ENGINE TRANSMISSION AND BODY DESIGN

CHAPTER-1
INTRODUCTION
1. ABOUT THE ORGANIZATION
1.1 HISTORY
The Bengaluru Metropolitan Transport Cooperation is one of the three Subsidiaries of Karnataka
State Road Transport Corporation, in the context of the city’s expansion in the year 1997,
Bangalore transport service (BTS) was formed. Later Bangalore Transport Service became
Bangalore Metropolitan Transport Corporation and the color scheme of the BTS was also
changed from red to blue and white combination. For this day BMTC still remains a division of
KSRTC. The profits earned by BMTC are used to cover the losses from the NWKRTC and
NEKRTC divisions of KSRTC. Indian actor superstar Rajinikanth began acting in plays while
working in the Bangalore Transport Service as a bus conductor.

1.2 TYPES OF SERVICES

The following are the special services apart from ordinary services run by BMTC:

Suvarna: Similar fare to ordinary buses serving important feeder routes, painted in red or
green/white scheme

Pushpak: Single door buses with coffee colouring scheme (no service now)

BIG 10: Suvarna class buses with special green and bottle green livery plying on 12 major
corridors towards the central commercial district. These buses are numbered with a G prefix.

BIG Circle: Suvarna class buses with special white colored BIG Circle livery. These buses ply
on inner and outer ring roads. Buses are numbered with a C prefix or a K prefix.

Atal Sarige: Low fare buses painted with Indian tri-colour livery.

Vajra: Air conditioned Volvo buses painted in blue livery (earlier red) running on important
routes serving the IT companies and major residential areas.

Vayu Vajra: Blue coloured (Earlier green/red) Volvo buses operated in 12 routes connecting
to Kempegowda International Airport. Free Wi-Fi access is provided to the commuters in these
buses.

Marco polo AC and Corona AC: Air-conditioned buses with lower fare than Vajra services
plying on select routes. (Marco polo AC no service now & Corona AC same fare as Volvo)

Metro Feeder: Special buses running on 18 routes as feeder network to the Metro stations

Hop On Hop Off: This service was introduced for sightseeing in Bangalore. It covers a route
connecting about twenty landmarks of great historic, religious and scientific significance. (no
service now)

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 ENGINE TRANSMISSION AND BODY DESIGN
BMTC has also introduced Mercedes Benz buses on a trial basis. BMTC has also introduced
buses powered by solar energy on trial basis in Bengaluru.

1.3 MAJOR BUS STATIONS

BMTC has 34 bus stations across the city and the 3 major bus stations are located at:

1. Majestic.
2. K.R. Market.
3. Shivajinagar.

BMTC has 10 Travel and Transit Management Centers (TTMC’s) located at Shantinagar,
Banashankari, Jayanagar 4th block, Koramangala, Kengeri, Yeshwanthpur, Vijayanagar,
Domlur, ITPL and Mysore Road Satellite Bus Station.

1.4 SMART CARD

BMTC unveiled a smart card for its bus services for the first time in June 2016. The company
introduced smart cards on trial-basis on BMTC Bus No. 335 operating between Majestic and
Kadugodi bus stations in March 2017.[15] Apart from serving as an identification document,
the smart cards can be used to purchase bus tickets and also swiped at point-of-sale (POS)
enabled merchant establishments. The card costs 5(7.3¢ US) and can be recharged for up
to 10,000 (US$150). Recharges higher than 10,000 require the customer to provide
identification. According to Axis Bank, the BMTC's partner in the project, the smart card is
India's "first open loop EMV contactless smart card". The cards "open-loop" structure allows
other agencies to integrate their smart card schemes by adopting the standards of the BMTC
smart card.

1.5 BUS DAY

The idea behind Bus Day is to observe the changes which can be brought in the city in trying to
respect environment, traffic situation, health of individuals perception. The 4th of every month
is observed as a "Bus Day". Introduced on 4 February 2010, Bus Day is an event calling all the
citizens of Bangalore to use public transport.

1.6 INTELLIGENT TRANSPORT SYSTEM

To benefit the commuters and promote the usage of public transportation, the BMTC launched
its Intelligent Transport System (ITS) on 25 May 2016. Under this project, BMTC buses were
equipped with GPS in a phased manner which would transmit the location of the bus to the ITS
control room. A mobile app was launched on the android platform which was made available in
two languages, English and Kannada. The app provides information about bus routes and bus
stops. Real time location of buses on a particular route can also be tracked, which requires the
users to switch on the GPS on their device. By early 2017, BMTC would be introducing
prepaid smart cards for commuting, which would eliminate the need to pay the exact amount of
change.

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 ENGINE TRANSMISSION AND BODY DESIGN

2. ABOUT THE DEPARTMENT

2.1 Engine Department
Engine is the heart of the automobile. Main function of the engine is to convert thermal energy
into mechanical work. An engine comprises of few hundred components, small and big,
stationary and moving metallic and non-metallic, casted and forged, and, made by other
process. The stationary components constitute the structural parts and the moving components
synthesize the mechanism parts of an engine. refer below figure 2.1 .

Figure 2.1: Engine BS-IV

Heat engines can be further divided into two types:

1. External combustion
In a steam engine the combustion of fuel takes place outside the engine and the steam
thus formed is used to run the engine. Thus, it is known as external combustion engine.
2. Internal combustion.
In the case of internal combustion engine, the combustion of fuel takes place inside the
engine cylinder itself.
The two distinct types of IC engines used for either mobile or stationary operations are:
i. Diesel engine
ii. Carburetor(petrol engine)

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 ENGINE TRANSMISSION AND BODY DESIGN
Engine mainly consists of
A. Mechanism forming components
1. Piston.
2. Piston rings.
3. Gudgeon pin.
4. Connecting rod.
5. Crank.
6. Crank shaft.
7. Cam shaft.
8. Valves.
9. Timing gear.
10. Belt and pulley.
11. Flywheel.

B. Structural components:
1. Cylinder block.
2. Cylinder head.
3. Gaskets.
4. Cylinder liner.
5. Crank case.
6. Manifolds: Inlet and Outlet oil pan.
7. Bearings
8. Fasteners.
9. Turbo chargers.

2.1.1 Piston
The piston is a reciprocating part of the engine and converts the combustion pressure in the
cylinder to a force on the crank shaft. Pistons are slightly smaller in diameter then the cylinder
bore. The space is provided between the piston and the cylinder wall and is called “clearance”.
This ‘clearance’ is necessary to provide space for the film lubricant. Pistons are made of
aluminum alloys, cast steel, cast iron or chrome nickel.
Aluminum alloy pistons are used in modern automobiles. As shown in below fig 2.2

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 ENGINE TRANSMISSION AND BODY DESIGN

Figure 2.2 : Piston BS-IV

 A cylindrical metal component which reciprocates in the cylinder under gas

pressure. It is connected to the piston rod or to the connecting rod.
 The piston of an engine is the first part to begin movement and to transmit power
to the crankshaft as a result of the pressure and energy generated by the
combustion of the fuel. The piston is closed at one end and open on the other end
to permit direct attachment of the connecting rod and its free action.
 Piston has three rings
1. Compression ring: It prevents compression leak between cylinder and
piston
2. Oil ring: It helps in lubrication between piston and cylinder
3. Oil strap: It prevents oil from moving into the combustion chamber.
 These are made of cast iron on account of their ability to retain bearing qualities
and elasticity indefinitely. The primary function of the piston rings is to retain
compression and at the same time reduce the cylinder wall and piston wall
contact area to a minimum, thus reducing friction losses and excession.

Functions of piston:
1. It forms a seal within the cylinder to avoid entry of high-pressure gases from
combustion chamber into crank case.
2. It transmits the force of explosion to the crank shaft.
It acts as a bearing for the gudgeon pin.

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 ENGINE TRANSMISSION AND BODY DESIGN
2.1.2 Piston Rings
Piston rings are located towards the top of the piston. The top two piston rings are called
compression rings and are designed to maintain cylinder pressure. The bottom ring is called oil
ring, (may be one or two in number) they scrape the excess oil from the cylinder walls and
return it through slots to the piston ring grooves as shown in below fig 2.3

Figure 2.3: Pistion Ring

A properly constructed and fitted ring will rub against the cylinder wall with good contact all
around the cylinder. The ring will ride in grooves that are cut into the piston head. The material
generally used for piston rings is fine grained alloy cast iron containing silicon and manganese.
It has good heat and wear resisting qualities. Rings with molybdenum filled face have also been
introduced recently. Alloy steels are also used. The number of rings vary depending on the
engine design. It varies from 2-4.
Generally, the ring is cast and machined and put into position in the ring grooves. It exerts
uniform pressure against the cylinder walls. A gap is to be cut at the ends so that while inserting
the ring, it can be expanded, slipped over the piston head and released into the ring groove. The
gap is almost closed when the piston is inside the cylinder.
Functions of the piston rings:
1. It forms a seal so that high pressure gases from the combustion chamber will not escape
into the crank case.
2. It provides easy passage for heat flow from the piston crown to the cylinder walls.
3. It maintains enough lubricating oil on the cylinder walls throughout the stroke length.
This reduces the ring and cylinder wear. The thickness of the oil film is to be controlled and the
oil should not go up into the combustion chamber where it would burn and produces carbon
deposits.

2.1.3 Gudgeon Pin

Piston pin is used to connect Piston and connecting rod. It transfers combustion chamber
pressure and piston forces to the connecting rod. It is in tubular shape to provide adequate
strength with minimum weight. It passes through the piston bosses and small end of the

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 ENGINE TRANSMISSION AND BODY DESIGN
connecting rod. It is made of low carbon case hardened steel (carbon-15%, silicon-0.3%,
manganese-0.5%). Refer fig 2.4

Figure 2.4: Gudgeon Pin

Piston pins are installed and secured to provide a bearing action in the following three ways:
1. The pin is fastened to the piston by the set of screws through the piston boss and has a
bearing in the connecting rod small end. This permits the connecting rod to swivel as required
by the combined reciprocal and rotary motion of piston and crank shaft.
2. The piston pin is fastened to the connecting rod by means of a bolt and uses the piston
bosses for bearings. Now a days, bolt has been replaced by interference fit.
3. A floating pin is used which is free in both the connecting rod and piston. This
arrangement is most commonly used. Circlips are used to prevent the end movements.

2.1.4 Connecting Rod

This is the connection between the piston and crankshaft. The end connecting the piston
is known as small end and the other end is known as big end. The big end has two halves
of a bearing bolted together. The connecting rod is made of drop forged steel and the
section is of the I-beam type. As shown in below fig 2.5

Figure 2.5: Connecting Rod

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 ENGINE TRANSMISSION AND BODY DESIGN
The connecting rods are used to connect pistons to the crank shaft. The upper end of the rod
oscillates (swing back and forth) while the lower or big end rotates (turns). It converts
reciprocating motion of the piston into the rotary motion of the crank shaft. The upper end of
the rod has a hole through it for the piston pin. The lower end must be split type. A combination
of axial and bending stress act on the rod in operation. The axial stresses are due to the gas
pressure in the cylinder and inertia force caused by reciprocating motion. Bending stress are
caused due to the centrifugal effects. Connecting rods are manufactured by casting and forging
processes. The rod has I-beam cross section to provide maximum rigidity with minimum
weight. Generally, rods are made by drop forging of steel or duralumin and also cast from
malleable cast iron.

2.1.5 Crank Shaft

This is connected to the piston through the connecting rod and converts the linear motion of
the piston into the rotational motion of the flywheel. The journals of the crankshaft are
supported on main bearings, housed in the crankcase. Counter-weights and the flywheel
bolted to the crankshaft help in the smooth running of the engine as shown in fig 2.6.

Figure: 2.6: Crank Shaft

A simplified sketch of the crank shaft for a six-cylinder engine is as shown in the figure. It
consists of
1. Main journals.
2. Crank pins.
3. Crank webs.
4. Counter weights.
5. Oil holes.

The crank shaft is held in position by a number of main bearings and they form axis for the
rotation of crank shaft. Their number is always one more or one less than number of cylinders.

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 ENGINE TRANSMISSION AND BODY DESIGN
The crank pins are the journals for the connecting rod big end bearings and are supported by the
crank webs. The distance between the axis of the main journal and the crank pin center lines is
called ‘crank through’. Oil holes are drilled from main journals to the crank pins through crank
webs for lubricating big end bearings.
When the engine is running, due to rotation of both crank shaft and connecting rod big end,
each crank pin will be subjected to centrifugal forces. This will tend to bend the crank shaft. To
avoid this counterweights are used.

2.1.6 Valves
Each engine cylinder has two valves; however, some special racing engines are four valves per
cylinder. Air fuel mixture is admitted to the engine through inlet valve and burned gases escape
through the exhaust valve. The valves also must seal the combustion space tightly.
Since air- fuel mixture admits into the cylinder with lesser speed compared to velocity of the
exhaust gases which leaves under pressure, inlet valves are made larger than exhaust valves.
The inlet and exhaust valves are actuated by an eccentric projection called a cam moving on a
rotating shaft-the cam shaft.
The inlet and exhaust valves use different materials as they are subjected to different operating
conditions. The inlet valves are exposed to a temperature of 500 degree centigrade and exhaust
valves have to operate in more severe conditions. To prevent burning, the valve must give off
heat to the valve guide and to the valve seat.
Components for valve actuation
Cam shaft: It provides a means for opening the valves. It carries one cam for each valve to be
operated. It also provides a drive for the ignition distributor and the mechanical fuel pump. The
cam shaft is driven by crank shaft by means of timing gears or chain drive at half of the speed
of the crank shaft. It is forged from alloy steel or cast from hardenable cast iron and is case
hardened.
Valve tappet: It follows the shape of the cam lobe on the cam shaft and hence converts angular
movement of the cam into the reciprocating motion. This is placed slightly eccentric with cam
to make the cam wear uniform and is located between push rod and cam.
Push rod: This is placed between valve tappet and rocker arm and transmits reciprocating
motion of valve tappet to the rocker arm. Push rods are made of steel and may be either solid or
hollow. Hollow push rod is lighter and results in reduced inertias forces. It provides a passage
for the oil to lubricate the valve actuating mechanism.
Rocker arm: It may be solid or hollow and changes the upward motion of the push rod to
downward motion of the valve and vice versa. It is made of steel (forged or stamped) or iron
(cast).

2.2 Fuel Injection Pump

The injection pump’s camshaft is driven by the diesel engine. Injection-pump speed and
crankshaft speed are identical for 2-stroke engines Refer fig 2.7. For 4-stroke engines,
pump speed is the same as engine camshaft speed, in other words half crankshaft speed.
The drive between injection pump and engine must be as torsionally rigid as possible if

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 ENGINE TRANSMISSION AND BODY DESIGN
today’s high injection pressures are to be generated. There are a number of different sizes
of in-line injection pumps for the various engine outputs. The injected fuel quantity
depends upon the swept volume of the injection-pump barrel, and maximum (pump-side)
injection pressures are between 400 and 1,150 bar.

Figure 2.7: FIP

Many types of fuel pumps are used in the modern car fuel feed systems, all of which operate on
the same principle. A fuel pump transfers petrol from the tank to the carburetor (fuel injection
system) through a fine grain filter. It must deliver diesel in sufficient volume at desired
pressure.
A fuel injection pump is mounted on the engine and is operated by an eccentric mounted on the
cam shaft of the engine. The pump consists of a spring-loaded flexible diaphragm actuated by a
rocker arm which in turn operated by an eccentric. Inlet an outlet (spring loaded) valves are
provided to ensure fuel flow in the proper direction.
As the rocker arm is moved by the eccentric, the diaphragm is pulled down, causes a partial
vacuum in the chamber. This causes the inlet valve to open and admits fuel into the pump
chamber through strainer. Further rotation of the eccentric will release the rocker arm and
diaphragm moves upward, causes inlet valve to close while the outlet valve opens and hence
the pump delivers fuel to the injectors.

2.3 Turbo Charger

Turbochargers are a type of forced induction system as shown in fig 2.8.
They compress the air flowing into the engine. The advantage of compressing the air is
that it lets the engine squeeze more air into a cylinder, and more air means that more fuel
can be added. Therefore, you get more power from each explosion in each cylinder. A
turbocharged engine produces more power overall than the same engine without the
charging. This can significantly improve the power-to-weight ratio for the engine

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 ENGINE TRANSMISSION AND BODY DESIGN

Figure 2.8: Turbo Charger

If a gas turbine runs on exhaust gases of engine, drives the super charger, it is called turbo
charging. There is no mechanical linkage between engine and super charger. Now a days, these
turbo chargers are used for super charging of all types of two stroke engines. Nearly 35% to
40% of heat energy supplied to engine goes into the exhaust and will be wasted. A part of this
energy could be utilized to drive a gas turbine which in turn runs a compressor and hence
results in supply of more air to the engine. This boosts engine power and increases thermal
efficiency.
The figure shows a turbo charger used for bus. It consists of turbine housing, turbine shaft,
turbine wheel, compressor housing, compressor wheel and bearing housing.
When the engine is running, the hot exhaust gases leaving the exhaust valve enters into exhaust
manifold and are directed into turbine housing. In turbine housing, hot gases strike the fins or
blades on the turbine wheel and make it to rotate. A turbo shaft connects turbine wheel to
compressor wheel. Hence the turbine wheel drives the compressor wheel which causes air to be
sucked into compressor housing. Centrifugal force throws the air out ward. This causes air to
flow out of turbocharger under pressure and is then fed into the engine cylinder.
The waste gate arrangement is provided to control the maximum boost pressure to prevent
detonation and maximum pressure and engine damage. In CI engines, turbo charging reduces
the smoke considerably.

 Inter cooler (after cooler) (charge cooler)

The air charge leaving the compressor is at much higher pressure and temperature than ambient
conditions. The temperature of air increases to 60-90 degree centigrade due to super charging.
When this high temperature air expands, its density decreases and hence mass of air entering
the engine cylinder decreases. This decreases availability of oxygen required for complete
combustion. If additional hot air is supplied, it increases operating temperature of the engine.
Therefore, an intercooler is used to overcome this difficulty. The use of inter cooler or after
cooler cools the charge there by decreases temperature of air entering into engine cylinder.

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 ENGINE TRANSMISSION AND BODY DESIGN
 Turbo charger lag
It is the time period required for the exhaust gases to accelerate the turbine and compressor. It
represents short delay period before the boost pressure increases.

2.4 Gear Box

All manual transmission has a reverted gear train which consists of an input (clutch shaft) and a
output shaft (main shaft) whose axes are in the same line. A lay shaft (counter shaft) is located
directly below these shafts. From the clutch disc, engine power goes into the transmission
through the input shaft (clutch shaft). In direct drive, clutch shaft is coupled to the main shaft,
so that the power transmission takes place directly between them. In reduction, power goes to
lay shaft and then reverts back to the main shaft. Refer fig 2.9.

Figure 2.9: Gear Box

Manual Transmission consists of 3 types of gear box:
1. Sliding mesh gear box.
2. Constant mesh gear box.
3. Synchromesh gear box. (3,4 and 5 speed).

In constant mesh type, all the gears on the main shaft and lay shaft are in constant mesh with
each other. The lay shaft gears are fixed to it as usual and main shaft gears are free on the
splines of the main shaft. The two dog clutches are moved either to the left or to the right to get
different gear ratios.
Whereas the synchromesh gear box is similar to constant mesh type i.e. all the gears on the
main shaft and lay shaft are in constant mesh with each other. The gears on the main shaft are
free to rotate and gears on the main shaft are free to rotate and gears on the lay shaft are fixed to
it. It is obvious that for one gear to mesh with another quietly and without damage, they must
have to rotate at nearly the same speed. In constant mesh type, the dog clutches to engage
smoothly, the speed of main shaft gear and the dog which is sliding must be equal. Therefore,

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 ENGINE TRANSMISSION AND BODY DESIGN
for obtaining lower gear, speed of clutch shaft, lay shaft and main shaft gear must be increased
and is accomplished by declutching.
The members to be engaged are first bought into frictional contact. This makes their speed
equal, and then the members may be engaged smoothly. However, these devices are not fitted
to all the gears, they are used only on higher gears. Dog clutches are used on low and reverse
gears to reduce cost. idle gears are shown in below fig 2.10.

Figure 2.10: Idle gears

2.5 Clutch
A clutch is a mechanism designed to connect or disconnect the transmission system. It is
located between engine and transmission. The clutch allows the engine to run without driving
the car i.e. without delivering the power to the power train. This disconnecting device is used
for starting the engine without load refer fig 2.11.

Figure 2.11: Clutch BS-IV

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 ENGINE TRANSMISSION AND BODY DESIGN
In BMTC, single plate clutches are used. This clutch is used in most cars and light trucks. The
figure shows a simplified view of single-dry-plate clutch. This consists of a disc, faced on both
sides with friction material being called friction or clutch plate. This disc or clutch plate is held
between engine flywheel and pressure plate. The friction facing on the disc consists of asbestos
fiber. Depending on the clutch design, a number of springs are used to provide axial force to
keep the clutch in the engaged position. The friction plate hub is attached to the shaft (clutch
shaft) by means of splines, thus it is free to slide over it. The friction material on both the sides
of the clutch plate provides friction surfaces for the power transmission between engine shaft
and clutch shaft. Since the driven assembly has only one clutch plate, this type is called Single
plate clutch. A clutch pedal is used to pull the pressure plate against the spring force, for
disengaging the clutch.
The spring pressure clamps the friction plate tightly between flywheel and pressure plate. This
causes friction plate, flywheel and pressure plate to rotate as one assembly, when the engine is
running and clutch is engaged. The friction plate drives the clutch shaft through the splines.
For disengaging the clutch, the pedal is to be operated which pulls the pressure plate against
spring pressure. This releases friction plate and allows flywheel and pressure plate to rotate
independently without transmitting power to friction plate and hence to the clutch shaft.

2.6 DIFFERENTIAL
When an automobile negotiates a turn, the distance travelled by outside wheels is greater than
that travelled by inside wheels at the same time. If the wheels are mounted a dead axles, so that
they turn independent to each other (like front wheels of an ordinary passenger vehicle), the
wheels will turn at different speeds to compensate for the difference in travel shown in fig 2.12.
But if the engine drives the wheels, some device is necessary which will allow the wheels to
revolve at different speeds. To do this a device called differential is provided in the rear axle.
This will increase the speed of outside wheels and reduce the speed of inside wheels, when the
vehicle travels around a corner, in mean time keep the speed of all the wheels same when the
vehicle is going straight ahead. This avoids skidding when the vehicle is taking turn.

Figure 2.12: Differential

It consists of a drive pinion or bevel pinion, attached to the shaft which is coupled to the
propeller shaft. A crown wheel or ring gear which is bolted to the differential cage is in mesh
with the bevel pinion. The cage carries a cross pin or spider (cross pin is used when two pinion
gears are employed and spider is used when four pinion gears are used) to support two
differential pinion gears which are in mesh with the two differential side gears (sun gears)

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 ENGINE TRANSMISSION AND BODY DESIGN
which are splined to the axle half shafts. The ring gear (crown-wheel) is free to rotate on the
half shaft.
When the propeller shaft turns the bevel pinion, the pinion will turn the crown wheel. The
crown wheel in turn will revolve the differential cage and cross pin. The axle side gears will
still not turn. By adding two differential pinion gears (the cross pin will pass through these
gears) that mesh with the side gears, the revolving cage will turn the axle side gears with it.
When the vehicle is going straight ahead, the crown wheel turns the cage. The differential
pinion gears and axle side gears are moving around with the cage and pinion gears do not rotate
on the cross pin or about its own axis (no relative movement between the teeth of pinion gears
and axle side gears), but apply equal torque to the two side gears. This drive both the rear
wheels (half shafts) at the same speed and crown wheel, differential cage, cross pin, pinion
gears and side gears all turn as a solid unit. Both half shafts rotate at the same speed and there is
no relative movement among various differential gears.
When vehicle is taking a turn, the cage continuous to rotate and pull both the pinion gears
around on the cross pin. The outer wheel must turn faster than the inner axle side gear. To
permit this, the two differential pinion gears rotate on their axes (on cross pin). This allows
them to pull on both axle side gears, while at the same time, compensating for the difference in
speed by rotating around their shaft.

2.7 Power Steering

In heavy duty trucks and tractors, driver has to apply inadequate effort to turn the wheels. The
use of booster arrangement in steering system overcomes this drawback. The booster is put into
operation when the steering wheel is turned. It does most of the work for steering. The power
steering system uses compressed air, electrical mechanisms, and hydraulic pressure. Shown in
fig 2.13

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 ENGINE TRANSMISSION AND BODY DESIGN

Figure 2.13: Power Steering

The figure shows a simplified diagram of hydraulic booster. The arrangement consists of a
worm and worm- wheel, distributor slide valve, booster cylinder. When the steering wheel is
turned, the worm turns the sector of worm wheel and hence actuates the arm. The arm in turn
actuates the road wheels through drag link. If the resistance offered to turn the wheels is too
high and drivers effort to the steering is too weak, then the worm, like a screw in a nut will be
displaced axially together with the distributor slide valve. This axial movement will admit
compressed air or oil into booster cylinder through the pipeline. The piston in the booster
cylinder will turn the road wheels via the gear rack, the toothed worm sector, arm and drag link.
In mean time, the worm sector will actuate the worm and will shift it along with distribution
valve to its initial position. This movement of slide valve will stop the piston travel in the
booster cylinder. Here the system uses the power assistance in proportion to the effort needed to
turn the wheels.

2.8 Radiator
There are two methods of cooling. They are,
1. Air cooling.
2. Water cooling.

2.81 Air cooling

Here, the air stream flows continuously over the heated metal surface and the rate of heat
dissipation depends upon the surface area of the metal, air mass flow rate, thermal conductivity
of the metal, temperature difference between metal surface and air.
To increase the effectiveness, the metal surface area which is in contact with air should be
increased. This is done by providing fins over cylinder barrels. The fins may be cast integral
with the cylinder or may be attached separately

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Figure 2.14: Air cooled system.

2.82 Water Cooling

In these systems, the water jacket surrounds engine cylinders and cooling water flows through
these water jackets. Heat is conducted through the cylinder walls to the water in the jackets
which removes the excess heat as it circulates through the radiator.
Water cooling systems are classified into two types:
a. Thermosyphon system.
b. Pump circulation system.

2.82 (a) Thermosyphon system

In this system the engine is connected to radiator through flexible hoses. The difference in
densities of hot and cold regions of cooling water causes water circulation between engine and
radiator. The water in circulation absorbs heat from engine cylinder and hence cools it. The heat
from the water is then dissipated into atmosphere through the radiator by conduction and
convection. This cools the water which is required for further circulation. Sometimes fans are
used behind the radiator to increase the air mass flow rate and hence to increase cooling
efficiency.

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 ENGINE TRANSMISSION AND BODY DESIGN

Figure 2.15: Thermosyphon system

2.82(b) Pump circulation System

Figure 2.16: Pump Circulation System

This system is similar to thermosyphon system explained above. The only difference is cooling
water circulation is affected by means of a pump and a thermostat valve controls the
temperature of water.
Hereby, it is clear that the radiator is used in water cooling systems. It cools the water that is
coming from the engine and maintains the temperature of the engine to increase the efficiency.

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3. TASK PERFORMED
3.1 Dismantling and assembly of the Engines (BS-III, BS-IV)
1. To check the engine throughout to detect the main cause of failure of the engine.
2. To change the old and worn out parts.
3. To check the oil level in the engine.
4. To recondition the engine.
5. To prevent the engine efficiency, go down.

3.2 Dismantling and assembly of the Clutches (BS-III, BS-IV)

1. To check the clutch plates.
2. To replace the clutch pads if worn out.
3. To check the springs, if it is in good condition or not.
4. To recondition the pressure plate.
5. To replace the release bearing.

3.3 Dismantling and assembly of Fuel Injection Pump (BS-III, BS-IV)

1. To change the supply pump (vane pump) vanes if worn out.
2. Replace the supply pump screw.
3. To change the gaskets.
4. To change the Timing Device piston if worn out.
5. To check the drive shaft, and to change the ceramic washer along with wood ruff key.
6. To wash out the dirt on cam plate.
7. To check the solenoid operated valve.
8. Check the pressure of the diesel coming out.

3.4 Dismantling and assembly of Turbo Charger (BS-III, BS-IV)

1. To check the turbine components and to replace the worn out parts.
2. To check the impellor parts and wash out the dirt present in it.
3. To dismantle the central hub and replace the required parts.
4. To sand blast all the outer casings to remove the dirt present on it.
5. To check the pressure of the air coming out of the turbo charger.

3.5 Dismantling and assembly of Gear Box

1. To Check the idle gear shaft to check the damage if any.
2. Checking all the gears if it is proper or not, if broken or worn out, replace it.
3. Replace the needle roller bearings with lubricating it.
4. Checking the meshers if it is properly meshing to the gears or not.
5. To change the sealers and apply anna bond to the sealings.

3.6 Dismantling and assembly of Power Steering

1. To replace all the oil present in the steering system.
2. Checking the rack and pinion gears, if they are correctly mesh or not.
3. To check the yoke, this absorbs the shocks of the roads.
4. To check the steering coupler joint that allows steering wheel to rotate without binding up.
5. To replace or condition the hoses which are made of brass.

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3.7 Assembly of axle
1. To join the outboard joint boot.
2. To assemble it with outward cv joint.
3. To attach snap ring and spring clip.

4. EXPERIENCE IN THE COMPANY

1. By joining, one can learn about the different parts of the bus which is very useful for
engineers.
2. The time management and hard work that one can do.
3. The dismantling and assembling the different parts.
4. We can also see that, the store management, which will provide the tools and other required
parts which are replaced by new ones which are non-defective.
5. The safety and precautions taken which is the basic necessity for an individual.

5. SUMMARY.
This report describes about all the components of the engine and transmission and also the
areas which we have worked along with what we have done in the industry. This document is
made to provide appropriate and sufficient information of the each section with figures. This
also gives the clear details of the each components which are in the respective sections. This
also describes the different buses used in the BMTC, also what is smart card. It also have the
clear picture of the task performed in the different sections in the industry.

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REFLECTION

 During first week of internship I learnt about how each section Works together to get their
common goal and I was allowed to Dismantle and assembly of BS-3, BS-4 Engines.
 During second week, I was assigned to work with gear box, clutch Sections, here I got
knowledge about for what reasons the components Will fail.
 In the third week of internship, I was allowed to work with turbo charger, radiator, fuel
injection sections and here I got the practical knowledge of how these all systems will work
and how replacement of worn out parts were taken care.
 During fourth week, I was allowed to work with bus body building, stickering and painting
sections, here I got to know about how the bus body was built and learnt about differential part
replacement.

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CONCLUSION

 Internship at BMTC was an extremely informative one.

 We were handed out a schedule which governed out visit to the various department around the
company.
 The schedule was such that we started at the engine transmission and body design and
maintenance department of the company.
 This helped me relate my theoretical knowledge from my engg. curriculum to pratical
application.
 We were explained in detail about the functioning of various departments.
Finally the experience we gain from the Internship is definitely going to help in the real world.

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REFERENCES
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6. ^ "BMTC Bangalore Metropolitan Transport
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07-17.
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June 2012.
13. ^ "Eco-friendly commute: 150 electric buses to hit namma Bengaluru
streets". The New Indian Express. Retrieved 7 March 2017.
14. ^ "BMTC Bus Stations". mybmtc.com. BMTC. Retrieved 16 July2014.
15. ^ "Get smart @ Rs 5". Bangalore Mirror. Retrieved 28 February2017.
16. ^ Reporter, Staff. "BMTC smart card by February 15". The Hindu. Retrieved 10
February 2017.
17. ^ "February 4th is 'Bus Day' in Bangalore". Bangalore Aviation. 1 February
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18. ^ "Bangalore Bus Day- Feb 4th: Citizen Matters". Bangalore.citizenmatters.in. 4
February 2010. Retrieved 28 August2010.
19. ^ "BMTC launches Intelligent Transport Solution". The Hindu. Retrieved 25
May 2016.
20. ^ "BMTC to roll out smart cards in January". The Hindu. Retrieved 18
November 2016.

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