REPORT OF IN – PLANT TRAINING UNDERGONE IN ASHOK

LEYLAND ENNORE.

BETWEEN 28-12-2010 TO 01-01-2011.

Submitted By:

1. R. Adhithya.
2. G. Sridharan.

Of

Arignar Anna Institute of Science and Technology,

Pennalur, Sriperumbudur-602105.
Chasis Assembly:

In stage 1 and 2 already assembled frond and rear axles from the machine shop-4 is fixed
on the main frame that fabricated from the machine shop-3 of the vehicle. In stage-3 the
the fixed frame assembly is placed on the conveyor belt, where brake chamber is fitted to
it.In stage-4 steering geer box is fitted to the main frame. In stage-5 silencer tank is fitted to
the main frame. In stage-6 fuel tank is fixed to the stage of the chasis assembly. In stage-7
engine is mounted on the frame of chasis vehicle. In stage-8 Radiator is fixed at the front of
engine. In stage-9 tyres for all the wheels is fitted to the drums of the axels. In stage-10 the
vehicle is toed then and taken to the another unit to make it running condition and test is
driven out.

Engine Assembly:

In Stage-1 crank case swr/plate/EII no is brought to the engine assembly, here cam
bearings are fixed to the crank case of the engine. In stage-2 cam shaft types EO/EI/No are
fixed in the appropriate places in the crank case. In stage-3 crank shaft make BM/GB is
fixed at the base of the crank case like passing through the hole. In stage-4 m-14 studs are
fixed to the holes of the crank case. In stage-5 1 st and 6th piston is kept at the top dead
centre and timing gears are fixed to the side of the engine of the firing order. In stage-6
crank gears are fixed to the crank case to operate the cam shafts in order to operate the
valves. In stage-7 fly wheel housing is fitted to the house of the engine. In stage-8 the fly
wheel is fitted to the housing and 90 torques is applied to it. The fly wheel housing consists
of the seal housing, flange and fly wheel. In stage-9 Oil pump is fixed to the top of the crank
case to circulate oil to the various parts of the enigne. In stage-10 the readily made piston is
fitted to the bore of the crankcase and connected to the crankshaft. Before that, Piston
rings are of three types two compression rings and oil ring is fixed on the piston. In stage-11
the conrod bolt is fixed to connect the piston with the crank shaft. In stage-12 Idiling gear is
fixed on the spindles which controls the rotations of the cam gear, cam gear and
compression gear.

In stage-13 cylinder head is fixed at the top of the crank case to which rocker arm with
valves are fixed. In stage-14 oil pump is fixed at the bottom of the crank case with the
adhesive(RTV) paste. In stage-15 rocker assembly is fixed at the cylinder head. In stage-16
air compressor is fixed on the crank case. In stage-17 fuel injection pump is fixed. In stage-
18 valve cover is fixed. In stage-19 oil cover is fixed. In stage-20 Injector pipe and inlet
manifol is fitted. In stage -21 side cover is fixed. In stage-22 oil pump is fixed. In stage-23
starter motor is fixed. In stage-24 Exhaust manifold is fixed. In stage-25 turbo charger is
fixed. In stage-26 EII fitments are fixed. In stage-27 fully assembled is taken to the testing
area where the testings are taken for the proper function of the engine.
Main Shop-2:

Fabrication of Valves:

In stage-1 Facing and the centering (length) of the valves are done here. In stage-2
Sraightening (Bend removing) is done. In the stage-3 Rough turning and finish turning are
done. In stage-4 again the straightening is done here. In stage-5 Keyway milling(Gear
Fixing, Oil pumping) are done here. In stage-6 Cam milling(valve inlet, valve outlet) are
done. In stage-7 Gear hobbing is done throught gear hobbing machine. In stage-8 Gun
drilling is done(through hole). In stage-9 counter boring and tapping(nuts, front and rear).
In stage-10 oil hole drilling. In stage-11 Washing and number punching is done. In stage-12
Index hardening and tempering and hardening are done. In stage-13 Harden
testing(moderate hardening) are tested here. In stage-14 once again the straightening are
done here. In stage-15 Bearing(journal) dia grindings are done. In stage-16 cam grindings
are done. In stage-17 CD-crack checkings are done. In stage-18 Inspection of valves are
done at the final.

The flywheel housing is tested and fitted at the engine case.

Main Shop-3:

The chasis of the vehicle is startes from here at this shop-3. The frames of the wheels
are fixed together to be sent on the chasis assembly. The skids are mounted on the
conveyor belt and frame is placed on the skids. And frame MTG on which is mounted is
fixed across the two frames. On the rear end of the frame BKTS both sides are aligned with
taper pin. Fit and tight FSR and BKTS on the both sides with dummy bolts. Tilt both the
fsms to 90 degree by turning tackle and insert damps. Tight and apply torque to the engine
MTG Flinches and M12 with bolts. Correspondingly in every stage each workers tight
appropriate bolt to the frame before taken to the chasis assembly to make it a complete
frame.
Main Shop-4:

The Main shop-4 is Mainly divided into the two departments. They are front axle
assembly and rear axle assembly.

Front Axle Assembly:

In stage-1 Axle beam is loaded at the conveyor belt. In stage-2 Number is punched on
the axle beam. In stage-3 Axle arm is fixed to the beam of steering. In stage-4 Steering rod
is fitted. It is right end of the axle according to the Indian Standard STDs. In stage-5
Tracking rod is fitted. It is used for the alignment of the wheel. It helps left side of the tyre
to turn along with the right side wheel. In stage-6 Brake carrers with brake linings are fitted
to the fr axle beam and taken to the chasis assembly.

Rear Axle Assembly:

In stage-1 Banjo casing from outside is unloaded and fixed at the conveyor and axle shaft
is removed. In stage-2 brake lining and 10 bolt and washer are fixed on the brake carrer
with the spring washer. In stage-3 Brake nut and bolt are tighten and fitted 50 to 75
torques. In stage-4 Ring for oil seal is fitted on the hub shim is fitted to 3 to 6 tau for the
clearence flange cover is fitted with the four bolts. In stage-5 Inner oil seal is fitted on the
ring for inner oil seal. Then inner wheel bearing is also fitted. In stage-6 Distance Piece is
fixed to align the inner and outer wheel bearing in the same axis. In stage-7 Dry set, where
the wheel hub is fixed roughly to verify whether increase or decrease the shim.

CONCLUSION:

It’s been previlege to do In - plant training In one of the India’s largest automobile
producer ASHOK LEYLAND. It has helped in many ways to improve the knowledge about the
actual work done in the industries and to have hands on experience.
CRITICAL ANALYSIS

As we came to know about the new engine “NEPTUNE” to be introduced by Ashok Leyland
within a short period of time. It would be more comfortable to the customers as it can boost up your
profitability.

During this golden moment, it is also needed to be more user friendly to the customers by
adopting ,

 Engine control unit (ECU) which is used to determine coolant temperature, amount
of oxygen ,the spark timing and the opening of the fuel injector

The ECU uses closed-loop control, a control scheme that monitors outputs of a system to control the
inputs to a system, managing the emissions and fuel economy of the engine (as well as a host of other
parameters). Gathering data from dozens of different sensors, the ECU knows everything from the
coolant temperature to the amount of oxygen in the exhaust. With this data, it performs millions of
calculations each second, including looking up values in tables, calculating the results of long equations
to decide on the best spark timing and determining how long the fuel injector is open. The ECU does all
of this to ensure the lowest emissions and best mileage.

The processor is packaged in a module with hundreds of other components on a

multi-layer circuit board. Some of the other components in the ECU that support the processor
are:

 Analog-to-digital converters - These devices read the outputs of some of the sensors in the car,
such as the oxygen sensor. The output of an oxygen sensor is an analog voltage, usually between
0 and 1.1 volts (V). The processor only understands digital numbers, so the analog-to-digital
converter changes this voltage into a 10-bit digital number.
 High-level digital outputs - On many modern cars, the ECU fires the spark plugs, opens and
closes the fuel injectors and turns the cooling fan on and off. All of these tasks require digital
 outputs. A digital output is either on or off -- there is no in-between. For instance, an output for
controlling the cooling fan might provide 12 V and 0.5 amps to the fan relay when it is on, and 0
V when it is off. The digital output itself is like a relay. The tiny amount of power that the
processor can output energizes the transistor in the digital output, allowing it to supply a much
larger amount of power to the cooling fan relay, which in turn provides a still larger amount of
power to the cooling fan.
 Digital-to-analog converters - Sometimes the ECU has to provide an analog voltage output to
drive some engine components. Since the processor on the ECU is a digital device, it needs a
component that can convert the digital number into an analog voltage.
 Signal conditioners - Sometimes the inputs or outputs need to be adjusted before they are read.
For instance, the analog-to-digital converter that reads the voltage from the oxygen sensor
might be set up to read a 0- to 5-V signal, but the oxygen sensor outputs a 0- to 1.1-V signal. A
signal conditioner is a circuit that adjusts the level of the signals coming in or out. For instance, if
we applied a signal conditioner that multiplied the voltage coming from the oxygen sensor by 4,
we'd get a 0- to 4.4-V signal, which would allow the analog-to-digital converter to read the
voltage more accurately
 Communication chips - These chips implement the various communications standards that are
used on cars. There are several standards used, but the one that is starting to dominate in-car
communications is called CAN (controller-area networking). This communication standard
allows for communication speeds of up to 500 kilobits per second (Kbps). That's a lot faster than
older standards. This speed is becoming necessary because some modules communicate data
onto the bus hundreds of times per second. The CAN bus communicates using two wires.

Easier Design and Manufacturing

The instrument cluster gathers and displays data from various parts of the vehicle. For instance,
the ECU knows the coolant temperature and engine speed. The transmission controller knows the
vehicle speed. The controller for the anti-lock braking system (ABS) knows if there is a problem
with the ABS.

All of these modules simply send this data onto the communications bus. Several times a
second, the ECU will send out a packet of information consisting of a header and the data. The
header is just a number that identifies the packet as either a speed or a temperature reading, and
the data is a number corresponding to that speed or temperature. The instrument panel contains
another module that knows to look for certain packets -- whenever it sees one, it updates the
appropriate gauge or indicator with the new value.

The best idea will be the vehicle-makers buy the instrument clusters fully assembled from a
supplier, who designs them to the vehicle maker's specifications. This makes the job of designing
the instrument panel a lot easier, both for the vehicle maker and the supplier.

It is easier for the vehicle maker to tell the supplier how each gauge will be driven. Instead of
having to tell the supplier that a particular wire will provide the speed signal, and it will be a
varying voltage between 0 and 5 V, and 1.1 V corresponds to 30 mph, the vehicle maker can just
provide a list of the packets of data. Then, it is the vehicle maker's responsibility to make sure
that the correct data is output onto the communications bus.

It is easier for the supplier to design the instrument panel because he doesn't need to know any
details of how the speed signal is generated, or where it's coming from. Instead, the instrument
panel simply monitors the communications bus and updates the gauges when it receives new
data.

These types of communications standards make it very uncomplicated for vehicle makers to
outsource the design and manufacture of components: The vehicle maker doesn't have to worry
about the details of how each gauge or light is driven, and the supplier who makes the instrument
panel doesn't have to worry about where the signals are coming from.

Smart Sensors

This technique is starting to be used on a smaller scale for sensors. For instance, a traditional
pressure sensor contains a device that outputs a varying voltage depending on the pressure
applied to the device. Usually, the voltage output is not linear, depends on the temperature and is
a low-level voltage that requires amplification.

Some sensor manufacturers are starting to provide a smart sensor that is integrated with all the
electronics, along with a microprocessor that enables it to read the voltage, calibrates it using
temperature-compensation curves and digitally outputs the pressure onto the communications
bus.

This saves the vehicle maker from having to know all the dirty details of the sensor, and saves
processing power in the module, which otherwise would have to do these calculations. It makes
the supplier, who is most up on the details of the sensor anyway, responsible for providing an
accurate reading.

Another advantage of the smart sensor is that the digital signal travelling over the
communications bus is less susceptible to electrical noise. An analog voltage travelling through a
wire can pick up extra voltage when it passes certain electrical components, or even from
overhead power lines.

Communication buses and microprocessors also help simplify the wiring through multiplexing.