MH1047 INDUSTRIAL TRAINING -I

A REPORT
Submitted by

SELVAKUMAR.G [Reg No: 1181310026]

in submission for assessment and award

of Grade for the course

BACHELOR OF TECHNOLOGY
in

MECHATRONICS ENGINEERING
of

FACULTY OF ENGINEERING & TECHNOLOGY

S.R.M. Nagar, Kattankulathur, Kancheepuram District

OCTOBER 2015

SRM UNIVERSITY
(Under Section 3 of UGC Act, 1956)

BONAFIDE CERTIFICATE

Certified that this report titled ...MH1047 INDUSTRIAL TRAINING I ..

is the bonafide work of ..SELVAKUMAR.G., who carried out the
training in (ZEAL UNIVERSAL MOTORS-WEST MAMBALAM). Certified further,
that to the best of my knowledge the work reported herein does not form any other training
report on an earlier occasion on this or any other candidate.

SIGNATURE

SIGNATURE

APPENDIX 3

CONTENTS
CHAPTER NO.

1.
2.

TITLE

INTRODUCTION
`

PAGE NO.

ATV Fabrication
2.1 FABRICATION of frame
2.1.1 Frame

2.1.2 Cutting &Grinding

2.1.2.1Cutting

2.1.2.2Grinding

2.1.3 Welding
2.1.3.1 Arc welding
2.1.3.2 Gas welding
2.1.4 Vehicle dimension

4
5
5

2.2 ENGINE
2.2.1 Specification

2.2.2 Timing chain

2.2.3 Clutch

2.2.3.1Single clutch

2.2.3.2Multiplate clutch

2.3 SUSPENSION SYSTEM

2.3.1 Double whisbone

2.3.2 Monoshock

2.4 WHEEL

10

1. INTRODUCTION
An all-terrain vehicle (ATV), also known as a quad, quad bike is defined by the American
National Standards Institute (ANSI) as a vehicle that travels on low-pressure tires, with a seat
that is straddled by the operator, along with handlebars for steering control. As the name
implies, it is designed to handle a wider variety of terrain than most other vehicles, To ride
those in street special permissions are required ,even at some countries use of quad bikes in
streets is illegal
In an ATV The rider sits on and operates these vehicles like a motorcycle, but the extra
wheels give more stability at slower speeds. Although equipped with three or four wheels,
six-wheel models exist for specialized applications. Engine sizes of ATVs range from 49 to
1,000 cc.
Safety has been a major issue with ATVs due to the high number of deaths and injuries
associated with them and the negligible protection offered by the machine.
The modern breed of ATVs was introduced in the early 1970s and almost immediately
realized alarming injury rates for children and adolescents. Based on analysis of the National
Trauma Data Bank, ATVs are more dangerous than dirt bikes, possibly due to crush injuries
and failure to wear safety gear such as helmets. They are as dangerous as motorcycles, based
on mortality and injury scores. More children and women are injured on ATVs, who also
present a lower rate of helmet usage.
Many common injuries can be prevented with the use of proper protective equipment. Most
ATV manufacturers recommend at least a suitable DOT-approved helmet, protective eyewear,
gloves and suitable riding boots for all riding conditions. Sport or aggressive riders, or riders
on challenging terrain (such as those rock crawling or hill climbing), may opt for
a motocross-style chest protector and knee/shin guards for further protection. Proper tires
(suited to a particular terrain) can also play a vital role in preventing injuries. Fatal accidents
typically occur when the vehicle rolls over.

2. ATV Fabrication
Design an all-terrain vehicle that meets international standards and is also cost effective at
the same time is so complex.
Subsystems
1. Frame
2. Cutting
3. Grinding
4. Welding

2.1 FABRICATION OF FRAME

2.1.1 Frame
A vehicle frame, also known as its chassis, is the main supporting structure of a motor
vehicle to which all other components are attached, comparable to the skeleton of an
organism.
Until the 1930s, virtually every (motor) vehicle had a structural frame, separate from the car's
body. This construction design is known as body-on-frame. Since then, nearly all passenger
cars have received unibody construction, meaning their chassis and bodywork have been
integrated into one another. The last UK mass-produced car with a separate chassis was
the Triumph Herald, which was discontinued in 1971. However, nearly all trucks, buses
and pickups continue to use a separate frame as their chassis.

The main functions of a frame in motor vehicles are:

1. To support the vehicle's mechanical components and body
2. To deal with static and dynamic loads, without undue deflection or distortion.
These include:

Weight of the body, passengers, and cargo loads.

Vertical and torsional twisting transmitted by going over uneven surfaces.

Transverse lateral forces caused by road conditions, side wind, and steering the
vehicle.

Torque from the engine and transmission.

Longitudinal tensile forces from starting and acceleration, as well as compression

from braking.

Sudden impacts from collisions.

2.1.2 Cutting &Grinding

2.1.2.1Cutting
In the context of machining, a cutting tool or cutter is any tool that is used to remove
material from the workpiece by means of shear deformation. Cutting may be accomplished
by single-point or multipoint tools. Single-point tools are used in turning, shaping, plaining
and similar operations, and remove material by means of one cutting edge. Milling and
drilling tools are often multipoint tools. Grinding tools are also multipoint tools. Each grain
of abrasive functions as a microscopic single-point cutting edge (although of high
negative rake angle), and shears a tiny chip.
Cutting tools must be made of a material harder than the material which is to be cut, and the
tool must be able to withstand the heat generated in the metal-cutting process. Also, the tool
must have a specific geometry, with clearance angles designed so that the cutting edge can
contact the workpiece without the rest of the tool dragging on the workpiece surface. The
angle of the cutting face is also important, as is the flute width, number of flutes or teeth, and
margin size. In order to have a long working life, all of the above must be optimized, plus
the speeds and feeds at which the tool is run.
NOTE:Cutting tool will be thinner in dimensions than grinding tool

2.1.2.2Grinding
Grinding is an abrasive machining process that uses a grinding wheel as the cutting tool.
A wide variety of machines are used for grinding:

Hand-cranked knife-sharpening stones (grindstones)

Handheld power tools such as angle grinders and die grinders

Various kinds of expensive industrial machine tools called grinding machines

Bench grinders often found in residential garages and basements

Grinding practice is a large and diverse area of manufacturing and tool making. It can
produce very fine finishes and very accurate dimensions; yet in mass production contexts it
can also rough out large volumes of metal quite rapidly. It is usually better suited to the
machining of very hard materials than is "regular" machining (that is, cutting larger chips
with cutting tools such as tool bits or milling cutters), and until recent decades it was the only
practical way to machine such materials as hardened steels. Compared to "regular"
machining, it is usually better suited to taking very shallow cuts, such as reducing a shafts
diameter by half a thousandth of an inch or 12.7 m.
Grinding is a subset of cutting, as grinding is a true metal-cutting process. Each grain of
abrasive functions as a microscopic single-point cutting edge (although of high negative rake
angle), and shears a tiny chip that is analogous to what would conventionally be called a
"cut" chip (turning, milling, drilling, tapping, etc.). However, among people who work in the
machining fields, the term cutting is often understood to refer to the macroscopic cutting
operations, and grinding is often mentally categorized as a "separate" process. This is why
the terms are usually used in separately in shop-floor practice.

Lapping and sanding are subsets of grinding.

2.1.3 Welding
2.1.3.1 Arc welding
These processes use a welding power supply to create and maintain an electric
arc between an electrode and the base material to melt metals at the welding point. They can
use

either direct (DC)

or

alternating

(AC)

current,

and

consumable

or

non-

consumable electrodes. The welding region is sometimes protected by some type of inert or
semi-inert gas, known as a shielding gas, and filler material is sometimes used as well.
To supply the electrical power necessary for arc welding processes, a variety of different
power supplies can be used. The most common welding power supplies are constant current
power supplies and constant voltage power supplies. In arc welding, the length of the arc is
directly related to the voltage, and the amount of heat input is related to the current. Constant
current power supplies are most often used for manual welding processes such as gas
tungsten arc welding and shielded metal arc welding, because they maintain a relatively
constant current even as the voltage varies. This is important because in manual welding, it
can be difficult to hold the electrode perfectly steady, and as a result, the arc length and thus
voltage tend to fluctuate. Constant voltage power supplies hold the voltage constant and vary
the current, and as a result, are most often used for automated welding processes such as gas
metal arc welding, flux cored arc welding, and submerged arc welding. In these processes,
arc length is kept constant, since any fluctuation in the distance between the wire and the base
material is quickly rectified by a large change in current. For example, if the wire and the
base material get too close, the current will rapidly increase, which in turn causes the heat to
increase and the tip of the wire to melt, returning it to its original separation distance.
The type of current used plays an important role in arc welding. Consumable electrode
processes such as shielded metal arc welding and gas metal arc welding generally use direct
current, but the electrode can be charged either positively or negatively. In welding, the
positively charged anode will have a greater heat concentration, and as a result, changing the
polarity of the electrode has an impact on weld properties. If the electrode is positively
charged, the base metal will be hotter, increasing weld penetration and welding speed.
Alternatively, a negatively charged electrode results in more shallow welds. Non consumable
electrode processes, such as gas tungsten arc welding, can use either type of direct current, as
well as alternating current. However, with direct current, because the electrode only creates
the arc and does not provide filler material, a positively charged electrode causes shallow
welds, while a negatively charged electrode makes deeper welds.[26] Alternating current
rapidly moves between these two, resulting in medium-penetration welds. One disadvantage
of AC, the fact that the arc must be re-ignited after every zero crossing, has been addressed
with the invention of special power units that produce a square wave pattern instead of the
normal sine wave, making rapid zero crossings possible and minimizing the effects of the
problem.

2.1.3.2 Gas welding

The most common gas welding process is oxy fuel welding,[13] also known as oxyacetylene
welding. It is one of the oldest and most versatile welding processes, but in recent years it has
become less popular in industrial applications. It is still widely used for welding pipes and
tubes, as well as repair work.[13]
The equipment is relatively inexpensive and simple, generally employing the combustion of
acetylene in oxygen to produce a welding flame temperature of about 3100 C.[13] The flame,
since it is less concentrated than an electric arc, causes slower weld cooling, which can lead
to greater residual stresses and weld distortion, though it eases the welding of high alloy
steels. A similar process, generally called oxy fuel cutting, is used to cut metals.

2.1.4 Vehicle dimension

Wheelbase: 1110 mm
Track width: 890mm
Width: 1153 mm
Length: 1547 mm
Ground Clearance: 190.5 mm
As per the international standards the track width of the vehicle is approximately 80% of the
wheelbase
Tire: 175/70R14
Rim: 5.5Jx14 ET38
Pcd: 5x100

Thd: M14 x 1.5

Cb: 57.1
Tire pressure:1.9

2.2 ENGINE
2.2.1 Specification

Type

Air cooled, 4 - stroke single cylinder OHC

Displacement

149.2 cc

Max. Power

10.6 KW (14.4 Ps) @ 8500 rpm

Max. Torque

12.80 Nm @ 6500 rpm

Bore x Stroke

57.3 x 57.8 mm

Carburettor

Constant Vacuum type with CCVI (Carburetor

Controlled Variable Ignition)

Starting

Self Start / Kick Start

Ignition

AMI - Advanced Microprocessor Ignition System

2.2.2 Timing chain

A timing belt, timing chain or cam belt is a part of an internal combustion engine that
synchronizes the rotation of the crankshaft and the camshaft(s) so that the engine's
valves open and close at the proper times during each cylinder's intake and exhaust strokes.
In an interference engine the timing belt or chain is also critical to preventing the piston from
striking the valves. A timing belt is a belt that usually features teeth on the inside surface,
while a timing chain is a roller chain.
Most modern production automobile engines use a timing belt or chain to synchronize
crankshaft and camshaft rotation; some engines instead use gears to directly drive the
camshafts. The use of a timing belt or chain instead of direct gear drive enables engine
designers to place the camshaft(s) further from the crankshaft, and in engines with multiple
camshafts a timing belt or chain also enables the camshafts to be placed further from each
other. Timing chains were common on production automobiles through the 1970s and 1980s,
when timing belts became the norm, but timing chains have seen a resurgence in recent years.
Timing chains are generally more durable than timing belts though neither is as durable

as direct gear drive however, timing belts are lighter, less expensive, and operate more
quietly.

2.2.3 Clutch
A clutch is a mechanical device that engages and disengages the power transmission,
especially from driving shaft to driven shaft.
Clutches are used whenever the transmission of power or motion must be controlled either in
amount or over time (e.g., electric screwdrivers limit how much torque is transmitted through
use of a clutch; clutches control whether automobiles transmit engine power to the wheels).
In the simplest application, clutches connect and disconnect two rotating shafts (drive
shafts or line shafts). In these devices, one shaft is typically attached to an engine or other
power unit (the driving member) while the other shaft (the driven member) provides output
power for work. While typically the motions involved are rotary, linear clutches are also
possible.
In a torque-controlled drill, for instance, one shaft is driven by a motor and the other drives a
drill chuck. The clutch connects the two shafts so they may be locked together and spin at the
same speed (engaged), locked together but spinning at different speeds (slipping), or
unlocked and spinning at different speeds (disengaged).

2.2.3.1 Single clutch

The clutch used in automotive applications is generally a single plate dry clutch. In this type
the clutch plate is interposed between the flywheel surface of the engine and pressure plate.

2.2.3.2Multiplate clutch
This type of clutch has several driving members interleaved or "stacked" with several driven
members. It is used in racing cars including Formula 1, IndyCar, World Rally and even most
club racing. Multiplate clutches see much use in drag racing, which requires the best
acceleration possible, and is notorious for the abuse the clutch is subjected to. Thus
motorcycles, automatic transmissions and in some diesel locomotives with mechanical
transmissions. It is also used in some electronically controlled all-wheel drive systems as well
as in some transfer cases. They can also be found in some heavy machinery such as tanks
and AFV's (T-54) and earthmoving equipment (front-end loaders, bulldozers), as well as
components in certain types of limited slip differentials. The benefit in the case of
motorsports is that you can achieve the same total friction force with a much smaller overall
diameter (or conversely, a much greater friction force for the same diameter, important in
cases where a vehicle is modified with greater power, yet the maximum physical size of the
clutch unit is constrained by the clutch housing). In motorsports vehicles that run at high
engine/drivetrain speeds, the smaller diameter reduces rotational inertia, making the

drivetrain components accelerate more rapidly, as well as reducing the angular velocity of the
outer areas of the clutch unit, which could become highly stressed and fail at the extremely
high drivetrain rotational rates achieved in sports such as Formula 1 or drag racing. In the
case of heavy equipment, which often deal with very high torque forces and drivetrain loads,
a single plate clutch of the necessary strength would be too large to easily package as a
component of the driveline.
Another, different theme on the multiplate clutch is the clutches used in the fastest classes of
drag racing, highly specialized, purpose-built cars such as Top Fuel or Funny Cars. These
cars are so powerful that to attempt a start with a simple clutch would result in complete loss
of traction. In more normal cars it's possible to "slip the clutch" and limit the power reaching
the wheels until you have gained speed, but a Top Fuel car actually uses a series of clutches
instead of transmission ratios. Instead, it uses a single, fixed gear ratio, and a series of
clutches that are engaged one at a time, rather than in unison, progressively allowing more
power to the wheels. A single one of these clutch plates (as designed) can not hold more than
a fraction of the power of the engine, so the driver starts with only the first clutch engaged.
This clutch is overwhelmed by the power of the engine, allowing only a fraction of the power
to the wheels, much like "slipping the clutch" in a slower car, but working not requiring
concentration from the driver. As speed builds, the driver pulls a lever, which engages a
second clutch, sending a bit more of the engine power to the wheels, and so on. This
continues through several clutches until the car has reached a speed where the last clutch can
be engaged. With all clutches engaged, the engine is now sending all of its power to the rear
wheels. This is far more predictable and repeatable than the driver manually slipping the
clutch himself and then shifting through the gears, given the extreme violence of the run and
the speed at which is all unfolds. Another benefit is that there is no need to break the power
flow in order to swap gears (a conventional manual cannot transmit power while between
gears, which is important because 1/100ths of a second are important in Top Fuel races). A
traditional multiplate clutch would be more prone to overheating and failure, as all the plates
must be subjected to heat and friction together until the clutch is fully engaged, while a Top
Fuel car keeps its last clutches in "reserve" until the cars speed allows full engagement. It is
relatively easy to design the last stages to be much more powerful than the first, in order to
ensure they can absorb the power of the engine even if the first clutches burn out or overheat
from the extreme friction.

2.3 SUSPENSION SYSTEM

Suspension is the system of tires, tire air, springs, shock absorbers and linkages that connects
a vehicle to its wheels and allows relative motion between the two.[1] Suspension systems
serve a dual purpose contributing to the vehicle's road holding/handling and braking for
good active safety and driving pleasure, and keeping vehicle occupants comfortable and
a ride quality reasonably well isolated from road noise, bumps, vibrations, etc.[2] These goals
are generally at odds, so the tuning of suspensions involves finding the right compromise. It
is important for the suspension to keep the road wheel in contact with the road surface as
much as possible, because all the road or ground forces acting on the vehicle do so through
the contact patches of the tires. The suspension also protects the vehicle itself and any cargo

or luggage from damage and wear. The design of front and rear suspension of a car may be
different.

2.3.1 Double wishbone

In automobiles, a double wishbone (or upper and lower A-arm) suspension is
an independent suspension design using two (occasionally parallel)wishbone-shaped arms to
locate the wheel. Each wishbone or arm has two mounting points to the chassis and one joint
at the knuckle. The shock absorber and coil spring mount to the wishbones to control vertical
movement. Double wishbone designs allow the engineer to carefully control the motion of
the wheel throughout suspension travel, controlling such parameters as camber angle, caster
angle, toe pattern, roll center height, scrub radius, scuff and more.
Advantages and disadvantages
Double wishbone suspension provides the engineer more free parameters than some other
types do. It is fairly easy to work out the effect of moving each joint, so the kinematics of the
suspension can be tuned easily and wheel motion can be optimized. It is also easy to work out
the loads that different parts will be subjected to which allows more optimised lightweight
parts to be designed. They also provide increasing negative camber gain all the way to full
jounce travel, unlike the MacPherson strut, which provides negative camber gain only at the
beginning of jounce travel and then reverses into positive camber gain at high jounce
amounts.
Conversely, it may take more space and is slightly more complex than other systems like a
MacPherson strut. Due to the increased number of components within the suspension set up it
takes much longer to service and is heavier than an equivalent MacPherson design. At the
other end of the scale, it offers less design choice than the more costly and complex multilink suspension system.

2.3.2 Monoshock
On a motorcycle with a mono-shock rear suspension, a single shock absorber connects the rear
swingarm to the motorcycle's frame. Typically this lone shock absorber is in front of the rear
wheel, and uses a linkage to connect to the swing arm. Such linkages are frequently designed to
give a rising rate of damping for the rear.[14] Mono-shocks are said to eliminate torque to the
swingarm and provide more consistent handling and braking.[citation needed]Honda refers to its monoshock designs as Pro-link suspensions, Kawasaki as Uni-Track, Suzuki as Full-Floater, and
Yamaha as Monocross.

2.4 WHEEL
A wheel is a circular component that is intended to rotate on an axle bearing. The wheel is
one of the main components of the wheel and axle which is one of the six simple machines.
Wheels, in conjunction with axles, allow heavy objects to be moved easily facilitating
movement or transportation while supporting a load, or performing labor in machines.
Wheels are also used for other purposes, such as a ship's wheel, steering wheel, potter's
wheel and flywheel.
Common examples are found in transport applications. A wheel greatly reduces friction by
facilitating motion by rolling together with the use of axles. In order for wheels to rotate,
a moment needs to be applied to the wheel about its axis, either by way of gravity, or by the
application of another external force or torque.

ACKNOWLEDMENT

I would like to express my special thanks of gratitude to AHAMED as well as NISHANT

who gave me the golden opportunity to do this wonderful project on ATV, which also helped
me in doing a lot of Research and i came to know about so many new things I am really
thankful to them.
Secondly i would also like to thank my parents and friends who helped me a lot in finalizing
this project within the limited time frame.