A Report On

Practical Training Done

At
Central Workshop
J& K State Road Transport
Corporation,
Pampore, Kashmir

Acknowledgment
The Practical training opportunity we had with State Road Transport Corporation,
Kashmir was a great chance for learning and professional development. Therefore, we
consider ourselves as a very lucky group as we were provided with an opportunity to be a
part of it. We were also grateful for having a chance to meet so many wonderful people
and professionals who led us though this practical training period.
We are using this opportunity to express our deepest gratitude and special thanks to the
Deputy General Manager , who in spite of being extraordinarily busy with his duties,
took time out to hear, guide and keep us on the correct path and allowing us to carry out
the practical training at his esteemed organization.
We express our deepest thanks to the concerned Works Manager JKSRTC, Pampore
for taking part in giving us the necessary advices and guidance and arranged all facilities
to make life easier. We choose this moment to acknowledge his contribution gratefully.
It is our radiant sentiment to place on record our best regards, deepest sense of gratitude
to technical staff and demonstrators for their careful and precious guidance which were
extremely valuable for our study both theoretically and practically.
We perceive this opportunity as a big milestone in our career development. We will strive
to use gained skills and knowledge in the best possible way, and will continue to work on
their improvement, in order to attain desired career objectives.
Yours Sincerely
Mohd. Yaseen Bazaz 5060
Abrar Ahmad Malik 5068
Mohd Amin Bhat 5105
Azhar Yousuf 5075
Asrar Rafiq Bhat 5079

6th Semester
SSM College of Engineering and Technology

ABOUT THE JAMMU & KASHMIR STATE ROAD

TRANSPORT CORPORATION - JKSRTC

The JKSRTC operated the first vehicle across khardung La Pass at 18,380 ft in
 1962. Public transportation in Jammu & Kashmir is provided by the Jammu &
Kashmir State Road Transport Corporation. In order to facilitate the commuters
JKSRTC runs different types of services based on the need of the passengers. The
transit facility provided by JKSRTC is very affordable and comfortable. JKSRTC
runs following services to cater the needs of the public. JKSRTC runs interstate buses
to the adjacent states of Punjab, Himachal Pradesh, Haryana, Rajasthan and Delhi and
also provides airport transfer services.
HISTORICAL BACKGROUND:
With the closure of Kohla Bridge in 1947, most of the trucks and buses owned
by Allied Chirag Din and Sons, Nanda Bus Service, N.D. Radhakrishan and other
small transport operators got held up on the other side of the border. The foremost
challenge that the State of Jammu and Kashmir faced was the availability of essential
commodities. The handful of private transporters did not come forward to meet the
challenge. Their vehicles had to be commandeered to bring refugees from border
areas but they did not co-operate with the State‘s Emergency Administration. The
non-co-operating transporters were even jailed.
The Government addressed the issue of development of road transport
immediately after assuming office which led to the birth of the first-ever Government
owned transport fleet on June, Ist 1948. A handful of persons were drawn virtually
from the road-side both at Jammu and Srinagar to form the management to operate the
50 trucks it acquired from General Motor Corporation, Bombay along with some
accessories left by the American. The Organisation was run as a government
department in the early stages.
The J&K State Road Transport Corporation (a successor to the erstwhile
Government Transport Undertaking) came into existence on 1.9.1976 under Road
Transport Corporation Act of 1950. The J&K SRTC has played a vital role in
developing the economy of the State right from the independence of the Country from
1947. The JKSRTC has maintained the supply of essential commodities to every
nook and corner of the State very efficiently and operates passenger bus services in
all the regions within the State. It also operates services on Inter-state routes in
Punjab, Haryana, Himachal Pradesh, Uttar Pradesh, Delhi and Rajasthan.
OBJECTIVES OF JKSRTC:
The main objectives of the Road Transport in the Public Sector in J&K State are:-
 To make the transport system convenient to all user groups and meet the
transportation needs of state of Jammu and Kashmir.
 To provide an efficient and economic Road Transport Services for the
travelling public both within the State and on the Interstate routes.
 To provide for integrated system of transport for carriage of essential
commodities catering to the needs of Public Distribution System.
ORGANISATIONAL CHART:
Layout of JKSRTC Load Workshop Pampore, Srinagar
 ENGINE COMPONENTS AND REPAIR
(Petrol and Diesel Engine)
INTRODUCTION
The main components and parts which collectively form an engine because
most of the basic parts are similar whether it is single cylinder engine, multi-cylinder
engine. This also holds good both for petrol and diesel engines.

CRANKCASE
Crankcase is usually called cylinder block and is made of cast iron. Containing
nickel, chromium and molybdenum to give it wear resistance qualities. It is the
heaviest single part of the engine. Cylinder block contains cylinder at upper portion in
which pistons move. The cylinder must be absolutely round and true and its surface is
highly polished so that it offers little friction and ensure uniform seal between piston
rings and cylinder.
 The cylinder for water cooled engine have jackets cast in it through which the
water circulates, holes are also drilled at top of cylinder block to permit the water to
circulate freely around the cylinder head. The casting of cylinder block is very
difficult casting since oil passage, water jackets and lot of other holes have to be cast
during moulding of block. It is made very strong as it supports crankshaft, valve
mechanism and cylinder head.

There are two types of crankcases or blocks:

(a) Mono block. (b) Split block.

a) Mono block. These blocks are made in a single piece, i.e., in single casting –
in other words both crankcase and cylinder blocks are integral units. Most of
the engines use mono block.
b) Split block. Split blocks crankcase and cylinder blocks are separately cast.
After machining, these are bolted together. Such types of blocks are usually
used for heavy duty diesel engines. The lower portion, i.e., crank case is either
cast iron or aluminium alloy but cylinder blocks are made of cast iron.

CYLINDER HEAD
 Cylinder heads are mostly made out of cast iron but in a very few cases,
cylinder head made out of aluminium alloy are also used. The cylinder head is shown
which is made of cast iron. During casting of cylinder head, provision for water
jacket, oil passage, water passage, valve openings and combustion chambers are
made.

PISTON
Piston is one of the main parts which is subjected to enormous thrust caused
by burning of fuel and transmitting this thrust to the rotary motion of crankshaft.
These are mostly made of aluminium alloy but sometimes, cast iron pistons are also
used. Pistons are made strong enough to withstand thrust caused in power stroke yet
made light as far as possible as at the top and bottom of the stroke of the cycle the
piston must come to a complete stop and start again in the opposite direction.
FUNCTIONS OF PISTONS

1. When the piston moves from TDC to BDC in suction stoke, it produces a
partial vacuum due to which fresh charge is sucked in i.e., it works as pump
for taking air in the cylinder.1

2. Some of the pistons have combustion chamber made in head for proper
swirling action of air charges.

3. It transmits the power produced in the power stroke to crankshaft.

4. In exhaust stroke, it pushes out exhaust gases.

5. It works as a guide for the upper part of connecting rod.

6. It carries rings which seal combustion chamber from sump.

7. It withstands high temperature and pressure in power stoke.

Taking all this into consideration, pistons are made out of the best material so that
they can withstand load and temperature and are machined accurately for getting god
sealing in both conditions when engine is cold or running hot.

PISTON RINGS
Piston rings are used in piston to maintain gas tight seal between the piston
and cylinder, to assist in cooling the piston and to control cylinder wall lubrication.
Piston rings are mostly made out of cast iron. Although different material have been
tried but piston rings made out of cast iron have proved to be superior as they
withstand heat, form a good wearing surface and retain greater amount of its original
shape and elasticity even after a long use.
FUNCTIONS OF PISTON RINGS:
1. They must seal the pressure in the cylinder and not allow the combustion
gases and it’s byproduct to leak to the crank case.
2. They must carry away as much heat from piston to cylinder wall as possible.
3. They must be able to withstand pressure upto 1000 psi (70 kg/cm2) between
2000 to 3000 times per minute in an engine.
4. They must withstand temperature upto 300oC without losing their tension.
5. They must be quiet in operation.
6. They must absorb minimum amount of power in order to reduce friction
losses.
7. They must be durable

SPECIFIED OIL
It should be made sure that the engine oil used comes under the API classification of
SF, SF or SH. The appropriate oil viscosity according to the specifications should be
selected.

OIL LEVEL CHECK

It is important to kept the engine oil at the correct level for proper lubrication of
vehicle‘s engine. The oil level should be with the vehicle on a level surface. The oil
level indication may be inaccurate if the vehicle is on the slope. The oil level should
be checked either before starting the engine or at least five minutes after stopping the
engine. The oil dipstick should be pulled out, oil should be wiped off with a clean
cloth the dipstick is inserted all the way into the engine, and then removed again. The
oil on the stick should be between the upper and lower limits shown on the stick.
If the oil level indication is near the lower limit, enough oil is added to raise the level
to the upper limit.
REFILLING
The oil filter cap should be removed slowly and oil is to be poured slowly through the
filter hole to bring the oil level to the upper limit on the dipstick. Be careful not to
overfill. Too much oil is almost as bad as too little oil.
After refilling, the engine is started and allowed to idle for about a minute. Stop the
engine, wait for two or three minutes and check the oil level again.
CHANGING ENGINE OIL AND FILTER
The engine oil has to be drained while the engine is still warm. Oil filter cap is
removed. A drain pan is placed under the drain plug.

Tighten the filter ¾ turn from the point of contact with the mounting surface. [or to
1.4 kg – m (10.5 1b-ft)] using an oil filter wrench.

REFILL WITH OIL AND CHECK FOR LEAKS

The oil is poured through the filter hole and the filter cap is installed.

The engine is started and leaks at the oil filter are looked for. The engine at various
speeds is Run for at least 5 minutes. The engine is stopped and we wait for 5 minutes.
The oil level is checked again and oil is added if necessary.
CrankShaft
 DIESEL ENGINE

The diesel engine (also known as a compression-ignition or 'CI' engine) is an

internal combustion engine in which ignition of the fuel that has been injected into the
combustion chamber is initiated by the high temperature which a gas achieves when
greatly compressed. The diesel engine has the highest thermal efficiency of any
practical internal or external combustion engine due to its very high compression ratio
and inherent lean burn which enables heat dissipation by the excess air.

STROKES OF DIESEL ENGINE

1. Intake :- Air is drawn into the cylinder through the open green air inlet valve
on the right as the piston moves down.

2. Compression:- The inlet valve closes, the piston moves up, and compresses
the air mixture, heating it up. Fuel is injected into the hot gas through the central fuel
injection valve and spontaneously ignites. Unlike with a gas engine, no sparking plug
is needed to make this happen.

3. Power: As the air fuel mixture ignites and burns, it pushes the piston down,
driving the crankshaft that sends power to the wheels.

4. Exhaust: The green outlet valve on the left opens to let out the exhaust gases,
pushed out by the returning piston.
 WHAT MAKES A DIESEL ENGINE MORE EFFICIENT?

 In theory, spark-plug gasoline engines should be more efficient than diesel

engines. In practice, the reverse is true: diesel engines are up to twice as efficient as
gasoline engines—around 40 percent efficient,that is. In simple
terms, that means you can go much further on the same amount of fuel (or get more
miles for your money). There are several reasons for this. First, the lack of a sparking-
plug ignition system makes for a simpler design that can easily compress the fuel
much more—and compressing the fuel more makes it burn more completely with the
air in the cylinder, releasing more energy. There's another efficiency saving too. In a
gasoline engine that's not working at full power, you need to supply more fuel (or less
air) to the cylinder to keep it working; diesel engines don't have that problem so they
need less fuel when they're working at lower power. Another important factor is that
diesel fuel carries slightly more energy per gallon than gasoline because the
molecules it's made from have more energy locking their together (in other words,
diesel has a higher energy density than gasoline). Diesel is also a better lubricant than
gasoline so a diesel engine will naturally run with less friction.

FUEL-INJECTION PUMPS
The high-pressure fuel-injection pump is one of the main and most complicated units of
the fuel- injection system in a C fuel-injection is one of the main and most complicated
units of the fuel in a engine. It meters out the fuel in conformity with the engine duty and
to individual cylinders of the engine are known as multi-sectional pumps. These generally
supply fuel to the injector at the proper time. Fuel pumps in which every working section
delivers fuel to several cylinders. Other types are single- or double-plunger distributing
pumps in which one work In-line or Jerk Type Fuel-injection Pump in-line or jerk type
Bosch high-pressure fuel-injection pump. It consists of barrel in which a plunger
reciprocates. The pump plunger is lifted by a cam on a driven engine. There is a very
small clearance between the barrel and the plunger, which is of the and low speeds order
of 2 to 3 thousandths of a millimetre. It provides perfect sealing even at very high
pressures The pump barrel has two radially opposing ports. These are the inlet port and
the spill or russ port. The plunger moves vertically in the barrel with a constant stroke. To
enable the pump n vary the quantity of fuel delivered per stroke, the plunger is provided
with a vertical channel extending from its top edge to an annular groove, the upper edge
of which is formed as a helix. The helix runs a little way down the plunger length. The
effective stroke is varied by means of the helix on the plunger which permits the by-
passing of fuel at any position of the delivery stroke thereby controlling the quantity
delivered. This is accomplished by means of a control rod or rack which turns a toothed
control sleeve that turns the plunger to the desired position.
Operation
when the plunger is at the bottom of its stroke, the inlet port and the spill port are
uncovered. Fue lers the barrel and as the plunger rises, both the ports are covered. The
trapped fuel is compressed and lifts the delivery valve and then the injection begins. As
the plunger continues to ris "port is uncovered by the helical groove on the plunger and
the high-pressure oil above th plunger returns to the sump. When the pressure above the
plunger falls, the delivery valve closed by the spring and then the injection stops.
By moving the rack, the quantity of fuel injected can be varied in accordance with the
load during the position of the plunger for full load. Here, the effective travel is mar
mum before the spill port is uncovered by the helix. It ensures the maximum delivery
of f ue required for full load. a shorter effective travel obtained by rotating the
plunger with the help of the rack, It reduces the delivery of fuel which is suitable for
part load the slot in the plunger is in line with the spill port. This position is obtained
by further rotating the plunger with the help of the rack. At this position, fuel is not
rapped by the upward movement of the plunger. All the fuel is returned to the sump
via the spill port and the fuel is not delivered. This is the stop position for shutting
down the engine. Thus, the overall displacement of the plunger remains constant at all
speeds and loads but the effective travel varied by the helix in accordance with the
load on the engine. The delivery valve maintains the high pressure in the delivery
pipe and also stops the injection through nozzles abruptly. When the pump is on its
delivery stroke, the pressure of the fuel above the plunger increases, the delivery
valve is forced upwards but the flow does not begin until the relief piston of the
delivery valve leaves the passage. The fuel can now be delivered through the
longitudinal grooves over the valve face to the nozzle, By the movement of the
plunger, when the pressure falls in the barrel, the delivery valve is closed by the
spring and the relief piston returns into its housing. The return of the relief piston
increases the volume of the delivery line and reduces the pressure. The effect of this
is to cause the spring-loaded nozzle valve in the fuel nozzle to snap on its seat, thus
suddenly terminating the spray of fuel and eliminating dribbling of the foel through
the nozzle holes. The action of the delivery valve is such that it does not relieve
entirely the pressure in the delivery pipe line. It helps to increase the pressure in the
pipeline quickly, on the next injection stroke, to a value sufficient to open the nozzle.
The plunger is of constant stroke and its top edge will always cover the ports in the
pump barrel at the same position of the cam rotation, so that the fuel-injection starts at
the same position of the crankshaft. The duration of injection in degrees crank angle
will be a maximum at full load and will decrease with the reduction in load. Hence
the pump has a constant beginning and a variable ending of delivery two more
variations of plunger helix are also considered by the engine designer. Plunger helix
for variable beginning and constant ending of injection. As the loud is increased the
start of injection can be advanced while keeping the end of delivery at constant crank
angle. This design is sometimes found in low compression SI oil engines. a variable
beginning and a variable ending design, which is sometimes specified for small C
automotive engines
Gear Terminology:

Flank of tooth:
The surface of the tooth below the pitch circle is known as flank.
Top land:
The top most surface of the tooth is known as the top land of the tooth.
Face width:
Width of the tooth is known as face width.
Pitch Circle:
It is an imaginary circle which is in pure rolling action. The motion of the gear is describe
by the pitch circle motion.
Pitch Circle diameter:
The diameter of the pitch circle from the center of the gear is known as pitch circle
diameter. The gear diameter is described by its pitch circle diameter.
Pitch point:
When the two gears are in contact, the common point of both of pitch circle of meshing
gears is known as pitch point.
Pressure angle or angle of obliquity:
Pressure angle is the angle between common normal to the pitch circle to the common
tangent to the pitch point.
Addendum:
Distance between the pitch circle to the top of the tooth in radial direction is known as
addendum.
Dedendum:
Distance between the pitch circle to the bottom of the tooth in radial direction, is known
as dedendum of the gear.
Addendum circle:
The circle passes from the top of the tooth is known as addendum circle. This circle is
concentric with pitch circle.
Dedendum circle:
The circle passes from the bottom of the tooth is known as dedendum circle. This circle is
also concentric with pitch circle and addendum circle.
Circular pitch:
The distance between a point of a tooth to the same point of the adjacent tooth, measured
along circumference of the pitch circle is known as circular pitch. It is plays measure role
in gear meshing. Two gears will mesh together correctly if and only they have same
circular pitch.
Diametrical pitch:
The ratio of the number of teeth to the diameter of pitch circle in millimeter is known as
diametrical pitch.
Module:
The ratio of the pitch circle diameter in millimeters to the total number of teeth is known
as module. It is reciprocal of the diametrical pitch.
Clearance:
When two gears are in meshing condition, the radial distance from top of a tooth of one
gear to the bottom of the tooth of another gear is known as clearance. The circle passes
from the top of the tooth in meshing condition is known as clearance angle.
Total depth:
The sum of the addendum and dedendum of a gear is known as total depth. It is the
distance between addendum circle to the dedendum circle measure along radial direction.
Working depth:
The distance between addendum circle to the clearance circle measured
along radial direction is known as working depth of the gear.
Tooth thickness:
Distance of the tooth measured along the circumference of the pitch circle is known as
tooth thickness.
Tooth space:
Distance between the two adjacent tooth measured along the circumference of the pitch
circle is known as the tooth space.
Backlash:
It is the difference between the tooth thickness and the tooth space. It prevents jamming
of the gears in meshing condition.
Profile:
It is the curved formed by the face and flank is known as profile of the tooth. Gear tooth
are generally have cycloidal or involute profile.
Fillet radius
Path of contact:
The curved traced by the point of contact of two teeth form beginning to the end of
engagement is known as path of contact.
Arc of contact:
It is the curve traced by the pitch point form the beginning to the end of engagement is
known as arc of contact.
Arc of approach:
The portion of the path of contact from beginning of engagement to the pitch point is
known as arc of approach.
Arc of recess:
The portion of the path of contact form pitch point to the end of the engagement is known
as arc of recess.

Today we have learned about Gear terminology or the basic term used to design a gear. If
you have any query regarding this article, ask by commenting below. Subscribe our
website for more informative articles. Thanks for reading it.
Gear Box

An automobile requires high torque when climbing hills and when starting, even though
they are performed at low speeds. On other hand, when running at high speeds on level
roads, high torque is not required because of momentum.  So requirement of a device is
occur, which can change the vehicle’s torque and its speed according to road condition or
when the driver need. This device is known as transmission box or gearbox.

Function of transmission box (gear box) in automobile:

The transmission box which is also known as the gear box is the second element of the
power train in an automobile. It is used to change the speed and torque of vehicle
according to variety of road and load conditions. Transmission box change the engine
speed into torque when climbing hills and when the vehicle required. Sometimes it is
known as torque converter. Main functions of a gear box is as follow:
 
1. Provide the torque needed to move the vehicle under a variety of road and load
conditions. It does this by changing the gear ratio between the engine crankshaft and
vehicle drive wheels.
2. Be shifted into reverse so the vehicle can move backward.
3. Be shifted into neutral for starting the engine.
 
Main components of a gear box:
In any device two or more component works together and fulfills the required function. In
a transmission box four components are required to fulfill its function. These components
are-
1. Counter shaft:
Counter shaft is a shaft which connects with the clutch shaft directly. It contains the gear
which connects it to the clutch shaft as well as the main shaft. It may be run at the engine
speed or at lower than engine speed according to gear ratio.
 
2. Main shaft:
It is the shaft which runs at the vehicle speed. It carries power from the counter shaft by
use of gears and according to the gear ratio, it runs at different speed and torque compares
to counter shaft. One end of this shaft is connects with the universal shaft.
3. Gears:
Gears are used to transmit the power from one shaft to another. They are most useful
component of gear box because the variation is torque of counter shaft and main shaft is
depends on the gear ratio. The gear ratio is the ratio of the driven gear teeth to the driving
gear teeth. If gear ratio is large than one, the main shaft revolves at lower speed than the
counter shaft and the torque of the main shaft is higher than the counter shaft. On other
hand if the gear ratio is less than one, than the main shaft revolves at higher speed than
the counter shaft and the torque of the main shaft is lower than the counter shaft. A small
car gear box contains four speed gear ratio and one reverse gear .
4. Bearings:
Whenever the rotary motion encounters, bearings are required to support the revolving
part and reduce the friction. In the gear box both counter and main shaft are supported by
the bearing.
 
Working of a principle gear box:
In a gear box, the counter shaft is mashed to the clutch with a use of a couple of gears. So
the counter shaft is always in running condition. When the counter shaft is bring in
contact with the main shaft by use of meshing gears, the main shaft start to rotate
according to the gear ratio. When driver want to change the gear ratio, simply press the
clutch pedal which disconnect the counter shaft with engine and connect the main shaft
with counter shaft by another gear ratio by use of gearshift lever. In an gear box, the gear
teeth and other moving metal must not touch. They must be continuously separated by a
thin film of lubricant. This prevents excessive wear and early failure. Therefor a gearbox
runs partially filled with lubricant oil.
Constant mesh gearbox is used for the smooth working of an automobile. They are used
to increase the rotating force (Torque); this is accompanied by a reduction in speed. It is
a type of manual transmission. The invention of earliest manual gear system can be
traced back to the nineteenth century. There are multiple gear ratios present which
provides various torque and speed ratio. Along with this, the reverse mechanism is also
present. This manual transmissions which are developed recently contain all the gears
mesh at any given point of time.

In technical terms, it can be defined as a gearbox in which all the gears are always in a
state of mesh. The gears remain fixed at their original positions. The gears will remain
engaged at all times. Learn more about its construction, working, advantages,
disadvantages and applications in this article.

Constant Mesh Gearbox:

Construction:
It is made up of following components: 

1. Counter shaft or Lay Shaft:

This shaft is in direct contact with the clutch and the main shaft. Keeping in mind
according to the gear ratio, the speed of the counter shaft may be less that the speed of the
engine. The gear ratio can be defined as the ratio of the teeth of driven gear to the teeth of
the driver gear.

2. Main shaft:
This shaft operates the speed of the vehicle. The power is made available to the main
shaft through the gears from the counter shaft. This is done in accordance with the gear
ratio.

 
3. Dog clutch:
Dog clutch is special feature of constant mesh gearbox. It is used for the coupling of any
two shafts. This is done by interference. Using a dog clutch, various gears can be locked
to the output and input shafts.

4. Gears:
The main work of the gears is the transmission of power between the shafts. If the gear
ratio is more than one, the main shaft will work at a speed that is slower than the counter
shaft, and vice versa. The arrangement of both reverse, as well as forward gears, is
present.

Working:

Forward gear selection:

From the input shaft, the power starts flowing and is divided into four parts. Each part
goes to one of the output gears, namely first, second, third and fourth. Gear ratios can be
obtained for each of them. This can be done by the proper sliding of dog clutch over the
teeth of the selected gearwheel. After this the path of the energy flow completes. This
happens due to the locking movement of the output shaft.

Reverse gear selection:

The power will flow from the input shaft to the reverse gears. The power is then
transmitted from the reverse gear to the reverse idler. The idler wheel will change the
direction of the rotation. In the case of forwarding direction gear selection, the output
gears will rotate in a direction opposite to the input gears. But in the case of reverse gear
selection, the rotation is in the same direction as the input shaft. 

The steps are taken to change any gear in the constant mesh gearbox system:

1. The first step when one wants to modify the gear would be the pressing of the clutch.
After this comes the neutral state of the vehicle to be achieved. Proper optimization of the
engine’s speed is required.
 
2. After the neutral gear, one moves forward to the first gear. The first gear. This process
is known as double clutching. Inefficiency in performing the above steps might lead to a
harsh and gnashing sound.
Application:
Some of the vehicles which use this type of gearboxes are farm trucks, motorcycles, and
heavy machinery.

It is very evident that the world today is full of vehicles and relies on this mode of
transport. The availability of such mechanisms like constant mesh gearbox which create
less noise and are cost effective is a boon for the people
Sliding mesh gearbox is a transmission system that consists of various sets of gears and
shafts that are arranged together in an organised fashion and the shifting or meshing of
different gear ratios is done by the sliding of gears towards right and left over the splined
shaft with the help of a gear lever operated by the driver.
Components of a Sliding Mesh Gearbox
 (i) Shafts – Sliding mesh gearbox consists of 3 shafts that are-
1. Main shaft- It is the shaft used as an output shaft in a sliding-mesh over
which the sets of gears with internally splined grooves are arranged in an organised
fashion. The outer surface of this shaft is made splined so that the gears can easily slide
over this shaft in order to mesh with the appropriate gear.
2. Clutch shaft- It is the shaft that is used to carry engine output to the
transmission box with the help of engaging and disengaging clutch which is mounting at
the engine end, gear or a pair of gear is mounted over this shaft which is used to transmit
rotational motion to the lay shaft.
3. Lay shaft- It is the shaft having gears mounted over its outer surface and
is in continuous rotation with the clutch shaft as one gear of this shaft is always in contact
with a gear on the clutch shaft, it is used as a intermediate shaft( between main shaft and
clutch shaft )that provides the meshing of the gears of the main shaft in order to transmit
appropriate output to the final drive.
(ii) Gears – 2 types of gear were usually used in sliding mesh gearbox.
1. Spur gear- This is the type of gears having straight cut teethes over its
surface, straight teethes proving maximum meshing area.
2. Helical gear- This is the type of gear in which the teethes are cutted in
angular fashion unlike spur gears this type of gears are smooth and less noisy.
(iii) Gear lever- It is the selecting mechanism operated by the driver in order to select the
appropriate gear ratio, this liver is connected to the main shaft along with the selector
forks.
Also Read:
Types of Supercharger in Automobile
 Distributorless Ignition System (DIS) – Main Components, Working with Application
Working of Sliding Mesh Gearbox
The shifting of gears is obtained by the meshing of the gears on the main shaft with the
gears on the lay shaft by right or left sliding of gears on the main shaft in order to obtain
appropriate gears, lets understand the working of 3- speed 1-reverse transmission used in
early automobile vehicles.
First gear
First gear provide maximum torque at low speed which is obtained when the smallest
gear on the lay shaft meshes with the biggest gear on the main shaft in order to provide
high torque .
Second gear
Second gear provides less torque and higher speed than first gear and is obtained when
the middle size gear of the main shaft meshes with the second smallest gear on the lay
shaft and high speed and second high torque is transmitted to the final drive.
Third gear
Third gear provides maximum speed and minimum torque to the final drive and is also
known as high speed gear  or top gear in sliding mesh gearbox , this gear is obtained
when the smallest gear of the main shaft  meshes with the biggest gear of the lay shaft. Or
we can say that the drive obtained maximum speed of the clutch shaft.
Reverse gear
When the reverse gear is selected, the rotation of the output shaft is reversed which is
made possible by using an idler gear between the main shaft and lay shaft that changes
the rotation of the output shaft and the vehicle starts moving in reverse direction.
Application
It is the oldest type of gearbox used in early 19s models of cars.. Some of them are-
1. Alfa 12HP used sliding mesh gearbox with 4 -speed manual transmission.
2. Fiat 6HP used 3-speed manual transmission.
3. Mercedes 35HP used 4-speed manual transmission
4. Renault Voiturette used manual 3-speed transmission.
Synchromesh gearbox is the latest version of Constant mesh type. It is a manually
operated transmission in which, change of gears takes place between gears that are
already revolving at the same speed. In this type of gearbox,  gears can rotate freely or it
are locked on layout shaft. Synchromesh is really an improvement on dog clutch. The
synchronizer is the main part of this gearbox that stabilizes the speed. A synchronizer is a
kind of clutch which lets components turning at different speeds. To synchronize the
speeds cone friction is used. This synchronizer consists two parts, Synchro cone and
Baulk ring. Cone is the part of a gear and ring is the part of the synchronizer. The baulk
ring prevents the gears engaging before they are rotating at correct speeds. While
engaging, the ring will gradually slide into the cone and the friction will slow or speeds
up the gear wheel. Finally, it stabilizes the speed of synchronizer and gear and thus
revolves at the same speed. The gears on the layshaft are fixed to it while those on the
main shaft are free to rotate on the same.

Principle:
In a gearbox, there is always a difficulty in engaging the stationary gear with the gears
already rotating at a high speed. The principle states that “Before engaging the gears they
are brought in frictional contact with each other and after equalizing the speed the
engagement is done.”
 
Construction:
The synchronizer is placed between two gears. So, we can use one unit for two gears.  G1
and G2 are the ring-shaped members which are having the internal tooth that fits onto the
external teeth. F1 and F2 are the sliding members of the main shaft. H1, H2, N1, N2, P1,
P2, R1, R2 are the friction surface.
1. Main shaft Gears:
A spline shaft is used as the output shaft over which the synchronizers and gears are
mounted. According to the Fig. B, C, D, E  are the gears that can freely rotate on the main
shaft in mesh with corresponding gears in the layshaft.  As long as shaft A is rotating all
the gears in the main shaft and layshaft rotates continuously.
 
2. LayShaft Gears:
It is the intermediate shaft over which gears with suitable size are mounted and is used to
transmit the rotational motion from clutch shaft to the final output shaft. According to the
Fig. U1, U2, U3, U4 are the fixed gears on the countershaft(layshaft).
 
3. Clutch Shaft:
It is the shaft used as an input shaft in the gearbox as it carries the engine output to the
gearbox.
 
4. Cone Synchromesh:
The side of the gear to be engaged has two features. One is hollow-cone, and the other is
cone surrounded by the ring of dog teeth. The gear is made the cone and teeth that the
synchromesh mechanism contacts.
 
5. Synchronizers :
They are the special shifting devices used in the synchromesh gearbox which has conical
grooves cut over its surface that provide frictional contact with the gears which is to mesh
in order to equalize the speed of the main shaft, layshaft and clutch shaft which in turn
provides smoother shifting of gears.
 
6. Gear lever:
It is the shifting lever operated by the driver and is used to select the appropriate gear i.e.
1, 2, 3, 4, 5 or reverse gear.
 
Working:
In synchromesh gearbox Layshaft is connected to the engine directly, but it rotates freely
when the clutch is disengaged. Because the gears have meshed all the time, the synchro
brings the layshaft to the right speed for the dog teeth to mesh to achieve desire speed of
output shaft.
 
1. Working of First Gear:
For first gear, the ring shaft member and the sliding members i.e., G2 and F2 moves
towards left till the cones P1 and P2 rub each other. Then friction makes their speed
equal. Once their speeds are equal G2 is further pushed towards left and it engages with
the teeth L2. A motion is carried from clutch gear B to the layshaft gear U1. Then it goes
to layshaft U3, and the motion is moved to the main shaft gear D. From there the motion
is transferred to F2 which is the sliding member and then to the main shaft for the final
drive.

2. Working of Second Gear:

For second gear the ring shaft and the sliding members i.e., G1 and F1 moves towards the
right till the cones N1 and N2 rub each other. Then the friction makes their speed equal.
G1 is further pushed towards the right so that it meshes with the gear. The motion is
transferred from clutch gear B to the layshaft gear U1. From U1 the motion is transferred
to U2. From U2 it is shifted to the main shaft gear C. Then the motion is transferred to the
sliding member F1. Then it goes to the main shaft for the final drive.
3. Working of Top Gear:
For top gear or direct gear, the motion is shifted directly from clutch gear B to the sliding
member F1. Then from F1 to the main shaft. This is done by moving G1 and F1 to the
left.

4. Working of Reverse Gear:

For reverse gear, the motion is transferred from clutch gear A to the layshaft gear U1.
From there it is transferred to layshaft gear U4 and then to the intermediate gear U5.
From there to the main shaft gear E and then to the sliding member F2 and then to the
main shaft for the final drive. This is done by moving G2 towards the right. Intermediate
gear helps to achieve the
reverse gear.
A machine shop is a room, building, or company where machining is done, which is a
form of subtractive manufacturing. In a machine shop, machinists use machine
tools and cutting tools to make parts, usually of metal or plastic (but sometimes of other
materials such as glass or wood). A machine shop can be a small business (such as a job
shop) or a portion of a factory, whether a toolroom or a production area
for manufacturing. The parts produced can be the end product of the factory, to be sold to
customers in the machine industry, the car industry, the aircraft industry, or others. In
other cases, companies in those fields have their own machine shops.
The production can consist of cutting, shaping, drilling, finishing, and other processes.
The machine tools typically include metal lathes, milling machines, machining centers,
multitasking machines, drill presses, or grinding machines, many controlled
with computer numerical control (CNC). Other processes, such as heat
treating, electroplating, or painting of the parts before or after machining, are often done
in a separate facility. A machine shop can contain some raw materials (such as bar
stock for machining) and an inventory of finished parts. These items are often stored in
a warehouse.
A machine shop can be a capital intensive business, because the purchase of equipment
can require large investments. A machine shop can also be labour-intensive, especially if
it is specialized in repairing machinery on a job production basis, but production
machining (both batch production and mass production) is much more automated than it
was before the development of CNC, programmable logic
control (PLC), microcomputers, and robotics. It no longer requires masses of workers,
although the jobs that remain tend to require
high talent and skill. Training and experience in a machine shop can both be scarce and
valuable.

Machines[edit]
Main article: machine
A machine is a tool containing one or more parts that uses energy to perform an intended
action. Machines are usually powered by mechanical, chemical, thermal, or electrical
means, and are often motorized. Historically, a power tool also required moving parts to
classify as a machine. However, the advent of electronics has led to the development of
power tools without moving parts that are considered machines.[6]
Machining[edit]
Machining is any of various processes in which a piece of raw material is cut into a
desired final shape and size by a controlled material-removal process. The many
processes that have this common theme, controlled material removal, are today
collectively known as subtractive manufacturing, in distinction from processes of
controlled material addition, which are known as additive manufacturing. Exactly what
the "controlled" part of the definition implies can vary, but it almost always implies the
use of machine tools (in addition to just power tools and hand tools).
Machine tools[edit]
Main article: machine tool
A machine tool is a machine for shaping or machining metal or other rigid materials,
usually by cutting, boring, grinding, shearing, or other forms of deformation. Machine
tools employ some sort of tool that does the cutting or shaping. All machine tools have
some means of constraining the workpiece and provide a guided movement of the parts of
the machine. Thus the relative movement between the workpiece and the cutting tool is
controlled or constrained by the machine to at least some extent, rather than being
entirely "offhand" or "freehand".
REFERENCES
 www.jksrtc.co.in/vehicle.php

 www.jksrtc.co.in/mechanical.php

 www.business-standard.com/.../1-200-vehicles-grounded-as-jksrtc-strike

 jkgad.nic.in/gaddynamic/ret1.aspx?id=3828

 www.jksrtc.co.in/

 www.jksrtc.co.in/history.php

 www.discoveredindia.com/jammu-and...corporation/services.htm