Final Report industrial training

CHAPTER 1 : INTRODUCTION

Industrial Training module is a main component in the learning curriculum for Polytechnic of the Ministry of Higher Education (MOHE). Industrial training is one of the compulsory courses for every polytechnic student under the Ministry of Higher Education (MOHE) Malaysia. Every student bounds bounds to be involved in industrial training for one whole semester in order for him or her to get his or her diploma certificate. 1.1

Preliminary

The industrial training was carried out at a firm or an organization whether the students choose it or it is given to them for one whole semester. The main purpose of the industrial training is to produce graduates who are read y and capable to face their profession academically or non-academically with a high professionalism appearance. Other than that, the industrial training exposes the students about the real situation of the working class citizen. The industrial training also helps in developing social skills in the students. 1.2 1.2.1

Industrial Training Objective Objective

To expose expose the students to the real life working experience and expanding the

knowledge in their specific field. 

Students will further learn about their real life profession. They will also learn what they need to do in order to finish their works. This will prepare the students so that they will easily fit in and fulfil the demands of their profession after they finish their course.

1.2.2

To make use of of the theory and learned in the polytechnic. polytechnic. 

Students are only exposed to the basic theory and needed in the fields of their own. These theory and were mainly according to the books. With the industrial training in place, students will experience real life situation

MUHAMMAD ARHAM ROSLI

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in the field. This will make the students use their knowledge in order to get their works done. 1.2.3

To produce trustworthy workers workers with with high high responsibility and able able to cooperate

with other staffs. 

All tasks given by the supervisor must be completed with a sense of trustworthy and full responsibility. This attitude very important to ensure all business entrusted to students were carried out flawlessly. Also, it trains the students to be honest not only to themselves but others as well.

student’s confidence at end of the training. tr aining. 1.2.4. Enhance student’s 

When the industrial training students are exposed to a variety of problems and had to face it. With the experience learned through industrial training, the students will be more confidence both in learning and working. High spirit and skills to overcome the problems faced certainly create a strong confidence in the students.

superior officers. 1.2.5. Learn to interact with superior 

In this training, students get the opportunity to interact with upper management such as engineer, director and consultant and others. With this opportunity, student will be able to associate and discuss wit h them in a closer way. This opportunity will not come without the implication of industrial training. This opportunity should be used well by the students to learn more.

1.2.6

Increase the interest and curiosity. 

There will be many new things that students will face during the period of the industrial training. These events will enhance the curiosity in the students. Other than that, the real life exposure given to the students will also increase the interest of the students towards their fields of studies.


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1.3

Report Objectives 1.3.1

The objectives of the report enable the students:



To provide a work document effectively.

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To produce students that are responsible for their work by providing enough evidential documents that related to work.



To expose the students on how to provide a proper document.

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To build self-confidence in the student while providing the document.



To complete the prerequisite for the student to pass industrial training Polytechnic KPTM.

1.4

Importance of Industrial Training

1.4.1

Industrial training are important to the students in many aspects. This is because this module was created to give benefit to students, especially students who take up studies in polytechnic KPTM. Among the importance is: 

To produce employees that are fully disciplined after they have graduated from the polytechnic KPTM. This can be seen through the students who take part in the industrial training, they are not only bound to the rules set by the polytechnic but also rules fixed by the organization that students take their industrial training at.



To produce employees that are skillful and ready to work when they take their first step to the working world. This is because by involving in certain industrial training at the organization given to them, student will be more skillful in carrying out a job after they were explained on how to do the job by a more experienced coworker.



Student who went through industrial training will be more mature in conducting the works given to them.

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Students will also be more knowledgeable and understanding about matters related to their field of study.


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CHAPTER 2 : COMPANY BACKGROUND

2.1

Introduction of Firm

Organization names

:

KZ MotorService

Business Address

:

KZ Motor Service No. 52, Jalan PJU 1A/11, Taman Perindustrian Jaya 46050 Petaling Jaya Selangor Darul Ehsan

Telephone No

:

603-78454025

Fax No

:

603-78474119


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2.2

Company Background

KZ MotorService is a workshop established way back in 20 Mac 2001 and was opened officially in 11 july 2001. The workshop is located in Ara Damansara and opened more than 10 years and still open for business as commitment to customers is a top priority of this company. This workshop is one of the company capable of handling repair and sale of such vehicles, Land Rover, BMW, Mercedes-Benz and many more. Apart from repair and sale the continental cars, KZ MotorService also repair and maintainance of national vehicles such as Proton and Perodua. Futhermore, this workshop have experience staff that come from various big company and not forgetting the owner of KZ MotorService Khidzir Zakaria who has over 30 years experience in automotive field. In a nutshell, KZ MotorService is a well known workshop of doing repair and maintanance for continental cars,

2.3 Equipment & Facilities

Among the facilities provided by KZ MotorService is surau with air -conditioner, rest room for staff and customers, store for spare spar e parts, toilets and many more.

surau


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KZ motor service have various equipment and tools such as two post hoist ramps, full set of wrench, engine titler, padded garage creeper, car jacks, complete set of wrench and special tools, compressed machine and many more.


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2.4 Type of car

KZ Motor Service is a workshop which specializes in r epair and maintain for Land Rover and BMW. This workshop also capable maintaining and repair other continental cars and national cars.

The following picture shows of usual vehicle repaired at KZ MotorService:

Second Generation (1994 –2002) Range Rover (P38A)


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Third generation (2002 –2012) Range Rover (L322)

Range Rover "Classic"


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BMW 325 1987 E30

BMW 635 CSi


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CHAPTER 3 : WEEKLY SUMMARY

In undergoing industrial training, students are disclosed with a whole lot of new things. Apart from practicing what we had learnt in polytechnic, students also get the chance to experience it themselves by doing the assignments given to them according to their respective course. By doing so, students are able to further incr ease their confidence upon entering the working world. On the other hand, student had to obey every ever y rule of the firm and need to on time. This could educate the students to be more disciplined and make the students to be familiar with working hours when they go for work later. 3.1

Following is the summary of all the activity carried out during training period

weekly: Week 1 (17th June – June – 23 23rd June 2013)

1. Reporting in for industrial training, KZ Motor Service at 9.00 am. 2. Meet & greet with Encik Mohd Khidzir, who is the owner of the KZ Motor Service 3. He explains about KZ Motor Service and explain on some of the vehicle that the workshop repaired. 4. Introduced to all of the KZ Motor Service Staff 5. I was requested to see the clerk, Encik Sinni. He explains on the rules that need to be obeyed in the workshop including the dress code. 6. Identify the place of tools, spare parts, office, offic e, and surau 7. Assigned to the first task which is to t o follow & help Encik Azman Idris on the vehicle that he were repairing. 8. I were requested to do minor service on the BMW 3 Series E30 with Encik Azman Idris as guidance.


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th

th

June – 29 29 Week 2 (24 June –

June 2013)

1. Analyse the problem problem on the steering rack & replace it with the new one 2. Replacing the radiator of the vehicle 3. Try to co-op with the environment and how how the staff work 4. Watching En Ramzan changing changing the timing belt 5. Replacing the fuel pump with En Azman Idris as guidance 6. Help En Sani to do do the bleeding brakes on the Range Rover Vogue 4.6 7. Replacing oil sump engine gasket with En Khidzir as guidance Week 3 (1st July – July – 6 6th July 2013)

1. Replacing the thermostat with En Lan Lan as guidance 2. Replace starter motor 3. Service the the brake pads on on BMW E30 4. Replace brake disc & brake pads 5. Changing the power window motor 6. Adjusting the timing of the vehicle with En Azman Idris th

July – 14 14 Week 4 (8 July –

th

July 2013)

1. Adjust a carburettor & idling timing with En Zahfri 2. Replace a tie rod ends 3. Watching En Sani replace a water pump 4. Replace a starter motor 5. Adjust handbrake cable 6. Major service


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th

July – 21 21 Week 5 (15 July –

st

July 2013)

1. Replace a brake disc 2. Replace a brake light switch 3. Replace a Mass Air Flow Sensor with En Zahfri as guidance 4. Watching En Azman replace a power steering pump 5.

Change a steering box with En Azman

6. Major service Week 6 (22nd July – July – 28 28th July 2013)

1. Change a drive shaft with En Khidzir as guidance 2. Replace a headlight 3. Change oil pan gasket 4. Watching En Sani replace a wheel cylinder & brake hose 5. Adjust handbrake cable Week 7 (29th July – July – 4 4th August 2013)

1. Watching En Zahfri change a hydraulic tappets 2. Replace a head gasket with En Zahfri as guidance 3. Replace a thermostat on Perodua Kancil 4. Replace a brake disc 5. Replace a radiator 6. Change a drive shaft with En Boy Week 8 (5th August – August – 11 11st August 2013)

1. Replace a Mass Air Flow Sensor 2. Changing Engine oil

Holiday from 7 th of August to 18 th August 2013


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th

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August – 25 25 Week 10 (19 August –

August 2013)

1. Change automatic transmission fluid 2. Replace a rear differential with En Zahfri 3. Watching En Azman replace a power steering hose 4. Major service 5. Replace oil pan gasket 6. Replace brake pads Week 11 (26th August – August – 1 1st

September 2013)

1. Replace a radiator 2. Replace tie rod ends 3. Changing engine oil 4. Change a timing belt with En Sani 5. Replace shock absorber Week 12 (2nd September – September – 8 8th September 2013)

1. Change automatic transmission fluid 2. Change engine oil 3. Replace a brake light switch 4. Change a fuel filter 5. Replace a steering rack with En Azman 6. Replace a starter motor Week 13 (9th September – September – 15 15th September 2013)

1. Learn how to jump start a car 2. Replace a transmission pan gasket 3. Change a steering damper 4. Change a steering gear 5. Change automatic transmission fluid 6. Replace a brake pads


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th

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September – 22 22 September 2013) Week 14 (16 September – 1. Change an engine oil 2. Replace shock absorber with En Azman Idris 3. Change a car’s drive shaft with En Zahfri 4. Replace a rear differential 5. Replace a fuel filter th

th

September – 29 29 September 2013) Week 15 (23 September – 1. Replace a headlight 2. Watching En Azman replace a power steering pump 3. Replace power steering hose 4. Replace oil pan gasket 5. Major Service 6. Change an automatic transmission fluid

th

th

September – 6 6 October 2013) Week 16 (30 September – 1. Change an automatic transmission fluid 2. Housekeeping 3. Major service 4. Changing engine oil 5. Replace MAF Week 17 (7th October – October – 13 13th October 2013)

1. Major Service 2. Replace brake pads 3. Replace engine oil 4. Replace Shock absorber 5. Housekeeping


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th

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October – 20 20 October 2013) Week 18 (14 October – 1. Housekeeping 2. Replace oil pan gasket 3. Replace automatic fluid pan gasket 4. Major service 5. Replace automatic fluid th

th

October – 27 27 October 2013) Week 19 (21 October – 1. Housekeeping 2. Replace brake pads 3. Change drive shaft 4. Change steering box 5. Change power steering hose th

st

October – 1 1 November 2013) Week 20 (27 October – 1. House keeping 2. Change steering rack 3. Major service 4. Change engine oil & oil filter 5. Replace oil pan gasket


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CHAPTER 4 : TECHNICAL REPORT Transmission 4.1

Introduction

A machine consists of a power source and a power transmiss ion system, which provides controlled application of the power. Merriam-Webster defines transmission as an assembly of parts including the speed-changing gears and the propeller shaft by which the power is transmitted from an engine to a live axle. Often transmission refers refe rs simply to the gearbox that uses gears and gear trains to provide speed and torque conversions from a rotating power source to another device. The most common use is in motor vehicles, where the transmission adapts the output of the internal combustion engine to the drive wheels. Such engines need to operate at a relatively high rotational speed, which is inappropriate for starting, stopping, and slower travel. The transmission reduces the higher engine speed to the slower wheel speed, increasing torque in the process. Transmissions are also used on pedal bicycles, fixed machines, and anywhere rotational speed and torque must be adapted. Often, a transmission has multiple gear ratios (or simply "gears"), with the ability to switch between them as speed varies. This switching may be done manually (by the operator), or automatically. Directional (forward and reverse) control may also be provided. Single-ratio transmissions also exist, which simply change the speed and torque (and sometimes direction) of motor output. Early transmissions included the right-angle drives and other gearing in windmills, horse-powered devices, and steam engines, in support of pumping, milling, and and hoisting.


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Most modern gearboxes are used to increase torque while reducing the s peed of a prime mover output shaft (e.g. a motor crankshaft). This means that t he output shaft of a gearbox rotates at a slower sl ower rate than the input shaft, and this reduction in speed produces a mechanical advantage, increasing torque. A gearbox can be set up to do the opposite and provide an increase in shaft speed with a reduction of torque. Some of the simplest gearboxes merely change the physical direction of power transmission. Many typical automobile transmissions include the ability to select one of several different gear ratios. In this case, most of the gear ratios (often simply called "gears") are used us ed to slow down the output speed of the engine and increase torque. However, the highest gears may be "overdrive" types that increase the output speed. The transmission in automobile is a device that is connected to the back of the engine and sends the power from the engine to the drive wheels . An automobile engine runs at its best at a certain RPM range and it is the transmission's job to make sure that the power is delivered to the wheels while keeping the engine within that range. It does this through through various gear combinations 4.1.1 The Functions of transmissions: 

To multiply engine torque according to road r oad condition and load.

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To enable the vehicle to be reversed.

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To provide a ready means of disconnecting the engine power from the transmission system


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4.1.2



Rear wheel drive layout

The transmission usually mounted to the back of the engine and is located under the hump in the centre of the floorboard floorboard alongside the gas pedal pedal position. A drive shaft connects the rear of the transmission to the final drive which is located in the rear axle and a nd is used to send power to the rear wheels

4.1.3



Front wheel drive layout

the transmission is usually combined with the final drive to form what is called a transaxle. The engine on a front wheel drive car is usually mounted sideways in the car with the transaxle tucked t ucked under it on the side of the engine facing the rear of the car. Front axles are connected directly to the transaxle and provide provide power to the front wheels.


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A floor-mounted gear stick in a modern passenger car with a manual transmission

4.2

Manual Transmission

A manual transmission, also known as a manual gearbox, stick shift, or standard transmission is a type of transmission used in motor vehicle applications. It uses a driver-operated clutch en gaged and disengaged by a foot pedal (automobile) or hand lever (motorcycle), for regulating torque transfer from the engine to the transmission; and a gear stick operated by foot (motorcycle) or by hand (automobile). Manual transmissions often feature a driver-operated driver-operat ed clutch and a movable gear stick. Most automobile manual transmissions allow the driver to select any forward gear ratio ("gear") at any time, but some, s uch as those commonly mounted on motorcycles motorcycles and some types of racing cars, only allow the driver to select the next-higher or next-lower gear. This type of transmission is sometimes called a sequential manual transmission. The way a manual transmission works is that the flywheel is attached to the engine, the clutch disk is in between the pressure plate and the flywheel. When running, the clutch disk is spinning with the flywheel and when pressure is applied to the clutch pedal the throw out bearing is pushed in and it makes the pressure plate stop applying pressure to the clutch disk and making it stop receiving power from the engine so the gear can be shifted without any problems and when pressure stops being applied applied to the clutch pedal clutch pedal the clutch disk is allowed to start receiving power from the engine.


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The Anatomy of transmissions

Manual transmissions are characterized by gear ratios that are selectable by locking selected gear pairs to the output shaft inside the transmission. Conversely, most automatic transmissions feature epicyclic (planetary) (planeta ry) gearing controlled by brake bands and/or clutch packs to select gear ratio. Automatic transmissions that allow the driver to manually select the current gear are called Manumatics. A manual-style transmission operated by computer is often called an automated transmission rather than an automatic. Contemporary automobile manual transmissions typically use four to six forward gears and one reverse gear, although automobile manual transmissions have been built with as few as two and as many as eight gears. Transmission for heavy trucks and other heavy equipment usually have at least 9 gears so the transmission can offer both a wide range of gears and close gear ratios to t o keep the engine running in the power band. Some heavy vehicle transmissions have dozens of gears, but many are duplicates, introduced as an accident of combining gear sets, or introduced to si mplify shifting. Some manuals are referred to by the number of forward gears the y offer (e.g., 5-speed) as a way wa y of distinguishing between automatic or other available manual transmissions. Similarly, a 5-speed automatic transmission is referred to as a "5-speed automatic."


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4.2.1 Manual Transmission Components

Flywheel and Pressure Plate

The flywheel is attached to the crankshaft, which is in turn attached to the engine. It is connected to the clutch with a pressure plate, which pushes it firmly against the clutch to ensure that the energy generated by the engine is t ransferred to the clutch and subsequently to the transmission. Clutch

The clutch is the actual connection between the engine and transmission. When it is engaged, it turns the gears attached to the transmission. tr ansmission. However, its key feature is that it can be disengaged. When the driver presses the clutch peddle, the clutch moves, disconnecting the engine from the transmission. This allows the driver to shift gears. Otherwise, he would be shifting against a moving flywheel, which would damage them.


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Gears

Most transmissions have six gears of differing ratios, rat ios, five of which go forward and one that goes in reverse. The higher the ratio, the more power is being transferred to the wheels. The gear ratios are how the engine's power is r educed. If a gear has twice as many teeth as the driving gear, then it is going to need to spin twice for every one time the driving gear spins. By changing gears (using the shifting knob), the driver can direct the amount of power he needs to his engine depending on the conditions. The gears are identified by numbers on the gearshift inside the vehicle. The lower gears (starting with 1) are for driving slow speeds, while higher gears (such as 5) are for faster speeds. Dog Clutch

Among many different types of clutches, a dog clutch provides non-slip coupling of two rotating members. It is not at all suited to intentional slipping, in contrast with the footoperated friction clutch of a manual-transmission car. The gear selector does not engage or disengage the actual gear teeth which are


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permanently meshed. Rather, the action of the gear selector is to lock one of the freely spinning gears to the shaft that runs through its hub. The shaft then spins together with that gear. The output shaft's speed relative to the countershaft is determined by the ratio of the two gears: the one permanently attached to t he countershaft, and that gear's mate which is now locked to the output shaft. Locking the output shaft with a gear is achieved by means of a dog clutch selector. The dog clutch is a sliding selector mechanism which is splined to the output shaft, meaning that its hub has teeth that fit into slots (splines) on the shaft, forcing that shaft to rotate with it. However, the splines allow the selector to move back and forth on the shaft, which happens when it is pushed by a selector fork that is linked to the gear lever. The fork does not rotate, so it is attached to a collar bearing on the selector. The selector is typically symmetric: it slides between two gears and has a synchromesh and teeth on each side in order to lock either gear to the shaft.

Dog Clutch


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4.2.2 Power Flow Flow in manual transmissions transmissions Neutral Position 

In the neutral position the engine and engaged clutch drive the input shaft to rotate the counter gear assembly. The synchronizer assemblies do not lock any gears to the output shaft in neutral. The output shaft gears gears rotate without transmitting torque. The transmission output output shaft and vehicle drive shaft remain stationary.

3-Speed Gear Box

5-Speed Gear Box


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First Gear Position 

To engage first gear, the first and second shift rail and shift fork move the firs t and reverse synchronizer sleeve toward the rear . Clock wise rotation of the input shaft and gear drives the counter gear assembly ass embly counter clock wise.



The counter clock-wise rotation of the small first gear drives the large first speed gear clockwise. First speed gear drives the first and and reverse synchronizer, output shaft, and drives shaft clockwise.

3-Speed Gear Box

5-Speed Gear Box


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Power Flow in 2nd Gear Position 



The engaged clutch and input shaft continue continue to rotate clockwise. The first and third synchronizer sleeve is moved backward by the shift rail and shift fork to lock second speed gear to the output shaft. The input shaft drives drives the counter gear assembly, including second gear, gear, counterclockwise. Second gear drives second speed gear, the first and second synchronizer assembly, the output shaft, and drive shaft clockwise.

3-Speed Gear Box

5-Speed Gear Box


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Power Flow in 3rd Gear Position 



The third and fourth shift rail and shift fork move the synchronizer sleeve rearward to lock third speed gear to the output shaft. The clockwise rotating input shaft drives the counter gear and its third gear counterclockwise. Third gear drives third speed gear, the synchronizer assembly, the output shaft, and vehicle drive shaft clockwise.


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Power Flow in fourth Gear Position

4-Speed Gear Box

5-Speed Gear Box

Power Flow in fifth Gear Position


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Power Flow in Reverse Gear Position



The first and reverse synchronizer synchronizer locks reverse gear to the output output shaft. The clockwise rotation of the input shaft drives the counter gear reverse gear counter clockwise. Reverse gear is enmeshed with the with the reverse idler gear, which rotate clockwise. The reverse idler gear gear drives the reverse reverse speed gear, synchronizer assembly, output shaft, and drive shaft counterclockwise. The vehicle backs up because of the counterclockwise rotation of t he transmission output shaft


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Power Flow all gear


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4.2.3

Synchronized Synchroniz ed transmission

Most modern manual-transmission vehicles are fitted with a synchronized gear box. Transmission gears are always in mesh and rotating, but gears on one shaft can freely rotate or be locked to the shaft. The locking mechanism for a gear consists of a collar (or dog collar) on the shaft which is able to slide sideways so that teeth (or ( or dogs) on its inner surface bridge two circular rings with teeth on their outer circumference: one attached to the gear, one to the shaft. When the rings are bridged by the collar, that particular gear is rotationally locked to the shaft and determines the output speed of the transmission. The gearshift lever manipulates the collars using a set of linkages, so arranged so that one collar may be permi tted to lock only one gear at any one time; when "shifting gears", the locking collar from one gear is disengaged before that of another is engaged. One collar often s erves for two gears; sliding in one direction selects one tr ansmission speed, in the other direction selects another. In a synchromesh gearbox, to correctly match the speed of the gear to that of the shaft as the gear is engaged the collar initially applies a force to a cone-


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shaped brass clutch attached to the gear, which brings the speeds to match prior to the collar locking into place. The collar collar is prevented from bridging the locking rings when the speeds are mismatched by synchro rings. The synchro ring rotates slightly due to the frictional torque from the cone clutch. In this position, the dog clutch is prevented from engaging. The brass clutch ring gradually causes parts to spin at the t he same speed. When they do spin the same speed, there is no more torque from the cone clutch and the dog clutch is allowed to fall into engagement. In a modern gearbox, the action of all of these components is so smooth s mooth and fast it is hardly noticed.

Function of Synchronizer Synchronizer 



To Prevent the gears from grinding or clashing during engagement. To Lock the output gear to the output shaft.


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Synchronizer Anatomy

Synchronizer Operation 

When the driver shifts gears, the s ynchronizer sleeve slides on its splined hub towards the main drive gear (blue). First, the blocking ring cone rubs on the side of the gear cone, setting up friction between the two. This causes the gear, synchronizer, and output shaft to begin to spin at the same speed.



As soon as the speed is equalized or synchronized, the sleeve can slide completely over the blocking ring and over the small, spur gear teeth on the drive gear.



This locks the output gear to the synchronizer hub and to the shaft. Power then flows through that gear.


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Synchronization Synchronization Gear Ratio

Gear speed is based on the input shaft rpm and transmi ssion gear ratios



During a shift, engine torque is disengaged from the transmission by the clutch.

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The synchronizer will cause the rpm of the speed gear to match the rpm of the synchronizer.

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This will cause a rpm change to the input shaft.

4.3 Automatic Transmissions

An automatic transmission (also called automatic gearbox) is a type of motor vehicle transmission that can automatically change gear ratios r atios as the vehicle moves, freeing the driver from having to shift gears manually. Most automatic transmissions have a defined set of gear ranges, often with a parking pawl feature that locks the output shaft of the transmission stroke face to keep the vehicle from rolling either forward or backward. Similar but larger devices are also used for heavy-duty commercial and industrial vehicles and equipment. Some machines with limited speed ranges or fixed engine speeds, such as some forklifts and lawn mowers, only use a torque converter to provide


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a variable gearing of the engine to the wheels. Besides automatics, there are also other types of automated transmissions such as a continuously variable transmission (CVT) and semi-automatic transmissions, that free the driver from having to shift gears manually, by using the transmission's computer to change gear, if for example the driver were redlining the engine. Despite superficial similarity to other transmissions, automatic transmissions differ significantly in internal operation and driver's feel from semi-automatics and CVTs. An automatic uses a torque converter instead of a clutch to manage the connection between the transmission gearing and the engine. In contrast, a CVT uses a belt or other torque transmission scheme to allow an "infinite" number of gear ratios instead of a fixed number of gear ratios. A semi-automatic retains a clutch like a manual transmission, but controls the t he clutch through electrohydraulic means. The first automatic transmission was invented in 1921 by Alfred Horner Munro of Regina, Saskatchewan, Canada, and patented under Canadian patent CA 235757 in 1923. (Munro obtained UK patent GB215669 215,669 for his invention in 1924 and US patent 1,613,525 on 4 January 1927). Being a steam engineer, Munro designed his device to use compressed air rather than t han hydraulic fluid, and so it lacked power and never found commercial application. The first automatic transmissi ons using hydraulic fluid were developed by General Motors during the 1930s and introduced in the 1940 Oldsmobile as the "Hydra-Matic" transmission. They were incorporated into GM-built tanks during World War II and, after the war, GM marketed them as being "battletested".

An 8-gear automatic transmission


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4.2.4 Benefits of Manual Transmissions Fuel economy - The manual transmission couples the engine to the transmission with a

rigid clutch instead of the torque converter on an automatic tr ansmission or the v-belt of a continuously variable transmission, which slip by nature. Manual transmissions also lack the parasitic power consumption of the automatic transmission's hydraulic pump. Because of this, manual transmissions generally generall y offer better fuel economy than automatic or continuously variable transmissions; however the disparity has been somewhat offset with the introduction of locking torque converters on automatic transmissions. Increased fuel economy with a properly operated manual transmission vehicle versus an equivalent automatic transmission vehicle can range from 5% to about 15% depending on driving conditions and style of driving. The lack of control over downshifting under load in an automatic transmission, coupled with a typical vehicle engine's greater efficiency eff iciency under higher load, can enable additional fuel gains from a manual transmission by allowing the operator to keep the engine performing under a more efficient load/RPM combination. This is especially true for older models, as advances like variable valve timing allow better performance over a broader RPM range. In recognition of this, many current models (2010 and on) come with manual modes, or overrides on automatic models, although the degree of control varies greatly by the manufacturer. Also, manual tr ansmissions do not require active cooling and because they are, mechanically, much simpler than automatic transmissions, they generally weigh less than comparable automatics, which can improve economy in stop-and-go traffic. However this gap in economy is being rapidly closed, and many mid to higher end model automatic cars now get better economy than their standard spec counterparts. This is in part due to the increasing impact of computers co-ordinating multiple systems, particularly in hybrid models in which the engine and drive motors must be managed. Durability - Because manual transmissions are mechanically simpler, are more easily

manufactured, and have fewer moving parts than automatic transmissions, they require less maintenance and are easier as well as cheaper to repair. Due to their mechanical simplicity, they often last longer than automatic transmissions when used by a skilled MUHAMMAD ARHAM ROSLI

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driver. Typically, there are no electrical components, pumps and cooling mechanisms (in the manual transmission), other than an internal s witch to activate reversing lighting. These attributes become extremely vital with a vehicle stuck in mud, snow, etc. The back and forth rocking motion of the vehicle drivers use to dislodge a stuck vehicle can prove fatal to automatic transmissions. The vast majority of automatic transmission hydraulics are not designed to be shifted between drive and reverse multiple times in rapid sequence. Cost - The price of a new car with a manual transmission will commonly be lower than

the same car with an automatic transmission. Clutches are a wear item which may need to be replaced at some point in the vehicle's lifespan, however the service life of the clutch depends on the skill of the driver and the operating conditions that it is subjected to. Performance and control - Manual transmissions generally offer a wider selection s election of

gear ratios. Many vehicles offer a 5-speed or 6-speed manual, whereas the automatic option would typically be a 4-speed. This is generally due to the increased space available inside a manual transmission compared with an automatic, since the latter requires extra components for self-shifting, such as torque converters and pumps. However, automatic transmissions are now adding more speeds as the technology matures. ZF currently manufactures 7- and 8-speed automatic transmiss ions. ZF is also planning a 9-speed automatic for use in front-wheel drive vehicles. vehicles. The increased number gears allows for better use of the engine's power band, allowing increased fuel economy, by staying in the most fuel-efficient part of the power band, or higher performance, by staying closer to the engine's peak power. However, a manual transmission has more space to put in more speeds, as the 991 Generation of the Porsche 911 and the 2014 Chevy Corvette has a 7- speed manual transmission. Engine braking - In contrast to most manual gearboxes, most automatic transmissions

have far less effective engine braking. This means that the engine does not slow the car as effectively when the automatic transmission driver releases the engine speed control. This leads to more usage of the brakes in cars with automatic transmissions, bringing shorter brake life. Brakes are also more m ore likely to overheat in hilly or mountainous areas, causing reduced braking ability brake fade and the potential for complete failure with MUHAMMAD ARHAM ROSLI

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the automatic transmission vehicle. 4.3.1 Automatic transmission modes

Conventionally, in order to select the transmission operating mode, the driver moves a selection lever located either on the steering column or on the floor (as with a manual on the floor, except that most automatic selectors on the floor do not move in the same type of pattern as a manual lever; most automatic levers only move vertically). In order to select modes, or to manually select specific gear ratios, the driver must push a button in (called the shift lock button) or pull the handle (only on column mounted shifters) out. Some vehicles position selector buttons for each mode on the cockpit instead, freeing up space on the central console. Vehicles conforming to US Government standards must have the modes ordered P-R-N-D-L (left to right, top to bottom, or clockwise). Prior to this, quadrant-selected automatic transmis sions often used a P-N-DL-R layout, or similar. Such a pattern led to a number of deaths and injuries owing to driver error causing unintentional gear selection, as well as the danger of having a selector (when worn) jump into Reverse from Low gear during engine braking maneuvers. Automatic transmissions have various modes depending on the model and make of the transmission. Some of the common modes include: Park (P)

This selection mechanically locks the output shaft of tr ansmission, restricting the vehicle from moving in any direction. A parking pawl prevents the transmission from rotating, and therefore the vehicle from moving, but the vehicle's driven wheels may still rotate individually (because of the differential), as well as the non-driven roadwheels may still rotate freely. freel y. For this reason, it is recommended to use the hand brake (parking brake) because this actually locks (in most cases) the wheels and prevents them from moving. This This also increases the life of the transmission and the park pin mechanism, because parking on an incline with the transmission in park without the parking brake engaged will cause undue undue stress on the parking pin. A hand brake should also prevent the car from moving if a worn selector accidentally drops into reverse gear while idleing.


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It should be noted that locking the transmission output shaft with park does not definitivly lock the driving wheels. If one driving wheel has little vertical load it will tend to slip, and will rotate in the opposite direction to the more heavily loaded nonslipping wheel. Only a parking brake can be relied upon to positively lock both of the parking-braked wheels. Most automobiles require P or N to be set on the sel ector lever before the engine can be started. This is typically achieved via a normall y open inhibitor switch (sometimes called a "neutral safety switch") wired in series with the starter motor engagement circuit, which is closed when P or N is selected, completing the circuit (when the key is turned to the start position), along with any other safety devices which ma y be present on newer cars (such as a foot-brake f oot-brake application). Reverse (R)

This engages reverse gear within the transmission, transmissi on, permitting the vehicle to be driven backward, and operates a switch to turn on the backup backup lights for improved visibility (the switch may also activate a beeper on delivery trucks or other large vehicles to warn other drivers and nearby pedestrians of the driver's reverse movement). To select reverse in most transmissions, the driver must come to a complete stop, depress the shift lock button (or move the shift lever toward the driver in a column shifter, or move the shifter sideways along a notched channel in a console shifter ) and select reverse. Not coming to a complete stop may cause severe damage to the tr ansmission Some modern automatic transmissions have a safet y mechanism in place, which does, to some extent, prevent (but not completely avoid) inadvertently putting the car in reverse when the vehicle is moving forward; such a mechanism ma y consist of a solenoid-controlled physical barrier on either side of the Reverse position, electronically engaged by a switch on the brake pedal. Therefore, the brake pedal needs to be depressed in order to allow the selection of reverse. Some electronic transmissions prevent or delay engagement of reverse gear altogether while the car is moving. Some shifters with a shift button allow the driver to freely move the shifter from R to N or D, or simply moving the shifter to N or D without actually depressing the button. However, the driver cannot shift back to R without depressing the shift button, to


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prevent accidental shifting, especially at high speeds, which could damage the transmission. Neutral / No gear (N)

This disengages all gear trains within the transmission, effectively disconnecting the transmission from the driven wheels, allowing the vehicle to coast freely under its own weight and gain momentum without the motive force from the engine. Coasting in idle down long grades (where law permits) should be avoided, though, as the transmission's lubrication pump is driven by non-idle engine RPMs. Similarly, emergency towing with an automatic transmission in neutral should be a last resort. Manufacturers understand emergency situations and list limitations of towing a vehicle in neutral (usually not to exceed 55 mph and 50 miles). This is the only other selection in which the vehicle's engine may be started. Drive (D)

This position allows the transmission to engage the full range of available forward gear ratios, allowing the vehicle to move forward and accelerate through its range of gears. The number of gear ratios within the transmission depends on the model, but they initially ranged from three (predominant before the 1990s), to four and five speeds (losing popularity to six-speed autos, though still favored by Chrysler and Honda/Acura). Six-speed automatic transmissions are probably the most common offering in cars and trucks from 2010 in carmakers as Toyota, GM and Ford. However, seven-speed automatics are becoming available in some high-performance production luxury cars (found in Mercedes 7G gearbox, Infiniti), as are eight -speed autos in models from 2006 introduced by Aisin Seiki Co. in Lexus, ZF and Hyundai Motor Company. From 2013 are available nine speeds transmissions produced by ZF and Mercedes 9G. Overdrive ('D', 'OD', or a boxed [D] or the absence of an illuminated 'O/D OFF')

This mode is used in some transmissions to allow early computer-controlled transmissions to engage the automatic overdrive. In these transmissi ons, Drive (D) locks the automatic overdrive off, but is identical otherwise. OD (Overdrive) in these cars is engaged under steady speeds or low acceleration at approximately 35 – 35 – 45 45 mph (56 – 72 72 km/h). Under hard acceleration or below 35 – 45 45 mph (56 – 72 72 km/h), the MUHAMMAD ARHAM ROSLI

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transmission will automatically downshift. Other vehicles with this selector (example light trucks) will not only disable up-shift to the overdrive gear, but keep the remaining available gears continuously engaged to the engine for use of compression braking. Verify the behavior of this switch and consider the benefits of reduced friction brake use when city driving where speeds typically do not necessitate the overdrive gear. Third (3)

This mode limits the transmission to the first three gear ratios, or sometimes locks the transmission in third gear. This can be used to climb or going down hill. Some vehicles will automatically shift up out of third gear in this mode if a certain revolutions per minute (RPM) range is reached in order to prevent engine damage. This gear is also recommended while towing a trailer. Second (2 or S)

This mode limits the transmission to the first two gear ratios, or locks the transmission in second gear on Ford, Kia, and Honda models. This can be used to drive in adverse conditions such as snow and ice, as well as cl imbing or going down hills in winter. It is usually recommended to use second gear for starting on snow and ice, and use of this position enables this with an automatic transmission. Some vehicles vehicles will automatically shift up out of second gear in this mode if a certain RPM range is reached in order to prevent engine damage. First (1 or L [Low])

This mode locks the transmission in first gear only. In older vehicles, it will not change to any other gear range. Some vehicles will automaticall y shift up out of first gear in this mode if a certain RPM range is reached in order to prevent engine damage. This, like second, can be used during the winter season, for towing, or for downhill driving to increase the engine braking effect. S or Sport

This is commonly described as Sport mode. It operates in an identical manner as "D" mode, except that the upshifts change much higher up the engine's rev range. This has the effect on maximising all the available engine output, and therefore enhances the MUHAMMAD ARHAM ROSLI

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performance of the vehicle, particularly during acceleration. This mode will also downchange much higher up the rev range compared to "D" mode, maximising the effects of engine braking. This mode will have a detrimental effect on fuel economy. Hyundai has a Norm/Power switch next to the gearshift for this purpose on the Tiburon.

4.3.2 Parts and operation

A hydraulic automatic transmission consists of the following parts: Torque converter : A type of fluid coupling, hydraulically connecting the engine to the

transmission. It takes the place of a mechanical clutch, allowing the transmission to s tay in gear and the engine to remain running while the vehicle is stationary, without stalling. A torque converter differs from a fluid coupling, in that i t provides a variable amount of torque multiplication at low engine speeds, increasing breakaway acceleration. This is accomplished with a third member in the coupling assembly known as the stator, and by altering the shapes of the vanes inside the coupling in such a way as to curve the fluid's path into the stator. The stator captures the kinetic energy of the transmission fluid, in effect using the leftover force of it to enhance torque multiplication.


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Role Of Torque Converter 

Torque converters transmit driving power between engine and transmission in motor vehicles under widely varying var ying driving conditions.



Serve as automatic clutch to transmit engine torque to the transmission.



Absorbs torsion vibration of the engine drive train.

Pump Impeller - An impeller is like a fan blade. The housing is filled with fluid. The

first impeller is connected directly to the input shaft of the clutch or likewise to the output shaft of the engine. This impeller always spins at the same speed as the engine. The fluid in the engine is sprayed to the outside of t he impeller due to centrifugal force. The fins at the circumference of the first impeller direct the fluid from the fins of the first impeller to the fins at the circumference of the second impeller. The fins of the first impeller direct it toward the center of the clutch. The fins that are on the second impeller are positioned at such an angle so that when the fluid is forced to the center, it also forces the impeller to turn. The second impeller is connected directly to thenoutput shaft of the clutch or likewise to the input shaft of the transmission. The pump in the center of the second impeller pumps the fluid back along the shaft to the center of the first impeller.

Pump Impeller


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Characteristics Characteristics of Pump Impeller : 

Integrated with t/converter case.



Have many CURVED VANE.



Impeller driven by engine crankshaft and fluid in impeller rotates with it.



When speed of impeller is increase, centrifugal force cause the fluid to outward out ward toward the impeller (out side vane).

Planetary gearset : A compound epicyclic planetary gearset, whose bands and clutches

are actuated by hydraulic servos controlled by the valve body, providing two or more gear ratios. Automatic transmissions contain many gears in various combinations. In a manua l transmission, gears slide along shafts as you move the shift lever from one position to another, engaging various sized gears as required in order to provide the correct gear ratio. In an automatic transmission, however, the gears ar e never physically moved and are always engaged to the same gears. This is i s accomplished through the use of planetary gear sets. The basic planetary gear set consists of a sun gear, a ring gear and two or more planet gears, all remaining in constant mesh. The planet gears are connected to each other through a common carrier which allows the gears to spin on shafts called "pinions" which are attached to the carrier.


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When the gearbox is take apart and we look inside an automatic transmission, you find an amazing assortment of parts in a fairly fair ly small space. Among other things you see: 

An extremely ingenious planetary gearset



A set of bands that lock parts of a gearset



A set of 3 wet-plate clutches to lock other parts of the gearset



An incredibly odd hydraulic control system that controls the clutches and bands



A large gear pump to move transmission fluid around

The center of attention is the planetary planetar y gearset. About the size of a cantelope, cantelo pe, this one part creates all of the different gear ratios that the transmission can produce. Everything else in the transmission is there to t o help the planetary gearset do its thing.

From left to right: the ring gear, planet carrier, and two sun gears.

Any planetary gearset has three main components: 

the sun gear



the planet gears and the planet gears' carrier



the ring gear.


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Each of these three components can be the input, the output or can be held stationary. Choosing which piece plays which role determines the gear rati o for the gearset. Let's take a look at a single planetary planetar y gearset. One of the planetary gearsets from our transmission transmissi on has a ring gear with 72 teeth and a sun gear with 30 teeth. We can get lots of different gear ratios out of this gearset.

Input

Output

Stationary

Calculation

Gear Ratio

A

Sun (S)

Planet Carrier (C)

Ring (R )

1 + R/S

3.4:1

B

Planet Carrier (C)

Ring (R )

Sun (S)

1 / (1 + S/R)

0.71:1

C

Sun (S)

Ring (R )

Planet Carrier (C)

-R/S

-2.4:1

Also, locking any two of the three components together will lock up the whole device at a 1:1 gear reduction. Notice that the first gear ratio listed above is a reduction -- the output speed is slower than the input speed. The second is an overdrive -- the output speed is faster than the input speed. The last is a reduction again, but the output direction is reversed. There are several other ratios that can be gotten out of this planetary gear set, but these are the ones that are relevant to our automatic transmission.

Figure 4 Planet carrier: Note the two sets of

planets.


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Figure 4 shows the planets in the planet carrier. Notice how the planet on the right sits

lower than the planet on the left. The planet on the ri ght does not engage the ring gear -it engages the other planet. Only the planet on the left engages the ring gear.

Figure 5

carri er. The shorter gears are engaged only by Figure 5 shows the inside of the planet carrier. the smaller sun gear. The longer planets are en gaged by the bigger sun gear and by the smaller planets. First Gear

In first gear, the smaller sun s un gear is driven clockwise by the turbine in the torque converter. The planet carrier tries to spin counterclockwise, but is held still by the oneway clutch (which only allows rotation in the clockwise direction) and the ring gear turns the output. The small gear has 30 teeth and the ring gear has 72, so referring to the chart on the previous page, the gear ratio is: Ratio = -R/S = - 72/30 = -2.4:1

So the rotation is negative 2.4:1, which means that the output direction would be opposite the input direction. But the output direction is really the same as the input direction -- this is where the trick with the two sets of planets comes in. The first set of planets engages the second set, and the second set turns the ring gear; gear; this combination MUHAMMAD ARHAM ROSLI

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reverses the direction. You can see that this would also cause the bigger sun gear to spin; but because that clutch is released, the bigger sun gear is free to spin in the opposite direction of the turbine (counterclockwise). Second Gear

This transmission does something really neat in order to get the ratio needed for second gear. It acts like two planetary planetar y gearsets connected to each other with a common planet carrier. The first stage of the planet carrier actually uses the larger sun gear as the ring gear. So the first stage consists of the sun (the smaller sun gear), the planet carrier, and the ring (the larger sun gear). The input is the small sun gear; the ring gear (large sun gear) is held stationary by the band, and the output output is the planet carrier. For this stage, with the sun as input, planet carrier as output, and the ring gear fixed, the formula i s: 1 + R/S = 1 + 36/30 = 2.2:1

The planet carrier turns 2.2 times for each rotation of the sun gear. At the second stage, the planet carrier acts as the input for the second planetary gear set, the larger sun gear (which is held stationary) acts as the sun, and the ring gear acts as the output, so the gear ratio is: 1 / (1 + S/R) = 1 / (1 + 36/72) = 0.67:1

To get the overall reduction for second gear, we multiply the first stage by the second, 2.2 x 0.67, to get a 1.47:1 reduction. Third Gear

Most automatic transmissions have a 1:1 ratio in third gear. You'll remember from the previous section that all we have to do to get a 1:1 output is lock together any two of the three parts of the planetary gear. With the arrangement in this gearset it is even easier -all we have to do is engage the clutches that lock each of the sun gears to the turbine. t urbine.


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If both sun gears turn in the same direction, the planet gears lockup because they can only spin in opposite directions. This locks the ring gear to the planets and causes everything to spin as a unit, producing a 1:1 ratio. Overdrive

By definition, an overdrive has a faster output speed than input speed. It's a speed increase -- the opposite of a reduction. In this transmission, engaging the overdrive accomplishes two things at once. In order to improve efficiency, some cars have a mechanism that locks up the torque converter so that t he output of the engine goes straight to the transmission. In this transmission, when overdrive is engaged, a shaft that is attached to the housing of the torque converter (which is bolted to the flywheel of the engine) is connected by clutch to the planet carrier. The small sun gear freewheels, and the larger sun gear is held by the overdrive band. Nothing is connected to the turbine; the only input comes from the converter housing. Reverse

Reverse is very similar to first firs t gear, except that instead inste ad of the small sun gear being driven by the torque converter turbine, the bigger sun gear is driven, and the small one freewheels in the opposite direction. The planet carrier is held by the reverse band to the housing. Gear Ratios Gear

Input

Output

Fixed

Gear Ratio

1st

30 tooth sun

72 tooth ring

Planet Carrier

2.4:1

30 tooth sun

Planet Carrier

36 tooth ring

2.2:1

Planet Carrier

72 tooth ring

36 tooth sun

0.67:1

Total 2nd gear

1.47:1

2nd

3rd

30 and 36 tooth suns

72 tooth ring

OD

Planet Carrier

72 tooth ring

36 tooth sun

0.67:1

Reverse

36 tooth sun

72 tooth ring

Planet Carrier

-2.0:1


1.0:1

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One-Way Clutch : A one-way clutch (also known as a "sprag" clutch) is a device that

will allow a component such as ring gear to turn freel y in one direction but not in the other. This effect is just like that of a bicycle, where the pedals will turn the wheel when pedaling forward, but will spin free when pedaling backward. Clutch Packs : A clutch pack consists of alternating disks that fit inside a clutch drum.

Half of the disks are steel and have splines that fit into groves on the inside of the drum. The other half have a friction material bonded to their surface and have splines on the inside edge that fit groves on the outer surface of the adjoining hub. There is a piston inside the drum that is activated by oil pressure at the appropriate time to squeeze the clutch pack together so that the two components become locked and turn as one.

Clutch Packs


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CHAPTER 5 : FINDING AND RECOMMENDATIONS

While undergoing a 20 weeks of industrial training at KZ MOTORSPORTS., there are a lot of new knowledge that I have learnt, regardless of t he knowledge which related to our respective course or the knowledge for office management itself . With the implication of industrial training, students get to experience the real nature of working environment. This enable students to instill certain a cert ain quality in them and can reduce nervousness. Other than that, by implementing industrial training, students were able to adapt oneself with problems that often fac ed by every employee, this will enable students to become more mature and can carry out the duty that was given to them with the best efforts. Everything that has been learned by the students while undergoing the industrial training will be useful to them when they reach their working days later in their life. Apart from that, there are also a few matters that need to be improved by either the Polytechnic or the firm or the company itself. Among the improvements that can be suggested are : 1. Implement the usage of English Language during lecture in class. The usage of English language is very important when working in the field that revolved around development because most of the business deals were carried out using English language. Most of the Polytechnic students are unskilled in speaking in English. For example, business meetings were usually carried out by using English language. So, to student that less skilled in that particular language, the matter of discussions in the meetings will not be understood by the students. This will affect the students learning lear ning experience. I hope that the management of the Polytechnic will stress more on the English language usage among students. MUHAMMAD ARHAM ROSLI

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2. The managements of Polytechnic especially especia lly UPLI (Unit Perhubungan Dan Latihan Industri ) should hold more visits to the place where trainees who were undergoing undergoing the industrial training as often often as 2 or 3 times along the 20 weeks of training to monitor their development and to ensure that students are always on the watch and monitored at all time. 3. The firm were supposed to understand students more. What does it mean by understand students more is that the firm should not give the student any work that they do not know without giving any guidance on how to do the work correctly and leave the students to figure it out by him/herself. This is because sometimes, the work that had been given was yet to be learned by the students, so, the y need some guidance first before they can start working on the task that were given to them. Generally, by undergoing industrial training, students has been given a valuable experience and the understanding on the relationship between what they had learned theoretically with what they need to do practically. However, during this industrial training period also, the students had been given the opportunity to adapt themself with new discovery that usually are not learnt at pol ytechnic.


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CHAPTER 6 : CONCLUSION

After undergoing a 20 weeks of industrial training at KZ Motor Service, t here are a lot of new knowledge that can be learned and I get to understand altogether on how this firm plays an important role in industrial field, fiel d, especially in service and maintain mainta in some vehicle. Exposure that have been given to me by KZ Motor Service staff a bout the working and technical aspect is a very meaningful knowledge to me in order to prepare myself before stepping into the real work environment on the upcoming days. I hope with the implication of the Industrial Training, there will be no more anomalous feelings when the students started working after they have finished their course later. The staff at KZ Motor Service are very helpful. They gave me a lot of exposure on the terms of reference and procedures related to t o the process of preparing tender, contract document, variation order and etc. Other than that, the exposure on site visit, meeting atmosphere and so on also give a useful knowledge to me. Exposures that were given to me at this firm fir m can provide the picture on a real life situation, the task and responsibility that would be carried b y some people on the field. Lastly, students’ involvement students’ involvement in industrial training like this can prove and further strengthen student's identity in undergoing training in technical field, in the same time making Polytechnic as practical platform of education. Apart from that, the format report that needs to be done by students after undergoing industrial training also can train each of the students in preparing a technical report that is complete, compact and in a right order that can be made as an important knowledge when they face a real situation later. This is fit with the t he Polytechnic objective that is to produce workforces that are high in quality and partially professional in this country.


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ATTACHMENT


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Staff of KZ Motor Service in action

Install the Gearbox


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Pictures of repair and maintenance of some vehicles


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Final Report industrial training

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