Deenbandhu Chhotu Ram University of Science and Technology

INDUSTRIAL TRAINING
AT
JTEKT INDIA PRIVATE LTD.

PRESENTED TO: PRESENTED BY:

Dr. K.D. Gupta TANAY KALRA
Dr. M.N. Mishra
DEPT. OF MECHANICAL ENGG. 18001004913
INDUSTRIAL TRAINING PRESENTATION - BY RITESH
INDUSTRIAL TRAINING PRESENTATION
Outline
 4 Weeks industrial training at JTEKT India Pvt. Ltd. Dharuhera plant from 26 june
,2019 to 26 july,2019 of this training period is to observe the work culture in an
industry .

 Another Objective is to enhance practical knowledge about automobiles steering

corresponding to the theoretical knowledge.

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introduction
JTEKT India private ltd. manufactures and sale steering systems, driveline
components, bearings, machine tools, electronic control devices, home accessory
equipment, etc. with a net capital of 45,591 million yen (as of March,2019). With its
beginning as a small company in 1987, now the $80 million SONA Group comprises
several companies each of which are in joint venture partnerships and technical and
financial collaboration with global leaders in their specialist areas. Sona Koyo Steering
Systems Limited (SKSSL) is a technical and financial joint venture company of Koyo
Seiko Company, Japan. With a Market share of 50%, the company is the largest
manufacturer of steering gears in India and is the leading supplier of:
 Hydraulic Power Steering Systems
 Manual Rack & Pinion Steering Systems
 Collapsible, Tilt and Rigid Steering Columns for Passenger Vans
 Recirculating Ball Steering, propeller shaft, Differential Assy.

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Vision :

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Steering system
The purpose of the steering system is to allow the driver to control the direction of the vehicle by
turning the front wheels. Together with the suspension system, it plays an important role in ensuring
easy, comfortable driving all the way from the low speed range to the high-speed ranges. A good and
efficient steering system has to ensure the following: 1. Excellent Maneuverability: When the car is
cornering on a narrow, twisting road, the steering system must be able to turn the front wheels sharply
yet easily and smoothly.

2. Proper Steering Effort: If nothing is done to prevent it, steering effort will be greater when the car
is stopped and will decrease as the speed of the car increases. Therefore, in order to obtain easier
steering and better feel of the road, the steering should be made lighter at low speeds and heavier at
high speeds.

3. Smooth Recovery: While the car is turning, the driver must hole the steering wheel firmly. After the
turn is completed, however, recovery- that is, the return of the wheels to the straight-ahead position-
should occur smoothly as the driver relaxes the force with which he is turning the steering wheel.

4. Minimum transmission of Shock from Road Surface: Loss of steering wheel control and transmission
of kickback due to road surface must not occur.

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 BASIC GEOMETRY:

The basic aim of steering is to ensure that the wheels are pointing in the desired directions. This is typically
achieved by a series of linkages, rods, pivots and gears. One of the fundamental concepts is that of caster
angle - each wheel is steered with a pivot point ahead of the wheel; this makes the steering tend to be self-
centering towards the direction of travel. The steering linkages connecting the steering box and the wheels
usually conforms to a variation of Ackermann steering geometry, to account for the fact that in a turn, the
inner wheel is actually traveling a path of smaller radius than the outer wheel, so that the degree of toe
suitable for driving in a straight path is not suitable for turns. The angle the wheels make with the vertical
plane also influences steering dynamics (see camber angle) as do the tires.

Akermann steering

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Manual Steering Systems
Rack-and-pinion steering is quickly becoming the most common type of steering on cars, small
trucks and SUVs. It is actually a pretty simple mechanism. A rack-and-pinion gear set is enclosed in a
metal tube, with each end of the rack protruding from the tube. A rod, called a tie rod, connects to
each end of the rack.
The pinion gear is attached to the steering shaft. When you turn the steering wheel, the gear spins,
moving the rack. The tie rod at each end of the rack connects to the steering arm on the spindle
(see diagram above). The rack-and-pinion gear set does two things: (1) It converts the rotational
motion of the steering wheel into the linear motion needed to turn the wheels. (2) It provides a gear
reduction, making it easier to turn the wheels. On most cars, it takes three to four complete
revolutions of the steering wheel to make the wheels turn from lock to lock (from far left to far
right). The steering ratio is the ratio of how far you turn the steering wheel to how far the wheels
turn. For instance, if one complete revolution (360 degrees) of the steering wheel results in the
wheels of the car turning 20 degrees, then the steering ratio is 360 divided by 20, or 18:1. A higher
ratio means that you have to turn the steering wheel more to get the wheels to turn a given
distance. However, less effort is required because of the higher gear ratio.

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Features:
(1) Inexpensive:-Generally when rack and pinion steering is used the gearbox is fitted into the
steering link structure. The Linkages are very much reduced because the RPS is complete in itself.
Therefore the cost is much cheaper with respect to other types.
(2) Light in weight:-As a steering gear assembly the no. of linkages are less. From the angle of strength
the material of gearbox is aluminum die cast compared to RBS, it is light in weight.
(3) A Sharp Steering feeling:- In the case of RBS type steering the torque applied to main shaft goes
through the Ball Screw to Ball Nut and then to Sector Gear. Vis a Vis the RPS where Rack and Pinion
are in direct contact therefore, the feeling is sharper in response. At high speed driving there is a
direction in the handle is steady and a sharp response can be need where the steering handle is
turned.
(4) Strength is high:- In the RPS type the meshing force between the teeth of the gears is lower in
comparison to the RBS type, therefore the impact strength can be higher. (5) Noise and nitration
counter measure :- The gear portion and the rack bush in the RPS steering are the negative points of
the RPS steering as compared to the RBS type, the noise through their interference and the vibration
arising due to type and the steering line portion and rack bush. By the usage of anti vibration ball
joints a satisfactory fitting can be had.
RECIRCULATING BALL STEERING
The re-circulating-ball steering gear contains a worn gear you can image the gear in two parts. The first part is a
block of metal with a threaded hole in it. This block has gear teeth cut into the outside of it, which engage a gear
that moves the pitman arm . The steering wheel connects to a threaded rod, similar to a bolt, that sticks into the
hole in the block. When the steering wheel turns, it turns the bolt. Instead of twisting further into the block the way
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a regular bolt would, this bolt is held fixed so that when it spins, it moves the block, which moves the gear that turns
the wheels.
 •MERITS:

1. Efficiency is high (about 85%), making it light and causing a very little fatigue, even in long
distance travel.
2. It is more stable at higher speeds.
3. It has high endurance making the wear low even in long-term use.
4. Turning of the handle is very smooth, thus the dependability and certainty of turning is very
high.
collapsible column steering:
It is also known as ‘Energy absorbing steering column’. Engineers invented it to reduce the risk of injuries
occurring to the driver in case of frontal impacts.
The engineers conducted several studies on the subject. In case such a vehicle confronts a severe
frontal impact, then the solid rod of steering column hurts the head and rib cage of the driver.
Thus, it elevates the severity of injuries. This is the main reason why automotive engineers
invented the collapsible-steering columns. They protect the drivers from possible injuries.the
collapsible column has a ‘tube within a tube’ type of structure. It consists of hollow tubes of steel fitted into
each other with the help of a special bearing and sealing. When the vehicle meets a frontal impact of a sever
intensity, this tube structure collapses and absorbs the energy of impact. Thus, it considerably reduces the risk
of damage to the driver’s body

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Paint shop:
SKSSL has a paint shop for catering to its in-house demand of painting of various
components.
It paints about 100 pieces per hour, working one shift a day. The cycle time for painting
each component is about 2 hours and 45 minutes. The main components that are painted in
the shop are propeller shaft, RBS Assy, I-Shaft Assy, lower shaft and collapsible column. The
main activities that are carried on in the paint shop in the order of taking place are:
1. Degreasing: Degreasing is the process of removing rust, chemicals etc. from the surface
of the component by washing it in alkaline powder solution (pH 12) in the degreasing tank.
The solution is changed once a month.
2. Water rinsing: It is the process of washing off the degreasing solution from the surface
of the component. This is basically washing the piece in water of pH between 7 and 8. This
water is replaced daily.
3. Activation: This is a prerequisite to the phosphatising process. Here the component is
treated with a solution of Ultra Act-C (of pH 8-9) 4. Phosphatising: This process is
important because it makes sure that the paint sticks to the component and does not
remove easily. Here the component is sprayed with a solution of Ultra-Bond 5P and
accelerator. The solution is changed once a month. 5. Washing: Here the component is
washed in DM water.
6. Drying: After washing, the component passes through a furnace (oven) where the
moisture and water on the surface is dried.
7. Painting: The components are spray painted one-by-one manually by the operator.
8. Drying: The paint is then dried by passing it again inside the oven. The time spent by
the component in the oven this time is twice that of the time spent before painting
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Hydraulic steering system:

The hydraulic power assist unit supports the driver in turning the steering
wheel, thereby steering the tire.
The system is compact and superior in the steering performance, capable of
issuing a large output.

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Electric power steering:
The steering system supports the driver in turning the steering wheel with an electric
power assist unit consisting of a motor, controller, torque sensor and so on, thereby
steering the tire.
In comparison with the hydraulic type that uses the engine of the vehicle as a power
source, the electric type that uses the battery as a power source can improve the fuel
consumption of the vehicle by 3 to 5%.

There are two types: column type with which the power assist unit is located in the
column (inside the cabin) and rack type with which it is located in the engine room.

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INDUSTRIAL TRAINING PRESENTATION
 Steering system testing:

figure 8 ( steering effort ) uneven road

Mechanical endurance testing is required to test these products safely and effectively in a variety of extreme
conditions. These tests are designed to calculate your products' reactions to extreme stress safely and effectively
controlled testing conditions.

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I. Driveline:
The driving force generated at the engine is transmitted to four tires with this mechanism.
The driving force must be distributed to four tires according to the terrain and traveling
state to realize low fuel consumption and stable travel. The function of the drivetrain is to
couple the engine that produces the power to the driving wheels that use this mechanical
power to rotate the axle. This connection involves physically linking the two components,
which may be at opposite ends of the vehicle and so requiring a long propeller
shaft or drive shaft. The operating speed of the engine and wheels are also different and
must be matched by the correct gear ratio. As the vehicle speed changes, the ideal engine
speed must remain approximately constant for efficient operation and so this gearbox ratio
must also be changed, either manually, automatically or by an automatic continuous
variation.
1.Driveshaft

2.Propeller shaft

3.Torsen LSD (Limited Slip Differential)

4.Couplings

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LIMITED SLIP DIFFERENTIAL :
Automotive limited-slip differentials all contain a few basic elements. First, all have a gear train
that, like an open differential, allows the output shafts to spin at different speeds while holding
the sum of their speeds proportional to that of the input shaft.
Second, all have some type of mechanism that applies a torque (internal to the differential)
that resists the relative motion of the output shafts. In simple terms, this means they have
some mechanism which resists a speed difference between the outputs, by creating a resisting
torque between either the two outputs, or the outputs and the differential housing. There are
many mechanisms used to create this resisting torque. Types of limited-slip differential
typically are named from the type of the resisting mechanism. Examples include viscous and
clutch-based LSDs. The amount of limiting torque provided by these mechanisms varies by
design.
A limited-slip differential has a more complex torque-split and should be considered in the
case when the outputs are spinning the same speed and when spinning at different speeds.

When traveling in a straight line, where one wheel starts to slip (and spin faster than the wheel
with traction), torque is reduced to the slipping wheel (Trq 2 ) and provided to the slower wheel
(Trq 1 ).
In the case when the vehicle is turning and neither wheel is slipping, the inside wheel will be
turning slower than the outside wheel. In this case the inside wheel will receive more torque
than the outside wheel, which can result in understeer.[4]
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•TYPES:
1 The original Torsen T-1 (Type A) uses crossed axis helical gears to limit torque
split. The Type I can be designed for higher torque bias ratios than the Type II, but
typically has higher backlash and the potential for Noise, Vibration, and Harshness
(NVH) issues, and requires a precise setup/installation.
2. The later Torsen T-2 (Type B) uses a parallel gear arrangement to achieve a
similar effect. There is also a specialist application of the T-2, known as the T-2R
(RaceMaster).
3. The latest Torsen T-3 (Type C) is a planetary type differential, in that the
nominal torque split is not 50:50. The Type C is available as single or twin version;
the Torsen twin C differential has front and center differential in the same unit.

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PROPELLOR SHAFT :
A drive shaft, driveshaft, driving shaft, tailshaft, propeller shaft (prop shaft), or Cardan
shaft is a mechanical component for transmitting torque and rotation, usually used to
connect other components of a drive train that cannot be connected directly because of
distance or the need to allow for relative movement between them.
As torque carriers, drive shafts are subject to torsion and shear stress, equivalent to the
difference between the input torque and the load. They must therefore be strong enough to
bear the stress, while avoiding too much additional weight as that would in turn increase
their inertia.
To allow for variations in the alignment and distance between the driving and driven
components, drive shafts frequently incorporate one or more universal joints, jaw couplings,
or rag joints, and sometimes a splined joint or prismatic joint.

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 Customers :
The main customer of the company is MUL (Maruti Udyog Ltd.), which
consumes about 50% of its total production. Major customers of the
company are:
1. Maruti- Suzuki
2. Toyota (India)
3. HM- Mitsubishi
4. Tata Engineering
5. Mahindra &; Mahindra
6. Swaraj Mazda
7. General Motors India
8. Hyundai Motors
9. Eicher- Mitsubishi
10. Fiat India
11. Maval Mfg.
12. Koyo Seiko

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INDUSTRIAL TRAINING PRESENTATION