A SUMMER TRAINING REPORT

STARTING DATE OF TRAINING: 01/06/19

END DATE OF TRAINING:31/07/19

AT

UNITED AUTOMOBILE SERVICE AND MAINTAINEMCE WORKSHOP

ALLAHABAD
ON

SERVICE AND MAINTENANCE OF MAHINDRA AUTOMOBILE

UNDER THE SUPERVISION OF:

Mr. ROHIT SINGH

‘Service Manager’
SUBMITED BY

KESHAV DEVI SHUKLA

ROLL.NO. (1716240912 )

(DEPARTMENT OF MECHANICAL ENGINEERING),

SIET ,ALLAHABAD-211011,UP,INDIA
 INTRODUCTION OF UNITED AUTOMOBILE
UNITED AUTOMOBILES
509-a, Transport Nagar, Gt Road, Allahabad, Uttar Pradesh – 21100
Maintenance tasks commonly carried out during a motor vehicle service:

Change the engine oil.

Replace the oil filter

Replace the air filter.

Replace the fuel filter.

Replace the cabin or a/c filter

Replace the spark plugs etc

I have done my work on following vehicles

XUV300
Scorpio
XUV500
Thar
TUV 300
Marazzo
KUV100 NXT.
Alturas G4.

HISTORY OF MAHINDRA VEHICLES

Mahindra & Mahindra Limited is an Indian corporation headquartered in India. It was
established in 1945 as Muhammad & Mahindra and later renamed as Mahindra and
Mahindra. It is one of the largest vehicle manufacturers by production in India and
the largest manufacturer of tractors in the world. It is a part of the an Indian It was
ranked 17th on a list of top companies in India by fourtune 500 in 2018. Its major
competitors in the Indian market include and tata motors
Naming of vehicles Most commercial and passenger vehicles made by the
company follow the invisible rule of ending with an 'O', like in It is believedthat the
company does this due to the success of its first two vehicles
Over the past few years, the company has taken interest in new industries and in
foreign markets. They entered the twor industry by taking over in India. M&M also
has a controlling stake in the and acquired South Korea's in 2011. In 2010–11 M&M
entered in micro with the takeover of EPC Industries Ltd in Nashik.
In October 2014, Mahindra and Mahindra acquired a 51% controlling stake in and
acquired a 100% controlling stake in October 2019.[11]
In December 2015, Mahindra and Mahindra Ltd and affiliate Tech Mahindra Ltd,
through a special purpose vehicle (SPV), have agreed to buy a 76.06% stake in
Italian car designer Pininfarina SpA, for €25.3 million (around Rs.186.7 crore).
In January 2017, Mahindra and Mahindra Ltd (M&M) acquired a 75.1 equity stake in
Hisarlar Makina Sanayi ve Ticaret Anonym Şirketi (Hisarlar), a farm equipment
company, marking its entry into Turkey.
In September 2017 Mahindra and Mahindra Ltd acquired Erkunt Traktor Sanayii AS,
a Turkish tractor maker
 RAILWAY STAFF COLLEGE BARODA

1
2 INDIAN RAILWAY INST. OF CIVIL ENGG. PUNE
3 INDIAN RAILWAY INT. OF SIGNAL ENGG. AND COMM. SECUNDARABAD
4 IND. RAILWAY INST. OF ME. AND EC. ENGG. JAMALPUR
5 IND RAILWAY INST. OF EE. ENGG. NASHIK
RAIL COACH FACTORY CENTER

1 RAIL COACH FACTORY KAPURTHALA

2 CHITRANJAN LOCOMOTIVE WORKS CHITRANJAN
3 INTEGRAL COACH FACTORY PERAMBUR
4 BHARAT EARTHMOVERS LTD. BENGLURU
5 WHEEL AND AXLE BENGLURU
6 JESAF AND COMPANY LTD KOLKATA

NEW RAIL FACOTRY

1 WHEEL FACTORY CHAPARA BIHAR

2 RAIL ENGINE FACTORY MADHEPURA BIHAR
3 RAIL ENGINE FACTORY MADDORA BIHAR
4 RAIL COACH FACTORY RAIBAREILLY UP

OVERHAULING WORKSHOP

CENTRAL PERIODICAL WORKSHOP ALLAHABAD

WAGON PERIODICAL WORKSHOP VISHAKPATANAM( NOT STARTED)
 ABOUT C.P.O. H WORKSHOP
ALLAHABAD 211011

CENTRAL PERIODICAL OVERHAULING WORKSHOP (CPOH)

AT PRESENT, THERE IS ONE CPOH WORKSHOP AT ALLAHABAD, CATERING TO THE POH OF TAMPING
MACHINES. POH OF OTHER MACHINES IS CARRIED OUT BY ZONAL RAILWAYS, AS PRESCRIBED BY THE
OEM. THE FUNCTIONS OF CPOH WORKSHOP ARE AS UNDER:-

I) P.O.H. OF MACHINES

II) OVERHAULING OF TAMPING UNITS, GEAR ASSEMBLY, AXLE ASSEMBLY AND LIFTING, - LINING
ASSEMBLY FOR UNIT EXCHANGE EITHER AT SHOP FLOOR OR FIELD.

III) POST POHS SERVICE TO ZONAL RAILWAYS AND PERFORMANCE MONITORING OF OVERHAULED
ITEMS

IV) DEVELOPMENT OF EXPERTISE, STANDARDISATION/DOCUMENTATION/DISSEMINATION OF

KNOWLEDGE WITH RESPECT TO OVERHAULING OF ASSEMBLIES.

V) STUDY OF INTER-CHANGEABILITY OF COMPONENTS AND SUB-ASSEMBLIES.

VI) STUDY OF FAILURES, FINDING OUT REMEDIAL MEASURES, TROUBLE SHOOTING AND
DEVELOPMENT OF MAINTENANCE PRACTICES.
(VII) PROCUREMENT OF STORES AND EQUIPMENTS REQUIRED FOR POH AND THEIR INSPECTION.

(VIII) INSPECTION AND TESTING OF MACHINES/ASSEMBLIES RECEIVED PRIOR TO AND AFTER POH.

(IX) STUDY OF NEW IMPORTED MACHINES AND PREPARATION OF INVENTORY LIST WITH COMPLETE
SERIES OF MACHINES (MACHINE-WISE) AND CHECKING FOR CHANGES WITH REFERENCE TO OLD
SERIES OF MACHINES.

(X) DEVELOPMENT OF INDIGENOUS SUBSTITUTES AND RELIABLE COMPETITIVE SOURCES OF SUPPLY.

(XI) DEVELOPMENT OF DRAWINGS AND MATERIAL SPECIFICATIONS FOR MANUFACTURE OF SPARES.

(XII) PROVIDING SHOP FLOOR TRAINING REGARDING MAINTENANCE OF MACHINES.

THE CREW INCHARGE OF THE MACHINE SHALL ACCOMPANY THE MACHINE SENT FOR POH TO CPOH
WORKSHOP AND ASSOCIATE IN OVERHAULING OF THE MACHINE THROUGHOUT. THE ZONAL
RAILWAY SHOULD MAKE OUT A DETAILED REPORT ABOUT THE HEALTH OF MACHINE BEING SENT
FOR CPOH, INDICATING THE HISTORY OF DEFECTS AND FAILURES OF THE MACHINE AND SENT IT TO
DY.CE/CPOH AT LEAST ONE MONTH IN ADVANCE OF ARRIVAL OF THE MACHINE, FOR CPOH
WORKSHOP TO TAKE PREPARATORY ACTION. THE ZONAL RAILWAY SHOULD SENT THE COMPLETE
MACHINE WITHOUT REMOVING ANY OF THE PART BEFORE POH.

AFTER OVERHAULING OF THE MACHINE, THE STAFF OF THE MACHINE SHALL RECEIVE THE MACHINE
ONLY AFTER ALL THE TESTS AND TRIALS HAVE BEEN CARRIED OUT. AN OFFICER OF THE OWNING
RAILWAY SHOULD BE PRESENT DURING THE TESTING AND TRIALS.

THE CPOH WORKSHOP SHALL STAND WARRANTY FOR SATISFACTORY WORKING OF THE MACHINE,
FOR A PERIOD OF SIX MONTHS AFTER COMMISSIONING OF THE MACHINE. CPOH WORKSHOP SHALL
ADVISE THE MACHINE HOLDING RAILWAY ABOUT THE INDIGENOUS COMPONENTS USED IN THE
OVERHAULED/REPAIRED ASSEMBLIES AND THE ZONAL RAILWAYS SHALL SUBMIT FEEDBACK TO
CPOH WORKSHOP ABOUT THEIR PERFORMANCE.

FOR OVERHAULING OF TAMPING UNITS, THE RAILWAYS WILL PLAN THEIR ANNUAL REQUIREMENTS
AND ADVISE THE CPOH WORKSHOP IN ADVANCE. ALSO THE RAILWAYS WILL MAKE THEIR OWN
ARRANGEMENTS FOR TRANSPORTATION OF TAMPING UNITS FROM THE WORKSHOP.

WORKSHOP NAME ---- TRACK MACHINE OVERHAULING WORKSHOP.

MANUFACTURER OF TRACK MACHINE ------ PLASSER AND THEURER,

LINZ,AUSTRIA(10%).

MANUFACTURER OF TRACK MACHINE IN INDIA --- PLASSER INDIA , FARIDABAD, INDIA .

MANUFECTURER OF SMALL TRACK MACHINE------- ROBEL ,GERMANY.

 ABOUT

PLASSER & THEURER IS AN AUSTRIAN MANUFACTURER OF RAIL TRACK MAINTENANCE AND TRACK
LAYING MACHINES. IT ACCOUNTS FOR 6% OF AUSTRIAN EXPORTS OF THE MACHINERY AND IRON
AND STEEL CONSTRUCTION INDUSTRY.

HISTORY

THE COMPANY WAS ESTABLISHED IN 1953 BY A GROUP OF NINE PEOPLE. IT IS A PRIVATELY OWNED
COMPANY WITH 30% BEING HELD BY JOSEF THEURER, 30% BY HIS DAUGHTER ELISABETH MAX-
THEURER, 20% EACH BY DOROTHEA THEURER AND HANS-JÖRG HOLLEIS. CURRENTLY THE COMPANY
IS ACTIVE IN OVER 100 COUNTRIES.

PRODUCTS

PLASSER & THEURER MANUFACTURES RAILWAY MAINTENANCE MACHINES FOR ALL PURPOSES
INCLUDING ADJUSTING AND TAMPING TRACKS, THE INSTALLATION AND MAINTENANCE OF
OVERHEAD WIRES AND THE ASSOCIATED EQUIPMENT.

OTHER PRODUCTS INCLUDE RAILWAY BRIDGE INSPECTION AND REPAIR VEHICLES AND FLASH BUTT
WELDING MACHINE.

A SWISS PLASSER & THEURER DUOMATIC 09-32 CSM BALLAST TAMPER

TYPE PRIVATE INDUSTRY RAILWAY FOUNDED 1953

HEADQUARTERS VIENNA,AUSTRIA

KEY PEOPLE ELISABETH MAX-THEURER

PRODUCTS RAIL TRACKS MAINTENANCE MACHINES

 REVENUE €217.5 MILLION

NUMBER OF EMPLOYEES 3000

WEBSITE WWW.PLASSERTHEURER.COM
MANUFACTURING CENTER LINZ, AUSTRIA

WHAT IS TRACK?
A TRACK OR PERMANENT WAY IS THE RAILROAD ON WHICH TRAINS RUN.

RAIL

THE ROLLRD STEEL SECTIONS LAID END TO END IN TWO PARALLEL LINES OVER SLEEPERS TO FORM
A RAILWAY TRACK ARE KNOWEN AS RAILS.

BALLAST
BALLAST IS THE GRANULAR MATERIAL USUALLY BROKEN STONE OR BRICKS SINGLE AND KANKAR,
GRAVEL AND SAND PLACED AND PACKED AND AROUND THE SLEEPER TO TRANSMIT LOAD FROM
SLEEPER TO FORMATION LAYER.

SLEEPER
SLEEPERS ARE MEMBERS GENERALLY LAID TRANSVERSE TO THE RAILS , ON WHICH THE RAILS ARE
FIXED TO TRANSFER THE LOAD FROM THE RAILS TO THE BALLAST AND THE SUBGRADE.

TRACK ERROR AND NEED OF

MAINTENANCE
 DUE TO THE CONSTANT MOVEMENT OF HEAVY AND HIGH SPEED TRAINS , THE PACKING
UNDER THE SLEEPER BECOMES LOOSE AND TRACK GEOMETRY GETS DISTURBED. THE
GUAGE ,ALIGNMENT , AND LONGITUDINAL AS WLL AS CROSS LEVEL OF THE TRACK THUS
GET AFFECTED ADVERSELY.

 THERE IS VERY HEAVY WEAR AND TEAR OF THRE TRACK AND ITS COMPONENTS.

 ADVANTAGES OF TRACK MAINTENANCE

1- LIFE TIME INCREASE OF TRACK
2- REDUCE OPRATIONAL COSTS
3- SAFE AND SMOOTH RUNNING OF TRAINS
4- HIGHER SPEED ACHIEVED

TRACK MACHINES

INTODUCTION :- ANY MACHINE THAT REPAIRS AND MAINTAINS EXISTING RAILROAD TRACK
AND CONSTRUCTS NEW TRACK. MOST TRACK MACHINES FUNCTION ON RAILS, BUT OTHERS HAVE
CATERPILLAR TREADS OR RUN ON EITHER RAILS OR PNEUMATIC WHEELS.

TRACK MACHINES FULFILL ALL TYPES OF TRACK OPERATIONS. THE ROADBED IS REPAIRED AND
MAINTAINED BY GRADING MACHINES AND TRACK-MAINTENANCE MACHINES AND IS BALLASTED BY
ELECTROBALLASTING EQUIPMENT, TRACTOR-MOUNTED BALLAST REGULATORS, AND TRACK JACKS.
MACHINES FOR BALLASTING RAISE AND SHIFT THE RAILS AND TIES, FEED THE BALLAST TO THE
ROADBED, AND DEPOSIT THE BALLAST IN A LAYER OF SPECIFIED THICKNESS. BALLAST-CLEANING
MACHINES REMOVE DIRT AND DEBRIS FROM BALLAST.
ON RAILROAD LINES IN USE, TRACKLAYERS ON WHEELS LAY AND MOVE RAILS AND TIES DURING
REPAIR AND DURING THE CONSTRUCTION OF TRACK. TRACTOR-DRIVEN TRACKLAYERS ARE USED
WHEN A NEW RAILROAD IS BUILT. IF ALL RAILS ARE TO BE REPLACED, A RAIL-LAYER IS USED. TRACK
UNITS ARE ASSEMBLED AND DISMANTLED WITH TRACK-ASSEMBLY AND TRACK-DISMANTLING.

HISTORY OF TRACK MACHINES

HISTORICAL DEVELOPMENT OF TRACK MAINTENANCE:

1950-80: FROM MANUAL METHODS TO FULL MECHANIZATION - FROM THE VERY BEGINNING THE
RAILWAYS WERE AWARE OF THE IMPORTANCE OF TRACK MAINTENANCE. NEVERTHELESS, IT WAS
NOT UNTIL 1950S THAT MACHINES WERE DEVELOPED TO DO THE WORK. INITIALLY, BETWEEN 1950
AND 1980, EFFORTS WERE CONCENTRATED ON MECHANIZING HEAVY MANUAL, AND ON REDUCING
CONSTRUCTION COSTS.

1950-1960: MECHANIZATION OF THE HEAVY DUTY WORKS - TAMPING AND CLEANING OF BALLAST.

1960: DEVELOPMENT OF MULTI-FUNCTIONAL MACHINES - SEVERAL WORK PROCESSES COMBINED IN

ONE MACHINE, STARTING WITH THE FIRST LEVELING AND TAMPING MACHINE AND FOLLOWED BY
THE COMBINED LEVELING, TAMPING AND LINING MACHINE FOR PLAIN TRACK, SWITCHES AND
CROSSINGS.

1965: INCREASED WORKING SPEEDS - INTRODUCTION OF THE FIRST DOUBLE SLEEPER TAMPING
MACHINE AND THE HYDRAULIC HIGH PERFORMANCE BALLAST CLEANING MACHINE

1967 INTRODUCTION OF COMPLETE MACHINE SYSTEMS - THE MECHANIZED MAINTENANCE TRAIN

MDZ AND THE HIGH SPEED TRACK RELAYING TRAIN SUZ, THE FIRST TRACK RENEWAL USING THE
ASSEMBLY LINE METHOD (NOT WORKING ON INDIAN RAILWAYS).

SINCE 1971: FURTHER IMPROVEMENTS IN PERFORMANCE AND QUALITY - BY DESIGNING ON-TRACK

MACHINES AS STANDARD RAILWAY VEHICLES FOLLOWED BY FURTHER IMPROVEMENTS IN THE
QUALITY OF WORK RESULTING FROM THE USE OF ELECTRONICS, LASER TECHNOLOGY, COMPUTERS
AND AUTOMATIC WORK SEQUENCES.

BRIEF HISTORY OF INTRODUCTION OF TRACK MACHINES WORLDWIDE:

WORLD OVER FIRST MECHANICAL OFF-TRACK TAMPER WAS TRIED OUT AROUND 1920, WHICH WAS
DOING PACKING ONLY. FIRST ON-TRACK TAMPER WAS PRODUCED BY MATISSA OF SWITZERLAND
WHICH WAS FOUNDED IN THE YEAR 1945. IT PRODUCED AND MARKETED ONLY ONE TYPE OF TAMPER,
MODEL B-60. PLASSER AND THEURER ESTABLISHED THEIR WORKS AT LINZ AUSTRIA IN THE YEAR 1953
AND PRODUCED THEIR FIRST HYDRAULIC TAMPING MACHINE HGL FOR USE ON AUSTRIAN FEDERAL
RAILWAYS. THEY CAME INTO REGULAR PRODUCTION LINE FOR THE FIRST TAMPING MACHINE VKR 01
IN CANTILEVER DESIGN FROM 1955 ONWARDS. FURTHER, EVOLUTION OF TRACK MACHINES IS GIVEN
BELOW:
  1960: FIRST LEVELING & TAMPING MACHINE VKR 04
 1962: FIRST SWITCH TAMPING MACHINE WITH TILTING TAMPING TOOLS WE 75
 1963: FIRST AUTOMATIC LINING MACHINE WITH TWO CHORD MEASURING
TECHNIQUE
 1964: FIRST HYDRAULIC BALLAST CLEANING MACHINE RM 62
 1965: FIRST TWO SLEEPER TAMPING MACHINE DUOMATIC
 1970: FIRST LEVELING & TAMPING MACHINE IN 07 SERIES
 1972: FIRST LEVELING, LINING & TAMPING MACHINE FOR SWITCHES 07-275
 1973: FIRST WELDING MACHINE K355APT
 1975: DYNAMIC TRACK STABILIZER - A NEW TECHNOLOGY FOR STABILIZATION OF
TRACKS
 1983: FIRST CONTINUOUS ACTION TAMPING MACHINE 09 CSM
 1996: FIRST CONTINUOUS ACTION 3 - SLEEPER TAMPING MACHINE CAME INTO
EXISTENCE.

WHY TRACK MACHINE ?

 EVER INCREASING TRAFFIC AND AXLE LOAD
 MODERN AND HEAVY TRACK STRUCTURE
 AVAILABILITY OF TIME FOR MAINTENANCE IS REDUCING
 OVER AGED MAINTENANCE STAFF
 QUALITY OF OUTPUT IS MUCH BETTER & SUPERIOR
 ECONOMICAL

BLOCK DIAGRAMOF TRACK MACHINE WORKING

ERROR INDICATOR (
STANDARD GALVANOMETER)
INPUT(potentio
PCB (
meter)
CALCULATION OF
ERROR )

MEASURMENT
(TRANSDUCER)
RELEY AND SOLENOIDS
 TRACK CORRECTION
ENGINE MECHANICAL AND
POWER HYDROLIC , PNUMATIC (FINAL)
CONTROL,WORKING

CLASSIFICATION OF TRACK MACHINE

ON TRACK M/C OFF TRACK M/C

TAMPING M/C NON TEMPING M/C

06 SREIES 07 SERIES 08 SERIES 09 SERIES

UNIVERSAL TEMPER (SLC) 1- UNOMATIC CONTINUOUS

SUPER LINING CONTROL 2- DUOMATIC TEMPING M/C

3-RUSSIAN DUOMATIC 1- CSM

4-UNIMAT (PAND C) 2- TEMPING

EXPRESS

(BCM ) BLAST REGULATING M/C TRACK RELAYING M/C (DGS )

BLAST CLEANING M/C

1-BCM 1- PQRS ( PLASSER QUICK RELAYING

SYSTEM)

2 FRM 2- TRT (TRACK RELAYING TRAIN)

 3- T28

TEMPING MACHINES :- A TEMPING M/C OR BALLAST TAMPER IS A MACHINE USED TO PACK THE
TRACK BALLAST UNDER RAILWAY TRACKS TO MAKE THE TRACK MORE DURABLE.

POWER TRANSMISSION

ENGINE

Funk
gear box
ZF gear
box

Axle Distributor Satellite

gear box gear box gear box

POWER TRANSMISSION

IN MECHANICAL ENGINEERING, THE WORD POWER TRANSMISSION IS WIDELY USED TERM IN ALL
TYPES OF TRANSMISSION APPLICABLE INVOLVED MECHANICAL ARRANGEMENT. THE FOLLOWING ARE
THE VARIOUS MECHANICAL POWER TRANSMISSIONS GENERALLY AVAILABLE IN DAY TO DAY
WORKING WHICH ARE GIVEN AS UNDER:

 ‘V’ BELT TRANSMISSION

 CHAIN DRIVE TRANSMISSION
 PULLEY DRIVE TRANSMISSION
 GEAR DRIVE TRANSMISSION
 Z.F. HYDRO-DYNAMIC GEAR BOX

INTRODUCTION Z.F. IS THE NAME OF A COMPANY IN PASSAU GERMANY ZHARAND FABRICK.

IT IS A HYDRODYNAMIC GEAR BOX, WHICH WORKS ON THE PRINCIPLE OF FLUID COUPLING.

IT IS USED TO TRANSMIT POWER FROM ENGINE TO AXLES & HYDRAULIC PUMPS AND
ALSO FOR DRIVING OF MACHINE WHILE TRAVELLING.

Z.F GEAR BOX GENERAL DETAIL

1. DRIVE FLANGE

2. TORQUE CONVERTER

3. OIL DRAIN

4. FINAL DRIVE

5. POWER TAKE-OFF

6. ELECTRO HYDRAULIC SHIFT UNIT

7. WK-SHIFTER VALVE
 8. GEAR BOX SUSPENSION

9. INTAKE FILTER

WORKING PRINCIPLE OF Z.F. GEAR BOX: (ZAHNRAD

FABRIC – FRIEDRICHSHAFEN:
THE POWER TRANSMISSION IN VARIOUS TAMPING MACHINES HAVE BEEN ASSOCIATED WITH
MECHANICAL METHODS OF TRANSMISSION OF TRANSMISSION AS ENVISAGED BY PLASSER &
THEURER. GONE ARE THE DAYS WHEN WE WERE UTILIZING MECHANICAL GEAR BOXES SUCH AS SIX
SPEED GEAR BOXES, DIRECTIONAL GEAR BOXES ETC. BUT WITH THE PAST EXPERIENCES IT HAS BEEN
OBSERVED THAT SUCH MECHANICAL GEAR BOXES HAVE TYPICAL ARRANGEMENT OF GEAR-TRAIN
ETC. WHICH WERE NOT ONLY SUBJECTED TO WEAR AND TEAR BUT ALSO AT THE SAME TIMES IT TENDS
TO MORE-FAILURE AND MORE MAINTENANCE.
SO, IN ORDER TO ELIMINATE ALL SUCH THINGS NEW CONCEPTION FOR POWER
TRANSMISSION IS THE GENERATION OF Z.F. GEAR BOX.
ZF IS A GERMAN NOMENCLATURE
ZF STANDS FOR ZAHARAID FABRICK
ORIGINAL ZF IS 4WG.65II WK
ABBREVIATIONS ARE:
4 - SPEED
WG - HYDRO-DYNAMIC FLUID
65 - INPUT – TORQUE
II - ELECTRIC – SHIFT
WK - WITH CONVERTER CLUTCH
GEAR BOX OIL - ULTRA -10
CAPACITY - APPROXIMATELY 45 LTRS.
MANUFACTURERS –
BP - ACTUMA SUPER WITH ULTRA 10W
10C - SERVO ULTRA 10
HP - HP AUTO TRANSMISSION FLUID.

 FLUID COUPLING IS A HYDRODYNAMIC MECHANISM IN WHICH FLUID (OIL) ACTS AS A

COUPLING MEDIUM BETWEEN IMPELLER & TURBINE TO TRANSMIT MECHANICAL
POWER.

Impeller
Turbine
Stator

To Gear
Box
 ABBREVIATIONS FOR ORIGINAL ZF IS 4WG.65II WK

FEATURES OF Z.F. GEAR BOX

• ZF GEAR BOX IS A HYDRODYNAMIC GEAR BOX.

• IT IS ELECTRICALLY CONTROLLED.

• IT HAS SEPARATE HYDRAULIC SYSTEM.

• NO CLUTCH PADDLE IS REQUIRED.

• MEDIUM OF POWER TRANSMISSION IS FLUID.

• NO MOVEMENT OF GEARS AS IN CONVENTIONAL MECHANICAL GEAR BOX.

• IT HAS MORE THAN 2500 TYPES OF COMPONENTS .

Z.F GEAR BOX MAIN ASSEMBLIES
1. Torque Converter consists of following main parts:

i.ImpellEr

ii.Stator (reaction member)

iii.Turbine.

2. Pump

3. Solenoids
4. Shifter assembly

5. Clutch assembly

6. Gear train

7. Power Take-off

TORQUE CONVERTER:
TORQUE CONVERTER IS A SPECIAL TYPE OF FLUID COUPLING. IT IS VERY MUCH EFFECTIVE WHEN THE
ENGINES SPEED IS INCREASED. AT IDLE SPEED IT DOES NOT TRANSMIT ANY POWER AND KEEPS AS
SLIPPING. THUS THE VEHICLE IS DECLUTCHED AUTOMATICALLY IN MANUAL TRANSMISSION IF THE
DRIVER DOES NOT DECLUTCHED PROPERTY THE ENGINE STOPS. THIS PROBLEM IS OVERCOME IN
AUTOMATIC POWER TRANSMISSION. IN THIS CASE NEED IS TO IDLE THE ENGINE ONLY WITHIN THE
CONVERTER THE OIL IS THE MEDIUM OF THE POWER TRANSMISSION. AT ABOUT 80% OF PUMP SPEED
I.E. IMPELLER THE TURBINE BECOMES ONE AND THE TURBINE MOVEMENT BECOMES EQUAL TO THE
PUMP MOVEMENT.
SOME OF THE TOQUE CONVERTERS ARE PROVIDED WITH A CONVERTER CLUTCH W.K. WHICH
LOCKS THE TURBINE WITH IMPELLOR AND THEN PREVENTS THE SLIP AND IMPROVES THE FUEL
EFFICIENCY. THE TORQUE CONVERTER THEN ACTING AS A FLUID CLUTCH. IT CONSISTS OF THREE MAIN
PARTS.
1. IMPELLOR
2. STATOR
3. TURBINE.

TORQUE CONVERTER

IMPELLER STATOR TURBINE

 IS INITIAL POWER RECEIVER.

• MEDIUM OF POWER TRANSMISSION IS FLUID.

• PRESSURIZED FLUID IS ACTING OVER MOVING IMPELLER BLADES.

• AT IDLE SPEED IT DOES NOT TRANSMIT ANY POWER AND KEEPS SLIPPING.
• THE TORQUE CONVERTERS ARE PROVIDED WITH CONVERTER CLUTCH WK WHICH LOCKS
TURBINE WITH IMPELLER, PREVENT SLIPS & IMPROVES FUEL EFFICIENCY.

IMPELLER –
IT IS A DEPEND HAVING CURVED BLADE TO ITS INNER FACE AND ATTACHED TO ENGINE FLY
WHEEL. AS THE FLY WHEEL TURNS THE IMPELLOR ALSO TURNS AND THROWS THE OIL WITH A
CERTAIN VELOCITY. THE VELOCITY AND MASS BEING PROJECTED WHICH IS ACTUALLY
RESPONSIBLE FOR TURNING THE UNIT. THE OIL ESCAPING FROM THE IMPELLOR WHEEL ENTERS
TO THE TURBINE WHEEL GIVING THE DIRECTION OF MOVEMENT.

• IT IS HAVING CURVED BLADE TO ITS INNER FACE AND ATTACHED TO ENGINE FLY WHEEL.

• THE IMPELLOR THROWS THE OIL WITH A CERTAIN VELOCITY.

• THE VELOCITY AND MASS BEING PROJECTED WHICH IS ACTUALLY RESPONSIBLE FOR
TURNING THE UNIT.

TURBINE –
TURBINE IS ATTACHED TO THE DRIVEN-UNIT I.E. INPUT OF GEAR BOX AND FACES OF
IMPELLOR ON ACCOUNT OF WHICH THE OILER PROJECTED FROM THE PUMP CAUSES THE
TURBINE TO RUN. THE TURBINE SHAFT RUNS THE GEAR SYSTEM.
 STATOR –

IT IS A CURVED FINE WHEEL MOUNTED ON A FREE WHEELING DEVICE BETWEEN THE IMPELLOR AND
TURBINE. AS THE FLUID LEAVES THE TURBINE, THE FLUID WOULD BE THROWN BACK TO THE PUMP IN
REVERSE DIRECTION I.E. OPPOSITE TO THAT OF ROTATION OF PUMP. THUS, IT REQUIRES MORE
POWER TO DRIVE IT. THE OIL COMING FROM THE TURBINE IS DIRECTED BY THE STATOR VANES IN A
DIRECTION WHICH IS FAVOURABLE TO THE DIRECTIONS OF MOVING OF PUMP. THE STATOR
(REACTION MEMBER) FOLLOWING THE TURBINE WHEEL HAS THE TASK OF REDIRECT AGAINST THE
OIL WHICH IS STREAMING OUT OF THE TURBINE AND DIRECT IT TO THE CORRECT STREAMING
DIRECTION TO THE PUMP WHEEL. THE STATOR RECEIVES A REACTION MOVEMENT DUE TO THIS
REVERSING MOTION. THUS IT IMPROVES THE EFFICIENCY OF CONVERTER. ALSO THE OIL IN
FAVOURABLE DIRECTION GETS ADDED UP WITH THE OIL WHICH WOULD NORMALLY HAD BEEN
PROJECTED BY THE PUMP AND THUS MULTIPLES THE TORQUE. AS THE TURBINE SPEED INCREASE THE
DIRECTION OF OIL COMING FROM TURBO CHARGES. THUS THE OIL DIRECTION DOES NOT APPOSE THE
IMPELLOR MOVEMENT. ALSO OF THE DIRECTION OF OIL IS SUCH THAT THE STATOR DIRECTION IS
REVERSED. THE STATOR STEPSON FREE WHEEL AND ALLOWING THE OIL TO FLOW IN THE REQUIRED
DIRECTION.

AS THE CONVERSION IS INCREASING THE CORRESPONDENCE WITH THE SPEED DIFFERENCE

BETWEEN PUMP WHEEL AND TURBINE, THEREFORE THE MAXIMUM. CONVERSION TAKES
PLACE WHEN THE TURBINE WHEEL IS NOT MOVING WITH INCREASING OUTPUT SPEED, THE
TORQUE CONVERSION GETS DECREASED. THE OUT PUT SPEED IS AUTOMATICALLY ADOPTED TO
REQUIRED OUTPUT MOVEMENT OF THE TORQUE CONVERTER.

A GEAR PUMP OF CAPACITY VOLTS/MINUTES CIRCULATIONS OIL TO CONVERTER AND USED FOR
SHIFTING OF GEARS. GEARS PUMP SUPPLIES PRESSURIZED OIL OF PRESSURE (10-12 BAR) FOR
ACTUATION OF CLUTCHES. THIS OIL IS CONTROLLED BY ELECTRICALLY OPERATED SOLENOID
VALVES WHICH GET CURRENT FROM PCB AND IS OPERATED BY ELECTRIC SOLENOID WHICH GET
CURRENT FROM PCB AND IS A FUNCTION OF ENGINE RPM AND TURBINE SPEED.
 GEAR SHIFTING IS OPERATED BY ELECTRICAL SOLENOID WHICH ARE PROVIDED ON TOP OF THE
GEAR (M1 M2, M3 & M4.
POWER TRANSMITTED THROUGH TORQUE CONVERTER TO SELECTED GEARS.
CURRENT CONSUMING OF EACH SOLENOID IS EQUAL TO 0.25A – 0.5A.

• IT IS MOUNTED BETWEEN THE IMPELLOR AND TURBINE.

• THE OIL FROM TURBINE IS DIRECTED BY THE STATOR VANES IN A DIRECTION FAVORABLE TO IMPELLER MOVEMENT.

• THUS IT IMPROVES THE EFFICIENCY.

FUNCTION OF THE GEARBOX:

 DRIVING OF MACHINE IN CASE OF TRAVELING.

 PROVIDING THE INPUT OF MECHANICAL ENERGY TO HYDRAULIC PUMPS.
 TRANSMIT THE ENGINE POWER TO DIFFERENT UNITS OF MACHINE.

SPECIAL FEATURES:

 IT IS A HYDRODYNAMIC GEARBOX.
 GEARBOX IS ELECTRICALLY CONTROLLED.
 IT HAS SEPARATE HYDRAULIC SYSTEM.
 NO CLUTCH PADDLE IS REQUIRED.
 MEDIUM OF POWER TRANSMISSION IS FLUID.
 NO MOVEMENT OF GEARS AS IN MECH.GBOX
 MORE THAN 2500 TYPES OF COMPONENTS

PUMP
• PUMP IS USED TO SUPPLY OIL TO TORQUE CONVERTER & SHIFTER UNIT.

• FEED RATE OF PUMP IS 40 LIT/MIN

• OIL SUCKED THROUGH A MESH FROM SUMP SO THAT THE OIL GETS FILTERED
 SOLENOIDS

NO . OF SOLENOIDS -4
• SOLENOID IS AN ELECTRICAL DEVICE.

• IT WORKS ON ELECTRO-MAGNETIC PRINCIPLE.

• IT IS USED TO OPERATE PRESSURE CONTROL VALVES.

SHIFTER ASSEMBLY
• IT IS BRAIN OF THE GEARBOX.

• PRESSURIZED HYDRAULIC FLUID IS SUPPLIED FROM THIS UNIT.

• SHIFTER ASSEMBLY CONSIST OF 4 SOLENOID, 4 SHIFTER VALVES RESET PISTON AND A

PRESSURE CONTROL VALVE.

• THE SOLENOID VALVES OPERATE THE SHIFTER VALVES AND IN THE SHIFTER VALVE
OPERATES THE CLUTCHES.

CLUTCH ASSEMBLY
NO. OF CLUTCHES - 7

GEAR TRAIN
• IT IS PROVIDED FOR MULTIPLE SPEED.

• COLLECTION CLUTCHES USED IN POWER TRANSMISSION MAKES THE GEAR TRAIN.

• ALL GEARS ARE MOVING IN CONSTANT MESH BUT ONLY ACTUATED CLUTCH IS EFFECTIVE.

•
 POWER TAKE OFF

• THREE POWER TAKE OFF UNITS ARE PROVIDED FOR PUMP OPERATION.

• IT IS MECHANICAL POWER TRANSMISSION.

• OPTIONAL ARRANGEMENTS ARE PROVIDED .

Z. F. GEAR BOX SYSTEM OF WORKIN
TESTING PARAMETER OF Z.F GEARBOX(1000RPM)
• Main control - 12 - 14 bar

• K.V. clutch - 12 bar

• K.R clutch - 12 bar

• Converter inlet - 5 - 7 bar

• Converter outlet - 3.5 bar

• Lubrication - < 3.5 bar

• Lock up clutch - 13 bar

• Clutch K 1-3 - 12 - 14 bar

• Clutch K 2-4 - 12 - 14 bar

• Clutch K 1-3 - 12 - 14 bar

• Clutch K 2-4 - 12 bar

COMMON FAILURE OF Z.F.GEAR BOX

• MAIN PRESSURE ZERO AND MACHINE MOVEMENT STOPPED.

• FLICKERING MOVEMENT OF PRESSURE GAUGE AND SOUND OBSERVED FROM TORQUE

CONVERTER.

• MACHINE MOVEMENT STOPPED BUT PRESSURE AND TEMPERATURE NORMAL.

• ENGINE TAKING ADDITIONAL LOAD OR ENGINE STOPPED WHILE SHIFTING FIRST GEAR.

• BURNING OF CLUTCHES.

• MAIN PRESSURE TOO LOW.

• OIL COLOR BECOMES BLACKISH.

• FAILURE OF TORQUE CONVERTER.

 ZF GEAR BOX
COMMON OVERHAULING STEPS

COMPLETE OVERHAULING IS REQUIRED IF:

I. MAIN PRESSURE < 10 BAR II. LUBRICATION PRESSURE > 3.5 BAR III. DISENGAGEMENT
OF GEAR IV.OVERHEATING OF OIL

COMPLETE OVERHAULING STEPS:

1. EXTERNAL INSPECTION – VISUAL & PRESSURE CHECKING

• CRACK CHECKING

• OIL LEAKAGE CHECKING

• PIPES CHECKING

• NUTS & BOLTS CHECKING

• OIL FILTER CHECKING

2. DISMANTLING, INTERNAL CHECKING AND REPAIR

• SHIFTER ASSEMBLY

• TORQUE CONVERTER

• MAIN HOUSING

• OUTPUT HOUSING

• WORK-DRIVE HOUSING

3. ASSEMBLING

4. TESTING

ZF GEAR BOX OVERHAULING GUIDELINES

• COMPONENTS SHOULD BE NEAT AND CLEAN.

• BOLTS SHOULD BE TIGHTENED WITH THE DEFINED TORQUE.

• LOCKTITE NO. 270 SHOULD BE USED FOR THREADS IN BOLTS .

• LOCKTITE NO. 574 SHOULD BE USED FOR LEAKAGE PREVENTION.

• LOCKTITE NO. 641 SHOULD BE USED FOR BEARINGS FITMENT.

• LUBRICATE THE BEARING BY OIL AFTER ITS FITMENT.

• CARE SHOULD BE TAKEN WHILE FITTING PISTON RING ON PISTON GROOVE.

• DURING CLUTCH ASSEMBLY, CARE SHOULD BE TAKEN ON ALIGNMENT OF SLOTS OF CARRIER

DISC.

• CLUTCH GAP SHOULD BE MAINTAINED IN THE RANGE OF 2.2 -2.7 MM.

• PROPER SHIMS MUST BE USED DURING FITMENT OF CLUTCH ASSEMBLY.

• BORE OF THE PIPE SHOULD BE CLEAR WHILE FITMENT.

• CHECK THE LEAKAGE IN OIL PIPES AND CLUTCH.

• CARE SHOULD BE TAKEN IN PROPER SIZE OF CIRCLIP.

• ENSURE THE FITMENT OF PREVIOUS WORK BEFORE GOING TO NEXT WORK.

PRECAUTIONS DURING WORKING AND

MAINTENANCE ASPECTS:
•
• 1. Z.F. HYDRODYNAMIC GEAR BOX SHOULD BE HANDLED BY A SKILLED & TRAINED
WORKMAN ONLY WITH A SPECIAL EMPHASIS ON CLEANLINESS.
•
• 2. IT IS PREFERABLE TO KEEP SPECIAL TOOLS RECOMMENDED BY OEM FOR LIMITED
MAINTENANCE OPERATIONS TO BE CARRIED OUT AT FIELD OR ELSE SIMILAR INDIGENIZED
TOOLS MUST ALWAYS BE MADE AVAILABLE IN THE MACHINE.
•
• 3. USE ONLY RECOMMENDED BRAND OF LOCKTITES, I.E.:
• 270 NO. FOR NUTS & BOLTS
• 574 NO. FOR SEALANT (LIQUID GASKET)
• 641 NO. FOR BEARING SURFACE.
•
• 4. REPLACE OIL ULTRA-10/SAE 15-W-40 (AS THE CASE MAY BE) AFTER EVERY 500 HRS.
• OF WORKING. DURING OIL REPLACEMENT, STRAINER SHOULD BE CHECKED FOR ANY
ACCUMULATION OF IMPURITIES OVER MAGNETIC ROD. ‘O’ RING OVER STRAINER MUST BE
REPLACED AT THE TIME OF OIL CHANGE.
•
• 5. CHECK THE OIL LEVEL WEEKLY:
• (A) WHILE THE MACHINE IS IN HORIZONTAL PLAIN.
• (B) KEEP TRANSMISSION IN NEUTRAL POSITION.
• COLD LEVEL AT 400C & 1000 RPM – LOWER MARK.
• HOT LEVEL AT 800C & 1000 RPM – UPPER MARK
• WHERE 80 C IS NOT ACHIEVED, CHECKING AT 400C FOR LOWER MARK WILL SERVE
0

THE PURPOSE
• .
• 6. REPLACEMENT OF PRESSURE FILTER (25 MICRON) AT THE INTERVAL OF 250 HOURS
OF WORKING.
• 7. REPLACE THE FILTER ALONG WITH OIL IN CASE OF BUZZER ALARM HEARD FOR
CHOKING OF FILTERS.
• 8. CHECK EXTERNAL CONNECTIONS AT REGULAR INTERVAL FOR THEIR TIGHTNESS.
• 9. OPERATION OF GEAR SHIFTING SHOULD NOT BE DONE BELOW:
• 1200 R.P.M. OF THE ENGINE.
• 10. TOWING SPEED RESTRICTION OF 10 KMPH SHOULD BE FOLLOWED; OTHERWISE IT
MAY LEAD TO THE DAMAGE OF GEARBOX. CONNECTING TWO MACHINES FOR BLOCK
OPERATION SHOULD NOT BE DONE.
• 11. SHIFTING OF GEAR SHOULD BE CARRIED OUT AT THE PROPER TIME. ANY DELAY OR
EARLY SHIFTING WILL REDUCE THE GEARBOX LIFE IN LONG RUN.
• PROPER TIME FOR LOCKUP INDICATION
• INDICATOR IS NOT PROVIDED IN OPERATING PANEL, GEARS ARE BEING SHIFTED ONLY BASED
ON EXPERIENCE AND ASSUMPTIONS. A LED CONNECTION MAY BE PROVIDED IN CABINS AS
HAS BEEN PROVIDED IN SPURT CAR. CPOH CAN PROVIDE CIRCUIT DIAGRAM IF DESIRED.
• 12. FREQUENT VARIATION OF SPEED SHOULD BE AVOIDED.
• 13. Z. F. KEY SHOULD BE PUT OFF ONLY AFTER STOPPING OF MACHINE AS TWO CLUTCHES
OUT OF SEVEN CLUTCHES REMAIN ENGAGED EVEN IN NEUTRAL POSITION AND COUNTER
SPEED OF THE WHEEL THROUGH CARDON SHAFT WILL AFFECT THOSE CLUTCHES WHICH MAY
DAMAGE THE FRICTIONAL BEARINGS AND SLIPPAGE OF CLUTCH MAY OCCUR.
• 14. IF FOR ANY REASON EXTERNAL IMPURITIES ENTER THE GEARBOX, WORKING OF
MACHINE SHOULD BE STOPPED AND AFTER RECTIFICATION OF DEFECT COMPLETE OIL
SHOULD BE REPLACED. IN THAT CASE CLEAN THE GEARBOX AS MUCH AS POSSIBLE INCLUDING
TORQUE CONVERTER.
• 15. PRESSURE CUT OFF SWITCH SHOULD BE CHECKED FOR ITS FUNCTIONING AT 2.5 BAR.
EARLY OR LATE CUT OFF MAY REDUCE THE LIFE OF THE COSTLY Z.F. GEARBOX.
• 16. IN CASE OF ANY OBSTRUCTION WHILE MOVING, R.P.M. SHOULD BE REDUCED AND
BRAKES SHOULD BE APPLIED BELOW THE CUT OFF PRESSURE I.E. 2.5 BARS. AVOID THE
EXCESSIVE APPLICATION OF BRAKE ABOVE 2.5 BARS.
 OVERHAULING OF Z.F.GEARBOX

1-External Cleaning of Pipes & Tubes

2-PRESSURE CHEKING OF Z.F. GEAR BOX

3-OPENING OF SHIFTER ASSEMBLY

4-REMOVAL OF SOLENOIDS

5-CHECKING OF O RING

6-OPENINING OF TORQUE CONVERTER

7-DISMENTALING OF TORQUE CONVERTER

8-CHECKING OF BLADES

9-DISMENTLING OF MAIN HOUSING

10-DISMENTLING OF CLUTCHES
11-Checking of Clutch Pressure & Leakage

12-FITTING OF CLUTCH ASSEMBLY IN MAIN HOUSING

13-FITTING OF OUTPUT HOUSING

14-ASSEMBLED Z.F. GEAR BOX

15- Testing OF ZF GEAR BOX on TEST BENCH

THANK YOU