground clearance: 183 mm

Gross vehicle weight: 2300 kg

No. of doors: 5

Wheel base: 2800 mm

TECHNICAL SEPCIFICATION OF SWIFT

Engine type: 4-cylinder

No. of valves : 16

Engine displacement: 1298 cc

Stroke and bore: 74 and 75.5 mm

Maximum power: 65.3 kw at 6000 rpm

Maximum torque: 113 Nm at 4500 rpm

Configuration: SOHC

Fuel supply and ignition system: MPFI, spark ignition

TRANSMISSION

Transmission type: Manual

Gear box: 5 speed

STEERING

Steering type: Power

Steering gear box type: Electrical associated rack & pinion.

Minimum turning radius: 4.7 metres

BREAKE

Front: Disc

Rear: Drum

FUEL

Millage city: 11.5 km/liter

Millage highway: 16.2 km/liter

Fuel type: Petrol

Fuel tank capacity: 43 liters

Dimension

Length: 3695 mm

Width: 1690 mm

Height: 1530 mm

Wheelbase: 2390 mm

Ground clearance: 170 mm

SPECIFICATION

Seating capacity: 5 person

No. of doors: 5

WEIGHT

Gross weight: 1415 kg

TOOLS,GUGES AND EQUIPEMENT USED IN

WORKSHOP

TOOLS

Micrometers

Screw drivers

Hammers

Thickness gauge

Wrenches

Air pressure gauge

Pliers

EQUIPEMENTS

Bench vice

Hydraulic jacks

Pullers

Hydraulic hoist

Surface table

Pistol oiler

Spanners & socket with handle

Grease gun

Hacksaws

Vehicle washer

Chisels

Air compressor

Files

Working lamp

Punches

Bench grinder

Tap & dies

Tyre inflaters

Piston ring expander

Battery tester

GAUGES

Battery charger

Steel rule

Tyre changer

Dial indicator

Spark plug cleaner

Spring caliper

Injector tester

Vernier caliper

Speedometer

DESCRIPTIONOF FOUR STROKE IN PETROL ENGINE

1. In starting the piston position at top, when the piston moves downward the inlet valve is open, then the air/fuel is intake the cylinder. This is known as SUCTION STROKE.

2. Then the piston moves upwards and compresses the air/fuel mixture. There is a spark plug is provided which produce spark to brunt the fair/fuel mixture. This stroke known as COMPRESSION STROKE.

3. When the spark plug produce spark there is blast in the cylinder and the piston moves down wards strickly and power is produce. By this power, the vehicle is move forward /backward as per desire. This stroke is known as POWER STROKE.

4. Now the piston is moves upwards, there are gasses are produce by the burning of the air/fuel mixture are exit from the outlet valve. This stroke is known as EXHAUST.

DESCRIPTIONOF FOUR STROKE IN DIESEL ENGINE

1. In starting the piston position at top, when the piston moves downward the inlet valve is open, then the air is intake the cylinder. This is known as SUCTION STROKE.

2. Then the piston moves upwards and compresses the air. There is a injector is inject the fuel in spray formation to brunt the air and fuel. This stroke known as COMPRESSION STROKE.

3. When the injector inject the fuel there is blast in the cylinder and the piston moves down wards strickly and power is produce. By this power, the vehicle is move forward /backward as per desire. This stroke is known as POWER STROKE.

4. Now the piston is moves upwards, there are gasses are produce by the burning of the air/fuel mixture are exit from the outlet valve. This stroke is known as EXHAUST.

ENGINE

Engine is convert chemical energy to heat energy and heat energy to mechanical energy is called engine.

MAIN PARTS OF ENGINE CYLINDER BLOCK

Carbon 2.2%

Silicon 1.2%

Manganese 0.63%

Sulphur 0.12%

Phosphorus 0.85%

Top of the cylinder is covered by separate cast iron piece known as cylinder head. It is bolted on the top of the block. It contain nozzles, valves, rocker arms, tappets etc. The bottom of cylinder head and top of the cylinder block is machined very accurately. so that there are very less changes of gas leakage for sound gas tight joint the holding studs must be distributed as possible around the circumference of each cylinder the combustion chamber is made of cast iron.

CRANK CASE

Crankcase is attached to the bottom face of the cylinder. It acts as the base of the engines. It supports the cranks shaft and camshaft in suitable bearings lower part of the cylinder block together is called the crankcase.

CONNECTING ROD

The connecting rod is the connection between piston and crankshaft. Small end of the connecting rod is connected to the piston pin and big end is connected to the crank pin. The function main function of connecting rod is to convert the liner motion of the piston to rotary motion of crankshaft.

Aluminum alloy is also used for connecting rod. The connecting rod carries the power thrust from piston to crank pin and hence it must be very rigid and as light as possible.

Crankshaft is the first in power transmission. System the reciprocating motion of piston is converting into rotary motion with the help of connecting rod. Crankshaft consists of crank pins, webs balancing weights and main journals. Big end of connecting rod is connecting to crank pins of crankshaft.

The part of crankshaft inside the main bearing is called the main journals. Balancing weights are provide on the opposite side of crank arms for balancing crankshaft is made of casting of forging of heat created.

FLYWHEEL

A flywheel is a heavy steel wheel attached to the near end of the crankshaft. The size of flywheel is depends upon the number of cylinder and general construction of the engine. The flow of power from the engine cylinder is not smooth although the power impulses in a multi cylinder overlap or follow each other to provide a fair fly even flow of power, however additional leveling off power impulses is required.

It also has teethes on its periphery to mesh with electric cranking motor drive pinion when engine is being cranked to start it.

VALVES

Valve is a device to close and open a passage. In motor vehicle, engines valves used for each cylinder and an exhaust valve. Exhaust valve is usually of austenitic stainless steel, which is

highly heat &corrosion resistant. Inlet valve is being subject to less heat usually of nickel chromium alloy.

CAMSHAFT

A camshaft is simply a shaft on which cams are mounted. The camshaft is mounted on lower part of the camshaft into linear motion of the follower or lifter. A camshaft is responding for opening.

A camshaft has a numbers of cams along the length, two cams for elfish cylinder one to operate inlet valve and other to exhaust valve. In addition, camshaft has an eccentric to operate the fuel pump and gear to drive the ignition distributers and oil pump.

The camshaft is drive by crankshaft by machine gears. The crankshaft gear have twice the as many as on crankshaft gear.

OIL PAN OR SUMP

The bottom half of the crankshaft is called oil pan or sump. It is bolted or screwed to lower flange of the main casting and usually made of pressed steel or aluminum. It serves as a reservoir for the storage, cooling and ventilation of engine oil. The oil sump draws oil from the pan and sends it in the engine. The oil drains off run down into pan. There is a constant circulation of oil between pan and the working parts of the engine.

OIL PUMP

It is generally located inside the crankcase below the oil level. The function of oil pump is to supply oil under pressure to the various engine parts are lubricated. We generally use gear type oil pump. It consist two gear of equal size. One is called driven gear and other is called driving gear.

The driving gear should be 0.5 mm and clearance between the bodies to gear should be 0.5mm-1mm. The oil enters the pump from the inlet port. The wear and tear of teeth, which occurs slowly, produces an adverse effect on the delivery.

GASKETS

A gasket is placed between the cylinder head and to ensure metallic tight fit joint. The gasket should able to withstand not only high pressure but also extreme temperature.

Following important gaskets are used in automobile engine:

1. Copper—Asbestos Gasket

2. Steel-- Asbestos Gasket

3. Steel-- Asbestos –Copper Gasket

4. Single Steel rigid or Corrugate Gasket

PISTON

Piston is considered one of the most important parts in a reciprocating engine that is used to convert the chemical energy obtained by the combustion of fuel into useful mechanical power.

The piston must possess the following qualities:-

1. Rigid to withstand high pressure.

2. Lightness to reduce the weight of reciprocating masses and so enable to get higher engines speeds.

3. Good heat conductivity.

4. Material should have low co-efficient of expansion.

PISTON RING

Piston rings are fitted into the grooves to maintain good seal between the piston and the cylinder wall.

TRANSMISSION SYSTEM

CLUTCH

It consists of only one clutch plate, mounted on the spines of the clutch shaft, the flywheel is mounted on engine crankshaft and rotates with it the pressure plates bolted to the flywheel through clutch springs and free to slide on clutch shift when the clutch pedal is operated. When the clutch is engaged plates is gripped between the flywheel and pressure plate.

The friction linings are on both the sides of the clutch plate due to friction between the flywheel. Clutch plate and pressure plate, the clutch plate revolves with the flywheel. As clutch shaft is also connected to the transmission thus engine power is transmitted to the crankshaft to the clutch shaft.

When the clutch pedal is pressed, the pressure plate move back against the force of the strings and the clutch plate become free between the flywheel and the pressure plate thus the flywheel remain rotating as long as the engine running and the clutch shaft speed reduce slowly and finally it stop rotating as soon the clutch pedal is pressed, the clutch is said to be disengaged, otherwise it remains engaged due to the spring faces.

GEAR BOX

Its function is to provide the high torque at the starting, hill climbing, accelerating and pulling a load. When a vehicle is starting from rest, hill climbing, accelerating and meeting other resistance, high torque is required, at the drive wheels. Hence, a device must be providing to prevent the engine crankshaft to revolve a relatively high speed, while the wheels turn at slower speed.

This obtained by set of gear called a transmission or gear set of enclose in metal box called a gearbox. The vehicle speed is also change with the help of the transmission box keeping the engine speed it with certain limit.

PROPELLER SHAFT

This shaft is used to transmit power from universal joint to differential in case of rear wheel drive vehicles. This shaft doesn’t remain at fixed position. There are two reasons for this. One, the rear axle moves up and down because of unevenness of the road. Secondly, while braking

and starting, it tends to move axially forward and backward. One is internally splined and one externally.

DIFFERENTIAL

When the automobile round a corner or travel over uneven ground, its right and left wheel covered differential distance. If the wheels are rotates at equal speeds. One of them would be forced skid. To prevent skidding, there must be a mechanism is called differential.

The car use a differential pinions is free mounted on the journal of the slider. The slider with pinions is secured in the differential case to rotate with the letter. The pinion is inconstant mesh with the left and right side gear.

When an automobile moves straight on the even road, the right and left driving wheels meet the same rolling resistance and the ring gear of the final drive rotate the differential case with the sliders and pinions. Meshed with the right and left side gears the pinion rotates them at equal speed but do not revolve themselves around their axes.

COOLING SYSTEM

1. Radiator:- A radiator very efficiently cools the circulating water passing through it. It hard water jackets and tubes, which acts as insulator and make the in efficient

2. Thermostat:- Thermostat is a valve type components used in the cooling system, which regulates the engine temp. by automatically controlling the quantity of cooling water flowing from the water jackets to the radiator core

3. Water pump:- The power is transmitted to the pump spindle for a pulley mounted on the end of the camshaft or crankshaft. The water pump used in cooling system is either centrifugal pump is the one which is used for this purpose.

4. Fan:- Fan is mounted behind the radiator on the same shaft on which the water pump is mounted. It is driven by a v-belt from the crankshaft pulley.

FUEL SUPPLY SYSTEM IN PETROL ENGINE

1. Fuel tank :- The fuel tank acts as a reservoir in which fuel is stored. The fuel tank is provided with air-want so that the pressure in the fuel tank always remain equal to the atmospheric pressure.

2. Fuel filter:- To prevent possible blockage by dust particles, the fuel is filtered by installing a fuel filter or strainer at the inlet to the float chamber. In a fuel supply system, there are three fuel filters. One fuel filter is mounted at the inlet of the fuel storage tank. The second fuel filter is fitted in the fuel pump and the third is placed in between the fuel pump and carburetor. The fuel entering the glass bowl passes through a ceramic filter which separates the foreign particles and the filtered fuel come out from it. The water and sediments are collected in the bowl which can be removed for cleaning.

3. Fuel pump :- The function of the fuel pump is to deliver fuel from the fuel tank to the carburetor. Many types of fuel pumps are used, out of which two are as follows:

A. Mechanical fuel pump

B. Electrical fuel pump

Mechanical fuel pump: This type of pump is used in petrol engine for supply of fuel to the carburetor. Due to rotation of the crankshaft the

cam rotates , it operates the rocker arm which in turn pushes the diaphragm up and down . The downward moment of the diaphragm against the compression of spring produces a vacuum in the pump chamber. The causes the suction of fuel though the strainer from the fuel tank . The upward moment of diaphragm pushes the fuel up causes the inlet valve to close the outlet valve to open. The fuel goes to the mpfi system through the outlet valve.

MPFI System:-

M.P.F.I. means Multi Point Fuel Injection system. In this system each cylinder has number of injectors to supply/spray fuel in the cylinders as compared to one injector located centrally to supply/spray fuel in case of single point injection system.

Advantage of M. P. F. I.

(1) More uniform A/F mixture will be supplied to each cylinder, hence the difference in power developed in each cylinder is minimum. Vibration from the engine equipped with this system is less, due to this the life of engine components is improved.

(2) No need to crank the engine twice or thrice in case of cold starting as happens in the carburetor system.

(3) Immediate response, in case of sudden acceleration / deceleration.

(4) Since the engine is controlled by ECM* (Engine Control Module), more accurate amount of A/F mixture will be supplied and as a result complete combustion will take place. This leads to effective utilization of fuel supplied and hence low emission level.

(5) The mileage of the vehicle will be improved.

FUEL SUPPLY SYSTEM IN DIESEL ENGINE

The fuel is stored in the fuel tank from where it is lifted by means of a fuel feed pump if the fuel tank is place at a lower level. The fed pump supplies the fuel to the injection pump through a filler. The fuel injection pump forces the fuel under a very high pressure to the fuel injector .The fuel under a very high pressure is injected into the engine cylinder in the form of a fine spray by means of the fuel injector at proper instant .The fuel injection system consists of the following components.

1. Fuel tank:- the fuel tank acts as a reservoir in which fuel is stored. The fuel tank is provided with air-want so that the pressure in the fuel tank always remain equal to the atmospheric pressure.

2. Fuel feed pump:- the pump which supplies fuel from the tank to the injection pump, is known is fuel feed pump. The pressure developed by pump is 1 bar to 2 bar.

3. Fuel injection pump:- The pump which supplies a metered quantity of fuel to the injector under a very high pressure at correct moment is known as fuel injection pump.

4. Fuel injector:- A nozzle mounted on the combustion chamber, which supplies the fuel to the engine cylinder in the form of a fine spray, is known as fuel injector. It is also sometime called fuel automizer fuel valve, nozzle Or spray.

MISCHELLANEOUS

STEERING

This system is consists generally of many linkage. It is mostly attached to the front wheels. It’s main components are steering wheel, steering column, steering box, pitman arm, pull & push rod, tie rod, tie rod arm and king pin.

The main function of steering system:-

1. It allowed gear wheel to turn to the right or left.

2. The steering gear swing on piston arm to the right or left when the wheel is turned.

RACK AND PINION STEERING SYSTEM

The pinion moves the rack converting circular motion into linear motion along a different axis

Rack and pinion gives a good feedback there by imparts a feel to the driving

Most commonly used system in automobiles now.

Disadvantage of developing wear and there by backlash

RECIRCULATING BALLUsed in Older automobilesThe steering wheel rotates the shaft which turns the worm gear.

Worm gear is fixed to the block and this moves the wheels.More mechanical advantage.More strength and durable

POWER STEERING

Too much physical exertion was needed for vehicles

External power is only used to assist the steering effort.

Power steering gives a feedback of forces acting on the front wheel to give a sense of how wheels are interacting with the road.

Hydraulic and electric systems were developed.

Also hybrid hydraulic

electric systems were developed.

Even if the power fails, driver can steer only it becomes more heavier

BRAKING SYSTEM

Stopping of the vehicle is as necessary as its starting. Once the vehicle is started, it must be stopped somewhere. Brakes are applied on the wheels to stop the vehicle. Before applying the brakes, the acceleration is released to stop the fuel supply thus the engine develops no more power to run the vehicle, and then the brakes are applied which stop the rolling of the wheels on the road and hence the vehicle is stopped. Braking system used in MARUTI SUZUKI vehicles is braking system.

Anti-Lock Brakes (ABS)The most efficient braking pressure takes place just before each wheel locks up. When you slam on the brakes in a panic stop and the wheels lock up, causing a screeching sound and leaving strips of rubber on the pavement, you do not stop the vehicle nearly as short as it is capable of stopping. Also, while the wheels are locked up, you loose all steering control sothat, if you have an opportunity to steer around the obstacle, you will not be able to do so. Another problem occurs during an extended skid is that you will burn a patch of rubber off the tire which causes a "flat spot" on the tread that will produce an annoying thumping sound as you drive. Anti-lock brake systems solve this lockup problem by rapidly pumping the brakes whenever the system detects a wheel that is locked up. In most cases, only the wheel that is locked will be pumped, while full braking pressure stays available to the other wheels.This effect allows you to stop in the shortest amount of time while maintaining full steering control even if oneormorewheels are on ice. The system uses a computer to monitor the speed of each wheel.When it detects that one or more wheels have stopped or are turning much slower than the remaining wheels, the computer sends a signal to momentarily remove and reapply or pulse the pressure to the affected wheels to allow them to continue turning. This "pumping" of the brakes

occurs at ten or more times a second, far faster then a human can pump the brakes manually. If you step on the brakes hard enough to engage the anti-lock system, you may feel a strong vibration in the brake pedal. This isa normal condition and indicates that the system is working, however, it can be disconcerting to some people who don't expect it. If your vehicle has anti-lock brakes, read yourowner's manual to find out more about it.The system consists of an electronic control unit, a hydraulic actuator, and wheel speed sensors at each wheel. If the control unit detects a malfunction in the system, it will illuminate an ABS warning light on the dash to let you know that there is a problem. If there is a problem, the anti-lock system will not function but the brakes will otherwise function

CHASSIS

The portion without body of vehicle is called chassis. The layout of chassis components:-

It supports all the parts of the automobile attached to it.It is made of drop forged steel. All the parts related to automobiles are attached to it only. All the systems related to automobile like powerplant,transmission, steering, suspension, braking system etc are attached to and supported by it only.

The Functions of the Chassis frame1. To carryall the stationary loads attached to it and loads of passengerand cargo carried in it .2. To withstand torsional vibration caused by the movement of the vehicle3. To withstand the centrifugal force caused by cornering of the vehicle4. To control the vibration caused by the running of the vehicle5. To withstand bending stresses due to rise and fall of the front and rearaxles.

Types of Chassis frameThere are different types of chassis frame sections1. Channel section2. Box section3. Tubular sectionThe conventional frame is also known as Non-load carrying frame. Inthis types of frame , the loads on the vehicle are transferred to the suspension bythe frame which is the main skeleton of the vehicle.The channel section is used in long members and box section in shortmembers. Tubular section is used now-a-days is three wheelers, scooters,matadors and pickup vans.

SUSPENSION SYSTEM

To have minimum deflection to the vehicles with required stability

To have minimum wheel hop.

To safe guard the occupants and cargo against road shocks

To minimize the effects of stresses due to road shocks on the mechanism of the vehicle. To keep the body perfect in level while travelling over rough and uneven roads. To keep the body of the vehicle safe from road shocks

Types of suspension system - conventional and IndependentThere are different types of suspension system provided in different

vehicles. Those are(i) Conventional suspension system(ii) Independent suspension system

Conventional suspension system

In this suspension system. The wheels are fitted on beam type whichare attached to the chassis frame through road springs. In this type of suspension,the effect on one wheel is directly transmitted to the other side wheel through theaxle.

Independent suspension system

In this system the suspension for each wheel in an independent unit andin free from the effect of one another. There will be no effect of road shocks onthe vehicle directly.

Types of independent suspension system(i) Wishbone arm system(ii) Trailing ling system(iii) Sliding pillar system

Wishbone arm system

Wishbone arm type independent suspension system is most popular type of all independent suspension system. In this system transverse springs along with coil, springs are mostly used. In European cars, torsion bars instead of coil springs are used. In this system there are two suspension or control arms are used in each side of the vehicle. There arm are like two legs of chicken wishbone or better ‘V’, . These wishbone arms are connected with chassisframe on the open end. The closed end spread out of the chassis frame. One arm is below whereas the other is above the frame. The closed ends of both upper and lower suspension arms are connected with steering knuckle support to which the steering knuckle is attached by means of king pin.

A coil spring is placed between the frame and the lower wishbone arm. Mostly the open end of upper control arm is connected with the sock absorber shaft which is fitted atthe frame when there is a bump, the wheel tends to go up, the control since the shock absorber is fitted with the upper control arm, ti damps the vibrations set up in the coil spring due to road irregularities.

Trailing link system The trailing link independent suspension use parallelogram linkages lying beside the frame side members usually a horizontal coil springs is used in this type of suspension system. During compression and rebound, the spring winds and unwinds . In some vehicles the torsion bar may also be fitted instead of horizontal coil spring.

Sliding pillar system In this system the pillar or elongated king pin is attached to the wheel and slides up and down in the axle type beam a fixed rigidly to the vehicle frame.

Types of Springs - Laminated Spring, coil spring, helicalspringThe springs support the chassis frame. The entire weight of the vehicle live engine, power train, body, passengers, cargo etc, falls on the chassis frame. The spring damp the road shocks transmitted to the wheels as they travel over the road thereby protecting the units supported directly by the frame. The springs are placed between the chassis frame and the axle.

Types of springs(i) Leaf springs(ii) Coil springs(iii) Helical Springs

(i) Leaf springs : The leaf springs are of different types namely-full elliptic three quarter elliptic, semi elliptic, quarter elliptic transverse. In almost all automobiles which are having conventional suspension system the semi elliptic leaf springs are most commonly used.The leaf springs are made of long flat strip steel. Several strips are placed one on the other and held together by means of centre

bolt and champs. Each strip is called is leaf. There is one main leaf which is extended to full length. Each succeeding leaf is shorter than the preceeding one. The main leaf contains eyes are both ends for making connections with the frame. The entire set is fitted from the chassis frame by hanging with a shackle at one side and the other side is fixed to frame. During jerks, the leaf spring bounces and each strip flexes and rebounces again and again.

(ii) Coil springs :Coil spring is made of a length of special spring steel, usually round in section which is wound in the shape of coil The ends of coil spring are kept flat so that could seat properly . They can store twice energy per unit volume in comparison to leaf spring. To seat the coil springs pan shapedbrackets or spring seats are attached to the axles. This suspension is also used in combination with torque tube or torque rod.

(iii) Helical Springs The helical springs are preferably used in combination with independent suspension system. The length and diameter of the spring wire greatly affect the stiffness of the spring. But the length is controlled by the diameter of the coil and the number of active coils.Shock absorber compresses with the road shock and rebalances while travelling on uneven roads due to usage of this, the effect of road shock in required by the shock absorber suddenly and releases slowly whole travelling on uneven roads.

Need of Shock absorberShock absorber compresses with the road shock and rebalances whiletravelling on uneven roads due to usage of this, the effect of road shock inrequired by the shock absorber suddenly and releases slowly whole travellingon uneven roads.

There shock absorber are of two types(i) Mechanical type(ii) Hydraulic type

Hydraulic Shock AbsorberThe shock absorber develop resistance to the spring by forcing a fluid through check valves and small holes. ‘Double” acting shock absorber offer resistance both during compression and rebound of the spring. The ‘Double acting Hydraulic telescopic shock absorber ‘ are the commonly used shock absorber which are described as shown in the figure belowIts upper eye is connected to the axle and the lower eye to the chassis frame.

A two way valve ‘A’ is attached to as rod ‘G’ . Another two way valve B is attached to the lower and of the cylinder C . The fluid is in the space above and below the cylinder C and tube D, which is connected to the space below the valve B. The J has glad H . Any fluid scrapped off the rod G is brought down into the annuler space through the inclined passage. shock absorber(detailed construction) When the vehicle comes across a bump the lower eye E moves up. Therefore the fluid passes from the lower side of the vehicle A to its types side .But since the volume of the space above valve A is less than the volume B. This pressure of the fluid through the valve opening provides the damping force. Similarly when the lower eye E moves down., the fluid passes from the upper side of the valve A to the lower side and also from the lower of the valve B to the upper side.

WHEEL BALANCING

Maintaining the tire balance on your vehicle is critical to receiving satisfactory service from your tire investment. In addition to providing a smooth ride, balancing is a key component in tire wear. The focus of this article is to help you understand the balancing process and to know why it is important to keep your tires balanced throughout their tread life.

For those of you who think that tire balancing isn't that important, consider some industry trends that may help you rethink the issue. Perhaps the most compelling argument for precision balancing comes from an obvious fact: vehicles are being made lighter and lighter. The heavier cars of yesterday actually helped smooth out the ride by dampening many vibrations before the driver could feel them. The softer suspensions also had the same effect. Another factor is tire technology. Generally, more responsive tires with lower profiles (which send more road feedback to the driver) are being used in today's style- and performance-oriented market. As a result, the slightest imbalance (as little as half an ounce) can be felt in most modern vehicles. This is significantly less than the average of ten years ago. For those of you who have plus-sized your tires and wheels, balancing is even more critical.

The Balancing Act

Perhaps the best way to begin is to discuss the lack of balance. When a tire is mounted onto the wheel, two slightly imperfect units are joined to form an assembly weighing forty pounds (this is the average for cars). The chance of this assembly having absolutely precise weight distribution about its radial and lateral centers is virtually impossible. Remember that all it takes is half an ounce of uneven weight distribution for a vibration to be felt. The illustration below shows how an imbalance creates vibration.

Static Imbalance:

Occurs when there is a heavy or light spot in the tire that prevents the tire from rolling evenly and causing the tire and wheel to undergo an up-and-down motion.

Dynamic Imbalance:

Occurs when there is unequal weight on one or both sides of the tire/wheel assembly's lateral centerline, thus creating a side-to-side wobble or wheel shimmy.

The static imbalance creates a hop or vertical vibration. The dynamic imbalance creates a side-to-side or wobbling vibration. Most assemblies have both types of imbalance, and require dynamic balancing (commonly referred to as spin balancing) to create even weight distribution. The balancing system directs a technician to place counter weights on the rim's outer surface to offset the imbalance. When the balancing system tests for virtually perfect weight distribution, the assembly is in balance and will not vibrate. Your tires will ride smoothly and wear evenly with regard to balance.

Keeping Your Tires Balanced

For the sake of example, assume you have driven your tires 5,000 miles since their purchase and it's time to rotate. Over the miles, turning left and right, hitting bumps and holes you could not see or avoid, and driving down uneven road surfaces have led to uneven tread wear on your tires. Perhaps a pothole has knocked-out your vehicle's alignment (this creates uneven tire wear). Well, besides rotating the tires and getting an alignment to set things right, you should also rebalance the tires. Even if you can't feel vibrations, they are present. The uneven tread wear has created an imbalance that generates excessive heat and wear on your tires. Considering the hundreds of dollars you spent on your tires, a rebalance is a wise expenditure. If you live near one of our stores, you should ask about the Lifetime Balancing program. For a nominal, one-time charge you can have your tires balanced at every rotation.

Other Sources of Vibration

Very often the wheel/tire assemblies on a vehicle may be in balance but you can still feel a vibration. Here are some of the other causes of vibration:

Bent wheel Tire out of round (radial or lateral runout) Wheel-to-axle mounting error Inconsistent tire sidewall stiffness (force variation) Brake component wear or failure Drive train or engine component wear or failure

Suspension wear or failure Wheel bearing wear or failure Wheel alignment is out

Your tire dealer can isolate many of these problems for you, and there is no question that determining whether the tire/wheel assemblies are good and in balance is the first place to start. However, ultimately this may not be the source of your vibration problem.

Balancing High Performance Tires and Wheels

Match Mounting

Today's high performance tires and wheels are made with features that facilitate optimum mounting. Wheels are marked to identify the minimum radial run-out spot (low point) on the bead seat surface. Tires are marked with a high point location. Mounting the assembly to match these two points is called match mounting. This method minimizes the balance weight needed to correct any remaining imbalance and the radial run-out that may occur in the wheel/tire assembly.

Force Variance

On rare occasions, a tire may be manufactured with slightly inconsistent sidewall stiffness (creating what is called force variance) which leads to a ride problem. A new generation of balancers can detect this condition. The balancers can also guide tire technicians to remount the tire in an optimum position that puts the assembly within specification and eliminates the problem. If specifications cannot be achieved, the defective tire will be identified for replacement.

Static balance

Static balance can be measured by a static balancing machine where the tire is placed in its vertical axis on a non-rotating spindle tool. The spot on the tire with the greatest mass is acted upon by gravity to deflect the tooling downward. The amount of deflection indicates the magnitude of the unbalance. The angle of the deflection indicates the angular location of the unbalance. In tire manufacturing factories, static balancers operate by use of sensors mounted to the spindle assembly. In tire retail shops, static balancers are usually non-rotating bubble balancers, where the magnitude and angle of the unbalance is observed by looking at the center bubble in an oil-filled glass sighting gauge. While some very small shops which lack specialized machines still do this process, they have been largely replaced in larger shops with machines.

Dynamic balance

Dynamic balance describes the forces generated by asymmetric mass distribution when the tire is rotated, usually at a high speed. In the tire factory, the tire and wheel are mounted on a balancing

machine test wheel, the assembly is accelerated up to a speed of 100 RPM (10 to 15 mph with recent high sensitivity sensors) or higher, 300 RPM (55 to 60 mph with typical low sensitivity sensors), and forces of unbalance are measured by sensors as the tire rotates.[1] These forces are resolved into static and couple values for the inner and outer planes of the wheel, and compared to the unbalance tolerance (the maximum allowable manufacturing limits). If the tire is not checked, it has the potential to wobble and perform poorly. In tire retail shops, tire/wheel assemblies are checked on a spin-balancer, which determines the amount and angle of unbalance. Balance weights are then fitted to the outer and inner flanges of the wheel. Dynamic balance is better (it is more comprehensive) than static balance alone, because both couple and static forces are measured and corrected.

The dynamic balance can only be conducted if the driver comes to the garage and has the garage check for imbalances. With the existing sensors found in many cars, however, the imbalance can be estimated in real time, as seen in a recent SAE paper: sensors such as the anti-lock braking system (ABS) wheel speed sensors were used to detect an imbalanced tire or tires in real time.[2]

The physics of dynamic balance

Physics of tire imbalance

Mathematically, the moment of inertia of the wheel is a tensor. That is, to a first approximation (neglecting deformations due to its elasticity) the wheel and axle assembly are a rigid rotor to which the engine and brakes apply a torque vector aligned with the axle. If that torque vector is not aligned with the principal axis of the moment of inertia, the resultant angular acceleration will be in a different direction from the applied torque. Whenever a rotor is forced to rotate about an axis that is not a principal axis, an external torque is needed. This is not a torque about the rotation axis (as in a driving or braking torque), but is a torque perpendicular to that direction. If the rotor is suspended by bearings, this torque is created by reaction forces in the bearings (acting perpendicular to the shaft). These reaction forces turn with the shaft as the rotor turns, at

every point producing exactly the torque needed to keep the wheel rotating about the non-principal axis. These reaction forces can excite the structure to which they are attached. In the case of a car, the suspension elements can vibrate giving an uncomfortable feel to the car occupants. In practical terms, the wheel will wobble. Automotive technicians reduce the wobble to an acceptable level when balancing the wheel by adding small weights to the inner and outer wheel rims. Balancing is not to be confused with wheel alignment.

Vehicle vibration

Vibration in cars and light trucks occurs for many reasons. Common reasons are poor wheel balance, imperfect tire or wheel shape, brake pulsation, and worn or loose driveline, suspension, or steering components. Occasionally and rarely, one will find foreign material stuck in tire's tread causing vibration e.g. road tar in summer.

Environmental consequences

Every year, millions of small weights are attached to tires by automotive technicians while balancing them. Traditionally, these weights have been made of lead; it is estimated that up to 500,000 pounds of lead, having fallen off of car wheels, ended up in the environment.[3] According to the US Environmental Protection Agency, worldwide these total more than 20,000 tonnes of lead annually,[4] and encourages the use of less toxic materials.[5] In Europe, lead weights were banned in 2005; in the US, some states have banned them. Alternatives are weights made of lead alloys that include zinc or copper, or weight