INDUSTRIAL TRAINING REPORT

SUBMITTED TO:

SUBMITTED BY:

NAME- INDERJEET SINGH

UNI ROLL NO - 1314757
BRANCH - BTECH(ME)
SEM - 4TH

Welcome to
Undertaking

Chandigarh

Transport

INTRODUCTION
Chandigarh Transport Undertaking:

The Chandigarh Transport Undertaking functions under

supervision of the Home Secretary who is also secretary,
Transport ,Chandigarh Administration. The Director, Transport,
carries out day to day management , assisted by four General
Manager in addition to works manager and other staff. When
the CTU came into existence in 1966 it had a fleet of only 30
buses : today there are 468 buses. With the growth of city and
to cope up with the public demand, the CTU fleet increased to

417 buses and CTU is now having three depots and 2286
employees. All the three CTU workshops are well equipped with
modern tools and equipment. A Cold Tire Retreading Plant with
modern techniques has also been set up in 2003.The CTU is also
managing two Inter State Bus Terminus at Sector-17 & Sector-43
Chandigarh. The Chandigarh Transport Undertaking operates
urban as well as sub urban routes for the convenience of citizen
of Chandigarh as well as adjoining areas of Punjab and Haryana.
The CTU also operates Inter State routes in the states of Punjab,
Haryana, Delhi, Rajasthan, U.P., J & K and Himachal Pardesh. The
fleet is divided into 3 depots which are supervised and controlled
by General Managers. Beside the above 417 buses, 100 buses (60
ordinary buses+40 Air conditioned Buses) have been added
under the JnNURM Scheme.

OBJECTIVES
To provide safe, eco-friendly, cost-effective and efficient modes
of Transportation

Fleet:
Total strength is 468 buses.329 buses run on local routes,
73buses run on interstate route covering Punjab, Haryana,
Himachal Pradesh, UP, Rajasthan, Delhi and J&K . CTU buses
traveled approx. 0.95 lacs KM per day.

Staff :
CTUs staff ratio per bus is the lowest in the country : just 3.90
employees per bus compare with Bombay 10.99, Delhis 9.16,
Kolkattas 11.66 and Ahmedabads 10.33.

Computerization :
The daily duties of operational staff with buses, Maintenance of
bus ticketing account system. Daily cash maintenance, Class IV
employees GPF maintenance, Salaries, Overtime and Travelling
Allowances have been completely computerized and all
application are running ONLINE.

Social Services :
Freedom fighters, War windows, Blind person, patients along
with one attendant with each category and journalists can travel
free in CTU with UT area and concession has been extended to
handicapped person and senior citizen students and employees
in CTU buses within the UT area.

OPERATIONAL JURISDICTION
The Chandigarh Transport Undertaking operates urban as well as
sub urban routes for the convenience of citizen of Chandigarh as
well as adjoining areas of Punjab and Haryana. The CTU also
operates Inter State routes in the states of Punjab, Haryana,
Delhi, Rajasthan, U.P., J & K and Himachal Pradesh. The fleet is
divided into 3 depots which are supervised and controlled by
General Managers. Beside the above 417 buses, 100 buses (60
ordinary buses+40 Air conditioned Buses) have been added
under the JnNURM Scheme.
Welcome to Chandigarh Transport Undertaking

Chandigarh Transport Undertaking came into existence on

01.11.1966 with a fleet strength of 30 buses only, as a result of
trifurcation of Punjab Roadways at the time of re-organization of
Punjab State. Presently Head Quarters at Plot No.701 in
Industrial Area, Phase-I, Chandigarh with other Depots and
Workshops at Industrial Area & Sector 25. The workshop for
JNnurm Buses is located adjoining to the ISBT-43.

Functioning
The main function is to provide bus services to the general public
within the city, Sub Urban area and in adjoining States i.e.
Punjab, Haryana, Delhi, Himachal Pradesh, J& K, Uttar Pradesh,
Rajsthan etc.

Daily Operation (Kms.)

i) City Services

= 45000 kms.

ii) Sub-Urban Services

= 15000 Kms.

iii) Long Route Services = 35000 Kms.

Total

= 95000 Kms.

Worshops :

Sr. No.

Name

Location

Service

Workshop No.-I

Situated at Industrial Provide Long Route +

Area

Phase-I, Sub-Urban

transport

Chandigarh near to facilities

Power Grid.
2

Workshop No.-II

and

maintenance.

Situated at Industrial Provide Long Route +

Area

Phase-I, Sub-Urban

transport

Chandigarh on sector- facilities

and

28 to railway station maintenance.

link road.
3

Workshop No.-III

Situated at West of Provide Long Route +

Sector-25, Chandigarh Sub-Urban
on

Kishan

sect-35

transport

Bhawan facilities

to

Dhanas maintenance.

at

Sector- maintenance

and

Road
4

Workshop No.-IV

Situated

43(ISBT), Chandigarh.

ordinary buses

of

MAIN SHOPS IN CTU WORKSHOP

Engine Shop
Gear Shop
Welding Shop
Paint Shop
Tire Shop
Electrical Shop

ENGINE SHOP
MAIN PARTS OF ENGINE

1.
2.
3.
4.
5.
6.
7.
8.
9.

Cylinder Block
Cylinder Head
Piston Head
Crankshaft
Camshaft
Connecting Rod
Valves
Hose Pipes
Water Jacket

Cylindrical Block & Crankcase

A cylinder block is an integrated structure comprising the
cylinder(s) of a reciprocating engine and often some or all of
their associated surrounding structures (coolant passages,
intake and exhaust passages and ports, and crankcase). The term
engine block is often used synonymously with "cylinder block"
(although technically distinctions can be made between en bloc
cylinders as a discrete unit versus engine block designs with yet
more integration that comprise the crankcase as well).

Cylindrical Head
In an internal combustion engine, the cylinder head (often
informally abbreviated to just head) sits above the cylinders on
top of the cylinder block. It closes in the top of the cylinder,
forming the combustion chamber. This joint is sealed by a head
gasket. In most engines, the head also provides space for the
passages that feed air and fuel to the cylinder, and that allow the
exhaust to escape. The head can also be a place to mount the
valves, spark plugs, and fuel injectors.

Piston

Pistons are manufactured from high quality aluminum alloy as

per International Standards. Accuracy is maintained in all front :Weight, dimensions, raw material to provide best working and
reduced friction and non-expansion of custom pistons.

Range of custom pistons :

We have a very wide range of custom pistons from Dia 25mm to

225mm applicable for Diesel Engines, Air Compressors,
Automobiles, Tractors, Generators and Refrigerators.

Piston Pins
Piston Pins are made from
high quality Alloy Steel.
The manufacturing is
performed on the
State-of-the-art machinery to achieve
perfect dimensions. The hardness of
the
pins is maintained between 55HRC to 60HRC, which can be
altered according to customer need or OEM specifications.

Connecting Rod

In a reciprocating piston engine, the connecting rod or conrod

connects the piston to the crank or crankshaft. Together with
the crank, they form a simple mechanism that converts
reciprocating motion into rotating motion

Cam

Camshaft
The cam can be a simple tooth, as is used to deliver pulses of
power to a steam hammer, for example, or an eccentric disc or
other shape that produces a smooth reciprocating (back and
forth) motion in the follower, which is a lever making contact
with the cam.

MAIN ADVANTAGE OF ENGINE

Diesel fuel is distilled directly from petroleum. Distillation
yields some gasoline, but the yield would be inadequate
without catalytic reforming, which is a more costly
process.
Diesel fuel is considered safer than petrol in many
applications. Although diesel fuel will burn in open air
using a wick, it will not explode and does not release a
large amount of flammable vapor. The low vapor
pressure of diesel is especially advantageous in marine
applications, where the accumulation of explosive fuelair mixtures is a particular hazard. For the same reason,
diesel engines are immune to vapor lock.
For any given partial load the fuel efficiency (mass burned
per energy produced) of a diesel engine remains nearly
constant, as opposed to petrol and turbine engines which
use proportionally more fuel with partial power
outputs.[45][46][47][48]
They generate less waste heat in cooling and exhaust.[1]

 Diesel engines can accept super- or turbo-charging

pressure without any natural limit, constrained only by
the strength of engine components. This is unlike petrol
engines, which inevitably suffer detonation at higher
pressure.
The carbon monoxide content of the exhaust is
minimal.[49]
Biodiesel is an easily synthesized, non-petroleum-based
fuel (through trans esterification) which can run directly
in many diesel engines, while gasoline engines either
need adaptation to run synthetic fuels or else use them
as an additive to gasoline (e.g., ethanol added to
gasohol).
It is a power producing device. It converts chemical
energy into heat energy and then mechanical energy.

GEAR SHOP
How Gears Work

Gears are used in tons of mechanical devices. They do several

important jobs, but most important, they provide a gear
reduction in motorized equipment. This is key because, often, a
small motor spinning very fast can provide enough power for a
device, but not enough torque. For instance, an electric
screwdriver has a very large gear reduction because it needs lots
of torque to turn screws, bu-t the motor only produces a

small amount of torque at a high speed. With a gear reduction,

the output speed can be reduced while the torque is increased.

Another thing gears do is adjust the direction of rotation. For

instance, in the differential between the rear wheels of your car,
the power is transmitted by a shaft that runs down the center of
the car, and the differential has to turn that power 90 degrees to
apply it to the wheels.

Differential Gear

How does a Differential work

Differential is an integral part of all four wheelers. The
differential technology was invented centuries ago and is
considered to be one of the most ingenious invention human
thinking has ever produced. In this video we will understand why
a differential is needed in an automobile and its working in a
logical manner.

Why the Differential gear is Used?

Wheels receive power from the engine via a

drive shaft. The power receiving wheels which
make the vehicle move forward are called as the
drive wheels. The main function of the
differential gear is to allow the drive wheels to
turn at different rpm, while receiving power
from the engine.

How a clutch engages and releases-

Clutch disk

Pressure plate

When the clutch pedal is pressed, a cable or hydraulic piston

pushes on the release fork, which presses the throw-out bearing
against the middle of the diaphragm spring. As the middle of the
diaphragm spring is pushed in, a series of pins near the outside
of the spring causes the spring to pull the pressure plate away
from the clutch disc (see below). This releases the clutch from
the spinning engine.

Note the springs in the clutch plate. These springs help to isolate
the transmission from the shock of the clutch engaging.

This design usually works pretty well, but it does have a few
drawbacks. We'll look at common clutch problems and other
uses for clutches in the following sections.

Fly Wheels, Clutch Plates and Friction

In a car's clutch, a flywheel connects to the engine, and a clutch

plate connects to the transmission. You can see what this looks
like in the figure below

When your foot is off the pedal, the springs push the pressure
plate against the clutch disc, which in turn presses against the
flywheel. This locks the engine to the transmission input shaft,
causing them to spin at the same speed.

The amount of force the clutch can hold depends on the

friction between the clutch plate and the flywheel, and how
much force the spring puts on the pressure plate. The friction
force in the clutch works just like the blocks described in the
friction section of How Brakes Work, except that the spring
presses on the clutch plate instead of weight pressing the
block into the ground.

How Brakes Work

We all know that pushing down on the brake pedal slows a car
to a stop. But how does this happen? How does your car transmit
the force from your leg to its wheels? How does it multiply the
force so that it is enough to stop something as big as a car?

When you depress your brake pedal, your car transmits the force
from your foot to its brakes through a fluid. Since the actual
brakes require a much greater force than you could

apply with your leg, your car must also multiply the force of your
foot. It does this in two ways:

Mechanical advantage (leverage)

Hydraulic force multiplication

-The brakes transmit the force to the tires using friction, and the
tires transmit that force to the road using friction also. Before we
begin our discussion on the components of the brake system.

Internal combustion engine cooling

Internal combustion engine cooling uses either air or a liquid to remove

the waste heat from an internal combustion engine. For small or special
purpose engines, air cooling makes for a lightweight and relatively simple
system. The more complex circulating liquid-cooled engines also
ultimately reject waste heat to the air, but circulating liquid improves
heat transfer from internal parts of the engine. Engines for watercraft
may use open-loop cooling, but air and surface vehicles must recirculate
a fixed volume of liquid

A Fully Closed IC engine Cooling System

Air-cooling

Cars and trucks using direct air cooling (without an intermediate

liquid) were built over a long period from the very beginning and
ending with a small and generally unrecognized technical
change. Before World War II, water-cooled cars and trucks
routinely overheated while climbing mountain roads, creating
geysers of boiling cooling water. This was considered normal,

and at the time, most noted mountain roads had auto repair
shops to minister to overheating engines.

ACS (Auto Club Suisse) maintains historical monuments to that

era on the Susten Pass where two radiator refill stations remain
(See a picture here). These have instructions on a cast metal
plaque and a spherical bottom watering can hanging next to a
water spigot. The spherical bottom was intended to keep it from
being set down and, therefore, be useless around the house, in
spite of which it was stolen, as the picture shows.

During that period, European firms such as Magirus-Deutz built

air-cooled diesel trucks, Porsche built air-cooled farm
tractors,[2] and Volkswagen became famous with air-cooled
passenger cars. In the United States, Franklin built air-cooled
engines.

The Czechoslovakia based company Tatra is known for their large

displacement air-cooled V8 car engines; Tatra engineer Julius
Mackerle published a book on it. Air-cooled engines are better
adapted to extremely cold and hot environmental weather
temperatures: you can see air-cooled engines starting and
running in freezing conditions that seized water-cooled engines

and continue working when water-cooled ones start producing

steam jets. Air-cooled engines have may be an advantage from a
thermodynamic point of view due to higher operating
temperature. The worst problem met in air-cooled aircraft
engines was the so-called "Shock cooling", when the airplane
entered in a dive after climbing or level flight with throttle open,
with the engine under no load while the airplane dives
generating less heat, and the flow of air that cools the engine is
increased, a catastrophic engine failure may result as different
parts of engine have different temperatures, and thus different
thermal expansions. In such conditions, the engine may seize,
and any sudden change or imbalance in the relation between
heat produced by the engine and heat dissipated by cooling may
result in an increased wear of engine, as a consequence also of
thermal expansion differences between parts of engine, liquidcooled engines having more stable and uniform working
temperatures.

Liquid cooling

Today, most automotive and larger IC engines are liquid-cooled.

A fully closed IC engine cooling system Open IC engine cooling
system

Semiclosed IC engine cooling system

Liquid cooling is also employed in maritime vehicles (vessels, ...).
For vessels, the seawater itself is mostly used for cooling. In
some cases, chemical coolants are also employed (in closed
systems) or they are mixed with seawater cooling

Open IC engine Cooling System

Transition from air cooling

The change of air cooling to liquid cooling occurred at the start

of World War II when the US military needed reliable vehicles.
The subject of boiling engines was addressed, researched, and a
solution found. Previous radiators and engine blocks were
properly designed and survived durability tests, but used water
pumps with a leaky graphite-lubricated "rope" seal (gland) on
the pump shaft. The seal was inherited from steam engines,
where water loss is accepted, since steam engines already
expend large volumes of water. Because the pump seal leaked
mainly when the pump was running and the engine was hot, the
water loss evaporated inconspicuously, leaving at best a small
rusty trace when the engine stopped and cooled, thereby not
revealing significant water loss. Automobile radiators (or heat
exchangers) have an outlet that feeds cooled water to the engine
and the engine has an outlet that feeds heated water to the top
of the radiator. Water circulation is aided by a rotary pump that
has only a slight effect, having to work over such a wide range of
speeds that its impeller has only a minimal effect as a pump.
While running, the leaking pump seal drained cooling water to a
level where the pump could no longer return water to the top of
the radiator, so water circulation ceased and water in the engine
boiled. However, since water loss led to overheat and further
water loss from boil-over, the original water loss was hidden.

Semiclosed IC engine cooling system

After isolating the pump problem, cars and trucks built for the
war effort (no civilian cars were built during that time) were
equipped with carbon-seal water pumps that did not leak and
caused no more geysers. Meanwhile, air cooling advanced in
memory of boiling engines... even though boil-over was no
longer a common problem. Air-cooled engines became popular
throughout Europe. After the war, Volkswagen advertised in the
USA as not boiling over, even though new water-cooled cars no
longer boiled over, but these cars sold well. But as air quality
awareness rose in the 1960s, and laws governing exhaust
emissions were passed, unleaded gas replaced leaded gas and
leaner fuel mixtures became the norm. Subaru chose liquidcooling for their EA series (flat) engine when it was introduced in
1966