himachal road transport corp.doc

8/10/2019 HIMACHAL ROAD TRANSPORT CORP.doc

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A PROJECT REPORT ON

INDUSTRIAL TRAINNING

AT

Submitted to: - Submitted by:-

Er. Deshpal Singh Aditya Korla

H.O.D (M.E.) Branch Mech.Engg.

Sem. 5thRoll No. 6512303

MECHANICAL ENGINEERING

PANCHKULA ENGINEERING COLLEGE

MOULI, BARWALA, PKL


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TO WHOM IT MAY CONCERN

This is certifed that Mr. Aditya Korla

Son o Sh. Bal Mukund Korla has

completed 45 days training in this

Estalishment orm !4"#$"!#%4 to #&"

#'"!#%4 during the ao(e period his

conduct ound (ery good.


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CONTENTS

ACKNOWLEDGEMENT

Sr.No Topics

1. Acknowledgement2. Introduction

3. Setting Up

4. Operation

5. Operational activities

6. Introduction about work shop

7. Safety Guidelines

8. Main Components of automobile

9. Clutch system

10. Parts of gear box11. Differential

12. Alternator

13. Fuel Pump

14. Various working system in automobile

15. Calibration pump

16. Reason of troubles in various parts in vehicle

17. Inspection after every 72000 km

18. Brakes

19. Lathe20. Bibliography

21. Conclusion


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This report is a result of my industrial training held

at H.R.T.C Workshop, Dharamshala . I thanks to

Vivek Lakhanpal ork manager the most

important fa!tor for me to !omplete my report

su!!essfully. I also thank to the hole orking

sta" of orkshop spe!ially #al$ir %ingh head

me!hani! ho gave me more advan!ed

knoledge during the training period.


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INDRODUCTION

As stated in our syllabus we have prepared our project on our industrial

training.

As being mechanical student in present contest we need to be acquainted with

practical exposure about auto components, industrial field procedure and

comprehensive approach regarding concepts in the classroom and their

application involving industrial/field task problem.

To have first hand knowledge industrial culture and to mentally prepare them

before joining world of work service. So for this very purpose I want H.R.T.C to

winterfeed with workers thought queries. On feedback we prepare following

report such as specification, various parts etc. Is about TATA and ASHOKA

LEYLAND.

On feedback we prepared following report. All data taken in this report such as

specifications, various parts etc.are about TATA LP/LPO 1512 TC vehicle by

TELCO where quality is the watchword.


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SETTING UP

At the time of Independence, Himachal was formed as a C class state by

merger of 33 hilly states of North Western Himachalayas on 15thApril, 1948.

Passenger and goods services were nationalized in the Pradesh in

july,1949.During the year 1958, a Corporation, Mandi-Kullu Road Transport

Corporation was floated jointly by the govt. of Punjab,Himachal and Railways

under the Road Transport Corporation Act, 1950 Basically to operate on the

joint routes in the states of Punjab and Himachal.with the re-organization of

Punjab State in 1966, few hilly areas of Punjab were merged in Himachal and

operational areas of Mandi-Kullu Road Transport Corporation came entirely in

the expanded state of Himachal. On 02.10.1974,Himachal Govt. Transport was

merged with Mandi-Kullu Road Transport Corporation and was renamed what

even today is known as Himachal Road Transport Corporation.


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GROWTH

After the formation of Himachal on 15thJuly, 1948 the network at roads had

received top-most priority of the Government. At Present the road network is

widely spread in Himachal.In 1974 total routes operated by HRTC were 379

which have grown to 1967 in 2007-2008 and fleet strength has grown from 733

to 1881 in 2009-2010. Bus remains the sole mode of passenger transportation in

the state as railways have a negligible presence in the state. The narrow gauge

lines connecting Pathankot with Joginder Nagar and kalka with Shimla are soslow moving that a very small percentage of traffic is carried by them at

present; Thereby leaving the onus of carrying the passenger traffic on to bus

transport. The growth of HRTC viz-a viz its formation is as under:-


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OPERATION

Himachal is geographically so situated that it has got three different regions

viz. high hills in linner Himalayas, mid Himalayan ranges and foothill plains.

The linner Himalayan ranges have the least population density whereas it

increases as the height decreases being well populated in the foothill plains.

Thus, traffic density is accordingly dictated and so is the road network .The

operation of HRTC expanded as the road network expanded or enlarged in the

last 50 years leading to expansion in its fleet.

The top priority that the state Govt. had, from one plan to another, was to

connect far flung areas of the Pradesh so that the road transport could become

basic infrastructure for development. The case in example is the expansion of

road network in the apple belt in Himachal; where large tracks of land came

under orchards and to unload to its produce in the market. As a result, a wide

network of road was built in the last 50 years which not only provided the

mode of transportation for the farm produce, but also the infrastructure for

essential services like education, health etc. The hardship that the HRTC

encountered was that its operation expanded more in the far flung areas and on

newly constructed roads which led to less utilization of stock, higher expenses

on operation and lass yield in revenues. Case in example, is the HRTC

operation in tribal areas of H.P. Viz. district of kinnaur, district of Lahaul & Spiti

and Pangi and Bharmour Sub-divisions of Chamba district. During early sixties,

disassembled jeeps were taken across Rohtang Pass (13,000 Feet height),

reassembled within the valley and then operated as buses. Inputs for operation

like fuel, spare-parts were carried on human backs to the valley. At present,


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thought a road exists across the Rohtang Pass, which closes to traffic from

October to June whereas the valley remains open for operation till December

and reopens for operation in April.

Even today, the operations in the valley of Pangi are met with there mini buses

and jeeps. In the socio-economic situation that accrue in the state today, one

cannot think of economics of operations as the benefits that accrue to the people

by the bus services are of vital importance to the economy of these areas.

OPEARTIONAL JURISDICTION

The operation jurisdiction of the Corporation is divided into four Divisions

(Located at Shimla,Mandi, Dharamshala and Dharamshala) having 23 depots

(Located at Shimla -1, Shimla-2, Shimla-3, Rampur

Rohru,Recongpeo,Solan,Nahan,Bilaspur ,Una, Dehra, Nalagrah, Dharamshala,

Sunder Nagar, Sarkaghat,kullu,Mandi, Keylog, Baijnath , Palampur,

Dharamshala , Pathankot and Chamba ) these depots are supervised and

controlled by the Regional Managers.


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OPERATIONAL ACTIVITIES

Besides its operation in the entire Himachal Pradesh including tribal districts of

the state, HRTC operates its buses in neighboring states of Punjab,

Haryana,Rajasthan, Uttar Pradesh, Jammu & Kashmir ,Union Territories of

chandigrah and Delhi. Further, it has acquired distinction to ply its buses to the

highest village of the Asia and also its buses cross through the three worlds

highest passes namely; Bara-Lacha, Kunjam and Rohtang .HRTC is plying its

buses in remotest area of the Pradesh, which includes Kuchha and Dangerousroads, where private operators hesitate to ply the buses.

INDRODUCTION TO WORKSHOP

Workshop is a place where various components are repaired and

manufactured. In the H.R.T.C workshop the various parts like engine, gear box,

wheel system, differential, battery etc. Are repaired or tested, for the good and

long running of the vechile.the testing of vehicle is also necessary for the safety

of the people. Therefore in every gap of one year the buses are pass here. It is

also a place where the skills of the out coming engineers and mechanics can be

developed. The efficient use of fuel and given resources is also taken in to

consideration. Hence workshop is of utmost importance keeping the safety of

the passengers and efficient management of H.R.T.C.


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SAFETY GUIDELINES

To avoid accident and to keep them from happening following safety guidance

should be followed:-

1)Provide your attention at most to the Job and work quietly.

2)Keep the tools with in your convenient reach.

3)Be serous about your never including in horseplay or other foolish

activities to avoid injury to others.

4)Never put sharp objects like screw driver in your pocket otherwise you

will cut yourself.

5)Always wear suitable clothes and shoes while entering the workshop.

6)To provide good drip on the tools or parts always wipe excess oil and

grease up fly our hand tool.

7)To avoid one slipping and falling to the ground due to split of oil, grease

or any other liquid clean up immediately.

8)Compressed air should never be used to blow dust from your clothes.

Compressed hose should never be pointed to any person because flying

particles.


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MAIN COMPONENT OF AN AUTOMOBILE ENGINE

Sr.No Mech.

Components

Fuel

system

Lubricating

system

Cooling

System

Exhaust

System

1) Cylinder Fuel Tank Oil Pan Radiator Exhaust

Manifold

2) Valve Fuel Gauge Oil Pump Rubber hose

connectors

Exhaust

Pipe

3) Flywheel Fuel pump Oil filter Water Pump Muffler

4) Oil Pan Fuel Pipe Oil PressGauge

Fan Tail Pipe

5) Intake Manifold Air Cleaner Oil release

Valve

Thermostatic

Valve

6) Exhaust Manifold High

Pressure

Pump

Oil Gallery Temp. Gauge

7) Crank Shaft Injector Water Jackets

8) Connecting Rod

9) Piston

10)Piston Pin

11)Timing gear

12)Camshaft

13)Valve Lifter

Tappets

14)Valves


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COMPONENTS OF SUSPENSION SYSTEM

Spring Spring Shackle Axle Wheel Shock

Absorber

Stabilizer

Leaf Spg. U-type Jed Live Artillery Single

Acting

Alloy steel

Bar

Coil Spg. Y-type

Suspension

Rear

Dead

or

Front

Wire

Spoked

Double

Acting

Helper spg. Link type Stub

Axle

Steel Disc

wheel

Mech.

Torsion unit

a)Rubber

b)Torsion

Unit

Solid type

Pneumatic

type

Hydraulic

type Rotary

type

OTHER COMPONENTS

1.Turbocharger

2.Cover Over which (TVs , boh)

3.Fuel Injector

4.Thermostatic valve

5.Oil Pump

6.Starting Motor are self

7.Fuel injection pump

8.Feed pump


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9.Dawn plug (lubrication oil out )

10.Thrust bleeding

UPPER PART

1.Valve mechanism

2.Spring shut

3.Springs

4.Valve Spring

5.Valve shut

6.Push Rod

7.Tapper

8.SIDE PART

9.Charger

10.Turbo

11.Water pipe

MIDDLE HOUSING

1.York Thrust reverses bearing

2.Reverse plate and clutch


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CLUTCH SYSTEM

Clutch is the mechanism interposed between engine and the gear box which

enables power as torque of the transmitted at the WILL to the gear box through

friction drive. When clutch pedal is depressed the clutch is disengaging and

motion and power flow from engine to gear box and hence to road wheels is

disconnected.

IMPORTANT FUNCTION OF CLUTCH WITHIN THE POWER TRAIN

MOVING THE VEHICLE FORM REST

Engine gives sufficient power required for moving the vehicle from rest only at

higher rpm.

Therefore it is necessary to run the engine on no load up to such rpm and then

connect to gear box .This is achieved by disengaging the clutch upon which

engine is separated from gear box.

SHIFTING IN THE GEAR

While changing gear it is necessary that the gear5 in the box should not be

under the load of transmitted power there for during each up or down gear


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Function Housing and support for the gear act as reservoir of oil

PRIMARY SHAFT

It is the shaft which is directly connected to the engine and gears are mounted

on it.

SECONDARY SHAFT

This shaft lies just below the primary shaft and this shaft is responsible for the

changing of gears which transmits the power at different speeds.


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SYNCHRONIZED TRANSMISSION


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Top and side view of a typical manual transmission, in this case a Ford used in

cars with external floor shifters.

INTRODUCATION

Modern gear boxes are constant mesh, i.e. all input and drive gears are always

in mesh. Only one of these meshed pairs of gears is locked to the shaft on which

it is mounted at any one time, while the others are allowed to rotate freely. This

greatly reduces the skill required to shift gears.

Most modern cars are fitted with a synchronized gear box, although it is

entirely possible to construct a constant mesh gearbox without synchromesh, as

found in a motorcycle, for example. In a constant mesh gearbox, the

transmission gears are always in mesh and rotating, but the gears are not

rigidly connected to the shafts on which they rotate. Instead, the gears can

freely rotate or be locked to the shaft on which they are carried. The locking

mechanism for any individual gear consists of a collar (or Dog Collar) on the

shaft which is able to slide sideways so that teeth circumference: one attached

to the gear, one to the shaft (one collar typically serves for two gears; sliding in

one direction selects one transmission speed, in the other direction selects the

other). When the rings are bridged by the collar that particular gear is

rotationally locked to the shaft and determines the output speed of thetransmission. The modern cone system was developed by Porsche and

introduced in the 1952 Porsche 356; cone synchronize were called Porsche

type for many years after this. In the early 1950s only the second-third shift

was synchromesh in most cars, requiring only a single synchro and a simple

linkage; drivers manuals in cars suggested that if the driver needed to shift


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from second to first, it was best to come to a complete stop then shift into first

and start up again. With continuing sophistication of mechanical development,

however fully synchromesh transmission with three speeds, then four speeds

and then five speeds, became universal by the 1980s. Many modern manual

transmission cars, especially sports cars, now offer six speeds.

SYNCHROMESH GEAR BOX

If the teeth, the so-called dog teeth, make contact with the gear, but the two

parts are spinning at different speeds, the teeth will fail to engage and a loud

grinding sound will be heard as they clatter together. For this reason, a modern

dog clutch in an automobile has a synchronizer mechanism or synchromesh,

which consists of a cone clutch and blocking ring. Before the teeth can engage,

the cone clutch engages first which brings the selector and gear to the same

speed using friction. Moreover, until synchronization occurs the teeth are

prevented from making contact, because further motion of the selector is

prevented by a blocker (or Baulk) ring. When synchronization occurs, friction

on the blocker ring is relieved and it twists slightly, bringing into alignment

certain grooves and notches that allow further passage of the selector which

brings the teeth together. Of course the exact design of the synchronizer varies

from manufacturer to manufacturer. The synchronizer has to change themomentum of the entire input shaft and clutch disk. Additionally it can be

abused by exposure to the momentum and power of the engine itself, which is

what happens when attempts are made to select a gear without fully

disengaging the clutch. This cause extra wears on the rings and sleeves

reducing their service life.


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DIFFERENTIAL

When the bus is taking the turn the outer wheel will travel greater distance ascompared to inner wheel in the same time if there fore the bus has a solid rare

axel only and no other device there will tendency of the wheel to skit. Hence of

the wheel skidding is to be avoided some mechanism must be incorporated in

the rear axel which should reduce the speed of the inner wheel and increase the

speed of the all wheels when going straight a head such advice is known as

differential.

MAIN PARTS OF DIFFERENTIAL

1.Crown wheel

2.Sun gears

3.Star Gears

4.Axel Shafts

5.Casing of differential


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ALTERNATOR


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Diagram showing alternator used in the TATA buses

This 3 HA 15 alternator is a 12 pole 3 phase machine of revolving field with

stationary armature type. The machine which is ventilated design is cooled by

means of a fan mounted on the rotor shaft at the end.

TECHNICAL SPECIFICATION

Rated Voltage system 12 Volts


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Maximum Output 40 Amps

Maximum operating speed 11500 rpm

Cut in Speed 1000 rpm

Stator Connection Star

Direction of rotation Clock (viewed pulley end)

Weight 5.3

FUEL PUMP

PARTS OF FUEL PUMP

1.Delivery valve, Holder inside big Spring

2.Spring , upper plate, sleeve

3.Pump housing

4.Governor Housing

5.Governor

6.Cam Shaft

7.Bearing and bearing number 62203 and 62204.

8.Control rack

9.Stop Lever

10.Fulcrum lever

11.Guide bush

12.Cycle

13.Tapped roller assembly

14.Spring

15.Delivery valve holder element


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16.Delivery valve (a) Upper Plate

(b) Lower plate

17.In line pump more than one cycle or two cycles

18.Pneumatic governor

19.Mechanical Governor (RSV, RQ, RQV Governor).

ROBERT BOSCH TYPE VE DIESEL INJECTION PUMP

For many home mechanics the diesel injection pump is a bit of a mystery.

The Bentley and Haynes repair manuals doesnt describe its internals, because

its not serviceable except by a few diesel specialists learning some basics of

how it works and what its internals are could be of interest to the diesel owner,

and the knowledge certainly cant hurt when troubleshooting fuel injection

problems, even if one isnt about to take the pump apart.

The purpose of the fuel injection pump is to deliver an exact metered amount of

fuel, under high pressure at the right time to the injector. The injector, unlike in

a gasoline engine, injects the fuel directly into the cylinder or a prechamber

connected to the cylinder.


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The Bosch VE has comparatively few moving parts, but what does move does

so in a complex way. The figure to the left is from a Yanmar pump, which works

and looks the same as the Bosch. On the leftmost end in the picture is the fuel

feed pump. This is a vane pump, just like the vacuum pump on the VW diesel

engine. Its purpose is to suck fuel from the tank and deliver it to the metering

pump. All the things shown on the right in the figure have to do with the

metering, timing and distribution of fuel delivery. The figure below shows this

part in detail.


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The plunger (right middle in the figure) in the VE pump both rotates along its

axis and performs a reciprocating translation in and out. It is the translation

that performs the high pressure pumping, while the rotation is responsible for

metering and sending the fuel to the correct cylinder.


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The cam disk is rigidly attached to the plunger. The drive shaft rotates the cam

disk. The cam disk rides on four rollers (only one shown in this picture), and

has four lobes. Thus for each revolution the plunger will pump four times. Note

that with this arrangement the plunger stroke is constant. The metering

(regulation of how much fuel is delivered) is done not by changing the

mechanical stroke, but by spilling some of the fuel through spill ports, and thus

changing the effective stroke . This is done by uncovering a spill port under the

control sleeve at a particular angle of rotation. The other purpose of the rotation

is to deliver the fuel to the correct cylinder. This is done by having four four

delivery valves (only one shown in the figure), one for every 90 degrees of

rotation. During a full revolution the plunger makes four strokes, one at 0, 90,

180 and 270 degrees.


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During each stroke the delivery port in the middle of the plunger is connected

to a particular delivery valve.

To understand the function in some detail lets consider one stroke. During the

backward motion of the plunger, the rotation uncovers a fill port (to the right in

the figure, just below the magnet valve (solenoid)), and the plunger barrel is

loaded with fuel. At bottom dead center the fill port is closed. On the forward

pressure stroke fuel is pressurized (to over 120 bar). At this time the Plunger

barrel is connected to a particular delivery valve through the channel in the

center of the plunger, and a port in the side. When pressure builds up to the

delivery valve opening pressure, the valve will open and deliver high pressure

fuel to the injector.

When the desired amount of fuel has been injected the spill port opens (located

under the control sleeve in the figure), and the pressure quickly drops. This

causes the delivery valve to close. During the rest of the stroke fuel is "spilled"

through the spill port instead of being injected into the cylinder.

The position of the control sleeve controls at what angle the spill port opens,

and thus determines the amount of fuel injected, in other words it controls the

metering. The control sleeve is moved in response to a combination ofaccelerator position and engine speed. The latter is determined by a mechanical

governor.


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OTHER FUNCTIONS

Some other functions of the fuel injection pump are: TimingThe timing is adjusted in response to engine RPM. At higher

RPM s, the fuel pressure from the vane transfer pump is higher. Pressure

changes effects a spring loaded plunger, and the resulting movement will

move the cam rollers to either advance or retard the timing. There is also

a cold start device which advances the idle timing manually.

GovernorA mechanical governor limits the maximum speed of the

engine to 4800 rpm in the bus/vanagon application and 5350 rpm in

newer passenger cars. It can be seen just above the cam disk in the middle

figure.

StopA magnet valve or solenoid (shown in the figures) opens and shuts

off the fuel channel between the feed pump and the metering pump.

AneroidAn air inlet pressure sensor is used to determine maximum

amount of fuel delivered on injection pumps for turbo engines. On newer

('89 and later) naturally aspirated engines a similar arrangement is used

for altitude compensation.


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CRANKSHAFT

CAMSHAFT


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VARIOUS WORKING SYSTEMS IN AUTOMOBILE

IGNITION SYSTEM

This system is responsible for the ignition of the engine As we know that

engine require ignition for the star. Alex is used in buses

FUEL INJECTION

Injectors are used to inject the fuel into the engine cylinder.

TRANSMISSION SYSTEM

Various transmission systems are clutch, gear box, propeller shaft, and

differential.


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LUBRICATION SYSTEM

Lubrication system is employed for lubrication process.

It reduces the frictional losses.

COOLING SYSTEM

Radiator is used to cool engine and a fan is used just back of radiator.

Cooling is necessary for engine as it goes on heating and this heating can cause

damage to the engine.

EXHAUST SYSTEM

This system removes the gases from cylinder due to which the process

continues.

Silencer and turbo are used in diesel engine for the removal of exhaust.

SUSPENSION SYSTEM

Suspension system is responsible for the smooth drive of vehicle on road.

These are vob. Dampers, leaf springs, and air suspension etc.


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POWER STEERING

There are a couple of key components inpower steeringin addition to the rack-

and-pinion or recalculating-ball mechanism.


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PUMP

The hydraulic power for the steering is provided by arotary-vane pump(see

diagram below). This pump is driven by the car's engine via a belt and pulley. It

contains a set of retractable vanes that spin inside an oval chamber.

As the vanes spin, they pull hydraulic fluid from the return line at low pressure

and force it into the outlet at high pressure.


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The amount of flow provided by the pump depends on the car's engine speed.

The pump must be designed to provide adequate flow when the engine is

idling. As a result, the pump moves much more fluid than necessary when the

engine is running at faster speeds.

The pump contains a pressure-relief valve to make sure that the pressure does

not get too high, especially at high engine speeds when so much fluid is being

pumped.


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ROTARY VALVE

A power-steering system should assist the driver only when he is exerting force

on the steering wheel (such as when starting a turn). When the driver is not

exerting force (such as when driving in a straight line), the system shouldn't

provide any assist. The device that senses the force on the steering wheel is

called therotary valve.

The key to the rotary valve is atorsion bar. The torsion bar is a thin rod of

metal that twists whentorqueis applied to it. The top of the bar is connected to

the steering wheel, and the bottom of the bar is connected to the pinion or

worm gear (which turns the wheels), so the amount of torque in the torsion bar

is equal to the amount of torque the driver is using to turn the wheels. The

more torque the driver uses to turn the wheels, the more the bar twists.

The input from the steering shaft forms the inner part of aspool-valve

assembly. It also connects to the top end of thetorsion bar. The bottom of the

torsion bar connects to the outer part of the spool valve. The torsion bar also

turns the output of the steering gear, connecting to either the pinion gear or the

worm gear depending on which type of steering the car has.
http://auto.howstuffworks.com/fpte.htmhttp://auto.howstuffworks.com/fpte.htm


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As the bar twists, it rotates the inside of the spool valve relative to the outside.

Since the inner part of the spool valve is also connected to the steering shaft

(and therefore to the steering wheel), the amount of rotation between the inner

and outer parts of the spool valve depends on how much torque the driver

applies to the steering wheel.

When the steering wheel is not being turned, both hydraulic lines provide the

same amount of pressure to the steering gear. But if the spool valve is turned

one way or the other, ports open up to provide high-pressure fluid to the

appropriate line.

It turns out that this type of power-steering system is pretty inefficient. Let's

take a look at some advances we'll see in coming years that will help improve

efficiency.

RECIRCULATING-BALL STEERING


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Recalculating-ball steeringis used on many trucks and SUVs today. The

linkage that turns the wheels is slightly different than on a rack-and-pinion

system.

The recalculating-ball steering gear contains aworm 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 thepitman arm(see diagram above). 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 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.
http://auto.howstuffworks.com/gear5.htmhttp://auto.howstuffworks.com/gear5.htm


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Instead of the bolt directly engaging the threads in the block, all of the threads

are filled withball bearingsthat recalculate through the gear as it turns. The

balls actually serve two purposes: First, they reduce friction and wear in the

gear; second, they reduceslopin the gear. Slop would be felt when you change

the direction of the steering wheel -- without the balls in the steering gear, the

teeth would come out of contact with each other for a moment, making the

steering wheel feel loose.

Power steering in a recalculating-ball system works similarly to a rack-and-

pinion system. Assist is provided by supplying higher-pressure fluid to one

side of the block.
http://auto.howstuffworks.com/bearing.htmhttp://auto.howstuffworks.com/bearing.htm


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Now let's take a look at the other components that make up a power-steering

system.


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B)B*)+,-A/0

.google.!om

.hrt!.gov.in

HRTC orkshop manuals

http&''!oysdenver.!om'servi!e'poersteer

ing.shtml
http://www.google.com/http://www.hrtc.gov.in/http://www.google.com/http://www.hrtc.gov.in/


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1onclusion

(t last e are very thankful to ork

manager Vivek Lakhanpal for his

great e"ort and orking sta"

spe!ially to )r. #al$ir %ingh.

himachal road transport corp.doc

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