Rajasthan state road transport company

1. A
TrainingReport
On
PracticalTrainingTakenat
“RAJASTHANSTATEROADTRANSPORTCORPORATION”
JAIPUR
Submittedto
RAJASTHANTECHANICALUNIVERSITY
Inpartialfulfillmentoftherequirementsforcourseof
BachelorofTechnology
InDepartmentofMechanicalEngineering
SubmittedTo:- SubmittedBy:-
PR.ARUNKUMARARYA UdaiveerSingh
HeadofMechanicalDepartment RollNo-16EARME110
Semester:7
th
DepartmentofMechanicalEngineeringARYACollegeof
Engineering&InformationTechnologySESSION2019-
2020

2. Candidate’sDeclaration
Ihereby,certifythatthework,whichisbeingpresentedintheProject/SeminarReport,
entitled“MaintenanceinRSRTC”inpartialfulfillmentoftherequirementforthecourse
of“BachelorofTechnology”inDept.OfMechanicalEngineeringandsubmittedtothe
DepartmentforarecordofmyownstudiescarriedundertheGuidanceofawardofDr.
ARUNARYADepartmentofMechanicalEngineering,AryaCollegeofEngineering&IT,
RajasthanTechnicalUniversity.
Ihavenotsubmittedthematterpresentedinthisreportanywhereforthe
requirementofanyothercourse.
UdaiveerSingh
EnrolmentNo:-16E1ARMEM30P110
AryaCollegeOfEngineering&IT,Jaipur
i

3. Candidate’sCertificate
ii

4. ii
ACKNOWLEDGEMENTS
IhavetakeneffortsinthisTraining.However,itwouldnothavebeenpossiblewithout
thekindsupportandhelpofmanyindividualsandorganizations.Iwouldliketoextend
mysincerethankstoallofthem.
IwouldliketoexpressmygratitudetoPR.ARUNARYA(HOD)andMR.AMITDHARNIA
fortheirkindco-operationandencouragementwhichprovidemesuchanopportunity
fortraininginRajasthanStateRoadTransportCorporation.
Ialsoexpressmysincerethankstoallengineers,supervisors&workersofRSRTC
withoutwhomthistrainingwouldnothavebeenasuccessful.
Mythanksandappreciationalsogoestomycolleagueindevelopingthistrainingreport
andpeoplewhohavewillinglyhelpedmeoutwiththeirabilities.
UdaiveerSingh
B.Tech.4
th
Year
MechanicalEngineering)

5. CONTENTS
Pageno.
Candidate’sdeclaration i
Candidate'scertificate ii
Acknowledgement iii
Contents iv-v
ListofFigures vi-viii
Abstract 1
Chapter1R.S.R.T.C 2
1.1Introduction. 2
1.2History. 3
1.3Objectives. 3
1.4TypesofBusServices. 3
1.5PassengersFacilities. 5
1.6Summary 5
Chapter2EngineSection 7
2.1Pumpdieselsupply 8
2.2DamagepartofEngine 9
2.3Oilleakage-Dieselleakage. 10
2.4OilchangeofEngine-AboutEngine 11
2.5F.Ipumpchange-Aboutpump 12
2.6Enginechange 12
Chapter3Piston 14
3.1Pistonring 15
iv

6. 3.2Assemblyofpistonintothecylinder 17
3.3Crankshaft 22
3.4Cylinderwall 24
3.5ConnectingRod 26
3.6GasKit 28
Chapter4GearBox 30
4.1DamageinGear 32
4.2Dismentalingofsynchromeshgear 33
4.3Assemblyofsynchromeshgearbox 34
Chapter5Suspensions 38
5.1Leafspring 34
5.2Maintenanceofleafspring 40
Chapter6wheelSection 41
6.1Tyre 41
6.2Typesoftyres 41
6.3Tyreretreading 41
Plantlayout 42
Conclusion 43
Reference 44
v

7. Listoffigures
Fig.No.Description PageNo.
Fig1.1RSRTClogo 2
Fig1.1Volvoairconditionedservice 3
Fig1.2SleeperA/ccoach 4
Fig1.3SleeperNonA/ccoach 4
Fig2.1Busengine 7
Fig2.2Graphicalrepresentationofcombustion 9
Fig2.3Damagepartofengine 9
Fig2.4Oilleakage 10
Fig2.5Oilchange 11
Fig2.6F.Ipump 12
Fig2.7EngineChange 13
Fig3.1Damagepartofpiston 14
Fig3.2Scrapperrings 15
Fig3.3Partsofpiston 16
Fig3.4Piston 18
Fig3.5PistonRingsgrooves 18
Fig3.6Cylinder 19
Fig3.7Cylindercleaned 19
Fig3.8Theexpanderspringisfittedintothegroove 20
Fig3.9Thebottomisinsertedby120jointtwist 20
vi

8. Fig3.10Twistingthepistonrings 21
Fig3.11Pistonringisintothecrankshaft 21
Fig3.12Crankshaft 22
Fig3.13Fatiguefailureincrankshaft 22
Fig3.14Failureduetovibration 23
Fig3.15Damagedcylinderwall 24
Fig3.16Cylinderwallaffectedduetolackoflubricant 25
Fig3.17Cylinderliner 25
Fig3.18Assemblyofcylinderliner 26
Fig3.16Connectingrod 26
Fig3.10Failureinconnectingrodduetotorque 28
Fig3.11StretchBolt 28
Fig3.12GasKit 29
Fig4.1Gearbox 30
Fig4.2MainShaft 31
Fig4.3CounterShaft 31
Fig4.4Frettingingear 32
Fig4.5Micropittingingear 33
Fig4.6Dismentalingofgearbox 34
Fig4.7Partsofgearbox 35
Fig4.8Assemblyofgearboxincasing 36
Fig4.9Outerviewofmeshinggearbox 36
Fig4.10Internalviewofmeshinggearbox 37
vii

9. Fig5.1Leafspring 38
Fig5.2Failureofspring 39
Fig5.3Failureofleafspringduetoremovalofrubberbushing 40
Fig6.1Belt 41
Fig6.2Beltpastedonscrubbedtyre 41
Fig6.3Tyrewithbelt 41
Fig7.3Plantlayout 42
viii

10. 1
ABSTRACT
Rajasthan State Road Transport Corporation is also known as RSRTC, and has 1 million
passengers travel by its buses daily. RSRTC’s services are to all important places in Rajasthan
and adjoining states of Gujarat, Haryana, Punjab, Delhi, Uttar Pradesh, Himachal pradesh,
Madhya Pradesh and Maharashtra.
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 passenger’s.
To fulfill 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 5,000 buses in its fleet and 56 depots across the state and 3 depots outside the state i.e.
Indore, Ahmadabad and Delhi.

11. 2
Chapter 1
Rajasthan state Road Transport Corporation
1.1 INTRODUCTION
Rajasthan State Road Transport Corporation (RSRTC) is a public transport company which
provides bus services in the Indian state Rajasthan. It is headquartered in Jaipur, Rajasthan. The
corporation was established by Government of Rajasthan on 1 October 1964 under the Road
Transport Act 1950. RSRTC operates ordinary, express and deluxe services. It has 4,500 buses
in its fleet, 56 depots across Rajasthan and 3 depots outside the state i.e.
• Indore
• Ahmedabad
• Delhi
RSRTC operates services in Rajasthan and adjoining states of Gujarat, Haryana Punjab, Delhi
Uttar Pradesh Himachal Pradesh Madhya Pradesh and Maharashtra.
Workshop in Jaipur
• Central workshop bagrana.
• Vidhyanagar depot.
• Vaishalinagar depot.
• Deluxe depot.
Fig 1.1 RSRTC logo

12. 3
1.2 History
Rajasthan State Road Transport Corporation is a public transport company which bus services in
the Indian State Rajasthan. It is headquartered in Jaipur, Rajasthan. The corporation was
established by Government of Rajasthan on 1 Oct 1964 under the road transport Act 1950
RSRTC operates ordinary, express, deluxe services. It has 5000 buses in its feet, 56 Depots
across Rajasthan and # Depots outside the state i.e., Indore, Ahmedabad and Delhi, RSRTC
operates services in Rajasthan and adjoining states of Gujarat, Haryana, Punjab, Delhi, Uttar
Pradesh, Himachal Pradesh, Madhya Pradesh And Maharashtra
1.3 Objectives
The corporation's main objectives are:
(a) To provide efficient, adequate, economical, safe and well coordinated passenger transport
service.
(b) Development of the virgin desert land of Rajasthan for the national economy through the
development of transport facility. With these objectives, RSRTC has been providing services not
only on notified routes but also on sub non-nationalised routes for the convenience of a large
number of general public residing in remote areas of the state. Interstate services are also being
extended to the neighboring states for a coordinated transport service system.
1.4 Types of Bus Services
The details of various types of services offered by RSRTC are outlined in the succeeding
paragraphs:- (a)Volvoair-conditioned service
Fig 1.2 Volvo air-conditioning

13. 4
RSRTC provides Volvo buses for convenient and comfortable journey between Jaipur-Delhi,
Delhi-Jodhpur and Delhi via Jaipur, Udaipur, Ahmedabad, Jaipur-Ganganagar. RSRTC launched
India's most luxury bus services with pantry and LCD screens between Jaipur and Delhi and
other tourist destinations using state of art Volvo Buses which provide a new traveling
experience. These buses provide passengers with great convenience, low fares and luxury
travelling experience.
(b) Sleeper A/c coach
For night service, RSRTC provides facilities of A/c sleeper coach from Jaipur to
Ahemdabad, Haridwar, Jodhpur, Udaipur, Mount Abu etc.
Fig 1.3 sleeper A/c coach
(c) Sleeper Non - A/c coach
Fig 1.4 sleeper non A/c coach

14. 5
There are 8 Non A/c sleeper coaches operating from Jaipur to Gwalior, Viratra Mata, Jaisalmer
and Lucknow.
(d) Air conditioned (Pink line services)
RSRTC provides air conditioned services for a convenient and comfortable journey in the main
routes from Jaipur to Delhi, Agra and Udaipur.
(e) Super deluxe (Silver line services)
More than 150 deluxe bus services were made available connecting district head quarters as well
as towns and cities within and outside the neighboring states.
(e) Long distance express and night services (Blue line services)
1.5 Passenger Facilities
For better convenience of the passengers, RSRTC has set up bus stands at important locations
throughout Rajasthan. RSRTC has introduced online reservation system for its premium segment
services such as the volvo and deluxe services. Passengers can also book their tickets through the
50 Kiosks situated in Jaipur.
RSRTC is also socially 9 conscious and affords concessional rates to senior citizens, physically
challenged persons and relatives of soldiers who died in war.
1.6 Summary
RSRTC is uniquely positioned to serve a broad and growing market with the following features:-
(a) Low fares for passengers on any given day.
(b) Bus stands with amenities for waiting and in-transit passengers.

15. 6
(c) Regularly scheduled intercity transportation to most cities, towns and small villages across
the state and neighboring states.
(d) Online reservation facilities for premium segment buses.
(e) Additional services during peak travel periods to accommodate passengers.
(f) Concession offers in fares and facilities to students, physically challenged, sick, freedom
fighters, widows and families of soldiers who died in war.

16. 7
Chapter 2
ENGINE SECTION
An engine swap is the process of removing a bus's original engine and replacing it with another.
This is done either because of failure, or to install a different engine, usually one that is more
modern and so more efficient, this may make it more powerful and or economical.
Older engines may have a shortage of spare parts and so a modern replacement may be more
easily and cheaply maintained. Swapping to a diesel engine for improved fuel economy is a long
established practice, with modern high efficiency and torque diesel engines this does not
necessarily mean a reduction in performance associated with older diesel engine swaps.
For the particular application of off-road vehicles the high torque at low speed of turbo diesels
combined with good fuel economy makes these conversions particularly effective. Older non-
electronic fuel injection diesels were well known for their reliability especially in wet conditions.
An engine swap can either be to another engine intended to work in the car by the manufacturer,
or one totally different.
Fig 2.1 Bus Engine
The former is much simpler than the latter. Fitting an engine into a car that was never intended to
accept it may require much work – modifying the car to fit the engine, modifying the engine to

17. 8
fit the car, and building custom engine mounts and transmission bell housing adaptors to
interface 14 them along with a custom built driveshaft. Some small businesses build conversion
kits for engine swaps, such as the Fiat Twin cam into a Morris Minor or similar. Swapping the
engine may have implications on the cars safety, performance, handling and reliability.
The new engine may be lighter or heavier than the existing one which affects the amount of
weight over the nearest axle and the overall weight of the car - this can adversely affect the car's
ride, handling and braking ability. Existing brakes, transmission and suspension components may
be inadequate to handle the increased weight and/or power of the new engine with either
upgrades being required or premature wear and failure being likely.
2.1 PUMP DIESEL SUPPLY
KNOCKING – DAMAGE OF VEHICLE
Diesel knock is the clanking, rattling sound emitted from a running Diesel Engine. This noise is
caused by the compression of air in the cylinders and the ignition of the fuel as it is injected into
the cylinder. This is much the same as a gasoline engine suffering from pre-ignition or
spark knocking.
Main reason of knocking
1.Abnormal combustion
In Internal combustion engines, abnormal combustion is a significant phenomenon associated
with the combustion processes on which the life and performance of the engine depends.
The two important abnormal combustion phenomenons are
1 Knocking
2 Surface Ignition

18. 9
Fig 2.2 Graphical representation of combustion
2.2 DAMAGE PART OF ENGINE
Knocking in your engine, also described as pinging, can mean one of several problems. ...
The knocking sound often occurs when the air-fuel mixture is incorrect, which causes the fuel to
burn in uneven pockets rather than uniform bursts. Left untreated, it can cause damage to the
piston and cylinder wall.
Most soot escapes out the exhaust system, particularly if an engine is new. But, if
an engine is older, and particularly if it has worn piston rings, soot gets into the oil.
Once soot begins contaminating the oil, severe problems can arise quickly fix
Fig 2.3 Damage part of engine

19. 10
The problem is increased further with the formation of acids in the engine oil caused by
condensed water and combustion by-products which would normally boil off at higher
temperatures.
This acidic build-up in the lubricating oil causes slow but ultimately damaging wear to bearing
surfaces.
2.3 OIL LEAKAGE- DIESEL LEAKAGE
Pay close attention to leaks from your automobile's engine. Running a vehicle that’s drastically
low on a vital fluid can cause severe damage. After you find the source of the leak, the following
information will help you decide whether you can handle it yourself or you need professional
help.
The reasons for oil leak is mainly due to oil seal damage. The oil seal damage is common to
all engines and it can be fixed by an authorised service person.
The vast majority of leaks are due to degraded engine gaskets, oil pan leaks, oilseals or bad
connections. Crawl under the car and check the oil pan seals. Next check the timing cover seal
and.
Fig 2.4 Oil leakage

20. 11
2.4 OIL CHANGE OF ENGINE- ABOUT ENGINE
Diesel oil change is a regular part of the maintenance required of your diesel vehicle. Just like a
car or truck that runs on gas, diesel engines require the proper lubrication to keep them in good
working order. A synthetic diesel oil change, under the right conditions, can last a very long time
without needing to be drained. Am soil and Mobil 1 are two synthetic diesel options to look into,
but you should never forgo changing your diesel oil just because you think you can. Consulting
with your mechanic is a good idea if you have questions about how long your synthetic oil will
last. There are some basics to a diesel oil change that every diesel owner should know. Things
like cost, drain intervals and brand options are important to have in mind when you go to get
your oil changed. Knowing how to do it yourself helps too.
In our country Ashok Leyland and Telco are leading Bus manufacturers and their
recommendations
Ashok Leyland with Hino engine
1. for long distance 32,000 kms
2. Local usage 24,000 kms
Every 18,000 kms.
Eicher Motors
z
Fig 2.5 oil change

21. 12
2.5 F.I PUMP CHANGE- ABOUT PUMP
An Injection Pump is the device that pumps diesel (as the fuel) into the cylinders of a diesel
engine. Traditionally, the injection pump is driven indirectly from the crankshaft by gears, chains
or a toothed belt (often the timing belt) that also drives the camshaft. It rotates at half crankshaft
speed in a conventional four-stroke diesel engine. Its timing is such that the fuel is injected only
very slightly before top dead center of that cylinder's compression stroke. It is also common for
the pump belt on gasoline engines to be driven directly from the camshaft. In some systems
injection pressures can be as high as 200 MPa (30,000 PSI)
Fig 2.6 F.I pump
2.6 ENGINE CHANGE
An engine swap is the process of removing a bus's original engine and replacing it with another.
This is done either because of failure, or to install a different engine, usually one that is more
modern and so more efficient, this may make it more powerful and or economical. Older engines
may have a shortage of spare parts and so a modern replacement may be more easily and cheaply
maintained. Swapping to a diesel engine for improved fuel economy is a long established

22. 13
practice, with modern high efficiency and torque diesel engines this does not necessarily mean a
reduction in performance associated with older diesel engine swaps. For the particular
application of off-road vehicles the high torque at low speed of turbo diesels combined with
good fuel economy makes these conversions particularly effective. Older non- electronic fuel
injection diesels were well known for their reliability especially in wet conditions.
An engine swap can either be to another engine intended to work in the car by the manufacturer,
or one totally different. The former is much simpler than the latter. Fitting an engine into a car
that was never intended to accept it may require much work – modifying the car to fit the engine,
modifying the engine to fit the car, and building custom engine mounts and transmission bell
housing adaptors to interface
them along with a custom built driveshaft. Some small businesses build conversion kits for
engine swaps, such as the Fiat Twin cam into a Morris Minor or similar.
Swapping the engine may have implications on the cars safety, performance, handling and
reliability. The new engine may be lighter or heavier than the existing one which affects the
amount of weight over the nearest axle and the overall weight of the car - this can adversely
affect the car's ride, handling and braking ability. Existing brakes, transmission and suspension
components may be inadequate to handle the increased weight and/or power of the new engine
with either upgrades being required or premature wear and failure being likely.
Fig 2.7 Engine Change

23. 14
Chapter 3
PISTON
The symptoms of a piston failure can include engine noise (rattling or knocking noises while the
engine is idling), oil burning, misfiring and loss of power. But a fuel or ignition problem
won't cause engine noise or blue smoke in the exhaust. Loss of compression also can cause a
misfire and a loss of power.
The sudden increase in pressure can really hammer the pistons and rings causing them to break.
Detonation can also damage the rod bearings and head gasket, too.
Preignition occurs when a hot spot inside the combustion chamber ignites the fuel before the
spark plug fires. When an engine runs hot, the pistons swell.
Fig 3.1 Damage part of piston

24. 15
3.1 PISTON RING
Puffs of blue smoke out the exhaust means the engine is burning oil.
Worn or damaged piston rings, You may notice that the engine oil gets low faster than before.
Oil smoking first appears during engine cold starts. As the engine warms up, the pistons and
rings expand, sealing the walls, reducing how much oil is blowing past the rings.
Typical Ring Configuration
1.Compression Rings or Pressure Rings
The compression rings provide sealing above the piston and prevents the gas leakage from the
combustion side. Located in the top grooves are the compression rings. However, this may differ
according the design of the engine.
The main function of these rings is to seal the combustion gases and transfer heat from the piston
to piston walls.
2. Second or Intermediate Rings
Rings The oil in controlled by shearing the layer of the oil left by oil ring, thus providing the top
compression rings enough lubrication. Moreover, it also provides help to the top compression
ring in sealing and heat transfer
3. Oil Control / Scrapper Rings
Fig 3.2 Scrapper rings

25. 16
Rings The oil control rings controls the amount of lubricating oil passing up or down the cylinder
walls. These rings are also used to spread the oil evenly around the circumference of the liner. Th
Fig 3.3 Parts of piston
These rings are also called scraper rings as they scrap the oil off the cylinder walls and send it
back to the crankcase. These rings do not allow oil to pass from between the face of the ring and
the crown.
Incorrect valve timing caused by incorrect adjustment or a slipped toothed belt
Cracks in the crown and crown bowl
REASON OF PISTON DAMAGE
PISTON CROWN DAMAGE
• Seizure due to overheating (mainly piston crown)
• Overheating due to combustion defaults
• Bent/blocked oil injection jet

26. 17
• Installation of incorrect pistons
• Malfunctions in the cooling system
• Clearance restriction in the upper sliding surface area
• Impact marks
• Piston protrusion too great
• Excessive machining of the cylinder head sealing surface
• Incorrect valve recess
• Incorrect cylinder head gasket
• Carbon deposits on the piston crown
• Insufficient valve clearance
• Improper fitting of crown.
• Faulty or incorrect injection nozzle
• Incorrect injection point
• Insufficient compression
• Lack of piston cooling
• Installation of pistons with incorrect bowl shape
• Improvement in performance (e.g. chip tuning)
3.2 Assembly of Piston into the cylinder

27. 18
Step 1- Take new piston and cleaned
Clean the pistons thoroughly first of all and remove all traces of carbon from the ring grooves.
Remove the carbon from the oil return bores with a twist drill and tap wrench. Clean the grooves
without damaging the groove sides in the process. Replace cracked or sunken and worn pistons
Fig 3.4 Piston
Step -2 checking the piston rings grooves
Fig 3.5 Piston rings grooves

28. 19
If between a parallel sided compression ring and the associated groove flank a distance of 0.12
mm or more is measured, the piston is excessively worn and must be replaced.
Step-3 checking the cylinder wear and tear
If the cylinder wear is higher than 0.1 mm for Otto engines and 0.15 mm for Diesel engines, the
cylinder must also be replaced (top ring reversal bore wear).
Fig 3.6 Cylinder
Step-4 Cleaning the cylinder
Remove carbon residues at upper unused area of the cylinder liner.
Fig 3.7 Cylinder cleaned
Step-5 Checking the ring set components
When replacing the piston rings, we always recommend replacing a complete set. The ring
height is checked with a calliper. A comparison with our catalogue data is recommended.

29. 20
The diameter can be checked with a measuring ring or reworked cylinder; the joint clearance
based on a subjective assessment or with a feeler gauge. When checking the ring diameter in
worn cylinders/cylinder liners, note that the joint clearance can assume larger values.
Step-6 Installing the piston rings
Insert the piston rings into the respective piston ring groove with the correct fitting tool.
Excessive spreading of the piston rings during mounting is to be avoided; this causes permanent
deformations.
The ―TOP‖ marking must point to the piston crown, so that the scraping effect is pointing to the
skirt end of the piston.
Fig 3.8 The expander spring is fitted into the groove
Fig 3.9 The bottom fin is inserted by 120° joint twist.

30. 21
Step-7 Twisting the piston rings
Once the piston rings are installed, it must be ensured that they can move freely. Twist the joint
ends of the piston rings by 120° each on the piston.
Fig 3.10 Twisting the piston rings
Step-8 Inserting the piston rings
Sufficiently oil piston rings and pistons and install with a closing piston ring clamp or a conical
assembly sleeve to prevent the piston rings from being damaged.
Fig 3.11 Piston rings is inserted

31. 22
3.2 CRANK SHAFT
Crankshaft is the intermediate part of a marine engine, which transfers the power of a firing
cylinder from the reciprocating piston to the rotating propeller (or alternator in case of a
generator).
The working of other components of the engine depends upon the correct rotation of the crank
shaft such as camshaft for fuel timing, firing order of units etc. Failure of a single part of the
crankshaft can stall the engine as well as the ship.
Fig 3.12 Crankshaft
Reasons for failure of crankshaftFatigue Failure: Majority of steel crankshaft failure occurs
because of fatigue failure, which may originate at the change of cross-section such as at the lip of
oil hole bored in the crankpin.
Fig 3.12 Fatique failure

32. 23
Failure due to Vibration: If the engine is running with heavy vibration especially torsional
vibration, it may lead to crack in the crankpin and journal
Insufficient lubrication: If the lubrication of bearing in the crankshaft is starved, it may lead to
wipe out of the bearing and failure of the crankshaft
Over Pressurised Cylinder: It may happen that there is hydraulic lock (water leakage) inside
the liner and due to extreme pressure the crankshaft may slip or even bent (if safety valve of that
unit is not working).
Cracks: Cracks can develop at the fillet between the journal and the web, particularly between
the position corresponding to 10 o’clock and 2 o’clock when the piston is at T.D.C
Fig 3.14 Failure due to vibration
Solution of overcoming the problem when the crankshaft broken
Replace the crank shaft. You may be able to purchase a crank kit from your local Advance or
Autozone (or similar) retail parts store. Or you may need a complete engine rebuild. And since
you asked what to do about a broken crankshaft I’m assuming you will not be doing this work
yourself.

33. 24
Someone suggested figuring the cost of an engine rebuild and then decide if it’s worth it or
consider scrapping the car. If the engine is high millage (200,000+) and wearing out then you
could decide to purchase a rebuilt engine and do a swap. Again, it will cost less to order from a
parts store and ship in a crate than going to a dealership and asking for a new engine.
3.3 CYLINDER WALL
Most instances of piston & cylinder scoring can be traced to lack of oil, use of improper oil fuel
mixture, foreign particles in cylinder, heating caused by plugged cooling fins, or excessive
carbon build-up in the cylinder exhaust ports.
Piston A has been used in an engine which has a correct fuel-oil mixture.
Cylinder walls can become very worn or damaged from use. If the engine is not equipped with
replaceable sleeves, there is a limit to how far the cylinder walls can be bored or worn before the
block must be sleeved or replaced.
In such cases, the use of a sleeve or liner can restore proper clearances to an engine. Sleeves are
made out of iron alloys and are very reliable
Fig 3.15 Damaged cylinder wall

34. 25
The lack of lubrication on the piston has caused it to seize to the cylinder wall. The damage you
see was caused in the moments before the piston "stuck," which seized the engine. Once this
piston, the scouring and other dry conditions provide the evidence to suggest this seizure
was caused by no lubricant in the fuel.
Fig 3.16 Cylinder wall affected due to lack of lubricant
When the cylinder wall become rough then change the cylinder liner

35. 26
Fig 3.17 Cylinder liner
Assembly of cylinder liner in cylinder- In this first clean the cylinder and cylinder liner and use
some lubricant on the walls of liner and cylinder and adjust them
Fig 3.18 Assembly of cylinder liners
3.4 CONNECTING ROD
In a reciprocating piston engine, the connecting rod or conrod connects the piston to the crank or
crankshaft. Together with the crank, they form a simple mechanism that converts linear motion
into rotating motion.
The small end of the connecting rod attaches to the piston pin, gudgeon pin or wrist pin, which is
currently most often press fit into the connecting rod but can swivel in the piston, a "floating

36. 27
wrist pin" design. The big end connects to the bearing journal on the crank throw, in most
engines running on replaceable bearing shells accessible via the connecting rod bolts which hold
the bearing "cap" onto the big end.
Fig 3.19 Connecting rod
REASON OF FAILURE OF CONNECTING ROD
Heat
When inner rod bearings have a reduced gap between the bearing surface and the crankshaft, a
proper oil film has no space to get to the two surfaces. This increased friction causes heat,
making the bearing to expand in the race, thus reducing oil delivery. When temperatures reaches
the peak (400 degrees), it leads to annealing or galling of the bearing to the journal race.
Torque
A very tight bearing can be the cause of an out-of-sequence torque procedure, or a torque
pressure that is out of the manufacturer’s specifications. The bearing surface will rob against the
journal, creating excessive friction and heat. Over-torqued or over-tightened bearings can cause
the rod end cap to bow in the center, leading to an out-of-round profile.

37. 28
Fig 3.20 Failure in connecting rod due to torque
Lubrication
Tightened or crushed bearings can spoil the oiler hole alignment between the crankshaft journal
and the bearing oiler hole, creating a reduced flow of oil to the bearing surface inside the
connecting rod journal.
Bolt Stretch
Tight bearings can cause excessive connecting rod bolt stretch. Bolt stretch results in weakening
and tearing of the threads inside the rod cap.
Fig 3.21 Stretch Bolt

38. 29
3.5 GAS KIT
• The main cause for a blown or damaged head gasket is extreme engine temperature. High
engine temperatures are often caused by a coolant leak or just not having enough coolant
in the radiator. It is important to note that different head gaskets will falter at different
stages and temperatures. Aluminum has a tendency to expand more quickly than other
metals when it is heated, so an aluminum cylinder head is less desirable than other
choices. When a metal has a high thermal expansion rate it means that as temperature
changes so does the volume of the matter involved. Aluminum, having a relatively high
thermal expansion rate, causes rapid expansion of the head gasket and weakens the
integrity of the material, therefore making for a sub-optimal head gasket choice.
Fig 3.22 Gas Kit

39. 30
Chapter 4
GEAR BOX
The gear box is the second element of the power train in an automobile. It is used to change the
speed and torque of vehicle according to variety of road and load condition. A gear box changes
the engine speed into torque when climbing hills and when the vehicle required. Sometimes it is
known as torque converter.
Main functions of a gear box is as follow-
• Provide the torque needed to move the vehicle under a variety of road and load
conditions. It does this by changing the gear ratio between the engine crankshaft and
vehicle drive wheels.
• Be shifted into reverse so the vehicle can move backward.
• Be shifted into neutral for starting the engine.
Fig 4.1 Gear Box

40. 31
There is two part in gear box
1.main shaft : A layshaft is an intermediate shaft within a gearbox that carries gears, but does
not transfer the primary drive of the gearbox either in or out of the gearbox
Fig 4.2 Main shaft
2.counter shaft : A countershaft transmission provides at least three forward and three reverse
speeds and includes a first countershaft having a second gear secured thereto, a third gear
rotatable thereon, and a first clutch for connecting the third gear.
Fig 4.3 Counter shaft
Why the noise in all gear

41. 32
Well, many answers, but a common fault is bearing collapse, due to wear, fatigue, or just getting
to the end of expected working life. It is a simple fix, we just reline the unit with a new set.You
don’t need a new box.
4.1 Damage in gear
1.lubrication
2. Fretting corrosion:- Fretting corrosion can affect gears and bearings. It is a surface-wear
phenomenon that occurs when two contacting surfaces have small oscillating relative motions,
with no lubricant film between the surfaces.
Fig 4.4 Fretting Corrosion
3. Axial cracking:- Axial cracking is a phenomenon that occurs in bearings, almost always on
the bearing inner ring
4. External resistance:- Affected due to external effect.
5. Micropitting:- Micropitting can affect both gears and bearings, and failures due to
micropitting are very common in wind turbine gearboxes. Micropitting occurs when the lubricant
film between contacting surfaces is not thick enough and the surfaces have high amounts of
sliding action.

42. 33
Fig 4.5 Micropitting in Gear
4.2 Dismentaling of synchromesh gear box
1.The gearbox assembly is kept on a workbench and the oil inside it is completely drained.
2. The nuts connecting the clutch housing and gearbox are removed and the release bearing and
lever are taken out separately.
3. The front cover, rear cover and end cover are removed. Then the. release bearing moving
flange and lay shaft are removed.
4. The clutch shaft (top gear shaft) is removed along with the bearing.
5. The pilot bearing is removed by removing the nut from the front end of the main shaft and
then the gear units and synchromesh are removed in order.
6. At last the main shaftis removed from the top.
7. After removing both the bearings of the lay shaft, the shaft is removed.
8. Then the reverse gear shaft is removed followed by the idler gears. Cleaning: The
components of the synchromesh gear box are thoroughly cleaned with kerosene. Inspection:
1. Inspect the front cover, rear cover, gearbox case and top cover clutch housing.
2. The gears, bearings. main shaft. speedometer, reverse gear idler gears and countershaft are
thoroughly inspected.

43. 34
3. Main shaft splines. counter shaft splines and top gear splines are thoroughly inspected. '
4. The synchromesh units are separated and the inner gear & drum components are clearly
inspected.
5. lf oil seal damage is visible, replace the same.
Fig 4.6 Dismentaling of gear box
4.3Assembly of Synchromesh gear Box
Step 1- Take main shaft
Step 2- Use bearing on the main shaft where gear is setup with some lubricant is used
Step 3- Then use locking pin for fixing the gear on the shaft.
Step 4- After that use Synchronizer cone at the gear.
Step 5- Then use blocker ring for blocking the gear.
Step 6- And then use synchronizer hub on the shaft.
Step 7- Then adjust shift sleeve for fixing the gear which is required for fixed.

44. 35
Step 8- Then again fix blocker ring then use synchronizer cone.
Step 9- And then again fix gear similary this process as per the requirement of gear fixing
Step 10- Same process as it it in counter shaft.
Fig 4.7 Parts of gear box
Fig 4.8 Assembly of gear box in casing

45. 36
Fig 4.9 Outer view of meshing gear box
Fig 4.9 Internal view of meshing gear box

46. 37
Chapter 5
SUSPENSIONS
5.1 Leaf Spring
A leaf spring is a component of some vehicles' suspension systems. Most leaf springs are curved
(these are often called elliptical springs); the curvature helps the spring absorb impact. The three
major functions of any vehicle's suspension are to: Support the vehicle.
Uses no of spring in rear axel and front axel
Front axle:A leaf spring is a simple form of spring commonly used for
the suspension in wheeled vehicles. Originally called a laminated or carriage spring, and
sometimes referred to as a semi-elliptical spring or cart spring,
Rear axle: A leaf spring can either be attached directly to the frame at both ends or attached
directly at one end, usually the front, with the other end attached through a shackle, a short
swinging arm. The shackle takes up the tendency of the leaf spring to elongate when compressed
and thus makes for softer springiness.
Fig 5.1 Leaf spring

47. 38
Why Leaf Springs Fail
The average leaf spring consists of anywhere from four to ten leaves of spring steel, each of
which are cut at different lengths and bonded with clamps. When you see a leaf spring broken,
the damage might consist of scrapes or cracks along one or more of the leaves within the spring.
Fig 5.2 Failure of leaf spring
How to Clean a Leaf Spring
The most important reason to clean leaf springs on a periodic basis is because of the dirt particles
that kick up from the ground as the truck is in motion. That dirt makes its way between the
leaves, and this can exacerbate wear and corrosion on the leaf springs. The handbook for your
truck should state the appropriate frequency for leaf spring cleaning.
If you do need to jack your truck to reach the leaf springs, you'll need to:
• Take off the trims and hubcaps from the wheels.
• Loosen the wheel nuts.
• Activate the jack on either the left or right side of the truck.
• Place the axle stand under one of the chassis members — don't place the stand under the
axle.

48. 39
• Inspect the Rubber Bushings.
Fig 5.3 Failure of leaf spring due to removal of rubber bushing
5.2 Maintenance of leaf spring
Over the course of your travels driving your vehicle through pathholes,humps,or any kind of
bump,thst can shift your vehicle weight, will be handled by your leaf spring . The stress causes
the suspension to droop or ―sag‖ making it lose its ability to propery absorb shock.
The U-bolt ,which is located at the center of the leaf spring ,is used to hold all the metal strips
together in the middle.Re-tightening it prevents further sagging ,allowing the device to
absorbshock properly.
In some cases the entire leaf spring doesn’t have to be replaced –only the individual leaves.if you
find a strip out of place it can be re bent with hydraulic press.
Grease or oil the entire leaf spring .when the vehicle goes over a bump,or path holes,the leaf
spring moveswards taking the stress for the entire c

49. 40
Chapter 6
WHEEL SECTION
6.1 Tyre
Tyre is a circular and ring like part of a vehicle which comes in contact with ground. Tyres are
fitted on rims and are filled with compressed air. Since their invention ,natural rubber is the most
widely used material in manufacturing of tyres.
6.2 Types Of Tyre
Cross ply or bias ply: In these tyres ,ply cords are at an angle of 300-
400
to the tire axis.
Radial ply: In these tyres,ply cords run in the radial direction.
Belted-bias ply: This is a combination of the above mentioned types.
6.3 Tyre Retreading
Retreading is a process through which we can use our old tyres. In this method,a worn casing of
a tyre that has a good structural quality is taken off and put through a process in which it gets a
completely renewed tread and sidewall rubber. After that ,the revamped tyre is taken forward for
a curing processes in which the new rubber is vulcanized to the original casing and hence, the
tyres gets a newly made trade pattern.
Over the years ,a lot of development has taken place in the tyre manufacturing industry across
the world. High standard tyres are being manufactured using premium technologies ,so that they
could perform flawlessly not only in their first life, but also in their second and even sometimes
third life.
Process of Retreading
For New tyre - After retreading vehicle run approximately 85000km.
For old tyre- After retreading vehicle run approximately 50000km.

50. 41
Fig 6.1 Belt Fig 6.2 Belt pasted on scrubbed tyre
Fig 6.3 Tyre cover with belt

51. 42
Plant Layout
Fig Plant Layout
Working Department:
1 . Major Section-Gear
2. Engine Section
3. Minor Section- Suspension System

52. 43
CONCLUSION
I completed my practical training at CENTRAL WORKSHOP RSRTC,Bagrana successfully. It
was a great pleasure for me to getting practical knowledge related to Mechanical Engineering.
After carrying out the training, I learnt some concepts of Automobile and equipments used at
―CENTRAL WORKSHOP RSRTC, Bagrana‖. During the period of my training, I got some
experienced persons in the field of Engineering who are the source of gaining knowledge. At
last, I can conclude that going in an organization and taking training is very useful and students
also get experience about general working procedure of an organization.

53. 44
REFERENCE
 A Text book of Automobile by Kirpal Singh.
 A Text book of Internal Combustion Engine by M.L. Mathur.
www.rsrtc.com
 www.wikipedia.com