1 1

CHAPTER ONE 1.0

INTRODUCTION
My eagerness and curiosity was very evident as industrial experience is something I have never had. In school, we have been studying more of the theoretical parts of engineering and to finally be in a position to relate the theory I have been learning to practical in a real engineering industry is something that makes made me really happy. I believe during my stay in the industry, I will be able to feel and admit the real beauty of engineering, and to do this, I must participate fully in the companys activities, stick to their rules and regulation and also have a good relationship with workers, staffs and most importantly my supervisor. The programme was designed for students to acquire relevant skills and knowledge in the engineering field and because I know the relevance of this programme, and appreciate it, I am going to do everything in my power to make it really count. I had secured my attachment with an automobile industry; Innoson Vehicles Manufacturing Company Limited and their area of specialization is vehicle production. On my first day at work, the 13th of December 2010, I met my supervisor, Mr Andy Dibal and the quality control manager, Mr Paul. Mr paul took me round the company, encouraging me to be open minded and to see this attachment as an avenue to learn. He told me the factory rules and regulations, factory safety guides, and introduced me to some of the machines and processes taking place. I was handed my factory cloth, hand gloves, goggles, shoes, time card.

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He took me to the chassis assembly section where I am to start my industrial attachment and I commenced. In here is a comprehensive report of the work done during this program.

1.2

factory rules and regulation

Lateness to work is prohibited and will attract fines. Work starts everyday by 7am, break time is from 11am to 1.30pm, afternoon work commences at 1.35pm and work closes for the day by 5.30pm

Workers should not be found gossiping during working hours equipments

No charging of cell phones on the sockets provided for plugging factory Workers are required to observe all the safety precautions at all times Workers are required to be obedient to their masters Proper permission should be taking if a worker for any reason is not going to come to work Workers are to make sure that all the tools and equipments are in the tools box before going for break or closing for the day No eating in the workshops Workers should have changed their clothes and and reported at their work station before 7.05 in the morning and 1.35 in the afternoon.

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1.3

FACTORY SAFETY RULES AND REGULATIONS

No horse play in the workshop Read instructions before operating any machine Do not operate any machine you are not familiar with Gloves should be worn to protect the hands, goggles to protect the hands in case of welding, filing and related operations to prevent particles from entering the eyes and protect the eyes from excess radiation Factory shoes should be worn to protect the legs Oil spillage on the workshop floor should be cleaned up to avoid accident Turn off machine after use Do not leave tools lying idle on the workshop floor The ear should be protected with hearing aids against noise and loud sounds Machines should not be left unattended to when being operated Avoid carelessness, over confidence, stupidity

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CHAPTER ONE
2.0 2.1
Name of establishment: Innoson Vehicle Manufacturing Co. Ltd Factory: No.2 Innoson Industrial Estate, Awka-Uru,Umudim, P.O. Box 1068, Nnewi, Anambra State, Nigeria. CONTACT: Phone: 046-463509, 462318, 08034024810, 08033482624 E-mail: Innosonltd@yahoomail.com Website: www.innosongroup.com Lagos: Plot 1, Block A, Amuwo Odofin Ind. Estate Oshodi Apapa Expressway, Lagos. Phone: 08035740097 E-mail: innosonlagos@yahoo.com Accra Office: +233248742439 AREAS OF SPECIALIZATION: Vehicles Production YEAR OPERATION STARTED: 2009 PLANT CAPACITY: 10000 units of vehicles per annum ANY OTHER RELEVANT INFORMATION:
Innoson vehicle manufacturing, company limited introduces automotive products from China, Japan and Germany. Its product line includes heavy duty vehicles, middle and high level buses, special environmental friendly vehicles. The company carries out optimization design and assembly manufacturing according to Western Africa road condition so that to make product filling at the price. The company also provides good service for repairs and parts supply. All these actions can meet customers special requests and make the product suitable for Western Africa market.

FACTORY PROFILE
This section describes the complete overview of the factory.

CHAPTER THREE

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3.1 TOOLS AND MACHINERIES I ENCOUNTERED

DURING MY SIWES PROGRAM
TOOLS AND

DESCRIPTION AND

SKETCH

MACHINERIES USES Uplifting jack used to lift heavy object s off the floor It is used for moving heavy objects from place to place with limits to the areas of its Fork lift installation A forklift (also called a lift truck, a high/low, a stacker-truck, trailer loader, side loader, fork truck, tow-motor or a fork hoist) is a powered industrial truck used to lift and transport materials. It is used to lift and transport heavy objects e.g. the engine, leaf springs, axles, etc It is also used to take workers to heights that they need to reach with working equipments e.g. the welding machine

TOOLS AND

DESCRIPTION AND

SKETCH

MACHINERIES USES Pneumatic bolt They vary in power and sizes

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and nut driving machine

and have sockets which will attach to the machine to fit the bolt or nut. the torque can be controlled and the spinning orientation i.e left or right can also be set and they are powered from compressed air faster and better It is used to drill holes of different diameters in metals. it has different tool bits for boring different diameters. it also has water running through a water hose to the drilling point They are used for driving bolts and nuts. spanners range from different sizes i.e. 8,9,10,11,12,20,22, and types e.g. ring spanner, flat spanner, shifting spanner It is used for holding and applying pressure They are used to tighten bolts and nuts

Bench drilling machine

Spanners

Pliers

TOOLS AND

DESCRIPTION AND

SKETCH

MACHINERIES USES Filing machines It is used to smoothen rough surfaces. We have filing machines for smooth file and

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rough file. there are also filing machines for filing wood and Sand paper Blower metals It is used for smoothening rough surfaces It uses compressed air and its gun-like nozzle allows air at a high pressure to be directed at surfaces. It is used for cleaning surfaces such as radiator, body of Infrared alignment machine Pneumatic greasing machine Mig welding machine vehicles before painting It is used for setting the alignment of the vehicle wheels. it uses an infrared system Powered by compressed air, It is used to apply grease to movable joints It is a type of welding which burns copper using CO2 gas. it is employed in welding operations such as body assembly and other activities involving joining of metals TOOLS AND

DESCRIPTION AND

SKETCH

MACHINERIES USES Arc electric It uses electrodes and it is also welding machine used for welding

Spot welding

It is a welding machine

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machines

employed in the assembly of body of small vehicles like small buses, jeeps etc It is used for cutting metals, for panel-beating. Generally it is used for providing very high temperature flames It is used to perform drilling operations in places where bench drilling is not possible Large machine used for cutting metal sheets. it has a control where the thickness of the metal sheet can be varied It is used for bending metal sheets to different designs

Oxyacetylene gas machine

Handheld drilling machine Metal sheet cutting machine

Metal sheet bending machine

Metal cutting machine TOOLS AND

It is used for cutting metals

DESCRIPTION AND

SKETCH

MACHINERIES USES Pipe threading It looks like a mini lathe and the machine operations are similar. It is used for cutting internal and external Clamps and jigs hammers threads to pipe They are used for holding pieces of materials firmly together They are used to apply pressure to surfaces for the purpose of

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Plumber tape

bending, hitting, .. etc They are used to prevent fluid leakages from joints where pipes or cables are connected. They ensure proper seal off. E.g. during the pneumatic brake pipe connections in the coupling of the chassis of big buses Liquid gaskets which solidify on exposure to air. They are used to provide gaskets where solid gaskets can not be employed. They are used to properly provide seal to prevent air leakage

Gasket makers

TOOLS AND

DESCRIPTION AND

SKETCH

MACHINERIES USES Wrench They are adjustable spanners and can be used to drive bolt and nuts. The can be used to hold Screw drivers things in place They are used to drive screws e.g. flat, star screw driver

Zinc sheet rolling

The machine is used to roll zinc

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machine

sheets to different designs for different purposes e.g. zinc for roofing It uses electrical power and is used to charge the batteries of automobiles. It is used for measuring distances and taking dimensions

Battery charging machine Measuring tape Sealant gun

Spraying gun

Air gun TOOLS AND

DESCRIPTION AND

SKETCH

MACHINERIES USES Filler pads of different sizes, filler knife and zambi Pneumatic filing machine with sand paper of different roughness Filler mixing board

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CHAPTER FOUR 4.1 INTRODUCTION TO VARIOUS DEPARTMENTS AND

THEIR OPERATIONS
CHASSIS ASSEMBLY: this department is concerned with the assembling of the chassis of big buses. The operations involve coupling various parts to and mounting the engine on the frame. such parts include, axles, shock absorber, stabilizer, leaf springs etc using various mounting brackets, bolts and nuts, washers, clips etc. strength and endurance as well as quality consciousness are required of workers as the chassis forms the major part of the automobile and failure of any part might lead to serious accidents. WELDING/ ASSEMBLY OF BODY OF BIG BUSES: the body of the big buses are welded in this department. Machines such as mig welding machine, the arc welding machine, oxyacetylene gas, filing machine, drilling machines, metal sheet cutting and bending machines, metal cutting machines etc can be found and are used. There are jigs where firm grips are applied to assemble the body. Other welding operations also take place in this department such as repairs and designs. PAINT SECTION: the already welded body is subjected to operations such as filling, smoothening, blowing and painting. In this department, safety precautions are strict and designs are applied to the look of the buses.painting is done in a well air conditioned room to produce a suitable environment and prevent weather effects.

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FINAL FINISHING FOR BIG BUSES: here, the attachment of the painted body and the chassis take place. The fittings of various interior components, such as floor, ceiling, load carriage, electric appliances e.g. car cd, meters, seats etc are done. lights, mirrors, steering, wiper, glasses, boots, etc are attached to the body and the electrical and ac unit connections are completed. WELDING OF BODY OF SMALL VEHICLES: the body of small vehicles like small buses and jeeps are assembled. Spot welding is the major type of welding and various jigs help in the process. ELECTROPHORESIS TREATMENT: the body of small vehicles are subjected to various treatments such as heat, sulphur, phosphorus, acid etc and other chemical mixtures. The vehicle bodies are also painted in this section. Theories of fluid mechanics are well defined. FINAL FINISHING FOR SMALL VEICLES: here there is a line production system that allows the vehicle to be aligned at various positions for the fitting of the various interior and exterior finishing products e.g. wheels, tyres, seats, ceiling, floor, lights, etc. operations such as wheel balancing, rain test, brake test, are also carried out in this section. MECHANIC SECTION: this section deals with repairs services

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4.2

DESCRIPTION OF WORK AND OPERATIONS I

ENGAGED IN DURING MY ATTACHMENT PERIOD

CHASSIS ASSEMBLY: The frame is laid flat on the floor We put the rear leaf spring bracket We use the spindles to key the brackets to the frame The left and right leaf springs are then placed gently, the smaller end fitting to the rear leaf spring mounting brackets We use spindles to key the rear leaf springs to the frame In order to mount the rear axle, a ring is placed on the springs which is meant to fit into a hole carved for it on the rear axle

The springs, the shock absorber holder, and the rear axle are secured together using the rear axle mounting bracket, the U-bolt shim and the U-bolt. The shock absorber holder ha 117 to the left and 118 to the right the U-bolt shim provides the right grip for the U-bolts and also help to distribute the pressure

The tyres are fitted to the rear wheels. It uses two tyres and are placed back to back We fit the rear leaf spring stopper to the frame. In case of excess expansion, it stops the rear axle from making contact with the frame

The front leaf springs mounting brackets are fitted to the frame and keyed in place with spindles

The left and right front leaf springs are then gently placed and secured to the frame with spindles

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The front axle is then placed carefully to fit the key on the springs

The front shock absorber holders( 117 to the right and 118 to the left), the stabilizer holder, and the front axle are then secured together using front U-bolts and U-bolt shims

Then we fit the stabilizer and the tyres The frame is flipped using the uplifting jack such that it now stand on wheels

We mount the exhaust system, the steering box, spare tyre winder, fuel tank, air cylinders and valves, tie rod, shock absorbers, power steering oil reservoir using various body mounting brackets We did the pneumatic brake system connections using brake air hoses

We mount the engine, the radiator and intercooler systems The pneumatic connection is completed, the radiator water hoses, turbo charger pipes and hoses are fitted, the exhaust system is connected to the engine, the propeller shafts and bearings are used to connect the engine and the rear axle. Shafts transmit torque and power from the camshaft to the wheels.

The fuel tank is connected to the engine, the power steering oil reservoir is connected to the steering box and the air compressor Rear axle oil, power steering oil, engine oil, radiator water are all filled in

Electrical cables are run along the frame to connect the ac compressor, the alternator, other feed backs, etc. the cables supplying power to every electric appliance is run. horns are also fitted

We fit the body support irons Then we test the pneumatic system to ensure no leakage

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REPAIR OF A VEHICLE WITH BROKEN CRANK CASE/CYLINDER BLOCK The bus was lifted at the chain line equipment We removed the engine

We dismantled the engine and found out that the connecting rods 2 and 3 are broken as well The problem was caused as a result of carelessness of the driver as due servicing of the engine could have prevented the problem in the first place

Starting with a new cylinder block/crank case, we assembled the engine parts back replacing the faulty connecting rods in the process The repaired engine was mounted back into the bus and the necessary fittings such as the radiator hoses, compressor cables and alternator connections were done

We made finishing touches by filling the engine oil, radiator water. Other necessary connections such as the air conditioning unit, battery and every other appliance were connected and tested properly

We filled the ac gas, charged the battery, did wheel alignment, and tested the vehicle adequately PREPARING BIG BUSES FOR PAINTING AND PAINTING We use body fillers to level the surface of the bus body We use the filing machine to remove excess body filler then use sand paper to remove rust and smoothen the surface of the body We use the blower to remove dust and other particles from the bus surface

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The bus was then painted starting from the top using a spraying machine powered by compressed air in an air conditioned workshop. Other operations include mixing of body filler, mixing of paint. The painted body is left to dry MAKING OF ROOFING ZINC

the zinc roll was mountet on the roller the zinc was measured and cut on a machine and rolled into roofing zinc on the other gloves should be worn WELDING OPERATIONS

I started learning professional welding I was introduced to the welding types we employ in the factory. Spot welding which is used in the assembly of small vehicles, electric arc welding and mig welding I started practicing horizontal and vertical welding I practised straight welding and tacking I learnt and practised how to weld light pan drawing the light In welding vertical welding, you start from the top if using the mig welding and bottom if using the arc welding

I learn how to operate the oxyacetylene flame for operations

such as cutting metals, panel beating. One control will release the gas, another controls the intensity on the flame and the third will release oxygen and it is used in the cutting of metals. The third control must be off and on occasionally to prevent overheating and explosion

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I was involved in the welding of the carrier of a trailer

I was involved in the welding of body of both small and big

vehicles I engaged in the welding of frames of shelves, tables, boxes etc During welding, drilling and filing, cutting and bending of metals and metal sheets are other operations performed on regular basis Attachment of the body and the chasis of big buses OTHER AUTOMOBILE REPAIR ACTIVITIES DONE We changed the engine the engine of a big bus to a new one

I was involved in the servicing of other vehicles such as the pick

up, small and big buses, the generating plant. The process of servicing an engine is pretty much the same; changing the oil filter, draining the engine oil and filling with new engine oil, blowing the radiator and intercooler to remove dirt. Alignment Changing of brake drum/pad Changing of the clutch disk of a luxurious bus I was involved In the servicing of the power generating plant Changing of a vibrating propeller shaft. The hookes joint was shaking Tracing and replacement of leaking air hoses Air conditioning unit repairs

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CHAPTER FIVE
5.1 DESCRIPTION OF SOME OF THE SYSTEMS AND IMPORTANT PARTS I ENCOUNTERED
FRAME: A frame is the main structure of an automobile chassis. All other components fasten to it. While appearing at first glance as a simple hunk of metal, frames encounter great amounts of stress and are built accordingly. The first issue addressed is beam height, or the height of the vertical side of a frame. The taller the frame, the better it is able to resist vertical flex when force is applied to the top of the frame. This is the reason semitrucks have taller frame rails than other vehicles instead of just being thicker. Another factor considered when engineering a frame is torsional resistance, or the ability to resist twisting. This, and diamonding (one rail moving backwards or forwards in relation to the other rail), are countered by crossmembers. While hat-shaped crossmembers are the norm, these forces are best countered with "K" or "X"-shaped crossmembers. As looks, ride quality, and handling became more of an issue with consumers, new shapes were incorporated into frames. The most obvious of these are arches and kick-ups. Instead of running straight over both axles, arched frames sit roughly level with their axles and curve up over the axles and then back down on the other side for bumper placement. Kick-ups do the same thing, but don't curve down on the other side, and are more common on front ends. On perimeter frames, the areas where the rails connect from front to center and center to rear are weak compared to regular frames, so that section is boxed in, creating what's known as torque boxes. Another feature seen are tapered rails that narrow vertically and/or horizontally in front of a vehicle's cabin. This is done mainly on trucks to save weight and slightly increase room for the engine since the front of the vehicle doesn't bear as much of a load as the back.

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2007 Toyota Tundra chassis showing an x-shaped crossmember at the back. The latest design element is frames that use more than one shape in the same frame rail. For example, the new Toyota Tundra uses a boxed frame in front of the cab, shorter, narrower rails underneath the cab for ride quality, and regular c-rails under the bed. LEAF SPRING: Originally called laminated or carriage spring, a leaf spring is a simple form of spring, commonly used for the suspension in wheeled vehicles. It is also one of the oldest forms of springing, dating back to medieval times. An advantage of a leaf spring over a helical spring is that the end of the leaf spring may be guided along a definite path. Sometimes referred to as a semi-elliptical spring or cart spring, it takes the form of a slender arc-shaped length of spring steel of rectangular cross-section. The center of the arc provides location for the axle, while tie holes are provided at either end for attaching to the vehicle body. For very heavy vehicles, a leaf spring can be made from several leaves stacked on top of each other in several layers, often with progressively shorter leaves. Leaf springs can serve locating and to some extent damping as well as springing functions. While the interleaf friction provides a damping action, it is not well controlled and results instiction in the motion of the suspension. For this reason manufacturers have experimented with mono-leaf springs. A leaf spring can either be attached directly to the frame at both ends or attached directly at one end, usually the front, with the other end attached through a shackle, a short swinging arm. The shackle takes up the

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tendency of the leaf spring to elongate when compressed and thus makes for softer springiness. Some springs terminated in a concave end, called a spoon end (seldom used now), to carry a swivelling member.

Manufacturing process
Multi-leaf springs are made as follows: 1. 2. 3. Shearing of flat bar Center punching End Heating process forming (hot & cold process) 1. Eye Forming / Wrapper Forming 2. Diamond cutting / end trimming / width cutting / end tapering 3. End punching / end grooving / end bending / end forging / eye grinding Heat treatment 1. Center hole punching / nibbing 2. Camber forming 3. Quenching 4. Tempering Surface preparation 1. Shot peening / stress peening 2. Painting Eye bush preparation process 1. Eye reaming / eye boring 2. Bush insertion 3. Bush reaming

4.

5.

6.

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7.

Assemble 1. Presetting & load testing 2. Paint touch-up 3. Marking & packing

STABILIZER/SWAY BAR: A sway bar or anti-roll bar forms part of an automobile suspension. It connects opposite (left/right) wheels together through short lever arms linked by a torsion spring. A sway bar increases the suspension's roll stiffnessits resistance to roll in turns, independent of itsspring rate in the vertical direction. Principles A sway bar is usually a torsion spring that resists body roll motions. It is usually constructed out of a U-shaped steel bar that connects to the body at two points, and at the left and right sides of the suspension. If the left and right wheels move together, the bar rotates about its mounting points. If the wheels move relative to each other, the bar is subjected to torsion and forced to twist. The bar resists the torsion through its stiffness. The stiffness of an antiroll bar is based on the fourth power of its radius, the stiffness of the material, the inverse of the length of the lever arms (i.e., the shorter the lever arm, the stiffer the bar), the geometry of the mounting points, and the rigidity of the bar's mounting points. The stiffer the bar, the more force required to move the left and right wheels relative to each other. This increases the amount of force required to make the body roll. In a turn, the sprung mass of the vehicle's body produces a lateral force at the centre of gravity (CG), proportional to lateral acceleration. Because the CG is usually not on the roll axis, the lateral force creates a moment about the roll axis that tends to roll the body. (The roll axis is a line that joins the front and rear roll centers (SAEJ670e)). The moment is called the roll couple. Roll couple is resisted by the suspension roll stiffness, which is a function of the spring rate of the vehicle's springs and of the anti-roll bars, if any.

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The use of anti-roll bars allows designers to reduce roll without making the suspension's springs stiffer in the vertical plane, which allows improved body control with less compromise of ride quality. One effect of body (frame) lean, for typical suspension geometry, is positive camber of the wheels on the outside of the turn and negative on the inside, which reduces their cornering grip (especially with cross ply tires). Main functions Anti-roll bars provide two main functions. The first function is the reduction of body lean. The reduction of body lean is dependent on the total roll stiffness of the vehicle. Increasing the total roll stiffness of a vehicle does not change the steady state total load (weight) transfer from the inside wheels to the outside wheels, it only reduces body lean. The total lateral load transfer is determined by the CG height and track width. The other function of anti-roll bars is to tune the handling balance of a car. Understeer or oversteer behavior can be tuned out by changing the proportion of the total roll stiffness that comes from the front and rear axles. Increasing the proportion of roll stiffness at the front will increase the proportion of the total load transfer that the front axle reacts and decrease the proportion that the rear axle reacts. This will cause the outer front wheel to run at a comparatively higher slip angle, and the outer rear wheel to run at a comparatively lower slip angle, which is an understeer effect. Increasing the proportion of roll stiffness at the rear axle will have the opposite effect and decrease understeer. Drawbacks Because an anti-roll bar connects wheels on the opposite sides of the vehicle together, the bar will transmit the force of one-wheel bumps to the opposite wheel. On rough or broken pavement, anti-roll bars can produce jarring, side-to-side body motions (a "waddling" sensation), which increase in severity with the diameter and stiffness of the sway bars. Excessive roll stiffness, typically achieved by configuring an anti-roll bar too aggressively, will cause the inside wheels to lift off the ground during very hard cornering. This, of course, is only possible if the regular spring rate actually allows the outside wheels to handle the much increased load. This can be used to advantage: many front wheel drive production cars will lift a wheel when cornering hard, in order to overload the other wheel on the axle, so limiting understeer.

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Adjustable bars Some anti-roll bars, particularly those intended for use in auto racing, are externally adjustable while the car is in the pit whereas some systems can be adjusted in real time by the driver from inside the car, such as in JGTC. This allows the stiffness to be altered by increasing or reducing the length of the lever arms. This permits the roll stiffness to be tuned for different situations without replacing the entire bar. Active systems Some high-priced cars, such as the Range Rover Sport and BMW 7series, have begun to use "active" anti-roll bars that can be proportionally controlled automatically by a suspension-control computer, reducing body lean in turns while improving rough-road ride quality. The first to use this was the Citroen Xantia Activa, a medium sized sedan sold in Europe. The Activa system featured an anti-roll bar that could be stiffened under the command of the suspension ECU during hard cornering. The car rolled at any time at most 2 degrees.Mercedes Sclass ABC system uses another approach: the computer uses sensors to detect lateral load, lateral force, and height difference in the suspension strut, then uses hydraulic pressure to raise or lower the spring to counter roll. This system removes the anti-roll bar. Most active roll control systems allow a small degree of roll to give a more natural feel. SHOCK ABSORBER: A shock absorber is a mechanical device designed to smooth out or damp shock impulse, and dissipatekinetic energy.

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Shock absorber with internal reservoir. The components are: A - rod, B - the piston with seals, C - the cylinder, D - oil reservoir, E - floating piston, F - air chamber. Description Pneumatic and hydraulic shock absorbers commonly take the form of a cylinder with a sliding piston inside. The cylinder is filled with a fluid (such as hydraulic fluid) or air. This fluid-filled piston/cylinder combination is adashpot. Shock absorbers include cushions and springs. Explanation The shock absorber's function is to absorb or dissipate energy. One design consideration, when designing or choosing a shock absorber, is where that energy will go. In most dashpots, energy is converted to heat inside the viscous fluid. In hydraulic cylinders, the hydraulic fluid heats up, while in air cylinders, the hot air is usually exhausted to the atmosphere. In other types of dashpots, such as electromagnetic types, the dissipated energy can be stored and used later. In general terms, shock absorbers help cushion vehicles on uneven roads. Vehicle suspension In a vehicle, shock absorbers reduce the effect of traveling over rough ground, leading to improved ride quality and increase in comfort. While shock absorbers serve the purpose of limiting excessive suspension movement, their intended sole purpose is to dampen spring oscillations. Shock absorbers use valving of oil and gasses to absorb excess energy from the springs. Spring rates are chosen by the manufacturer based on the weight of the vehicle, loaded and unloaded. Some people use shocks to modify spring rates but this is not the correct use. Along with hysteresis in the tire itself, they dampen the energy stored in the motion of theunsprung weight up and down. Effective wheel bounce damping may require tuning shocks to an optimal resistance.

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Spring-based shock absorbers commonly use coil springs or leaf springs, though torsion barsare used in torsional shocks as well. Ideal springs alone, however, are not shock absorbers, as springs only store and do not dissipate or absorb energy. Vehicles typically employ both hydraulic shock absorbers and springs or torsion bars. In this combination, "shock absorber" refers specifically to the hydraulic piston that absorbs and dissipates vibration. TURBO CHARGER: A turbocharger, or turbo, is a gas compressor used for forced induction of an internal combustion engine. A form of supercharger, the turbocharger increases the pressure of air entering the engine to create more power. A turbocharger has the compressor powered by a turbine which is driven by the engine's own exhaust gases rather than direct mechanical drive. This allows a turbocharger to achieve a higher degree of efficiency than other types of forced induction compressors which are more vulnerable to parasitic loss.

Cut-away view of an air foil bearing-supported turbocharger made by Mohawk Innovative Technology Operating principle A turbocharger is a small centrifugal pump driven by the energy of the exhaust gases of an engine. A turbocharger consists of a turbine and a compressor on a shared shaft. The turbine converts kinetic energy from the engine exhaust's velocity and potential energy from the exhaust's higher-than-atmospheric pressure into rotational kinetic energy, which is

26 26

in turn used to drive the compressor. The compressor draws in ambient air and pumps it into the intake manifold at increased pressure, resulting in a greater mass of air entering the cylinders on each intake stroke. The objective of a turbocharger is the same as that of a supercharger; to improve an engine's volumetric efficiency by solving one of its cardinal limitations. Anaturally aspirated automobile engine relies mostly on the downward stroke of a piston to create an area of low pressure in order to draw air into the cylinder through one or more intake valves. The pressure in the atmosphere is no more than 1 atm (approximately 14.7 psi, or 1 bar), so there ultimately will be a limit to the pressure difference across the intake valves and thus the amount of airflow entering the combustion chamber. Since the turbocharger increases the pressure at the point where air is entering the cylinder, a greater mass of air (oxygen) will be forced in as the inlet manifold pressure increases. The presence of additional air mass in the cylinder makes it possible to create a bigger explosion if more fuel is injected, increasing the power and torque output of the engine. To avoid detonation and physical damage to the host engine, the intake manifold pressure must not get too high, thus the pressure at the intake manifold of the engine must be controlled by some means. A Wastegate, which vents excess exhaust gas so that it will bypass the exhaust turbine is the most common boost control device. An actuator, connected to the compressor outlet via a signal hose, and usually controlled via a solenoid by the car's Engine Control Unit, forces the wastegate to open as the boost pressure rises. The reduction in turbine speed results in the compressor slowing, and in less air pressure at the intake manifold. Modern Group N Rally cars are forced by the rules to use a 34mm restrictor at the compressor inlet, which effectively limits the maximum boost (pressure above atmospheric) that the cars can achieve at high rpm. Interestingly, at low rpm they can reach boost pressures of above 22psi (1.5bar).

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AIR BRAKE:

Truck air actuated disc brake. Air brakes are used in trucks, buses, trailers, and semi-trailers. George Westinghousefirst developed air brakes for use in railway service. He patented a safer air brake on March 5, 1872. Originally designed and built for use on railroad train application, air brakes remain the exclusive systems in widespread use. Westinghouse made numerous alterations to improve his air pressured brake invention, which led to various forms of the automatic brake and the subsequent use on heavier road vehicles. Compressed air brake system Compressed air brake systems are typically used on heavy trucks and buses (Note the difference between pneumatic brakes and pneumatic/hydraulic). The system consists of service brakes, parking brakes, a control pedal, an engine-driven air compressor and a compressed air storage tank. For the parking brake, there is a disc or drum brake arrangement which is designed to be held in the 'applied' position by spring pressure. Air pressure must be produced to release these "spring brake" parking brakes. For the service brakes (the ones used while driving for slowing or stopping) to be applied, the brake pedal is pushed, routing the air under pressure (approx 100-125psi) to the brake chamber, causing the brake to reduce wheel rotation speed. Most types of truck air brakes are drum units, though there is an increasing trend towards the use of disc brakes in this application. The air compressor air draws filtered air from the atmosphere and forces it into high-pressure reservoirs at around 120 PSI. Most heavy vehicles have a gauge within the driver's view, indicating the availability of air pressure for safe vehicle operation, often

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including warning tones or lights. Setting of the parking/emergency brake releases the pressurized air pressure in the lines between the compressed air storage tank and the brakes, thus actuating the (spring brake) parking braking hardware. An air pressure failure at any point would apply full spring brake pressure immediately. Design and function A compressed air brake system is divided into a supply system and a control system. The supply system compresses, stores and supplies highpressure air to the control system as well as to additional air operated auxiliary truck systems (gearbox shift control, clutch pedal air assistance servo, etc.). Supply system

" Over simplified" air brake diagram on a commercial road vehicle (does not show all air reservoirs and all applicable air valves). The air compressor is driven off of the engine either by crankshaft pulley via a belt or directly off of the engine timing gears. It is lubricated and cooled by the engine lubrication and cooling systems. Compressed air is first routed through a cooling coil and into an air dryer which removes moisture and oil impurities and also may include a pressure regulator, safety valve and a smaller purge reservoir. As an alternative to the air dryer, the supply system can be equipped with an anti freeze device and oil separator. The compressed air is then stored in a reservoir (also called a wet tank) from which it is then distributed via a four way protection valve into the front and rear brake circuit air reservoir, a parking brake reservoir and an auxiliary air supply distribution point. The system also includes various check, pressure limiting, drain and safety valves.

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Control system The control system is further divided into two service brake circuits: the parking brake circuit and the trailer brake circuit. This dual brake circuit is further split into front and rear wheel circuits which receive compressed air from their individual reservoirs for added safety in case of an air leak. The service brakes are applied by means of a brake pedal air valve which regulates both circuits. The parking brake is the air operated spring brake type where its applied by spring force in the spring brakecylinder and released by compressed air via hand control valve. The trailer brake consists of a direct two line system: the supply line (marked red) and the separate control or service line (marked blue). The supply line receives air from the prime mover park brake air tank via a park brake relay valve and the control line is regulated via the trailer brake relay valve. The operating signals for the relay are provided by the prime mover brake pedal air valve, trailer service brake hand control (subject to a country's relevant heavy vehicle legislation) and the prime mover park brake hand control.

Park brake valve

Spring brake cylinder

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Air brake foot valve

Trailer brake relay valve

Truck air compressor

Air dryer

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Air brake relay valve

Four way protection valve

INTERNAL COMBUSTION ENGINE: The internal combustion engine is an engine in which the combustion of a fuel (normally a fossil fuel) occurs with an oxidizer (usually air) in a combustion chamber. In an internal combustion engine the expansion of the high-temperature and -pressure gases produced by combustion applies direct force to some component of the engine, such as pistons, turbine blades, or a nozzle. This force moves the component over a distance, generating useful mechanical energy.[1][2][3][4] The term internal combustion engine usually refers to an engine in which combustion is intermittent, such as the more familiar four-strokeand twostroke piston engines, along with variants, such as the Wankel rotary engine. A second class of internal combustion engines use continuous combustion: gas turbines, jet engines and most rocket engines, each of which are internal combustion engines on the same principle as previously described.[1][2][3][4] The internal combustion engine (or ICE) is quite different from external combustion engines, such as steam or Stirling engines, in which the energy is delivered to a working fluid not consisting of, mixed with, or contaminated by combustion products. Working fluids can be air, hot water, pressurized water or even liquid sodium, heated in some kind of boiler. A large number of different designs for ICEs have been developed and built, with a variety of different strengths and weaknesses. Powered by an energy-dense fuel (which is very frequently gasoline, a liquid derived

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from fossil fuels). While there have been and still are many stationary applications, the real strength of internal combustion engines is in mobile applicationsand they dominate as a power supply for cars, aircraft, and boats, from the smallest to the largest. Principles of operation Reciprocating:

Two-stroke cycle Four-stroke cycle Six-stroke engine Diesel engine Atkinson cycle

Rotary:

Wankel engine

Continuous combustion: Brayton cycle:

Gas turbine Jet engine (including turbojet, turbofan, ramjet, Rocket etc..

Engine configurations Internal combustion engines can be classified by their configuration. Four stroke configuration Operation

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Four-stroke cycle (or Otto cycle) 1. Intake 2. Compression 3. Power 4. Exhaust As their name implies, operation of four stroke internal combustion engines have four basic steps that repeat with every two revolutions of the engine: 1. Intake Combustible mixtures are emplaced in the combustion chamber 2. Compression The mixtures are placed under pressure 3. Combustion (Power) The mixture is burnt, almost invariably a deflagration, although a few systems involvedetonation. The hot mixture is expanded, pressing on and moving parts of the engine and performing useful work. 4. Exhaust The cooled combustion products are exhausted into the atmosphere Many engines overlap these steps in time; jet engines do all steps simultaneously at different parts of the engines. Gasoline Ignition Process Gasoline engine ignition systems generally rely on a combination of a lead-acid battery and an induction coil to provide a high-voltage electrical spark to ignite the air-fuel mix in the engine's cylinders. This battery is recharged during operation using an electricity-generating device such as an alternator or generator driven by the engine. Gasoline engines take in a mixture of air and gasoline and compress it to not more than 12.8 bar (1.28 MPa), then use a spark plug to ignite the mixture when it is compressed by the piston head in each cylinder. Diesel Ignition Process Diesel engines and HCCI (Homogeneous charge compression ignition) engines, rely solely on heat and pressure created by the engine in its

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compression process for ignition. The compression level that occurs is usually twice or more than a gasoline engine. Diesel engines will take in air only, and shortly before peak compression, a small quantity of diesel fuel is sprayed into the cylinder via a fuel injector that allows the fuel to instantly ignite. HCCI type engines will take in both air and fuel but continue to rely on an unaided auto-combustion process, due to higher pressures and heat. This is also why diesel and HCCI engines are more susceptible to cold-starting issues, although they will run just as well in cold weather once started. Light duty diesel engines with indirect injection in automobiles and light trucks employ glowplugs that pre-heat the combustion chamber just before starting to reduce no-start conditions in cold weather. Most diesels also have a battery and charging system; nevertheless, this system is secondary and is added by manufacturers as a luxury for the ease of starting, turning fuel on and off (which can also be done via a switch or mechanical apparatus), and for running auxiliary electrical components and accessories. Most new engines rely on electrical and electronic engine control units (ECU) that also adjust the combustion process to increase efficiency and reduce emissions Engine cycle

Idealised P/V diagram for two stroke Otto cycle Two-stroke This system manages to pack one power stroke into every two strokes of the piston (up-down). This is achieved by exhausting and re-charging the cylinder simultaneously. The steps involved here are: 1. Intake and exhaust occur at bottom dead center. Some form of pressure is needed, either crankcase compression or supercharging.

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2. Compression stroke: Fuel-air mix compressed and ignited. In case of Diesel: Air compressed, fuel injected and self ignited 3. Power stroke: piston is pushed downwards by the hot exhaust gases. Two Stroke Spark Ignition (SI) engine: In a two strokes SI engine a cycle is completed in two stroke of a piston or one complete revolution (360) of a crankshaft. In this engine the suction stroke and exhaust strokes are eliminated and ports are used instead of valves. Petrol is used in this type of engine. The major components of a two stroke spark Ignition engine are: Cylinder: It is a cylindrical vessel in which a piston makes an up and down motion. Piston: It is a cylindrical component making an up and down movement in the cylinder. Combustion Chamber: It is the portion above the cylinder in which the combustion of the fuel-air mixture takes place. Inlet and exhaust ports: The inlet port allows the fresh fuel-air mixture to enter the combustion chamber and the exhaust port discharges the products of combustion. Crank shaft: a shaft which converts the reciprocating motion of piston into the rotary motion. Connecting rod: connects the piston with the crankshaft. Cam shaft: The cam shaft controls the opening and closing of inlet and Exhaust valves. Spark plug: located at the cylinder head. It is used to initiate the combustion process. Working: When the piston moves from bottom dead centre to top dead centre, the fresh air and fuel mixture enters the crank chamber through the valve. The mixture enters due to the pressure difference between the crank chamber and outer atmosphere. At the same time the fuel-air mixture above the piston is compressed. Ignition with the help of spark plug takes place at the end of stroke. Due to the explosion of the gases, the piston moves downward. When the piston moves downwards the valve closes and the fuel-air mixture inside the crank chamber is compressed. When the piston is at the bottom dead centre, the burnt gases escape from the exhaust port. At the same time the transfer port is uncovered and the compressed charge from the crank chamber enters into the combustion chamber through transfer port. This fresh charge is deflected upwards by a hump provided on the top of the piston. This fresh charge removes the exhaust gases from the combustion chamber. Again the piston moves from

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bottom dead centre to top dead centre and the fuel-air mixture gets compressed when the both the Exhaust port and Transfer ports are covered. The cycle is repeated.

Four-stroke

Idealised Pressure/volume diagram of the Otto cycle showing combustion heat input Qp and waste exhaust output Qo, the power stroke is the top curved line, the bottom is the compression stroke Engines based on the four-stroke ("Otto cycle") have one power stroke for every four strokes (up-down-up-down) and employ spark plug ignition. Combustion occurs rapidly, and during combustion the volume varies little ("constant volume"). They are used in cars, larger boats, some motorcycles, and many light aircraft. They are generally quieter, more efficient, and larger than their two-stroke counterparts. The steps involved here are: 1. Intake stroke: Air and vaporized fuel are drawn in. 2. Compression stroke: Fuel vapor and air are compressed and ignited. 3. Combustion stroke: Fuel combusts and piston is pushed downwards. 4. Exhaust stroke: Exhaust is driven out. During the 1st, 2nd, and 4th stroke the piston is relying on power and the momentum generated by the other pistons. In that case, a four-cylinder engine would be less powerful than a six or eight cylinder engine.

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There are a number of variations of these cycles, most notably the Atkinson and Miller cycles. The diesel cycle is somewhat different.

MIG WELDING: Gas metal arc welding (GMAW), sometimes referred to by its subtypes metal inert gas (MIG) welding or metal active gas (MAG) welding, is a semi-automatic or automatic arcwelding process in which a continuous and consumable wire electrode and a shielding gas are fed through a welding gun. A constant voltage, direct current power source is most commonly used with GMAW, but constant current systems, as well as alternating current, can be used. There are four primary methods of metal transfer in GMAW, called globular, short-circuiting, spray, and pulsed-spray, each of which has distinct properties and corresponding advantages and limitations. Originally developed for welding aluminum and other non-ferrous materials in the 1940s, GMAW was soon applied to steels because it allowed for lower welding time compared to other welding processes. The cost of inert gas limited its use in steels until several years later, when the use of semi-inert gases such as carbon dioxide became common. Further developments during the 1950s and 1960s gave the process more versatility and as a result, it became a highly used industrial process. Today, GMAW is the most common industrial welding process, preferred for its versatility, speed and the relative ease of adapting the process to robotic automation. Theautomobile industry in particular uses GMAW welding almost exclusively. Unlike welding processes that do not employ a shielding gas, such as shielded metal arc welding, it is rarely used outdoors or in other areas of air volatility. A related process, flux cored arc welding, often does not utilize a shielding gas, instead employing a hollow electrode wire that is filled with flux on the inside.

SPOT WELDING:
Spot welding (RSW)[1] is a process in which contacting metal surfaces are joined by the heat obtained from resistance to electric current flow. Work-pieces are held together under pressure exerted by electrodes. Typically the sheets are in the 0.5 to 3 mm (0.020 to 0.12 in) thickness range. The process uses two shapedcopper alloy electrodes to concentrate welding current into a small "spot" and to simultaneously clamp the sheets together. Forcing a large current through the spot will melt the metal and

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form the weld. The attractive feature of spot welding is a lot of energy can be delivered to the spot in a very short time (approximately ten milliseconds).[2] That permits the welding to occur without excessive heating to the rest of the sheet. The amount of heat (energy) delivered to the spot is determined by the resistance between the electrodes and the amplitude and duration of the current[3]. The amount of energy is chosen to match the sheet's material properties, its thickness, and type of electrodes. Applying too little energy won't melt the metal or will make a poor weld. Applying too much energy will melt too much metal, eject molten material, and make a hole rather than a weld[4]. Another attractive feature of spot welding is the energy delivered to the spot can be controlled to produce reliable welds. Projection welding is a modification of spot welding. In this process the weld is localized by means of raised sections, or projections, on one or both of the workpieces to be joined. heat is concentrated at the projections, which permits the welding of heavier sections or the closer spacing of welds. The projections can also serve as a means of positioning the workpieces. Projection welding is often used to weld studs, nuts, and other screw machine parts to metal plate. It's also frequently used to join crossed wires and bars. This is another high-production process, and multiple projection welds can be arranged by suitable designing and jigging.[5]

A spot welder

PROPELLER SHAFT: A drive shaft, driveshaft, driving shaft, propeller 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. Drive shafts are carriers of torque: they 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, whilst avoiding too much additional weight as that would in turn increase their inertia.

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Drive shafts frequently incorporate one or more universal joints or jaw couplings, and sometimes a splined joint or prismatic joint to allow for variations in the alignment and distance between the driving and driven components. Automotive drive shafts Vehicles An automobile may use a longitudinal shaft to deliver power from an engine/transmission to the other end of the vehicle before it goes to the wheels. A pair of short drive shafts is commonly used to send power from a central differential, transmission, or transaxle to the wheels.

A truck double propeller shaft Front-engine, rear-wheel drive In front-engined, rear-drive vehicles, a longer drive shaft is also required to send power the length of the vehicle. Two forms dominate: The torque tube with a single universal joint and the more common Hotchkiss drive with two or more joints. This system became known as Systme Panhard after the automobile company Panhard et Levassor patented it. Most of these vehicles have a clutch and gearbox (or transmission) mounted directly on the engine with a drive shaft leading to a final drive in the rear axle. When the vehicle is stationary, the drive shaft does not rotate. A few, mostly sports, cars seeking improved weight balance between front and rear, and most commonly Alfa Romeos or Porsche 924s, have instead used a rear-mounted transaxle. This places the clutch and transmission at the rear of the car and the drive shaft between them and the engine. In this case the drive shaft rotates continuously as long as the engine does, even when the car is stationary and out of gear.

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Early automobiles often used chain drive or belt drive mechanisms rather than a drive shaft. Some used electrical generators and motors to transmit power to the wheels. Front-wheel drive In British English, the term "drive shaft" is restricted to a transverse shaft that transmits power to the wheels, especially the front wheels. A drive shaft connecting the gearbox to a rear differential is called a propeller shaft, or prop-shaft. A prop-shaft assembly consists of a propeller shaft, a slip joint and one or more universal joints. Where the engine and axles are separated from each other, as on four-wheel drive and rear-wheel drive vehicles, it is the propeller shaft that serves to transmit the drive force generated by the engine to the axles. A drive shaft connecting a rear differential to a rear wheel may be called a half shaft. The name derives from the fact that two such shafts are required to form one rear axle. Several different types of drive shaft are used in the automotive industry:

One-piece drive shaft Two-piece drive shaft Slip-in-tube drive shaft

The slip-in-tube drive shaft is a new type that also helps in crash energy management. It can be compressed in the event of a crash, so is also known as a collapsible drive shaft. Four wheel and all-wheel drive These evolved from the front-engine rear-wheel drive layout. A new form of transmission called the transfer case was placed between transmission and final drives in both axles. This split the drive to the two axles and may also have included reduction gears, a dog clutch or differential. At least two drive shafts were used, one from the transfer case to each axle. In some larger vehicles, the transfer box was centrally mounted and was itself driven by a short drive shaft. In vehicles the size of a Land Rover, the drive shaft to the front axle is noticeably shorter and more steeply articulated than the rear shaft, making it a more difficult engineering problem to build a reliable drive shaft, and which may involve a more sophisticated form of universal joint.

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Modern light cars with all-wheel drive (notably Audi or the Fiat Panda) may use a system that more closely resembles a front-wheel drive layout. The transmission and final drive for the front axle are combined into one housing alongside the engine, and a single drive shaft runs the length of the car to the rear axle. This is a favoured design where the torque is biased to the front wheels to give car-like handling, or where the maker wishes to produce both four-wheel drive and front-wheel drive cars with many shared components.

CHAPTER SIX
6.1 OBSERVATIONS, SUGGESTIONS AND CONCLUSION
I was exposed to practical and industrial practice I was able to integrate the practical skill and knowledge gained with theory I was familiar with the use of many hand tools and machineries My view of engineering has been greatly improved and confidence in constructing personal projects well boosted as i now have a better understanding of how things are done I came to understand that communication is a major part of engineering in field as you might have to work with other people from other countries around the world Good relationship with coworkers as well as management is essential as the benefits of team work in engineering can not be over emphasized I will like to suggest that basic engineering operations such as welding, filing, cutting, etc should be more encouraged in the higher institutions. At this juncture, i have been able to give a comprehensive report on my experience during the SIWES programme(mee 300). It is my belief that going back to school, i will study with renewed vigor and concentration as i now have a huge feel of things i have been learning.

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I finished my I.T on the 5th of february, 2011.

STUDENTS WORK EXPERIENCE PROGRAMME

A REPORT SUBMITTED TO : ENGINEER S.K FASHOGBON DEPARTMENT OF MECHANICAL ENGINEERING OBAFEMI AWOLOWO UNIVERSITY,ILE-IFE,NIGERIA

IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE AWARD OF BACHELOR OF SCIENCE(B.Sc.) IN MECHANICAL ENGINEERING

BY

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OGUNDELE ALEX DIEKADE MEE/2007/057

FEBRUARY 2011

Department Of Mechanical Engineering, Obafemi Awolowo University, Ile-Ife, Osun State. 17th February 2011. The SIWES Cordinator, Department Of Mechanical Engineering, Obafemi Awolowo University,Ile-Ife. Dear sir, LETTER OF TRANSMITTAL I hereby submit this report in partial fulfillment of the requirement for the Students Work experience Programme (SWEP) in the department of Mechanical Engineering, Obafemi Awolowo University. A copy of this report is submitted to the cordinator, Engr. S.K Fashogbon of the department of mechanical engineering in accordance to the rules and regulations of the department.

Yours faithfully,

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Ogundele Alex D.

CERTIFICATION
This is to certify that this report was submitted by OGUNDELE Alex Diekade(mee/2007/057) to the department of Mechanical Engineering. The report has been read and approved as meeting the requirements of the department.

Engr. S.K Fashogbon

Cordinator

Date

Prof. A.A Asere

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Head of department

Date

DEDICATION
I dedicate this report to almighty God

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ACKNOWLEDGEMENT
My profound gratitude goes to;my parents for their financial and moral support, Engr Fashogbon for his support and encouragement, Mr. Paul and Mr. Andrew, my industrial supervisor ,and also my co-workers during my attachment. May God be with you all.

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ABSTRACT
This report was aimed at the summarization of all the activities thattook place in the SIWES of 300 level students in the faculty of technology and environmental design and management. The programme lasted 8weeks.

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TABLE OF CONTENTS
Title page Letter of transmittal Certification Dedication Acknowledgement Abstracts i ii iii iv v vi

CHAPTER ONE 1.1INTRODUCTION 1.2FACTORY RULES AND REGULATION 1.3 FACTORY SAFETY RULES AND REGULATIONS CHAPTER TWO 2.1 FACTORY PROFILE CHAPTER THREE 3.1 TOOLS AND MACHINERIES I ENCOUNTERED DURING MY ATTACHMENT PERIOD

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CHAPTER FOUR 4.1 INTRODUCTION TO VARIOUS DEPARTMENTS AND THEIR OPERATIONS 4.2 DESCRIPTION OF WORK AND OPERATIONS I ENGAGED IN DURING MY ATTACHMENT CHAPTER FIVE 5.1DESCRIPTION OF SOME OF THE SYSTEMS AND IMPORTANT PARTS I ENCOUNTERED CHAPTER SIX 6.1 OBSERVATIONS, SUGGESTIONS AND CONCLUSION

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