SIWES TECHNICAL REPORT BY OLADEJI ADEOLA

A TECHNICAL REPORT ON
STUDENT INDUSTRIAL WORK EXPERIENCE
SCHEME (S.I.W.E.S)
UNDERTAKEN AT
.
4TH
ROUNDABOUT, LEKKI-EPE EXPRESSWAY, VI, LAGOS.
BY
OLADEJI ADEOLA ISMAIHIL
100403071
DEPARTMENT OF ELECTRICAL / ELECTRONICS ENGINEERING
FACULTY OF ENGINEERING
UNIVERSITY OF LAGOS.
INSTITUTION BASED SUPERVISOR:
ENGR. OKEWOLE F. O.
SUBMITTED IN PARTIAL FUFILMENT OF THE AWARD OF
BACHELOR OF SCIENCE (B. Sc.) IN ELECTRICAL /
ELECTRONICS ENGINEERING.
FROM:
AUGUST 2014 TO JANUARY 2015

SIWES TECHNICAL REPORT
OLADEJI ADEOLA .I. 100403071 Page | 1
CERTIFICATION
This is to certify that Oladeji Adeola Ismaihil of Matric number
100403071 compiled this report based on his twenty-four weeks Student
Industrial Working Experience Scheme (S.I.W.E.S.) carried out at
Germaine Auto Centre. 4th
Roundabout Lekki-Epe Expressway, V.I.
Lagos.
……………………………….. ………………………
Name of Student Signature and Date
........................................................ …………………….
Name of Industry Based Supervisor Signature and Date
………………………………… ………………………
Name of Academic Supervisor Signature and Date

DEDICATION
This report is dedicated foremost to God Almighty for his favor, mercy and grace upon my life
especially during my 6 months SIWES programme at Germaine Auto Centre.
I would also like to dedicate it to my parents and siblings for their love and support and everyone
else that contributed towards making my SIWES training a fun and successful one.

ACKNOWLEDEGEMENT
My appreciation goes to the Industrial Training Fund for their foresight in putting this program
in place and also to the Electrical / Electronics Engineering Department, University of Lagos,
Akoka for providing a platform on which I was engaged on the training.
I am grateful to Germaine Auto Centre for providing me with such an opportunity to be exposed
to world class engineering services in the automobile industry.
I also want to say a big thank you to my industry based Mr Idowu Amoo and to my direct boss
Mr Azeez also to Mr lateef, Jessica, Mr Jamiu, Mr segun and every personnel of the Japanese
Department especially the Light Truck section for welcoming me into the Truck family with
open hands.
To Mr Isaiah, Mr Seun and Mr Keneth of the IT department, thank you all for taking me in like a
brother. To Mr Lawal, Mr Paul and everyone in the Material and Spare parts department. God
bless you all.
To my co-interns Emmanuel, Magnus, Nuah, Abiodun, Josh and Onyekachi thank you all for
making my stay at GAC an exciting and blissful one.
To my parents and siblings thank you all for your moral and financial support. I cannot wish for
a better family.
I am deeply indebted to God Almighty, the giver of all wisdom, knowledge and understanding,
without whom I would have achieved nothing at all.
Finally to my Institution based supervisor Engr. Okewole F. O. for his support and to my other
friends and colleagues. Thank you all. I am highly grateful.

ABSTRACT
This Industrial Report presents the experience garnered during my six months of Industrial
training undertaken at Germaine Auto Centre, Lekki – Epe Expressway, VI, Lagos.
My training was on Diagnosis / Electrical Technician in Light Truck Section and Technical
Support, Troubleshooting of PC (personal computer) with other Networking Infrastructures in IT
Department.
I acquired practical knowledge on how to Repair, Replace and Install Electrical Systems and I
also assisted in providing the operational units the functionality they need.
This report discusses the technical skills gained during the training period and justifying the
relevance of the scheme in equipping students with needed technical competence to thrive in the
real world.

TABLE OF CONTENT
Title Page
Certification…………………………………………………………………………………….1
Dedication ……………………………………………………………………………………...2
Acknowledgement ……………………………………………………………………………..3
Abstract ………………………………………………………………………………………...4
Table of Content ……………………………………………………………………………….5
List of Tables …………………………………………………………………………………..7
List of Figures ………………………………………………………………………………….7
Chapter 1
Introduction to Training Program …………………………………….................................1
1.0 Purpose of Training ……………………………………………………………………8
1.1 Company’s profile…………. ……………………………………………………….....9
Chapter 2
The Training Program ……………………………………………………………………... 2
2.0 Description of Work done …………………………………………………………….13
2.1 Automotive Electrical System…………………………………………………………14
2.10 Starting System ……………………………………………………………………….14
2.11 Charging System ……………………………………………………………………...14
2.12 Digital (programmed) ignition system ………………………………………………..17
2.12 Lighting System ……………………………………………………………………....17
2.13 Audio System ………………………………………………………………………...18
2.14 Sensors and Actuators ………………………………………………………………..19

Chapter 3
Repair and Maintenance Processes………………………………………………………….3
3.0 Safety Information……………………………………………………………………..23
3.1 Tools Required………………………………………………………………………...23
3.2 Checking the Battery……………………………………………………………….....24
3.3 Grounding Problems…………………………………………………………………..25
3.4 Checking and replace of fuses/Relays…………………………………………….......25
3.5 Low Voltage…………………………………………………………………………..26
3.6 Using Diagnostic Machines……………………………………………………….......27
3.7 The ‘six steps’ Approach………………………………………………………….......29
Chapter 4
4.0 Work experienced in IT. Department…………………………………………………30
Chapter 5
Observations and Contributions ……………………………………………………………5
5.0 Observations …………………………………………………………………….........34
5.1 Contributions …………………………………………………………………………35
5.2 Relevance of experience gained to classroom knowledge……………………………35
Chapter 6
Conclusion and Recommendation………………………………………………………….6
6.0 Conclusion ……………………………………………………………………………36
6.1 Recommendation …………………………………………………………………….36
6.2 Challenges encountered during period of Training………………………………......36
References …………………………………………………………………………………...37

LIST OF TABLES
Table 1.0: The colour codes in the various servicing sections
Table 3.0: Maximum acceptable voltage drops for automotive electrical system
Table 4.0: Motherboard components.
LIST OF FIGURES
Figure 2.0: Light Truck section
Figure 2.1: Typical example of a Light Truck
Figure 2.2: Starter
Figure 2.3: Description of a Starter
Figure 2.4: Alternator
Figure 2.5: Battery
Figure 2.6: Digital ignition system
Figure 2.7: Lighting system
Figure 2.8: An optoelectronic sensor
Figure 2.9: Knock sensor on Engine
Figure 2.10: A typical injector for a multiple-point injector system
Figure 3.0: Some tools Used
Figure 3.1: Inspecting the Battery Voltage
Figure 3.2: Engine Fuse/Relay box
Figure 3.3: Checking the Voltage drop
Figure 3.4: Diagnosing process
Figure 3.5: Display of Trouble codes on IT2 machine
Figure 3.6: AUTOBOSS machine
Figure 3.7 Techstream software
Figure 4.0: Backing Up the Company’s document for the day
Figure 4.1: PC troubleshooting process
Figure 4.2: System Unit
Figure 4.3: Motherboard
Figure 4.4: RAM
Figure 5.0: Caution Sign

CHAPTER 1
INTRODUCTION TO TRAINING PROGRAM
1.0 PURPOSE OF TRAINING
The Students Industrial Work Experience Scheme (SIWES) was initiated in 1973 by the
Industrial Training Fund (ITF). This was to update practical knowledge of students in the
Universities, Polytechnics and Colleges of Technology. It was aimed at bridging the gap between
the theoretical knowledge acquired in classes and technical knowledge in the industries by
providing students with the opportunities to apply their educational knowledge in real work
situations.
Over the years, SIWES has contributed immensely to building the common pool of technical and
allied skills available to the Nigerian economy which are needed for the nation’s industrial
development.
Furthermore, the place and relevance of SIWES is underscored by the fact that the schemme
contributes to improving the quality of technical skills generally available in the pool from which
employers source technical manpower.
It also gives students the opportunity to blend theoretical knowledge acquired in the Classroom
with practical hands-on application of knowledge required to perform work in the industry. Also,
it prepares students for employment & makes the transition from school to the world of work
easier after graduation.
I undertook my SIWES training at Germaine Auto Centre which is located at 4th
Roundabout
Lekki – Epe Expressway, V.I. Lagos State which Lasted from August 05, 2014 to January 30,
2015. (24 weeks).

1.1 COMPANY’S PROFILE:
Germaine Auto centre is a subsidiary of Germaine group of companies, located at the 4th
Roundabout of Lekki – Epe Expressway. It is an indigenous automobile company; and has three
accredited automobile dealerships of some major brands in the country namely: Toyota, Kia and
Peugeot franchises. It is equipped with the latest technology available in developed parts of the
world for the service and maintenance of customer’s cars, light trucks and commercial buses.
The company was founded in 1996 by its current Chairman/CEO (Mr. Jerry Chukwueke).
Germaine’s modern hi-tech tools, equipment and technology are only comparable with what can
be found in Europe or U.S.A. its service centres are the first of its kind in the sub-region. It has a
staff strength of approximately 500.
1.2 COMPANY’S MISSION STATEMENT
Germaine’s mission is the continuous building of the Great Germaine People who in turn must
deliver Great Service to ensure a Great Company.
“Great People! Great Service!! Great Germaine!!!”
1.3 CORPORATE GOAL
Germaine’s objective is to deliver an amazing experience to every of its retail and corporate
client. It is redefining the automobile market by operating highly efficient, full-fledged,
franchised dealerships. With an unsurpassed advantage of having invested in ultra-modern
equipment, tools and expertise blended with innovative response to the needs of its clients. It is
also positioned to provide logistics solution tailored to meet the needs of its respective clients,
thereby delivering “Peace of Mind” to its customers.

1.4 THE COMPANY’S SCOPE OF WORK
In areas of specialization Germaine Auto Centre Limited has the capacity of providing the
following services:
- Sales
- Service and Maintenance
- Body and Paint job
- Quality control
- Provision of authentic Spare parts for vehicles
- Logistics solutions for projects
Germaine Auto centre is made up of six (6) major departments. They are:
1. Sales Department
2. Service Department
3. Body and Paint Department
4. Spare parts Department
5. Quality control Department
6. Maintenance Department

CHAIRMAN / CEO
Executive Director (Parts Service) Executive Director (Sales and Marketing)
General Manager (Parts Service) Ass. Gen. Manager (Sales)
Senior Manager Spare Parts
Senior Manager (Sales)
Senior Workshop Manager
Spare Parts Store Manager
Health and Safety Engineer (H.S.E)Senior Workshop Manager
Quality Control ManagerSection Manager
Assistant Section Manager
Senior Technician
Junior Technician
1.5 COMMAND STRUCTURE OF THE SERVICE/SALES DEPT.

1.6 WORK FLOW IN THE SEVICE SECTION
Some of Germaine’s corporate customers include, but are not limited to:
- Halliburton Energy
- Chevron
- German Embassy
- Addax Petroleum
- Hewlett Packard
- Global Communications Network
- Central Bank of Nigeria etc. just to name a few.
Customer Service Advisor
Service Advisor
Quality Control Technician
Workshop
Technician
Store
Manager

CHAPTER 2
THE TRAINING PROGRAM
2.0 DESCRIPTION OF WORK DONE
At Germaine Auto centre service section, because of the large number of staffs in this department and the
varying sections. The nature of work carried out here will not allow identity cards to be worn while
working. So colour codes are assigned to each workshop personnel according to his/her section; also to
distinguish rank/hierarchy in the workshop in each section, the type of clothing worn by personnel is also
of importance. The junior and immediate senior technicians wore overalls, while the master technicians
and section manager/supervisor wore coats.
SECTION COLOUR CODE
Japanese Section Blue and Red overall with white stripes
Kia Section Red Overall
Peugeot Section Blue Overall
Multi-Spec Section Blue and Black Overall
Table 1: Showing the colour codes in the various servicing sections
During my stay in Germaine Auto Centre, for the first five months, I was assigned to the service
department as a Diagnosis / Electrical Technician in the Japanese section, more specifically the
Light Truck section. The vehicles serviced here, as the name indicates are light trucks.
Figure 2.0: Light Truck Section Figure 2.1: Typical Example of Light Truck

2.1 AUTOMOTIVE ELECTRICAL SYSTEMS
2.10 STARTING SYSTEM
Since the engine cannot be started by itself, external power is required to generate the first
combustion to start it. To start the engine, the starter rotates the crankshaft via the ring gear.
The starter is required to generate extremely large torque from the limited power from the battery
and should be compact and light as well. For this reason, a DC (direct current) series motor* is
used for the starter.
To start the engine, the crankshaft has to rotate faster than the minimum cranking speed. The
minimum cranking speed required to start the engine differs depending on the engine's
construction and operating conditions, but it is generally 40 to 60 rpm for a gasoline engine and
80 to 100 rpm for a diesel engine.
Figure 2.2: A Starter Figure 2.3: Description of a Starter
I did troubleshooting on several cars having starting problems, by checking the battery, starter
and the ignition switch using Multi-meter. I observed that most time the battery terminal was not
connected firmly, and also observed that the battery is not connected to the ground (i.e. to the
vehicle metal sheet) or has removed. I also learned how to do overhauling on the starter
2.11 CHARGING SYSTEM
Function of charging system
Vehicle is equipped with many electrical devices to drive safely and comfortably. The vehicle
requires electricity not only while driving but also while it stops.
Therefore, the vehicle has a battery for a power supply and a charging system to generate
electricity by the engine running. The charging system supplies electricity to all the electrical
devices and charges the battery.

Charging system mainly consists of the following devices.
Alternator : While the engine is running, this generates a nearly equal amount of
electricity to operate the electric devices used for the vehicle and to charge the battery
Figure 2.4: Alternator.
The function of alternator
The alternator plays a major role in the charging system. Alternator has three functions of
generating electricity, rectifying current and regulating voltage.
(1) Generation
Transmitting the engine revolution to the pulley via the v-ribbed belt turns the electro
magnetized rotor, generating alternating current in the stator coil.
(2) Rectification
Since the electricity generated in the stator coil is alternating current, this cannot be used
for the DC electric devices installed on the vehicle.
To use the alternating current, the rectifier is used to rectify the alternating current into
direct current.
(3) Regulation of voltage
IC regulator regulates the generated voltage to make the voltage constant even when the
alternator speed or the amount of current flowing into the electric devices fluctuates
 Regulator (Built in Alternator): This is a device to regulate the generated voltage
in order to make it constant even when the alternator speed changes or current
volume that flows into the electric devices fluctuates.
 Battery: This is a power source when the engine stops and it supplies electricity to
the electric devices to start the engine or when the alternator does not generate
electricity. However, electricity generated by the alternator is charged to the

battery once the engine starts running.
Figure 2.5: A Battery
Charge warning light : This informs of the malfunction in the charging system
Ignition switch : This starts the engine, causing the alternator to generate electricity
I learned how to inspect the charging system. In No-Load Test (inspect charging circuit
without load) and Load Test (inspect charging circuit with Load). In the IC regulator type
alternator, No-Load Test specified value of the regulated voltage is between approx.
13.5V and 15.1V (when the engine speed is 2,000 rpm). If the measurement result is
outside the specified value, the alternator may have a problem. If the value is higher than
the maximum limit, the problem is in the IC regulator. While the value is lower than the
minimum limit, the problem could be in a component of the alternator except for the IC
regulator
I Noticed That, In the load test, when the electric load is applied, whether the alternator
can output according to the load is checked by measuring the output current.
The important point in this test is applying heavy load as much as possible.
If electrical load is insufficient even if the alternator is normal, it may not exceed 30A of
specified value (when the engine speed is 2,000 rpm).
Therefore, if the output current is 30A maximum, it is necessary to increase electrical load
and inspect again. The measurement result is less than the specified value, the alternator
can be judged faulty. In this case, the possibility of a malfunction is at the part that has a
generating function or rectifying function

2.12 DIGITAL (PROGRAMMED) IGNITION SYSTEM.
Programmed ignition makes use of computer technology and permits the mechanical, pneumatic
and other elements of the conventional distributor to be dispensed
Figure 2.6: A digital ignition system
The control unit (ECU or ECM) is a small, dedicated computer which has the ability to read
input signals from the engine, such as speed, crank position, and load. These readings are
compared with data stored in the computer memory and the computer then sends outputs to the
ignition system.
2.13 LIGHTING SYSTEM.
Lights used for vehicles are classified according to the purpose: for illumination, signaling or
informing. For example, headlights are used for illumination to see at night, turn signal lights for
signaling to other vehicles or pedestrians, and taillights for informing of the vehicle's own
presence or position.
Besides the general lighting system, vehicles are equipped with systems with various functions
depending on the areas or grades.

Figure 2.7: Lighting System
2.14 AUDIO SYSTEM
The construction of the car audio varies depending on the models and grades. In some cases, the
customer may select the components from the dealer options, generally, there are the following
components.
 Radio: The antenna picks up the radio wave transmitted from the radio broadcast station
and converts it into the sound signal and sends to the amplifier. Almost all the recent
radios can receive AM/FM broadcast and have an electronic tuner
 Tape player/CD player: A tape player reads the analog signal recorded on magnetic
tape and sends the sound signal to the amplifier. This device has an auto reverse function,
auto pick up function, etc. A CD player reads the digital signal recorded on the optical
disc, performs D-A (Digital-Analog) conversion and sends the sound signal to the
amplifier. Since digital signal is used, the sound of CD is clearer than that of tape player.
This can speedily select songs, which is one advantage of the CD player.

 Amplifier: The amplifier amplifies (expands) the signal from the radio, tape player,
CD player, etc., and sends the signal to the speakers.
 Speaker: The speaker converts the electrical signal amplified at the amplifier into the
(sound) air vibration. To listen to the sound in stereo, there must be at least two speakers.
I also work on :
WIPER AND WASHER SYSTEM
The wiper and washer system is a system that keeps the view clear by removing raindrops on the
windshield glass and the back window glass when it rains.
Used with washer, the system can clear dirt from the windshield glass.
For these reasons, this is an essential system for driving vehicles safely. Recently, some models
have functions in which the wiper speed changes in response to the vehicle speed, and the wiper
automatically operates when it rains.
DOOR LOCK CONTROL SYSTEM
The door lock control system does not simply lock/unlock the doors by mechanical operation,
but also controls the electric motor according to the operation of the door lock control switch and
key.
The system also has key confine prevention function, two-step unlock function and security
function. The functions covered by the system vary depending on the model, grade and area.
WIRELESS DOOR LOCK REMOTE CONTROL SYSTEM
The wireless door lock remote control system is a system that sends out signals from the
transmitter that is built in the key or key holder to lock/unlock the doors even when away from
the vehicle. When the door control receiver receives the signal sent out by the transmitter, it
sends the operation signal to the integration relay.
The integration relay controls the door lock motors upon receiving the operation signal. In
addition to this function, the integration relay has automatic lock function, repeat function,
answer back function, and other functions.
The functions of the wireless door lock remote control system vary depending on the models,
grades and areas.
2.15 SENSORS AND ACTUATOR
SENSORS:
Sensors are the components of the system that provide the inputs that enable the computer
(ECM) to carry out the operations that make the system function correctly. In the case of vehicle
sensors it is usually a voltage that is represented by a code at the computer’s processor. If this
voltage is incorrect the processor will probably take it as an invalid input and record a fault.
The fact that the controller itself receives an incorrect sensor signal normally means that the
sensor and/or the circuit that connects it to the controller is not working properly and, as with
many other parts of electronic systems, it may not be the sensor itself that is at fault. However, it
is probable that a fault code has been produced that says ‘sensor fault’. This just means that the
sensor signal that reached the controller was defective. It is quite possible that the sensor
is functioning correctly, but the circuit connecting it to the ECM is defective. There is, therefore,

good reason for knowing how sensors work, what type of performance they give when they are
working properly, and how to check their performance so that efficient diagnosis and repair can
take place.
Type of Sensors
 Electromagnetic sensors: Electromagnetic sensors are often used to sense the speed
and/or angular position of a rotating object. Two common uses are: (1) crankshaft
position for ignition and fuel injection control; and (2) road wheel rotational speed
relative to vehicle frame for anti-lock braking (ABS) and traction control (TCS). The
interactions between electricity and magnetism are used in various ways to produce the
desired sensing effect. However, the two types of sensor that are widely used in vehicle
systems: variable reluctance and Hall type sensors
 Optical sensors: When light is directed onto semiconductor materials, energy is
transferred to the semiconductor and this produces changes in the electrical behaviour of
the semiconductor. This effect is used in optoelectronic devices, either as a photodiode,
or as a phototransistor.
Figure 2.8: An optoelectronic sensor
 Variable resistance type sensors: When an engine is idling the exhaust gas scavenging
of the cylinders is poor. This has the effect of diluting the incoming mixture. The ECU
must detect when the throttle is in the idling position, so that alteration of the air–fuel
ratio can occur to ensure that the engine continues to run smoothly. At full engine load
and full throttle, the mixture (air–fuel ratio) needs enriching, so the ECU also needs a
signal to show that the throttle is fully open. These duties are performed by the
throttle position switch.
 Temperature sensors: A commonly used device used for sensing temperature is the
thermistor. A thermistor utilizes the concept of negative temperature coefficient. Most
electrical conductors have a positive temperature coefficient. This means that the hotter
the conductor gets the higher is its electrical resistance. This thermistor operates

differently; its resistance gets lower as its temperature increases and this is a
characteristic of semiconductor materials. There is a well-defined relationship between
temperature and resistance. This means that current flow through the thermistor can be
used to give an accurate representation of temperature
 Combustion knock sensors: A knock sensor that is commonly used in engine control
systems utilizes the piezoelectric generator effect, i.e. the sensing element produces a
small electric charge when it is compressed and then relaxed. Materials such as quartz
and some ceramics like PZT (a mixture of platinum, zirconium and titanium) are
effective in piezoelectric applications. In the application shown, the knock sensor is
located on the engine block adjacent to cylinder number 3 (Fig. 5.10). This is the best
position to detect vibrations arising from combustion knock in any of the four cylinders.
Figure 2.9: Knock sensor on Engine.

ACTUATORS
Actuators normally rely on one of two electrical devices for their operation; they are either operated by a
solenoid or by an electric motor. Solenoid-operated actuators are normally controlled in one of two ways.
One is the duty cycle method, where the solenoid is switched on for a percentage of the time available,
e.g. 20 or 80%. This means that pulses of varying width can be used to provide the desired result. The
other method of solenoid control is known as pulse width modulation (PWM). Here the solenoid current
is switched on and off at frequencies that change to suit operating requirements. Electric motors that are
used in actuators may be stepper motors, or reversible permanent magnet d.c. motors. A stepper motor
can be made to provide small movements of valves by pulsing the current supply. Some stepper motors
rotate 7.5Ž per step, which means that a full rotation of the motor shaft takes 48 steps. A common form of
stepper motor uses two sets of windings. Current in one set of windings drives the motor shaft forward
and when this is switched off and current is applied to the other set of windings, the motor shaft rotates in
the reverse direction. This means that accurate control over the position of a valve can be achieved
because the control computer determines the valve position by counting the number of pulses applied to
the stepper motor windings.
A selection of commonly used actuators of both types is covered below. Tests on vehicle systems should
be approached with caution. It is dangerous to make assumptions, and it is vitally important that you
should either be familiar with the product that you are working on, or have to hand the necessary data that
relates to the product.
Figure 2.10: A typical Injector for a multiple-point injector system

CHAPTER 3
Repair and Maintenance Processes
Electrical systems are complex, and some problems, like issues with the onboard computer, may
need to be serviced at a repair shop or dealership..
3.0 SAFETY INFORMATION
Working with the electrical system in a vehicle is generally quite safe. Automotive electrical
systems run at 12V, which does not pose a danger of shocks or electrocution. However, many
electrical components are easily damaged, so care should be taken when handling them.
Introducing incorrect voltages or currents can break many systems. One part of the electrical
system that is potentially dangerous is the high-voltage side of the ignition coil, which should not
be serviced while power is applied. Additionally, electric or hybrid-electric vehicles use many
high-voltage batteries and powertrains, which are dangerous and potentially fatal if mishandled.
3.1 TOOLS REQUIRED
The simplest tool that can be used in electrical diagnosis is 12 volts test light.. This light can be
used to check if power is being received at any point in a circuit, which can be handy for simple
or quick tests. However, test lights do not provide very much information. A digital multimeter
or DMM, has two probes that can be connected to a circuit to test voltage, amperage, resistance,
continuity, and more. With a DMM, most electrical problems can be diagnosed. Basic electrical
and automotive tools, such as wire cutters, wrenches, and screwdrivers, are used to service
automotive electrical systems.
Figure 3.0: Some tools Used.

3.2 CHECKING THE BATTERY
Battery problems are the most common cause of electrical issues in vehicles. To test a battery,
connect a multi-meter in voltage mode across the terminals of the battery. A fully charged
battery should read 12.6V, while a halfway-charged battery will be around 12.4V. A battery that
shows 0V is dead and needs to be charged. One common problem is loose or corroded
connections at the battery post, which can cause intermittent problems or prevent starting.
Cleaning the posts and connections with a wire brush and tightening them will solve these
problems.
A battery that frequently goes dead might simply be old, and can be tested at an auto-parts store.
A good battery that still goes dead is an indication of an electrical problem. With the car off,
disconnect the negative battery cable and connect the multi-meter in amperage mode in between
the negative battery post and the cable. A reading of more than 50mA indicates a parasitic load
somewhere in the system that is draining the battery. Disconnect fuses one by one from the
fusebox while checking the reading. When the system that is draining the battery is disconnected,
the multimeter reading will drop to below 50mA.
Figure 3.1: Inspecting the battery voltage

3.3 GROUNDING PROBLEMS
Another common problem in automotive electrical systems is improper grounding connections.
In a vehicle, the metal body of the car serves as a ground, and connects each component back to
the negative post on the battery. Each component and system is connected to by a grounding
connector, which is generally an O-ring connected to a screw post. Vibration from driving can
cause these connections to become loose over time, which opens the circuit, causing failure or
intermittent issues. Cleaning and tightening these connections solves most grounding issues.
3.4 CHECKING AND REPLACING FUSES/RELAYS
If a system, such as the radio or headlights, suddenly stops functioning, it is likely that a fuse has
blown. Fuses are located at the fuse box, underneath the dash on the driver’s side, or in the
power center under the hood. Each should have a diagram showing which fuse goes with which
system. Fuses protect electrical systems and components by opening when too much current is
flowing in the circuit. When a fuse blows, the wire connecting each side burns open,
disconnecting the circuit. Replacing blown fuses with a new fuse of the same amperage rating
reconnects the circuit. If a fuse has blown, it is likely that the problem is a short or overload in
the circuit or component the fuse is protecting. If this is the case, replacing the fuse only fixes the
problem temporarily.
Figure 3.2: Engine Fuse/Relay Box

3.5 LOW VOLTAGE
Dim headlights, slow starting, and other problems of degree are usually due to low voltage.
Under voltage occurs when a component is still receiving power, but not at the voltage it requires
for proper operation. Under voltage is usually caused by a connection, switch, or ground wire
using, or dropping, more voltage than it should. Ideally, these circuit components should have
zero resistance and thus drop no voltage, but in reality, each component drops a small amount. In
proper condition, these voltage drops are small, and do not add up to a significant problem.
However, corroded connections, undersized wires, worn-out switches, and other problems can
quickly add up to an under voltage situation. Test voltage drop by placing the probes of a
multimeter on either side of a component.
Figure 3.3: Checking the Voltage Drop.

The following table describes the maximum acceptable voltage drops for automotive electrical
system components.
Component Max. Acceptable Voltage Drop
Connection 0.00V
Wire or cable 0.20V
Switch or relay 0.3V
Ground connection 0.10V
Table 2: Maximum acceptable voltage drops for automotive electrical system
If voltage drops exceed these levels, the component needs to be repaired or replaced. For
connections and grounds, this is usually as simple as cleaning them with a wire brush and
securing. Wires that drop voltage are usually worn out, corroded, or undersized for their
application. Switches and relays that drop voltage generally need to be replaced.
3.6 USING DIAGNOSTIC MACHINES
I was responsible for checking faulty indicated light on the instrumental meter (i.e. cluster) and
using Techstream software, Intelligent Tester II or AutoBox machine to diagnose the faulty
indicated light, depending on the model of light Truck vehicles that came into the workshop.
I learnt how to use the diagnostic machine listed above to diagnose both mechanical and
Electrical trouble codes and also using ALLDATA repair manual to interpret the trouble codes
I also learnt how to Program Electrical control unit (ECU) using Techstream software and
Intelligent Tester II after replacing it.
After Overhauling of engines or servicing of Vehicles, the Diagnosis Technician is responsible
for clearing the maintenance and malfunction light on cluster
I zero point calibration using Intelligent Tester II, after changing the ABS (anti-lock braking
system) Master.
I did Diagnosis on VSC light showing on cluster (Instrumental panel). Using IT2 machine.

Figure 3.4: Diagnosing Process Figure 3.5: Display of Trouble codes IT2 machine
Figure 3.6: AUTOBOSS machine Figure 3.7: Techstream software

3.7 The ‘Six Steps’ Approach.
At this stage it is important to emphasize the need to be methodical. A simple, but effective
approach to diagnostic work is known as the ‘six-steps’ approach.
This six-step approach may be recognized as an organized approach to problem solving, in
general. As quoted here it may be seen that certain steps are recursive. That is to say that it may
be necessary to refer back to previous steps as one proceeds to a solution. Nevertheless, it does
provide a proven method of ensuring that vital steps are not omitted in the fault tracing and
rectification process. The six steps are:
1. Collect evidence;
2. Analyze evidence;
3. Locate the fault;
4. Find the cause of the fault and remedy it;
5. Rectify the fault (if different from 4);
6. Test the system to verify that repair is correct
Skills acquired for effective diagnosis
The skills I learnt has vehicle technicians, during diagnostic work on vehicle electronic systems,
consist of many elements. The most important of these may be classed as ‘key skills’. These key
skills may be summarized as follows.
 Use of appropriate ‘dedicated’ test equipment effectively.
 Make suitable visual inspection (assessment) of the system under investigation.
 Make effective use of wiring diagrams.
 Use of instruction manuals effectively.
 Use multimeters and other (non-dedicated) equipment effectively.
 Interpret symptoms of defective operation of a system and, by suitable processes,
trace the fault and its cause.
 Work in a safe manner and avoid damage to sensitive electronic components.
 Fit new units and make correct adjustments and calibrations.
 Test the system, and the vehicle for correctness of performance

CHAPTER 4
4.0 WORK EXPERINCED IN I.T. DEPARTMENT
For the Last month of my industrial training at Germaine Auto Center I was Transfer to
Information technology Department.
In IT department I was basically involved in providing the infrastructure for automation, the
governance for the use of the network and operating systems, and assistance in providing the
operational units the functionality they need.
4.1GOVERNANCE: Providing the operating parameters for individuals' and operating units
use of the IT systems, networks, architecture, etc. (This includes responsibility for conventional
IT security and data assurance).
4.2 INFRASTRUCTURE: Providing the operating network and circuitry and all equipment
needed to make the IT system work in accordance with an established operating standard and
system "size."
4.3 FUNCTIONALITY: Providing the capacity for operating applications development,
storing and securing the electronic information the organization owns, and providing direct
operating assistance in software use and data management to all functional areas in the
organization.

Figure 4.0: backing up the company’s document for the day.
I also Learnt how to troubleshoot PC (Personal computer) and Laptops that’s not working .
Figure 16: PC troubleshooting process.
4.4 OVERVIEW OF SYSTEM UNIT
Figure 4.1: System Unit
The System unit is the main component of a PC which houses other devices necessary for other
devices to function. It is comprised of chassis and the internal component of a PC such as
motherboard, processor, memory module, disk drive, ISA and PCI slots, cooling devices and port
for connecting external devices.

Motherboard Layout
Motherboard or system board is a printed circuit board that serves as the backbone to the entire
computer system. It houses the processor, memory and expansion slots. The type of motherboard
has a great effect on system speed and upgrade capability.
Figure 4.2: Motherboard
S/n Component S/n Component
1 ISA expansion slots(2) 11 PATA Hard disk Connector
2 PCI expansion slots(3) 12 Floppy disk connector
3 PCI Express expansion slots 13 ATX power connector
4 Audio Ports(Speaker and 14 DIMM system memory slots
Microphone 15 CPU LGA socket
5 Parallel and serial I/O ports 16 CPU voltage regulators
6 USB ports 17 Chipsets
7 PS/2 ports 18 Chipset under heat sink
8 ROM BIOS chip
9 CMOS battery
10 SATA connector
Table 3: Motherboard components.
System clock
System clock synchronizes the operation of all part of the PC and produce a basic timing signal
for the CPU. Clock speed are measured in Megahertz (MHz) or gigahertz (GHz).
Memory
PC memory can be categorized as RAM or ROM, each of which perform different functions
within the PC. A motherboard will generally have between 2 and 4 slots for installation of
system RAM. It also houses a ROM BIOS chip.
Types of Memory
 System RAM
 System ROM

System RAM
Random Access Memory (RAM) is the working memory of the PC.
Program code is loaded into RAM so that it can be accessed and executed by the processor.
RAM also holds data (for example, the contents of a spreadsheet or document), while it is being
modified. System RAM is normally DIMMs (Dual-in-line memory modules) memory modules
fitted to motherboard sockets.
Types of RAM
 Dynamic Random Access Memory (DRAM)
 Static Random Access Memory (SRAM)
Figure 4.3: RAM
Dynamic Random Access Memory
DRAM is used as the main or system memory of a PC. It stores the operating system, application
programs, and data while they are running.
DRAM stores each data bit as an electrical charge within a single bit cell. A bit cell consists of a
capacitor to hold a charge (the cell represents 1 if there is a charge and 0 if there is not) and a
transistor to read the contents of the capacitor.
Static Random Access Memory (SRAM)
Static RAM stores data in an electronic circuit called a flip-flop. SRAM is approximately four or
five times faster than DRAM.

CHAPTER 5
OBSERVATIONS AND CONTRIBUTIONS
5.0 OBSERVATIONS
- As a student my first observation was the cognition of the difference between the school
environment and the labour market, as it is a different ball game entirely.
- I also observed that safety was paramount and it could easy be seen as the primary goal
of every staff of the company and not only the technicians. As safety equipments and
instructions were always put in place or made available at strategic locations within the
company. From the workshop to the service desks to the customer care centres to the
offices to the receptions.
Figure 5.0: Caution Sign
- Neatness was also a key attribute as even though the job is usually seen as a dirty job,
technicians were always admonished to be as neat as possible in their dressing and in
carrying out their duties. This was further encouraged by rewarding technicians that
could fully adhere to this.
- The hospitality shown to customers was of another level as customers were treated with
so much care and respect. From provision of free breakfast and lunch, to a brief internal
training, to free medical checkup the customers were always made to feel at ease.
- From internal training given by the HSE department to external training at companies
like Mandilas and TNL (Toyota Nigeria Limited). Training was made an integral part of
the company policy as it was made compulsory for every of the company’s personnel
especially the workshop staff, and on occasions of external training the participants were
tested and certified after successful testing.

- Communication played a vital role in the successful execution of jobs, from among
personnels in a section to departments communicating with other departments present in
the company and also customers with company’s personnel. Good flow of information
was required and as a result most jobs that were returned or problematic, come about as a
result of poor communication between parties.
5.1 CONTRIBUTIONS
My contributions were shown in my work done and services given as a Diagnosing /
Electrical technician in the company, which was basically diagnosing and repair of electrical
components of automobiles. I majorly help in tracing the electrical fault using the vehicle
manual’s to read the electrical circuit and also I was able to maximize the job efficiency and
work output in my section, because after a couple of months my section supervisor gave me
the access to work directly with the spare parts and material store department, thereby
speding up the job completion process, as he wasn’t always around to attend due to official
reasons. I was also able to revive the job registration process as it was slightly overlooked
prior to my attachment because of the magnitude of work in the section, but after
successfully reviving it, it became useful in double-checking the vehicles that came into the
section and technicians that worked on them.
5.2 RELEVANCE OF EXPERIENCE GAINED TO CLASSROOM
KNOWLEDGE
The relevance of the experience gained can be linked to the following courses;
EEG 201 FUNDAMENTALS OF ELECTRICAL ENGINEERING
EEG 203 SIGNALS & SYSTEMS THEORY
EEG 205 – PHYSICAL ELECTRO.ICS
EEG 204 SWITCHING AND LOGIC SYSTEMS
EEG 305 ELECTRONIC CIRCUITS 1
EEG310 ELECTRICAL DRIVE
EEG308 POWER ELECTRONICS
EEG307 INSTRUMENTATION AND MEASUREMENT 1
EEG314 LOGIC DESIGN OF DIGITAL SYSTEMS
EEG 411ELECTRICAL MACHINES THEORY
EEG403 COMMUNICATION SYSTEMS
EEG405 CLASSICAL CONTROL SYSTEM ANALYSIS.

CHAPTER 6
CONCLUSION AND RECOMMENDATION
6.0 CONCLUSION
My 6 months industrial attachment as a junior technician at Germaine Auto Centre was a
huge success and a great time of acquisition of knowledge and skills. Through my training I
was able to appreciate my chosen course of study even more, because I had the opportunity
to blend the theoretical knowledge acquired from school with the practical hands-on
application of knowledge gained here to perform very important tasks that contributed in a
way to my productivity in the company. My training here has given me a broader view to the
importance and relevance of Electrical / Electronics Engineers in the immediate society and
the world as a whole, as I now look forward to impacting it positively after graduation. I have
also been able to improve my communication and presentation skills and thereby developed
good relationship with my fellow colleagues at work. I have also been able to appreciate the
connection between my course of study and other disciplines in producing a successful result.
6.1 RECOMMENDATION
I use this means to make the following recommendations concerning the training of students
in Industrial Attachments.
i. I would like to recommend that the Engineering curriculum in the University
of Lagos be adjusted such as would provide going on industrial attachments
for a longer period of time as opposed to 6 months or making the program to
occur twice throughout an engineering degree program.
ii. Allowances should be paid to students during their programme just like
NYSC and not after. This would help them a great deal to handle some
financial problems during their training course.
6.2 CHALLENGES ENCOUNTERED DURING PERIOD OF TRAINING
 I wasn’t allowed to drive cars after repair. So I could not do active test using
Diagnostic machines on my own.
 And I was not allow to go out to repair car. I was restricted to the workshop.

REFERENCES
 “Guide to successful participation in SIWES” by Engr. Olusegun A.T Mafe, 2009
 Company Profile. Germaine Auto Centre. Retrieved from www.germaine-
ng.com/newsite
APPENDIX
 ECU Electrical Control Unit
 ECM Electrical Control Module
 ABS Anti- Lock Braking System
 TCS Traction Control System
 VSC Vehicle Stability Control
 IT2 Intelligent Tester II

SIWES TECHNICAL REPORT BY OLADEJI ADEOLA

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