3. Rajasthan State Road Transport
Corporation(RSRTC) is the largest provider of
intercity bus transportation in the Indian state
Rajasthan.It is headquartered in Jaipur, Rajasthan.
4. HISTORY
The corporation has been established by Government of Rajasthan
on 1 October 1964 under the Road Transport Act 1950 with the
objective of providing economic, adequate, punctual and efficient
services to the travelling public in the state.
5. Present status
Today RSRTC has entered into 50th
year of business, since its inception
and is committed to providing high
quality bus services, consistently and
constantly improving the services for
the satisfaction of the passengers. To
fullfill the commitment, RSRTC has
incorporated Ordinary, Express,
Deluxe, A.G. Gandhi Rath, A.C., A.G.
Sleeper, Volvo-Mercedes, Volvo-
Pantry, Volvo-LCD, Volvo-LCD-Pantry
bus services in fleet for all category
of passengers. It has 4,530 buses in
its fleet and 56 depots across the
state and 3 depots outside the state.
7. DEPOT WORKSHOP
Zonal Manager
Chief Manager
Manager Operation
JEN ( Diesel ) JEN ( Tyre )
Shift Incharge
( Night) JEN
Time Keeper
Store
Inspector
Shift Incharge
(day) JEN
8. Information Of
Rajasthan State Road Transport
Corporation
1. Total vehicles 4530
2. Total on cont. vehicles 219
3. Total no. of depot / workshop 56
4. Diedel kmpl 2013-14 up to feb 2014 4.90
5. Fleet ut. % 95%
6. Vehicle ut. 390
7. Vechicle uses per vechicle per day (k.m.) 390
9. Make wise Fleet Composition
Ashok leyland
Tata motors
Volvo
Eicher
Total
Total midi buses
Mercides benz
3040
1197
40
15
10
228
4530
10. Main activities in depot workshops
• Daily washing & cleaning
• Routine check up of vehicles 2000 km
• Weekly check up of vehicles
• Oil change of vehicles
• Heavy docking work (40,000 kms. Wheel
maintainance)
• 80,000 km docking
• Minor accident work
11. CENTRAL WORKSHOP
FUNCTIONING OF CENTRAL WORKSHOP
There are three central workshops in RSRTC for
reconditioning of buses and major overhauling of
the assemblies :
1. Central workshop, Ajmer, for Leyland vehicles;
2. Central workshop, Jodhpur, for TATA vehicles;
3. Central workshop, Jaipur, for Leyland vehicles.
12. Each Central workshop is headed by chief
production manager and assisted by the
following officers
1. Production manager to look after the
complete mechanical work.
2. Administrative officer to look after the
establishment work of the staff .
3. Account officer to look after account work .
13. The reconditioning and overhauling work of the
major assemblies following main sections are
there. These section are headed by one Junior
Engineer / Asst. Mechanical engineer.
1.Chassis section
2.Body section
3.Engine reconditioning section
4. Major and minor assemblies reconditioning
section
5. Fuel injector pump reconditioning section
6. Electrical assemblies reconditioning section
7. Receipt and dispatch section
14. Central workshop are responsible to provide
following major and minor assemblies to the
depots as and when required
1.Engine assemblies.
2. Rear axle assemblies.
3. Gear box.
4. Self starter.
5. Terbo charger.
6. Stearing assemblies.
7. Front axle assemblies.
8. Spring assemblies.
9. Alternator assemblies.
10. Related to brake assemlies
16. Besides, reconditioning of vehicles the
condemnation work of all the vehicles is
also carried out at central workshops level
by the following committee :
o Executive director (engineering)
o Concerned CPM
o Concerned Zonal manager
o Concerned chief manager
o Account officer of CWS
17. Bus manufacturing had its earliest origins in carriage
building. Other bus manufacturers had their origins in
truck manufacturing. Historically, bus chassis were
shared between truck designs, but in later years
specific bus chassis have been developed, and the midi
bus saw the introduction of a lighter weight bus chassis
than normal trucks.
History of bus manufacturing
18. Types of construction
There are three basic types of bus manufacturer:
1. Chassis manufacturer - builds the under frame in a
body-on-frame type construction
2. Body manufacturer - builds the coachwork a body-on-
frame type construction
3. Integral manufacturer - builds entire buses, often
using no under frame at all
19. Chassis
The chassis combines:
1. A structural under frame
2. Engine and radiator
3. Gearbox and transmission
4. Wheels ,axles and
suspension
5. Dashboard and steering
wheel and driver's seat
20.
21. Rear Axle Assembly
The rear axle assembly is used on rear-wheel drive
vehicles. This assembly is the final leg of the drive train. It
is often called the final drive or rear end.
The rear axle assembly is often mistakenly called the
differential . The differential is only part of the rear axle
assembly.
The basic design of rear axle assemblies has been
adopted by all manufacturers for many years. There are
several variations, but all operate according to the same
basic principles.
The major difference between rear axle assemblies
depends on whether the vehicle has solid-axle rear
suspension or independent rear suspension
23. Solid-axle rear suspension incorporates rigid and
non flexing drive axles and axle tubes; both wheels
move as one solid unit in response to bumps and
potholes.
Independent rear suspension incorporates jointed
drive axles (no axle tubes) that allow for flexibility and
independent axle movement.
This report is designed to identify and explain the
construction and operation of various rear axle
assemblies.
The material in this chapter provides a basis for
understanding how to properly troubleshoot and
repair rear axle assemblies.
25. Construction and Operation Overview
The rear axle assembly includes the differential assembly, the
rear drive axles, and the rear axle housing.
Rear axle assemblies are subjected to heavy loads from the
engine and road. They are ruggedly constructed and seldom fail.
The most common rear end failures are axle bearing failures.
In a rear axle assembly, engine power enters the drive pinion
gear from the drive shaft assembly and differential pinion
yoke/flange.
The drive pinion gear, which is in mesh with the ring gear, causes
the ring gear to turn. The interaction of the ring and drive pinion
gears turns the power flow at a 90° angle.
26. The difference in the number of teeth on the ring and pinion gears
causes a reduction gear ratio. This reduces turning speed, while
increasing torque.
Power from the ring gear flows through the differential case,
spider gears, and side gears to the drive axles.
The drive axles transfer power from the differential assembly to
the rear wheels.
The bearings and rear axle housing are key components of the
rear axle assembly. They are designed to support and align the
differential assembly and the drive axles.
Notice that the bearings and axle housing are large, heavy-duty
parts. This is to ensure they will stand up under hard usage.
Seals and gaskets are also very important to the operation of the
rear axle assembly. Seals are used at the differential pinion
yoke/flange and at the outer drive axles.
Gaskets are used at housing interfaces, such as between the
differential cover and the housing, to provide a tight seal from the
outside.
27. Differential Assembly
The first, and most obvious, is to redirect the power flow to
drive the rear wheels. The power flow must make a 90° turn
between the drive shaft assembly and the rear wheels. This is
accomplished in the differential assembly by the drive pinion and
ring gears.
The differential assembly in a rear-wheel drive vehicle has three
functions.
28. The second function of the differential assembly is to multiply
engine power, reducing speed at the output in the process. If there
were no gear reduction (1:1 gear ratio), the vehicle would
accelerate very slowly. In some cases, the engine would be unable
to move the vehicle. At the very least, gas mileage would be
harmed, since the engine would not reach its most efficient rpm
range. For this reason, the ring and drive pinion assembly, by
design, provides a reduced speed at its output. The reduction is
between 2:1 and about 5:1, depending on the engine size, vehicle
weight, and intended use of the vehicle.
The third function of the differential assembly is to allow the
vehicle to make turns. If the assembly did not make allowances for
the different speeds of the rear wheels during turns, one tire
would lose traction with the ground as the vehicle turned corners.
The differential assembly allows the vehicle to make smooth turns.
29. Differential Drive Gears
The differential drive gears also called the ring
and pinion gear set, consist of the ring and drive
pinion gears. These hypoid gears redirect power
flow by 90° and multiply engine power.
The number of teeth in the ring gear
compared to the number of teeth in the drive
pinion gear sets the rear axle ratio. The ring
gear has 42 teeth and the pinion gear has 7
teeth, the ratio is 42:7, or 6:1 .
31. The ring gear always has more teeth than
the drive pinion gear. Rear axle ratios can
always be determined by dividing the
number of teeth on the ring gear by the
number of teeth on the drive pinion gear.
The drive pinion gear is a hardened-steel
gear with an integral shaft, It is machined
to mesh with and rotate the ring gear.
32.
33. The end of the shaft opposite the gear
has external splines that fit the internal
splines of the differential pinion
yoke/flange. The gear is supported by two
tapered roller bearings, called pinion
bearings.
The rear pinion bearing is pressed onto
the drive
pinion gear shaft at the gear end. The front
pinion bearing is often a slip fit on the
smaller end of the shaft.
34.
35. The outer races, or bearing cups, of both
bearings are pressed into the rear axle housing.
Either a solid spacer or a collapsible spacer crush
is used to set the pinion bearing preload.
The collapsible spacer is designed to be slightly
compressed when the drive pinion gear is
installed in the rear axle housing.
The spacer maintains a mild pressure between
the front and rear pinion bearings, making it
possible to accurately adjust the bearing preload.
38. it fits into the rear axle housing,is machined
smooth. This is the sealing surface for the pinion
seal. The yoke/flange is held to the drive pinion
gear shaft by a large nut and washer that threads
onto the shaft.
This nut is a type known as a jam nut. The top
threads of the nut are deformed to tightly grip
the threads on the drive pinion gear shaft. This is
an interference fit. Tightening the nut also
adjusts the pinion bearing preload.
