Automobile Chassis Transmission Lab

AUTOMOBILE CHASSIS AND TRANSMISSION LAB
MANUAL
VI Semester (AUL67)
Name of the Student :
Semester /Section :
USN :
Batch :
DAYANANDA SAGAR COLLEGE OF ENGINEERING

Accredited by National Assessment & Accreditation Council (NAAC) with ’A’ Grade
(An Autonomous Institution affiliated to Visvesvaraya Technological University, Belagavi
&
ISO 9001:2008 Certified)
AUTOMOBILE ENGINEERING DEPARTMENT
SHAVIGE MALLESWARA HILLS, KUMARASWAMY LAYOUT
BENGALURU-560078
Automobile Chassis & Transmission Lab [2019]
AUTOMOBILE CHASSIS AND TRANSMISSION LAB

MANUAL
VI Semester (AUL67)
Name of the Student :
Semester /Section :
USN :
Batch :

(An Autonomous Institution affiliated to Visvesvaraya Technological University, Belagavi)
AUTOMOBILE ENGINEERING DEPARTMENT
Accredited by NBA
SHAVIGE MALLESWARA HILLS
KUMARASWAMY LAYOUT
BENGALURU-560078
Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 2

DEPARTMENT OF AUTOMOBILE ENGINEERING, BENGALURU-560078
Accredited by NBA
VISION OF THE INSTITUTION

To impart quality technical education with a focus on Research and Innovation emphasizing on
Development of Sustainable and Inclusive Technology for the benefit of society.
MISSION OF THE INSTITUTION
 To provide an environment that enhances creativity and Innovation in pursuit of

Excellence.
 To nurture teamwork in order to transform individuals as responsible leaders and
entrepreneurs.
 To train the students to the changing technical scenario and make them to understand the
importance of Sustainable and Inclusive technologies.
VISION OF THE DEPARTMENT

Imparting Sustainable, Value Based Automobile Engineering Education through Research and
Innovation beneficial to the Society.
MISSION OF THE DEPARTMENT
M1: To impart Scientific Knowledge and Engineering Skills in the area of Automobile
Engineering.
M2: To encourage Interdisciplinary Learning for efficient design of Automotive components by
conducting skill development programs.
M3: To promote Social and Environmental responsibility by Research and Innovation through
collaborations.
M4: To inculcate a passion amongst students by providing hands on training in servicing
Automotives using Diagnostic Tools and Equipment enhancing Entrepreneurship and
Employability.
PROGRAM OUTCOMES (POs)

Engineering Graduates will be able to:
1. Engineering knowledge: Apply the knowledge of mathematics, science, engineering
fundamentals and an engineering specialization to the solution of complex Automobile
engineering problems.
2. Problem analysis: Identify, formulate, review research literature, and analyze complex
engineering problems in Automobile Engineering reaching substantiated conclusions
using first principles of mathematics, natural sciences, and engineering sciences.

3. Design/development of solutions: Design solutions for complex engineering problems

and design system components or processes of Automobile Engineering that meet the
specified needs with appropriate consideration for the public health and safety, and the
cultural, societal, and environmental considerations.
4. Conduct investigations of complex problems: Use research-based knowledge and
research methods including design of experiments in Automobile Engineering, analysis
and interpretation of data, and synthesis of the information to provide valid conclusions.
5. Modern tool usage: Create, select, and apply appropriate techniques, resources, and
modern engineering and IT tools including prediction and modeling to complex
engineering activities in Automobile Engineering with an understanding of the
limitations.
6. The engineer and society: Apply reasoning informed by the contextual knowledge to
assess societal, health, safety, legal and cultural issues and the consequent responsibilities
relevant to the professional engineering practice in Automobile Engineering.
7. Environment and sustainability: Understand the impact of the professional engineering
solutions of Automobile Engineering in societal and environmental contexts, and
demonstrate the knowledge of, and need for sustainable development.
8. Ethics: Apply ethical principles and commit to professional ethics and responsibilities
and norms of the engineering practice.
9. Individual and team work: Function effectively as an individual, and as a member or
leader in diverse teams, and in multidisciplinary settings.
10. Communication: Communicate effectively on complex engineering activities with the
engineering community and with society at large, such as, being able to comprehend and
write effective reports and design documentation, make effective presentations, and give
and receive clear instructions.
11. Project management and finance: Demonstrate knowledge and understanding of the
engineering and management principles and apply these to one’s own work, as a member
and leader in a team, to manage projects and in multidisciplinary environments.
12. Life-long learning: Recognize the need for, and have the preparation and ability to
engage in independent and life-long learning in the broadest context of technological
change.
Program Educational Objectives (PEOs)
PEO 1: Be able to apply the knowledge of basic sciences, engineering fundamentals to solve
problems in challenging interdisciplinary automotive field.
PEO 2: Acquire the necessary managerial skills comprising of collaboration and innovations
leading to participatory efforts to address commercial needs.
PEO 3: Exhibit the knowledge to function in professional way with ethical concerns to meet
the requirements of the society.

PEO 4: Possess motivated approach in upgrading knowledge and skills through continual
education and research to promote Entrepreneurship and Employability.
Program Specific Outcomes (PSOs)
PSO 1: To apply the knowledge of basic sciences and fundamentals of engineering to ceptualise,
design, model and manufacture automotive systems / processes.
PSO 2: To use the advanced engineering tools in design of engine chassis and drive train system.
PSO 3: To lead professionally in an industrial environment by applying managerial skills to
improve performance and safety through proper maintenance of automobiles.


Accredited by NBA
AUTOMOBILE CHASSIS AND TRANSMISSION LAB (SYLLABUS)
VI SEMESTER B. E (AU)
Sub. Code: AUL67 CIE Marks: 50

L:P:T:S : 0:3:0:0 Exam Hrs : 03
Credits : 02 SEE Marks: 50
Course Objectives:
 To get hands on practice of automobile chassis, various transmissions, control systems
and drive line units.
 To gain knowledge on testing of basic electric units of an automobile.
 To gain appreciation and understanding of disassembly and assembly of various
transmissions and drive line systems.
 To gain knowledge on trouble shooting of various chassis and transmission components
Course Outcomes: At the end of the semester the student will be able to,
Illustrate the concept of vehicle transmission system and their L3
CO.1
operation.
Apply the basic knowledge on identify recent developments in chassis L3
CO.2
and transmission components.
Carry out the hands on practice of various vehicle chassis and L3
CO.3
transmission components.
CO.4 Inspect various vehicle transmission components and their location L4
Determine the defects related to faulty components and suggest the L4
CO.5 required remedy for the possible problems comparing with trouble
shooting charts.
Analyze operation and performance indicators of transmission, L4
CO.6
control and basic electrical systems.
Mapping of CO v/s PO
CO PO PO PO PO PO PO PO PO PO PO PO PO PSO PSO PSO
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3
CO.1 3 2 - - - - - - - - - - 3 - 1
CO.2 3 2 - - - - - - - - - - 3 - 1
CO.3 3 3 2 2 - - - - - - - - 3 - 1
CO.4 3 3 2 2 - - - - - - - - 3 - 1
CO.5 3 3 2 2 - - - - - - - - 2 - 1
CO.6 3 3 2 2 - - - - - - - - 2 - 1
Modal 3 3 2 2 - - - - - - - - 3 - 1

Syllabus:
Unit Course Content Hours COs

1. Writing technical specifications and description of all types of
chassis and transmission components of automobiles, including body
and interiors (two wheeler, four wheeler and heavy vehicle – ten each)
CO1,
CO2,
2. Dismantle and assemble of major systems (clutch system, Gear CO3,
PART A 20 CO4,
boxes, Propeller shaft, Differential, Front and Rear axles, brake
CO5,
system, steering system and suspension system) and identifying CO6
remedies (like backlash adjustment, brakes adjustment, bleeding of
brakes) for the possible problems based on trouble shooting charts.
1. Draw sketch of seating arrangements, seats for commercial vehicle

and study the comfort levels provided for driver and passengers.
2. Draw sketches of different mechanisms of door, seat adjustments

mechanisms.
3. Testing and servicing of electrical components like battery, starting CO3,

system, Ignition system, central locking system, lighting system, and CO4,
PART B 10 CO5,
alternator. Experiments on microprocessors related to automobiles CO6
4.Trouble shooting charts for major parts like clutch, gear box,
differential, brakes, and wheels with tyres, steering system and
suspension.


DEPARTMENT OF AUTOMOBILE ENGINEERING
Accredited by NBA
AUTOMOBILE CHASSIS AND TRANSMISSION LAB (AUL67)
I - CYCLE
1. To write technical specifications and description of all types of chassis and transmission components
of automobiles, including body and interiors (Two wheelers, four wheelers and heavy duty vehicles at
least 10# each)
2. To study and prepare report on the seating arrangements, seats for commercial vehicle and comfort
levels provided for driver and passengers.
3. To study and prepare report on different mechanisms of door and seat adjustments.
II - CYCLE
4. To write trouble shooting charts for major parts like clutch, gear box, differential, brakes, and
wheels with tyres, steering system and suspension..
5. Dismantle and assemble of major systems (clutch system, Gear boxes, Propeller shaft, Differential,
Front and Rear axles, brake system, steering system and suspension system) and identifying
remedies (like backlash adjustment, brakes adjustment, bleeding of brakes) for the possible
problems based on trouble shooting charts.
III – CYCLE
6. Testing and servicing of electrical components like battery, starting system, Ignition system, central
locking system, lighting system, and alternator. Experiments on microprocessors related to automobiles


DEPARTMENT OF AUTOMOBILE ENGINEERING
BENGALURU – 560078
DO’s
 Adhere and follow timings, proper dress code with appropriate foot wear.
 Bags and other personal items must be stored in designated place.
 Come prepare with the viva, procedure, and other details of the experiment.
 Secure long hair, loose clothing & know safety and emergency procedures.
DONT’s
 The use of mobile/ any other personal electronic gadgets is prohibited in the
laboratory.
 Do not make noise in the Laboratory & do not sit on experiment table.
 Do not crowd around equipment & machines.
 Don’t touch equipments without prior permission from the concerned staff.
 Do not carry out experiments without guidance from the concerned
SAFETY MEASURES
1. Wear shoes in the laboratory.
2. Be cautious of tool slip when loosening or tightening bolts and nuts. Stay away from the area
of swing to avoid getting hurt.
3. Wear gloves when handling gear box and other heavy components.
4. Ensure spring compressor is rightly gripped before tightening it.
5. Hold the gear box tightly before dismantling the gear shafts. Never leave the gear box in
unstable position.
6. Report for any oil spills on the floor before moving around the disassembly and assembly
area.
7. Wear helmets during under-chassis inspection.
8. Be cautious of your finger getting stuck between gears while handling gear box in groups.
9. Students are instructed if any unsafe conditions observed in the lab can be brought to the
notice of lab in-charge or faculty.
10. Fire Extinguishers are provided to prevent any fire accident.

Experiment
Experiment No: 01 Date: ____________
Aim: Writing technical specifications and description of all types of chassis and
transmission components of automobiles, including body and interiors (two wheeler, four
wheeler and heavy vehicle – one each)
For Example:
a. Technical specification of Hero Honda Karizma R (Fig. 1)
FIG. 1 Hero Honda Karizma R
Chassis
Chassis Type Tubular Single Cradle, Diamond Type
Suspension (Front) Telescopic Hydraulic Shock Absorbers
Suspension (Rear) Swing arm with 5 Step adjustable hydraulic shocks
Brakes Front - 276mm Disc / Rear - 130mm Drum
Tyres Front - 2.75 X 18 / Rear - 100/90 X 18
Dimensions
Seat Height 795mm
Wheelbase 1355mm
Ground Clearance 150mm
Weight 150 Kg
Fuel Tank Capacity 15 Litres

b. Technical specification of Swift Old LDi (Fig. 2)
FIG. 2 Swift Old LDi

Dimensions and Weights
Overall Length (mm) 3760
Overall Width (mm) 1690
Overall Height (mm) 1530
Wheel Base (mm) 2390
Ground Clearance (mm) 170
Kerb Weight (kg) 1065
Gross Vehicle Weight (kg) 1490
No of Doors 5
Transmission
Transmission Type Manual
Gears/Speeds 5Gears
Clutch Type Hydraulic
Final Reduction Gear Ratio 3.94
Suspensions
Front Suspension MacPherson strut and coil spring
Rear Suspension Torsion beam and coil spring
Steering
Steering Type Rack & Pinion, Power-assisted
Power Assisted Standard
Minimum Turning Radius (meter) 4.7
Brakes
Front Brakes Ventilated Discs
Rear Brakes Drums
Wheels and Tyres
Wheel Type Steel
Wheel Size 14 inch
Tyres 165/80 R14

Aim: Trouble shooting charts for major parts like clutch, gear box, differential, brakes,
and wheels with tyres, steering system and suspension
Objective: To list and understand regular problems, causes and remedies of various automotive
components viz. clutch, gear-box, wheels with tyres, steering system and suspensions.
Example:
Clutch fails to disengage

Sl .No Problem Cause Remedy
1 Damaged levers/spring fingers Incorrect assembly Renew clutch
pressure plate
2 Cover assembly distorted Cover assembly not bolted Renew clutch

down evenly and pressure plate
sequentially
3 Facing too thick Incorrect driven plate Check parts is correct
to application

Aim: Testing and servicing of electrical components like battery, starting system, ignition
system, central locking system, lighting system, and alternator. Experiments on
microprocessors related to automobiles
(A) Battery Testing:
Objectives: To conduct specific gravity test and open voltage test of the given battery used in
automobile and find the state of charge.
APPARATUS REQUIRED:
1. Battery.
2. Hydrometer.
3. Voltage tester
DESCRIPTION:
The battery is an electrochemical device. It uses chemical to produce electricity. The amount of
electricity it can produce is limited. As the chemical in the battery is depleted, the battery runs
down and is discharged. It can be recharged by supplying it with electric current from the vehicle
alternator or from a battery charger. The depleted chemicals are restored to their original
condition as the battery becomes charged.
The automotive battery supplies electric current to operate the starting motor and ignition system
while starting the engine. It also acts as a voltage stabilizer by supplying current for the lights,
radio and other electrical accessories when the alternator is not handling the load. In addition, the
battery supplies a small amount of current to the volatile memory in the electronic control
module while the ignition key is off. The specific gravity test and the open voltage test are
conducted to find out the state of charge in the battery. Load test is performed to find out the
battery condition.
PROCEDURE:
BATTERY VISUAL INSPECTION:
A cranked cover on a top terminal battery may result from using the wrong wrench to turn the
nut on the cable clamp bolt. Over tightening the hold down clamps may crack the case. Over
tightening the cable bolts in side-terminal batteries may pull the terminal loose. On vent-cap
batteries, remove the vent caps check the electrolyte level. Add water if needed.
CLEANING THE BATTERY:
Top-terminal batteries may corrode around the terminals and clamps. Disconnect the cables
and clean the terminals and clamps with a battery-terminal brush. Brush the battery top with a
solution of baking soda with water. After the foaming stops, flush off the battery and top with
water. To retard corrosion, coat the terminals with anticorrosion compound
TESTING THE BATTERY:

Testing determines if the battery:
1. Is in good condition.
2. Needs recharging.
3. Is defective and should be discharged.

Batteries are tested in two ways: for state of charge and for performance. The state of charge of a
vent-cap battery is determined with the hydrometer. The built in hydrometer or charge indicator
is maintenance-free battery provides this information. An open circuit voltage test can be used.
The battery-load test indicates if the battery is capable of performing its job.
OPEN CIRCUIT VOLTAGE TEST:
1. Open circuit voltage of the battery is measured with the help of an ordinary voltmeter.
2. Connect the terminals of the battery across a voltmeter and find out the voltage supplied
by the battery.
3. The voltmeter reading represents the battery state of charge. If the voltage is below 12.40
volts, charge the battery.
HYDROMETER TEST:
The float hydrometer is used in the same way. It will float in the electrolyte drawn in. marks on
the float stem show the electrolyte specific gravity. This indicates the state of charge. The more
fully charged the battery, the higher float. The relationship among specific gravity and open
circuit voltage are same in all conditions of battery.
1. This test is conducted with the help of hydrometer.
2. Open the vent gap of the battery and immerse the sampler tube of the hydrometer in the
cell electrolyte.
3. Squeeze the rubber bulb and release the same which would cause a sample of the
electrolyte to be drawn inside the glass body.
4. Now the float inside will rise and note down the surface level of the sample drawn in.
5. The value represents the specific gravity of the electrolyte from which the state of charge
of the battery can be known.
6. If the hydrometer test shows less than 0.050 differences between the various cells, charge
the battery and if the value is more than 0.50, replace the battery.
BATTERY MAINTENANCE TIPS:
The life of a battery, apart from its original design and valid use, depends to a large extent on the
attention which is given for its proper maintenance. The battery maintenance includes making a
visual inspection of the battery, cleaning the battery top terminals and cable clamps and testing
and charging the battery.
1. Look for signs of electrolyte leakage, cracks in the case or top, missing vent caps, and
loose or missing hold-down clamps. On a side-terminal battery, check for loose terminals
and leaking electrolyte. Leakage causes white corrosion on the battery fray and
surrounding metal.
2. Remove the vent plugs, taking care that no flame is brought near the vents as the gas
inside is highly inflammable and check for electrolyte level in the battery cell. In case the
electrolyte level in the battery is not sufficient, top up with distilled water.
3. If water topping requires frequently, investigate the reason for this. This may be due to
over- charging which may be avoided by setting the regulator properly.
4. Top terminal batteries may corrode around the terminals and clamps. Disconnect the
cables and clean the terminals and clamps with a battery terminal brush. Brush the battery
top with a solution of baking soda and water. After the foaming stops, flush off the

battery top with water. To retard corrosion, cat the terminal with anti-corrosion
compounds like Vaseline or petroleum jelly. Never use grease.
5. Never let the battery in discharged condition. This will lead to sulphation of the battery
plates and damage the battery.
The following table shows the relation between battery’s state of charge and its specific
gravity
Specific Gravity ( Cold and State of Charge Specific Gravity (Tropical)

Temperate)
1.265 100 % 1.125
1.225 75 % 1.185
1.190 50 % 1.150
1.155 25 % 1.115
1.120 Dead 1.080
The open circuit voltage and battery’s state of charge:

Voltage State of Charge
12.6 – 12.9 Fully charged
12.2 Half charged
Below 11.9 Fully discharged
RESULTS:
Thus the specific gravity test, open voltage test and a load test were conducted and the
state of charge was found for the given battery.
1. The state of charge as found by specific gravity test is ---------------------.

2. The state of charge as found by open voltage test is ------------------------.
3. Battery voltage from load test --------------------.
4. The condition of the battery found from load test --------------------.
Open circuit voltage test:
Sl.No Voltage Condition of battery

Specific gravity test:
Cell no Specific gravity of electrolytes Condition of battery
1.
2.
3.
4.
5.
6.
(B) Alternator and Starter Motor:

Objectives: To test the given alternators and starter motor which are used in automobile.
APPARATUS REQUIRED:
1. Test Bench
2. Voltage Tester
3. Alternator
4. Digital Tachometer
5. Battery
6. Starter Motor
DESCRIPTION:
ALTERNATOR:
The alternator converts mechanical energy from the engine into electrical energy. It is usually
mounted on the side of the engine. The engine crankshaft pulley drives the alternator through a
belt at two or three times the crankshaft speed. A regulator in the alternator prevents the
alternator from producing excessive voltage. Some manufacturers call the alternator a generator
or a.c generator. The alternator restores the charge to the battery and also handles the load of the
ignition, lights, radio and other electrical and electronic equipments while the engine is running.

The speed of the generator at which its output voltage just rises above voltage of the battery
being charged is called cutting- in speed.
TESTS CONDUCTED ON ALTERNATOR:
1. Alternator performance characteristics.

2. Alternator output test.
3. Cut-in and cut-out voltage of alternator.
PROCEDURE:
1. The alternator is mounted on the test bench and the connections are made. Alternator is
connected to battery and to the test bench.
2. The drive to the alternator is given by means of a variable speed electric motor.
3. With proper connections and the alternator is not running the charging indicator in the
test bench remains on. This indicates that the battery is not charging.
4. Start the electric motor and allow the alternator to rotate at slow speed. The alternator
speed is measured by means of a tachometer. When the alternator rotates at low speed,
the output voltage value is zero and the charge indicator lamp remains on.
5. Gradually increase the speed of alternator. With increase in speed, the output voltage
increases. At a particular speed, the voltage reaches a steady value and the charge
indicator lamp goes off. This is the cut-in speed of the alternator. Note down the
alternator speed and voltage. Also note the current value at that condition.
6. To conduct the performance test, the alternator is brought to zero speed. Gradually
increase the alternator speed from zero RPM to the rated speed by varying the motor
speed. For each speed, note down the current and voltage output produced by the
alternator. Plot a graph with speed along X-axis and voltage & current along Y-axis and
check whether it matches with manufacturer’s specification.
7. To find out the cut-off speed of the alternator, the alternator speed is reduced gradually
from the rated speed and at a particular speed, the charge indicator light gets on is known
as the cut-off speed of alternator. Note down the voltage and current at that stage. The
voltage indicates the cut-off voltage of alternator.
8. To conduct the alternator output test, the alternator is made to run at the rated speed and
the load is applied to the alternator. By applying the load and maintaining the alternator
speed constant, check whether it produces the rated current and voltage as specified by
the manufacturer.

STARTER MOTOR:
To start the engine, the crankshaft must turn fast enough for air-fuel mixture to enter the
cylinder. An electric starter or starting motor does the job. It converts electrical energy from the
battery into mechanical energy that rotates the crankshaft. When the driver turns the ignition key
to start, the control circuit causes contacts to close in a starter relay or solenoid switch. High
current then flows from the battery to the starter motor. As the starter motor shaft turns, it turns
the crankshaft fast enough to start the engine.
TESTS CONDUCTED ON STARTER MOTOR:
1. No load test.
2. Current draw test.
PROCEDURE:
NO LOAD TEST:
1. Starter motor is firmly mounted on the test bench. Better supply is connected to the
starter motor and ammeter and voltmeter are connected across the battery to measure the
current and voltage drawn by motor.
2. Turn on the ignition key and find out the voltage and current drawn by the battery. Also
note down the motor speed. Check whether the reading obtained are as per the
manufacturer’s specification. If not, find out and rectify the fault.
CURRENT DRAW TEST:
1. This test measures the current flow to the starter motor while it cranks the engine.
2. Disable the ignition coil and connect ammeter to the battery cable.
3. Turn ignition key to start and read the current draw and note down it. Check whether it is
according to manufacturer specification. If not, find and rectify the fault

RESULT:
Thus the given alternator and starter motor are tested and the results are tabulated
Full load:
Speed Load voltage
No load:
Speed Load Voltage
Voltage – drop test:
Connections Voltage (v)
Cable 1
Cable 2
Battery + ve terminal
Battery – ve terminal
Ignition switch
Cable 1 ---- battery to switch
Cable 2 ---- battery to starter motor

Cut – off voltage:
Speed Voltage
Cut – in voltage:
Speed Voltage
Cranking voltage:
Sl.No Battery voltage
Current - draw test:
Sl.No Current draw from the battery

(C) Ignition System:

Objectives: To diagnose the fault in the ignition system of engine
APPARATUS REQUIRED:
1. Multimeter
2. Feeler gauge
3. Battery
4. Lamp
5. Screw Driver
6. Spark plug tester and ignition coil tester.
PROCEDURE:
If the engine does not start after cranking, check for fuel in the fuel system and its faults. If the
fuel system is found to be correct, then check the ignition system.
TO CHECK PRIMARY CIRCUIT:
Remove the distributor cap and take out the rotor. See that the contact breaker points are opening
and closing freely. Check the contact breaker gap with a feeler gauge and it should be around
0.35 -0.40 mm. Adjust the gap if necessary.
TO CHECK THE SECONDARY CIRCUIT:
The major defects in the secondary circuit are likely to occur in spark plug distributor cap and
rotor, H.T leads and ignition coil.
1. To spot the fault, remove the H.T lead from one of the spark plug. Place its ends about 10
mm from the engine block. With the ignition on, crank the engine. If the spark jumps
across the gap regularly and with good intensity, then the entire secondary circuit up to
and including the distributor is working alright and any fault could lie in the spark plug.
2. To check if there is any problem in the spark plug, remove one spark plug from engine
and check for any carbon deposit between the electrode gap. If there is any carbon
deposit, clean the plug and adjust the electrode gap before using.
3. If there is no carbon deposits, connect H.T lead from the distributor to this spark plug and
place the plug on the cylinder block. Now crank the engine and notice the spark from
plug. If the plug produces a blue spark of high intensity, the pug is alright and if not,
check the plug for correct electrode gap or fit a new plug and check it. If the spark occurs,
then the fault is with spark plug.
4. When even placing the H.T lead about 5 mm from the cylinder, if a spark of good
intensity is not obtained, then the fault must be either in the distributor or in the coil.

5. Remove the distributor gap and check for corrosion in the rotor tip and condition of
carbon brushes. If there is any fault, change it. If it is alright, then the fault might be with
ignition coil.
6. To check the ignition coil, remove it from the vehicle. Connect the positive and negative
terminals of ignition coil to an ignition coil tester and the H.T lead is connected to the
spark plug. On pressing the cut-off button in the tester, if a blue spark of good intensity
jumps across the spark plug, then the coil is in good condition. If not, replace the coil
with a new one.
OPERATING PROCEDURE:
1. Give connections as detailed in the assembly of parts. Check all the connections are given
properly.
2. Using the knob in D.C controller unit, set the rpm to the idle (800 rpm) by adjusting the
knob and rpm can be measured in the display provided in the timing light.
3. Measure the timing angle (Mark on the disc must match with the pointer on the cabinet)
by adjusting knob provided in the timing light. Press the MODE switch to measure the
dwell angle and note the values in the tabular column. (A sample tabular column is
attached).
4. Increase the rpm with an increment of 100 every time and measure the timing angle and
dwell angle using the step-3.
5. Using the same procedure using the vacuum pump connected, measure the dwell and
timing angle.
Testing at 800, 900, 1000, 1500 RPMs are good speed to test the distributor and always
run the test from slower to higher RPM to get the better results.
CAUTION:
Hold the secondary cable with insulated pliers made up of non conductive material .Do
not metal pliers with insulated handles.
RESULT:
Thus the fault in the ignition system is diagnosed and the engine is started.

Spark plug and contact breaker point test:
Color of spark :
Spark plug gap :
Contact breaker point gap :
(D) Lighting System:
Objectives: To check the wiring of head light, trafficators, electric horn and replacing if not
wired properly and draw the circuit of given model.
APPARATUS REQUIRED:
1. Wire cutter.
2. Wire stripper.
3. Screw driver.
4. Wires.
5. Multimeter.
6. Battery.
7. Automotive electrical component set-up.
PROCEDURE:
1. The insulation part of the wire is stripped using wire stripper.

2. Then insert it into the holes of switches and give connections as shown in the wiring
diagram.
3. Check the fuse in fuse box and replace it if it is not proper.
4. Check the connections to the battery so that there is no short circuit.
5. Tighten the screw of switches and replace it and relays by the screw driver to avoid loose
connections.
6. Switch on the lights and see the brightness, if correct and horn is working, check for
trafficators are working and correct deviation is shown, if not check the wiring or change the
fuse. In case of trafficators check toggle switch and flasher.
7. While checking turn off supply as a safety measure.
8. Check the relays so that more amount of current don’t flow in the cut out is proper.
9. At last check the ignition switch and dim dipper switch control.
RESULT:
Thus the wirings for lighting systems are checked and circuit diagram is drawn.

Aim: Dismantle and assemble of major systems (clutch system, Gear boxes, Propeller
shaft, Differential, Front and Rear axles, brake system, steering system and suspension
system) and identifying remedies (like backlash adjustment, brakes adjustment, bleeding of
brakes) for the possible problems based on trouble shooting charts.
Objectives:
To study and prepare report on the constructional details, working principles and operation of the
major components and also to identify remedies for the possible problems in each component.
Theory:
Diagram, Constructional Details, Working Principle and Operation:
Clutch
Aim: To study and prepare report on the constructional details, working principles and operation
of the following Automobile clutches:
a) Coil Spring Clutch
b) Diaphragm Spring Clutch
c) Multi plate Clutch
Coil Spring Type Single Plate Clutch:

A simplified sketch of a single plate clutch is given in figure. Friction plate is held between the
flywheel and the pressure plate. There are springs (the number may vary, depending upon
design) arranged circumferentially, which provide axial force to keep the clutch in engaged
position. The friction plate is mounted on a hub which is splined from inside and is thus free to
slide over the gear box shaft. Friction facing is attached to the friction plate both sides to provide
two annular friction surfaces for the transmission of power. A pedal is provided to pull the
pressure plate against the spring force whenever it is required to be disengaged. Ordinarily it
remains in engaged position as is shown in figure 3.

FIG.3 Coil spring clutch

When the clutch pedal is pressed, the pressure plate is moved to the right against the force of the
springs. This is achieving by means of a suitable linkage and a thrust bearing. With this
movement of the pressure plate, the friction plate is released and the clutch is disengaged.
In actual practice the construction of the clutch differs. The pressure plate, the springs, the
release levers and the cover form a sub assembly, called the cover assembly which can be
mounted directly to the engine block, of course, placing the clutch plate in between the flywheel
and the pressure plate with the clutch shaft inserted in this arrangement.
Diaphragm Spring Type Single Plate Clutch:

The construction of this type of clutch is similar to that of the single plate type of clutch
described above except that here diaphragm springs (also called Belleville springs) are used
instead if the ordinary coil springs. In the free condition, the diaphragm spring is of conical form
but when assembled, it is constrained to an approximately flat condition because of which it
exerts a load upon the pressure plate.
A diaphragm spring type clutch is shown in fig. where shows the clutch in the engaged position
and in the disengaged position. It is seen from the above figures 4 that the diaphragm spring is
supported on a fulcrum retaining ring so that any section through the spring can be regarded as a
simple lever. The pressure plate E is movable axially, but it is fixed radically with respect to the

cover. This is done by providing a series of equally spaced lugs cast upon the back surface of the
pressure plate. The drive from the engine flywheel is transmitted through the cover, pressure
plate and the friction plate to the gear box input shaft. The clutch is disengaged by pressing the
clutch pedal which actuates the release fingers by means of a release ring. This pivots the spring
about its fulcrum, relieving the spring load on the outside diameter, thereby disconnecting the
drive. In this clutch, three straps of spring steel are placed equilaterally so that their outer ends
are riveted to the cover, while their centers are riveted to the pressure plate. Drive is transmitted
from the cover to the pressure plate via the straps along lines of action through the strap rivet
centers. Spring flexure of the straps permits the axial movement of the pressure plate relative to
the cover. Advantages of the diaphragm spring type clutch This type of clutch has now virtually
superseded the earlier coil spring design in many countries in clutch sizes ranging up to 270 mm,
in diameter, although in case of heavy vehicles, the coil spring type clutches are still being used
because of the difficulty to provide sufficient clamping force by a single diaphragm spring. The
diaphragm spring however, offers certain distinct
FIG.4 Diaphragm clutch

Multi-plate clutch
These clutches are used in heavy commercial vehicles, racing cars and motor cycles for
transmitting high torque. In comparison to single plate type, these switches are smoother and
easier to operate due to their assembly of friction surfaces contact. They may be used where
space is very limited, i.e. in automatic transmission and motor cycles. In the latter cases a multi-
plate clutch of small operator transmits approximately the same torque as a single plate clutch of
twice that diameter.
FIG.5 Multi-plate Clutch System
These are also used in cases where very large torque are to be transmitted i.e. in heavy
commercial vehicles, cars, special purpose military and agricultural vehicles. These clutches
may be dry or wet. When the clutch of this type is operated in a bath of oil, it is called a wet
clutch. But these oil immersed or wet clutches are generally used in conjunction with or as a part
of the automatic transmission. It consists of a number of thin plates connected alternately to
input and output shaft resulting in a very large area of working surface in a comparatively small
space. The increased number of plates provides the increased torque transmitting ability of the
clutch.

Centrifugal Clutch
In this type of clutches the springs are eliminated altogether and only the centrifugal force is
used to apply the required pressure for keeping the clutch in engagement position.
Figure shows a schematic diagram of a centrifugal clutch. As the speed increases, the weight A
fly off, thereby operating the bell crank lever B that presses the plate C. This force is
transmitted to the plate D by means of springs E. The plate D containing friction lining is
thus pressed against the flywheel F thereby engages the clutch. Spring G serves to keep the
clutch disengaged at low speed say 500 rpm. The stop H limits the amount of centrifugal
force.
FIG.5 Centrifugal Clutch

Gear box
of the following Automotive Transmission Systems:
a) Sliding Mesh
b) Constant Mesh
c) Synchromesh – four speed range
Sliding Mesh type Gear Box
FIG.6 Sliding Mesh type Gear Box

This is the simplest type of gear box as shown in figure 6. The power is transferred from the
engine to the clutch shaft and then to the clutch gear which is always in mesh with a gear on the
lay shaft. All the gears on the lay shaft are fixed and as such they are all the time rotating when
the engine is running and the clutch is engaged. Three direct and one reverse speeds are attained
by suitably moving the gear on the main shaft by means of selector mechanism.
Constant Mesh Gear Box

In this type of gear box, all the gears are in constant mesh with the corresponding gears on the
lays haft. The gears on the main shaft which is splined are free. The dog clutches are provided
which slide on the main shaft. The gears on the lay shaft are, however, fixed. When the left dog

clutch is slided to the left by means of the selector mechanism, its teeth of the gear are engaged
with the clutch gear.
FIG. 7 Constant Mesh Gear Box

The same dog clutch, however, when slide to right makes contact with the second gear and
second gear ratio is obtained. Similarly movement of the right dog clutch to the left results in
low gear and towards right in reverse gear.
Synchromesh Gear Box

This type of gear box is similar to the constant mesh type. In this all the gears on the main shaft
are in constant mesh with the corresponding gears on the lay shaft. The gears on the lay shaft are
fixed to it while those on the main shaft are free to rotate on the same shaft. Its working is also
similar to the constant mesh type, but in the former there is one definite improvement over the
latter. This is the provision of synchromesh device which avoids the necessity of double
declutching. The parts which ultimately are required to be engaged are first brought into
frictional contact which equalizes their speed, after which these may be engaged smoothly.
Fig. 8 shows the construction and working of a synchromesh gear box. In most of the cars,
however, the synchromesh devices are not fitted to all the gears. They are only on the high speed
gears but on the low speed and reverse gears, ordinary dog clutches are only provided.

FIG. 8 Synchromesh Gear Box

This is done to reduce the cost. In other words, the gear wheels which are to be positively
connected are first brought into frictional contact and when the friction has equalized their
speeds, the positive connections are made. Synchromesh devices can be applied to the sliding
mesh gear box but they are universally used with constant mesh gear boxes used in different
motor vehicles. The main features of this gear box are:
a) The output gears are free to rotate on bushes on the output shaft. They are internally located
by splined thrust bearings. Single or double helical gears remain in constant mesh with the lay
shaft gears.
b) The output gears are locked to their shaft by the dog clutch
c) Change of the synchronizing hub takes place when its speed equalizes or synchronizes by
theirs cones. In case this gear is not used, it is left to the skill of the driver to bring one or more
gears for meshing. By the skillful use of this clutch and accelerator pedal, he can bring the gears
approximately the same speed. Even for the unskilled driver it is not difficult to affect quite
satisfactory the change of gears. He can do it simply by using the clutch pedal gear lever with
the help of successful commercial gear synchronizers.

Steering System
of the following Automotive Steering Systems:
a) Manual Steering systems e.g. Pitman Arm Steering, Rack & Pinion Steering
b) Power Steering Systems e.g. Rack and Pinion Power Steering System
Purpose of Steering System

The steering system allows the driver to guide the vehicle along the road and turn left or right as
desired. The system includes the steering wheel, which controls the steering gear. It changes the
rotary motion of the wheel into straight line motion. Manual systems were popular but now
power steering has become popular. It is now installed on about 90% of the vehicles being
manufactured.
Types of Steering:
The rack-and-pinion type is shown in figure 9. The steering knuckles are attached to the steering
arms by ball joints. The ball joints at each wheel permit the steering knuckle to swing from side
to side. This movement turns the front wheels left or right so that the car can be steered.
FIG. 9 Rack and Pinion Type Steering System

The re-circulating ball steering gear is shown in figure 10. In these units, the worm gear on the
end of the steering shaft has a special nut, running on it. The nut rides on rows of small re-
circulating balls. The recirculation balls move freely through grooves in the worm and inside the

nut. As the steering shaft is rotated, the balls force the nut to move up and down the worm gear.
A short rack of gear teeth on one side of the nut mesh with the sector gear. Therefore, as the nut
moves up and down the worm, the sector gear turns in on direction or the other for steering. The
re-circulating balls are the only contacts between the worm and the nut. This greatly reduces
friction and the turning effort or force applied by the driver for steering. The balls are called re-
circulating balls because they continuously re-circulate from one end of the ball nut to the other
end through a pair of ball return guides.
FIG. 10 Re-circulating ball Type Steering System
For example, suppose the driver makes a right turn and then the worm gear rotated in a
clockwise direction when viewed from the driver’s seat. This causes the ball nut to move
upward. The ball roll between the worm and the ball nut as the balls reach the upper end of the
nut, they enter the return guide and the roll back to the lower end. There they reenter the groove
between the worm and the ball nut.
Power Steering
Larger amount of torque is required to be applied by the driver for steering of medium and heavy
vehicles. The power steering system provides automatic hydraulic assistance to the turning
effort applied to the manual steering system. The power system is designed to become operative

when the effort at wheel exceeds a predetermined value, say 10N. The system is always so
designed that in the event of the failure of the power system, the driver is able to steer the vehicle
manually although with increased effort. Fig. 11 shows a typical power steering system installed
on a car.
FIG. 11 Hydraulic power steering system

The power steering systems are operated by fluid under pressure. The fluids usually used are oils
of viscosity rating SAE 5 W or SAE 10 W or higher depending upon atmospheric conditions.
The systems operate under fairly high pressures which may be as much as 7 MPa. The principle
of working of all the power steering systems is same. The slight movement of the steering wheel
actuates a valve so that the fluid under pressure from the reservoir enters on the appropriate side
of a cylinder, thereby applying pressure on the side of a piston to operate the steering linkage,
which steers the wheel in the appropriate direction. When the driver applies a force on the
steering wheel to steer, the far end of the torsion bar, being connected to the spool of the rotary
valve and the worm offers resistance. When the force at the wheel exceeds a predetermined
value, the spool turns through a small angle, when the return line is closed and the fluid under
pressure goes to one side of the rack piston and moves it to effect steering in the desired
direction. The torsion bar is meant to give a feel of the steering to the driver. The rotation of the
steering wheel in the opposite direction connects the other side of the steering gear to the
pressure line. In the neutral steer position both sides of the piston (nut) are shut off to the
pressure line and so they are at the same pressure but the return line is open due to which the
fluid goes on circulating through the valve without causing any steering effect.

Brake Systems
Aim: To study and prepare repot on the constructional details, working principles and operation
of Automotive Brake Systems.
a) Hydraulic and Pneumatic Brake Systems
b) Drum Brake System
c) Disc Brake System
Principle
It goes without saying that brakes are one of the most important control components of vehicle.
They are required to stop the vehicle within the smallest possible distance and this is done by
converting the kinetic energy of the vehicle into the heat energy which is dissipated into the
atmosphere.
Braking requirements
1. The brakes must be strong enough to stop the vehicle within a minimum distance in an
emergency. But this should also be consistent with safety. The driver must have proper control
over the vehicle during emergency braking and the vehicle must not skid.
2. The brakes must have good anti-fade characteristics i.e. their effectiveness should not decrease
with constant prolonged application e.g. while descending hills. This requirement demands that
the cooling of the brakes should be very efficient.
Hydraulic brakes
Most of the cars today use hydraulically operated foot brakes on all the four wheels with an
additional hand brake mechanically operated on the rear wheels. An outline of the hydraulic
braking system is shown in figure. The main component in this is the master cylinder which
contains reservoir for the brake fluid. Master cylinder is operated by the brake pedal and is
further connected to the wheel cylinders in each wheel through steel pipe lines, unions and
flexible hoses. In case of Hindustan Ambassador car, on front wheels each brake shoe is
operated by separate wheel cylinder (thus making the brake two shoe leading) whereas in case
of rear wheels there is only one cylinder on each wheel which operates both the shoes (thus

giving one leading and one training shoe brakes.) As the rear wheel cylinders are also operated
mechanically with the hand brake, they are made floating. Further, all the shoes in the
Ambassador car are of the floating anchor type.
FIG.12 Hydraulic brake
The system is so designed that even when the brakes are in the released position, a small pressure
of about 50 kPa is maintained in the pipe lines to ensure that the cups of the wheel cylinder are
kept expanded. This prevents the air from entering the wheel cylinders when the brakes are
released. Besides, this pressure also serves the following purposes.
(i) It keeps the free travel of the pedal minimum by opposing the brake shoe retraction springs.
(ii) During bleeding, it does not allow the fluid pumped into the line to return, thus quickly
purging air from the system.
Drum brakes
In this type of brakes, a brake drum is attached concentric to the axle hub whereas on the axle
casing is mounted a back plate. In case of front axle, the back plate is bolted to the steering
knuckle. The back plate is made of pressed steel sheet and is ribbed to increase rigidity and to
provide support for the expander, anchor and brake shoes. It also protects the drum and shoe
assembly from mud and dust. Moreover, it absorbs the complete torque reaction of the shoes due
to which reason it is sometimes also called torque plate. Two brake shoes are anchored on the

back plate as shown in fig 13. Friction linings are mounted on the brake shoes. One or two
retractor springs are used which serve to keep the brake shoes away from the drum when the
brakes are not applied. The brake shoes are anchored at one end, whereas on the other ends force
F is applied by means of some brake actuating mechanism which forces the brake shoe against
the revolving drum, thereby applying the brakes.
FIG.13 Drum brakes

An adjuster is also provided to compensate for wear of friction lining with use. The relative
braking torque obtained at the shoes for the same force applied at the pedal varies depending
upon whether the expander (cam or toggle lever) is fixed to the back plate or it is floating,
whether the anchor is fixed or floating and whether the shoes are leading or trailing.
Disc brakes
As shown in fig 13. a disc brake consists of a cast iron disc bolted to the wheel hub and a
stationary housing called caliper. The caliper is connected to some stationary part of the vehicle,
like the axle casing or the sub axle and is cast in two parts, each part containing a piston. In
between each piston and disc, there is friction pad held in position by retaining pins, spring plates
etc.

FIG.13 Disc brakes

Passages are drilled in the caliper for the fluid to enter and/or leave housing. These passages are
also connected to another one for bleeding. Each cylinder and contains a rubber sealing ring
between the cylinder and the piston.
When the brakes are applied, hydraulically actuated pistons move the friction pads into contact
with the disc, applying equal and opposite forces on the later. On releasing the brakes, the rubber
sealing rings act as return springs and retract the pistons and the friction pads away from the disc.
For a brake of this type
T = 2µpaR
Where
µ = coefficient of friction
p = fluid pressure
a = cross sectional area of one piston
R = distance of the longitudinal axis of the piston from the wheel axis

Suspension System
Aim: To study and prepare report on the construction details, working principles and operation
of the following automotive suspension systems.
a) Front suspension system
i) Double Wishbone Suspension
ii) Macpherson Strut Front Suspension
b) Rear suspension system
i) Leaf Spring Rear Suspension
ii) Coil Spring Rear Suspension
iii) Macpherson Strut Rear Suspension
Objects of Suspension
1. To prevent the road shocks from being transmitted to the vehicle components
2. To safeguard the occupants from road shocks
3. To preserve the stability of the vehicle in pitching or rolling, while in motion
Leaf Springs
Semi elliptic leaf springs are almost universally use for suspension in light and heavy
commercial vehicles. For cars also, these are widely used for rear suspension.
FIG.14 Leaf Springs
Tapered Leaf Springs

English Steel Corporation Ltd. Of England has produced ‘Taperlite’ springs which have the
following advantages over the conventional leaf springs due to which these are becoming
increasingly popular compared to constant section conventional leaf springs.

1. Light weight – nearly 60% of the corresponding conventional spring

2. There is no interleaf friction in case of single taper leaf spring. Even in case of heavy
vehicles where more leaves may be required, the number of such leaves is still less than in case
of conventional springs. Further, these rub against each other only at the ends. Due to these
reasons even in multi taper leaf springs relatively less inter leaf friction will be present.
3. Absence of squeaking
4. The stresses are lower and more uniform compared to the conventional springs, thus giving
longer life.
5. They occupy less space.
6. In case of single taper leaf spring, there is no collection of moisture between the leaves and
hence no fretting fatigue.
Coil Springs
The coil springs are used mainly with independent suspension, though they have also been used
in the conventional rigid axle suspension as they can be well accommodated in restricted spaces.
The energy stored per unit volume is almost double in the case of coil springs than the leaf
springs. Coil springs do not have noise problems nor do they have static friction causing
harshness of ride as in case of leaf springs. The spring takes the shear as well as bending stresses.
The coil springs, however, cannot take torque reaction and side thrust, for which alternative
arrangements have to be provided. A helper coil spring is also sometimes used to provide
progressive stiffness against increasing load.
FIG.15 Coil Springs

Shock Absorbers
A springing device must be a compromise between flexibility and stiffness. If it is more rigid, it
will not absorb road shocks efficiently and if it is more flexible, it will continue to vibrate even

after the bump has passed. So we must have sufficient damping of the spring to prevent
excessive flexing. The friction between the leaves of a leaf spring provides this damping, but
because of the uncertainly of the lubrication conditions, the amount of friction also varies and
hence the damping characteristics do not remain constant. For this reason, the friction between
the springs is reduced to minimum and additional damping is provided by means of devices
called dampers or shock absorbers. In case of coil springs, the whole of damping is provided by
the shock absorbers. The shock absorbers thus control the excessive spring vibrations. In fact the
name shock absorber is rather misleading since it is the spring and not the shock absorber that
initially absorb the shock. The shock absorber absorbs the energy of shock converted into
vertical movement of the axle by providing damping and dissipating the same into heat. Thus, it
merely serves to control the amplitude and frequency of spring vibrations. It cannot support
weight and has zero resilience. Therefore, ‘damper’ is a better term technically to describe the
shock absorber. The shock absorbers are basically of two types – the friction type and the
hydraulic type. The friction type has almost become obsolete due to its non predictable damping
characteristics. The principle of operation of a hydraulic shock absorber is that when a piston
forces the fluid in a cylinder to pass through some hole a high resistance to the movement of
piston is developed, which provides the damping effect. The hydraulic type has the additional
advantage that the damping is proportional to the square of the speed. So for small vibrations,
the damping is also small, while for larger ones the damping becomes automatically more.
Wishbone type suspension
Figure 16 shows a diagrammatic sketch of wishbone type suspension with coil springs. The use
of coil springs in the front axle suspension of cars is now almost universal. It consists of upper
and the lower wishbone arms pivoted to the frame member. The spring is placed in between the
lower wishbone and the underside of the cross member.
FIG.16 Wishbone type suspension

The vehicle weight is transmitted from the body and the cross member to the coil spring through
which it goes to the lower wishbone member. A shock absorber is placed inside the coil spring
and is attached to the cross member and to lower wishbone member. The wishbone arms are like
the chicken wishbone or letter V in shape because of which the system is so called. Because of
this V shape, the wishbones not only position the wheels and transmit the vehicle load to the
springs but these also resist acceleration, braking and cornering (side) forces. The upper arms
are shorter arms are shorter in length than the lower ones. This helps to keep the wheel track
constant, thereby avoiding the tyre scrub thus minimizing tyre wear. However, small change in
the camber angle does occur with such an arrangement. The wishbone type is the most popular
independent suspension system.
Mac-Pherson Strut type of suspension

In this layout only lower wishbones are used. A strut containing shock absorber and the spring
carries also the stub axle on which the wheel is mounted. The wishbone is hinged to the cross
member and positions the wheel as well as resists accelerating, braking and side forces. This
system is simpler than double wishbone type described above and is also lighter, keeping the un-
sprung weight lower. Further, the camber also does not change when the wheel moves up and
down.
FIG.17 Mac-Pherson type suspension

This type of suspension gives the maximum room in the engine compartment and is therefore
commonly used on front wheel drive cars. In India this system has been used in Maruti (Suzuki)

800 cars. This type of suspension with anti roll bar as employed in Volkswagen Jetta and Passat
cars. This is claimed to provide increased road safety, improve ride comfort and light and self
stabilizing steering which means that car continues along its chosen line of travel when the
brakes are applied even though the road surface may vary.
Rear Wheel Independent Suspension

Though the rear wheels are not to be steered, yet there is a considerable difficulty in the rear
wheel springing if the power has to be transmitted to the rear wheels. But even the rear wheel
independent springing is coming into prominence because of its distinct advantages over the
rigid axle type.
FIG.18 Independent Suspension

Fig.18 shows one method of rear wheel independent suspension. Universal couplings A and B
keep the wheel vertical, while the sliding coupling C is required to maintain the wheel track
constant, thereby avoiding scrubbing of the tyres. This method has been used in the de Dion type
of axle.

Drive lines and differential

of the following automotive drive lines and differential.
a) Rear wheel drive lines
b) Front wheel drive lines
c) Differentials, drive axles and four wheel drive lines
Propeller Shaft (Drive Shaft/Cardan Shaft):

It 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. To allow for variations in the alignment and distance
between the driving and driven components, drive shafts frequently incorporate one or more
universal joints, jaw couplings, or rag joints, and sometimes a splined joint or prismatic joint.
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.
FIG.19 Propeller shaft

(1) Universal joints; (2) Sleeves; (3) Sliding shaft; (4) Main Bearing; (5) The flanges
The propeller shaft transfers engine torque to the rear axle through one or more universal joints,
sleeve (2) and sliding shaft (3): The splines on the ends at the propeller shaft fit perfectly into the
splines in the sleeve. This allows a length variation between the driving and the driven unit to
vary slightly without damaging the output and input bearings. Main bearing (4): The main

bearing support and guide the propeller shaft. Flange (5): The flanges connect the propeller shaft
to the gearbox.
Differential:
When the car is taking a turn, the outer wheels will have to travel greater distance as compared to
the inner wheels in the same time if therefore, the car has a solid rear axle only and no other
device, there will be tendency for the wheels to skid. Hence if the wheel skidding is to be
avoided, some mechanism must be incorporated in the rear axle, which should reduce the speed
of the inner wheels and increase the speed of the outer wheels when taking turns; it should at the
same time keep the speeds of all the wheels same when going straight ahead. Such a device
which serves the above function is called a differential.
In case of the non-driving wheels, however, the difference in speeds of the inner and the outer
wheels poses no problem since such wheels are independent of each other and as such they can
adjust their speeds according to the requirements.
FIG.20 Differential
FIG.20a When the vehicle is going straight FIG.20b When the vehicle is taking a turn

To understand the principle on which differential works, consider fig. To the crown wheel of
the final drive is attached a cage, which carries a cross pin (in case two planet pinions are
employed) or a spider (in case four planet pinions are used in the differential). Two sun gears
mesh with the two or four planet pinions. Axle half shafts are splined to each of these sun gears.
The crown wheel is free to rotate on the half shaft as shown. When the vehicle is going straight
the cage and the inner gears rotate as a single unit and the two half shafts revolve at the same
speed. In this situation, there is no relative movement among the various differential gears.
To understand what happens when the vehicle is taking a turn, assume that the cage is stationary.
Then turn one sun gear will cause the other to rotate in the opposite direction. That means that if
left sun gear rotates, n times in a particular time, the right sun gear will also rotate n times in the
same period but of course in the opposite direction. This rotation is super imposed on the normal
wheel speed when the vehicle is taking a turn. Thus, for example, consider a vehicle with wheel
speed N r.p.m. going straight, when it takes a turn toward right. At this time, there will be a
resistance to the motion of the right wheel and as a result of differential action if the right wheel
rotates back at n rpm then the left wheel will rotate forward at n rpm. This will give the resultant
speed of the left wheel as (N + n) and that of the right wheel as (N-n) rpm.
The torque from the final drive is also divided between the two half shafts. As the planet pinions
are free to rotate on the cross pin or the spider arm they cannot apply different torque to the teeth
on one side from the one on the other side. Therefore, they act as a balance and divide the torque
equally between the two wheels on the axle, even when their speeds are different.
Front and Rear Axle

of the automotive Front and Rear Axle systems.
An axle is a central shaft for a rotating wheel or gear. On wheeled vehicles, the axle may be
fixed to the wheels, rotating with them, or fixed to its surroundings, with the wheels rotating
around the axle. In the former case, bearings or bushings are provided at the mounting points
where the axle is supported. In the latter case, a bearing or bushing sits inside the hole in the
wheel to allow the wheel or gear to rotate around the axle.

Drive / live axles

Axles are an integral component of a wheeled vehicle. In a live-axle suspension system, the axles
serve to transmit driving torque to the wheel, as well as to maintain the position of the wheels
relative to each other and to the vehicle body. The axles in this system must also bear the weight
of the vehicle plus any cargo.
FIG.21 Live axles

Dead / lazy axles
A non-driving axle, such as the front beam axle in Heavy duty trucks and some 2 wheel drive
light trucks and vans, will have no shaft. It serves only as a suspension and steering component.
Conversely, many front wheel drive cars have a solid rear beam axle.
FIG.22 Dead axles
Semi-floating rear axle

The semi floating axle used on most passenger cars and light trucks has its differential case
independently supported. The differential carrier relieves the axle shafts from the weight of the
differential assembly and the stresses caused by its operation. For this reason the inner ends of

the axle shafts are said to be floating. The wheels are keyed to outer ends of axle shafts and the
outer bearings are between the shafts and the housing. The axle shafts therefore must take the
stresses caused by turning, skidding, or wobbling of the wheels. The axle shaft is a semi floating
live axle that can be removed after the wheel has been pulled off.
FIG.23 Semi-floating rear axle
Full-floating rear axle

Most heavy trucks have a full floating axle. These axle shafts may be removed and replaced
without removing the wheels or disturbing the differential. Each wheel is carried on the end of
the axle tube on two ball bearings or roller bearings, and the axle shafts are not rigidly connected
to the wheels. The wheels are driven through a clutch arrangement or flange on the ends of the
axle shaft that is bolted to the outside of the wheel hub. The bolted connection between the axle
and wheel does not make this assembly a true full floating axle, but nevertheless, it is called a
floating axle. A true full floating axle transmits only turning effort, or torque.
FIG.24 Full-floating rear axle

Three-quarter floating rear axle

The axle shafts in a three-quarter floating axle may be removed with the wheels, keyed to the
tapered outer ends of the shafts. The inner ends of the shaft are carried as in a semi floating axle.
The axle housing, instead of the shafts, carries the weight of the vehicle because the wheels are
supported by bearings on the outer ends of the housing. However, axle shafts must take the
stresses caused by the turning, skidding, and wobbling of the wheels. Three-quarter floating
axles are used in some trucks, but in very few passenger cars.
FIG.25 Full-floating rear axle

Aim: Draw sketch of seating arrangements, seats for commercial vehicle and study the
comfort levels provided for driver and passengers.
For Example: Fig. 25 shows the seating arrangements of Starbus 40 bus
FIG. 25 Vehicle body with seating arrangements (Starbus 40)

For Example: Fig. 26 illustrate the seat for passengers
FIG. 26 Seat for passengers

Aim: Draw sketches of different mechanisms of door, seat adjustments mechanisms.

For Example: Fig. 27 shows the general seat adjustments mechanism in car
FIG. 27 Seat adjustments mechanism
For Example: Fig. 28 shows the general door latching mechanism in car
FIG. 28 Door latching mechanism
Signature of Staff Incharge with date:

References:
1) Automobile Engineering Volume I & II – Dr Kirpal Singh, Standard Publishers Distributors
Delhi, 2011.
2) Automobile Mechanics – N.K. Giri, Khanna publications, 2011.

Dayananda Sagar College of Engineering

Automobile Engineering Department
Bengaluru-560078
AUTOMOBILE CHASSIS & TRANSMISSION LAB (AUL67)
PROBABLE/SUGGESTED QUESTION BANK
Clutch
1. What is the functioning of a clutch? Discuss various factors affecting the torque transmissions
in a clutch
2. Explain the working of multi plate dry clutch
3. What are the essential properties required for a clutch facing materials
4. Explain in detail various causes of clutch troubles. How can these be remedied?
5. Compare the hydraulic and mechanical methods of operating clutches
6. Where and why we use multi plate clutches
7. Discuss the constructional features of a clutch plate
8. Describe semi and fully centrifugal clutches
9. With the help of a suitable diagram, describe the constructional features of a diaphragm type
spring clutch
10. Derive mathematical expressions for the torque transmitted in a multi plate clutch with n no.
of plates
11. Compare dry and wet type of friction clutches.
12. Why are the clutch friction plates perforated?
13. What is the need of a clutch in an automobile?
14. Why do we have springs in clutch friction plates
15. What are the functions of a damper springs in a clutch driving disc
Gear box
1. Why gear box is used in a vehicle
2. What is a synchromesh device?
3. Explain clearly the necessity of a transmission in a vehicle
4. Discuss the advantages of a constant mesh gear box over the sliding mesh type gear box
5. Describe the working of a synchromesh gear box with the help of a neat sketch

6. What is transfer box ? Where it is used ?

7. What are the merits and demerits of synchromesh gear box compared to a sliding mesh on
constant mesh type?
8. Explain the common troubles encountered in gear boxes and suggest suitable remedies
9. What is a synchronizer
10. Why is synchromesh device usually not employed for the reverse gear
11. What may be the possible reason when the gear slips out of engagement
12. What should be the cause when the vehicle is running with excessive noise in the gear box
Steering System
1 State the requirements of a steering system
2 What is the material used for front axle ? How it is manufactured?
3 What is stub axle?
4 What is the function of a king pin?
5 What is steering axis?
6 What is wheel alignment? Describe
7 Define Camber, SAI and Castor.
8 What is slip angle? Define
9 Define under steer and over steer.
10 What is the function of balls in recirculating ball type steering gear?
11 State the advantages of a rack and pinion type steering gear
12 What is power steering
13 Define cornering force and cornering power
14 Define the term ‘Toe in & ‘Toe out’
15 Define the term ‘camber’ & castor
16 State various factors of wheel alignment
17 Discuss the steering linkage for a vehicle with independent suspension
18 What are the effects of camber castor, toe out and steering axis inclination on the steering
characteristics of a vehicle
19 Explain the necessity of power steering in automobiles
20 Discuss various types of steering gears with simple sketch and discuss advantages of rack
and pinion type steering gear over other gears.

Brake Systems
1 What is the principle of automotive brake
2 What do the brakes do to the energy as they stop a moving car
3 What are the primary and secondary brakes
4 Why brakes with more than 80% efficiency are not used in automobiles
5 What is fading of brakes
6 On what factors does the force of adhesion between the road wheels and the road depends
7 How does skidding takes place
8 What is leading shoe
9 What is the difference between power assisted and power operated brakes
10 What is the advantage of a two shoe trailing brake
11 Name important components of a disc brake
12 What is the advantage of a swinging caliper type disc brake
13 Name important components of a drum brake
14 What is a split hydraulic brake system
15 What is the function of a metering valve in the braking system
16 What are the main constituents of a braking fluid
17 What are the advantages of hydraulic brakes over mechanical brakes
18 What is the purpose of brake shoe adjuster
19 Explain clearly requirements of automobile brake
20 What is tandem master cylinder. Define.
21 Describe the principles of various techniques employed to prevent skidding
22 Draw a neat sketch showing the linkage to operate brake master cylinder
23 What are the advantages of using split brake system
24 What are the essential characteristics required of a good braking fluid.
Suspension System
1 What are the objectives of a vehicle suspension
2 What do you understand by pitching and rolling of a vehicle
3 What is a function of a spring in automobile suspension’
4 What is up-sprung weight?
5 How does a side thrust countered in a vehicle

6 What is a function of a shackle with a leaf spring

7 Explain the function of a leaf spring and show how it is mounted on rear and front
8 What are the advantages of an independent suspension system over a rigid axle suspension?
9 What are the advantages of Mac Pherson strut suspension?
10 What is a function of a shock absorber
11 What are helper springs?
12 How is the fatigue strength of a leaf springs increased?
13 What is the effect of moisture on the leaf springs?
14 Describe the advantages of tapered leaf springs
15 Which type of independent suspension used in M-800 car
16 What is wishbone type suspension?
17 What forces are supported by a leaf springs
18 State the advantages and disadvantages of a torsion bar
19 What is torsion bar?
20 State the advantages and disadvantages of a coil springs.
Drive lines and differential
1 What are the main components of an automobile? Describe all of them briefly.
2 What advantages are there in case of front wheel drive?
3 What is transfer box?
4 State various considerations on the basis of which automobiles are classified?
5 What is the main advantage of for wheel drive vehicle?
6 What is the function of hook’s joint?
7 How is the length of Propeller shaft varied automatically?
8 Define the whirling of the shafts?
9 What is the need for constant velocity universal joint when the cheaper Hook’s joint is
available?
10 What is the material used for Propeller shaft?
11 How is the drive from propeller shaft turned at right angles.
12 Explain the functioning of differential.
13 Explain the function of a universal joint.
14 How many universal joints are used with a torque tube drive and a hotch kiss drive and why?


CONTINUAL EVALUATION FORMAT
(Academic Year)
Semester /Section : Batch :

S USN student Name Expt. No: 1 Expt. No:2 Expt. No:3 Expt. No:4
No Date: Date: Date: Date:
. Viva Record Total viva Record Total Viva Record Total Viva Record Total
(05) (10) (15) (05) (10) (15) (05) (10) (15) (05) (10) (15)
Faculty Signature With

Date
Name of the Faculty Incharge (1)
(2)
(3)
Note:
(1) Viva questions to be asked w.r.t the current experiment of the particular week.
(2) The above same page format is used for next set of experiments i.e. 5, 6,….expts.
(3) Separate sheets must be used for different batches.


FINAL IA MARKS FORMAT
Year:
Semester /Section : Batch :
Continual Signature of
IA Test Final
Evaluation Student
SN USN Name Of The Student Marks Marks
Marks
(10) (25)
(15)

Automobile Chassis Transmission Lab

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AUTOMOBILE CHASSIS AND TRANSMISSION LAB

Name of the Student :

DAYANANDA SAGAR COLLEGE OF ENGINEERING

AUTOMOBILE CHASSIS AND TRANSMISSION LAB

Name of the Student :

DAYANANDA SAGAR COLLEGE OF ENGINEERING

DAYANANDA SAGAR COLLEGE OF ENGINEERING

VISION OF THE INSTITUTION

 To provide an environment that enhances creativity and Innovation in pursuit of

VISION OF THE DEPARTMENT

PROGRAM OUTCOMES (POs)

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 3

3. Design/development of solutions: Design solutions for complex engineering problems

Program Educational Objectives (PEOs)

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 4

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 5

DAYANANDA SAGAR COLLEGE OF ENGINEERING

Sub. Code: AUL67 CIE Marks: 50

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 6

Unit Course Content Hours COs

1. Draw sketch of seating arrangements, seats for commercial vehicle

2. Draw sketches of different mechanisms of door, seat adjustments

3. Testing and servicing of electrical components like battery, starting CO3,

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 7

DAYANANDA SAGAR COLLEGE OF ENGINEERING

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 8

DAYANANDA SAGAR COLLEGE OF ENGINEERING

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 9

FIG. 1 Hero Honda Karizma R

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 10

b. Technical specification of Swift Old LDi (Fig. 2)

FIG. 2 Swift Old LDi

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 11

Experiment No: 02 Date: ____________

Clutch fails to disengage

2 Cover assembly distorted Cover assembly not bolted Renew clutch

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 12

Experiment No: 03 Date: ____________

TESTING THE BATTERY:

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 13

BATTERY MAINTENANCE TIPS:

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 14

Specific Gravity ( Cold and State of Charge Specific Gravity (Tropical)

The open circuit voltage and battery’s state of charge:

1. The state of charge as found by specific gravity test is ---------------------.

Open circuit voltage test:

Sl.No Voltage Condition of battery

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 15

Specific gravity test:

Cell no Specific gravity of electrolytes Condition of battery

(B) Alternator and Starter Motor:

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 16

TESTS CONDUCTED ON ALTERNATOR:

1. Alternator performance characteristics.

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 17

TESTS CONDUCTED ON STARTER MOTOR:

CURRENT DRAW TEST:

Automobile Engg. Dept., Dayananda Sagar College of Engineering, Bengaluru-78 Page 18

Speed Load voltage

Speed Load Voltage

Voltage – drop test:

Connections Voltage (v)

Cable 1 ---- battery to switch

Cable 2 ---- battery to starter motor