INDIA NIPPON ELECTRICALS LIMITED Masani (Rewari), Haryana

A TRAINING REPORT SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE AWARD OFTHE DEGREE OF

BACHELOR OF TECHNOLOGY (Mechanical Engineering)

SUBMITTED TO LOVELY PROFESSIONAL UNIVERSITY, JALANDHAR SUBMITTED BY Name of Student University Reg. No. SUMIT KUMAR 11110667

03-06-14 to 21-07-14

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ACKNOWLEDGEMENT

I would like to place on record my deep sense of gratitude to Er..T K Balaji , line manager of Light Alloy Assembly of NIPPON Assembly line, Masani for his generous guidance, help and useful suggestions.

I express my sincere gratitude to Er. G. Murali, Shop Manager of quality control department of NIPPON Assembly Line, Masani, for his stimulating guidance, and continuous encouragement.

I also wish to extend my thanks to Mr. Ramesh Kumar and other workers for guiding and providing the knowledge related to machinery and processes.

I am extremely thankful to Prof _Ankur Bahel, HOD, Lovely Professional University Jalandhar, for valuable suggestions and encouragement .

I am also thankful to Mr. Ajay Gupta, Training and placement officer, LPU, Jalandhar for providing the opportunity to get the knowledge.

Signature of Student Sumit Kumar (8727096736)

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DECLARATION

I hereby declare that I have gone in six week summer training in ‘ INDIA NIPPON ELECTRICALS LTD.’ Organization .i have works there under the guidance of Mr.T K Balaji.i have learnt there so many new things which will be very helpful for my future. I am very thankful to ‘Lovely Professional University, Phagwara’ for giving me such opportunity.

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TABLE OF CONTENTS Page no.

Acknowledgement 2

About Company/industry/institute

Chapter 1: INTRODUCTION 51.1 INDUSTRY PROFILE 61.2 FINANCIAL PROFILE 7 1.3 KEY HIGHLIGHTS 71.4 KEY RISKS 71.5 PRODUCTS 91.6 USE OF ELECTRONICS IN THE AUTOMOBILE 10

Chapter 2: Products Detail 112.1 AC GENERATOR 112.2 RECTIFIER 122.3 IGNITION SYSTEM 122.4 IGNITION COIL 132.5 POWER & SENSOR 142.6 START/STOP 152.7 THE AUTOMOBILE PHYSICAL CONFIGURATION 18Chapter 3:MY WORK 21Chapter 4: RESULTS AND DISCUSSION 22Chapter 5: CONCLUSION AND FUTURE SCOPE 23 REFERENCE 24RECOMMENDATION 25

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Chapter 1: Introduction

As a part of the curriculum, and for the partial fulfillment of the requirements for completion of the B.Tech degree from Lovely Professional University, Phagwara. I, Sumit Kumar, underwent an industrial training at the India Nippon Electricals LTD., Masani(Rewari),Haryana, Works for 6 weeks during the two months period of June-July, 2014 India Nippon Electricals Limited (INEL) was incorporated in 1984. The company is into manufacturing of electronic ignition systems, auto components and other related products for two wheelers, three- wheelers and portable genets.

Incorporated in 1984, INEL was converted into a joint venture in 1986 between Lucas India Services Ltd ( a wholly owned subsidiary of Lucas- TVS Ltd) and Kokusan Denki Co. Ltd, Japan ( a group company of Hitachi Japan) to manufacture electronic ignition systems for two-wheelers, three wheelers and portable engines. In 1986, the company established its first manufacturing plant in Hosur at Tamil Nadu and started production to supply to TVS Motor Company for motor cycles. INEL offers wide range of products which include flywheel magnetos, capacitor discharge ignition units, ignition coils and others. Its manufacturing facilities are located in Hosur, Puducherry and Rewari. The company serves to domestic and international markets with a subsidiary viz- P T Automotive Systems Indonesia.

1.1 INDUSTRY PROFILE Auto Component

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The auto components industry production, in India, is estimated at around Rs 1212 billion in 2009-10. The industry has been reducing its dependence on the domestic automobile industry over the long term; it also continues to maintain its ability of being cost-competitive and technically proficient in niche segments. These factors along with foray of Indian auto component players in the international markets through acquisitions have enhanced the industry`s popularity among international original equipment manufacturers (OEMs) in terms of their outsourcing needs. Currently, domestic OEMs account for around 67% of the total auto component production off take, whereas the replacement and export segments account for around 21% and 12%, respectively. The industry is largely fragmented with over 558 players operating in the organised segment and many unorganized players catering to the replacement demand. However, with auto OEMs adopting vendor rationalisation, proportion of the organised segment is likely to increase over the long term. In the long term, exports are expected to grow at a faster pace as global OEMs are expected to implement cost rationalisation strategies by increasing their sourcing from low cost regions. The bargaining power of players is moderate with OEM's and has been historically high in the replacement market. The technological edge of a particular auto component segment determines the bargaining power of its players. Further, players with higher exposure to replacement segment are able to have better margins given higher bargainning power in the segment. However, increasing competition from imports is impacting the ability to pass on input cost increases in replacement market as well.

1.2 FINANCIAL PROFILE

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Strong growth in top-line, operating margin improves in FY10 Top line grew by 30.5% on y-o-y basis reaching ~Rs.1.7 bn as a result of strong growth in two- wheeler industry. During the year revenue earned from scooter and genset segments rose by ~100%, three-wheeler ~43% and moped ~27%.Operating margin improved to 14.2% in FY10 from 11.1% in FY09 as a result of improved utilization of resources. In FY10, material cost, manufacturing expenses and others expenses as a percentage of total revenues declined affecting margin positively. PAT grew from ~Rs.118.4 mn in FY09 to ~Rs.171.5 mn in FY10 primarily on account of increase in operating profits and decrease in extraordinary expenses i.e. employee restructuring expenses.

1.3 KEY HIGHLIGHTSOffers wide range of productsINEL offers varied range of products to serve 2/3 wheelers, mopeds and portable engines effectively. Its products are used in different areas such as power generation, power management, ignition management, automotive electronics and test kits. The company manufactures rotors, stators, capacitor discharge ignition and transistor ignition units, ignition coil and control units, integral units such as combined capacitor discharge ignition and ignition coil units, regulators and rectifiers. Strong client baseINEL is one of established players in the auto ancillary industry. It operates in both domestic and international markets.It has strong client base which includes clients like- TVS Motor, Hero Honda Motor, Honda Motorcycle and scooter, Bajaj Auto, Royal Enfield, LML, Lombardini India, Piaggio India, Honda SIEL Power Products, Birla Power Solutions, Kokusan Denki and others.

1.4 KEY RISKS• Cyclicality of auto industry

• Increasing competition

• Volatile raw material prices

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1.5 USE OF ELECTRONICS IN THE AUTOMOBILEElectronics have been relatively slow in coming to the automobile primarily because of the relationship between the added cost and the benefits. Historically, the first electronics (other than radio) were introduced into the commercial automobile during the late 1950s and early 1960s. However, these features were not well received by customers, so they were discontinued from production automobiles. Two major events occurred during the 1970s that started the trend toward the use of modern electronics in the automobile: (1) the introduction of government regulations for exhaust emissions and fuel economy, which required better control of the engine than was possible with the methods being used; and (2) the development of relatively low cost per function solid-state digital electronics that could be used for engine control. Electronics are being used now in the automobile and probably will be used even more in the future. Some of the present and potential applications for electronics are.

1. Electronic engine control for minimizing exhaust emissions and maximizingFuel economy

2. Instrumentation for measuring vehicle performance parameters and forDiagnosis of on-board system malfunctions

3. Driveline control

4. Vehicle motion control

5. Safety and convenience

6. Entertainment/communication/navigation

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Chapter 2: Products Detail2.1 AC Generator Introduction Most of the electrical power used aboard Navy ships and aircraft as well as in civilian applications is ac. As a result, the ac generator is the most important means of producing electrical power. Ac generators, generally called alternators, vary greatly in size depending upon the load to which they supply power. For example, the alternators in use at hydroelectric plants, such as Hoover Dam, are tremendous in size, generating thousands of kilowatts at very high voltage levels. Another example is the alternator in a typical automobile, which is very small by comparison. It weighs only a few pounds and produces between 100 and 200 watts of power, usually at a potential of 12 volts.

BASIC AC GENERATORS Regardless of size, all electrical generators, whether dc or ac, depend upon the principle of magnetic induction. An emf is induced in a coil as a result of (1) a coil cutting through a magnetic field, or (2) a magnetic field cutting through a coil. As long as there is relative motion between a conductor and a magnetic field, a voltage will be induced in the conductor. That part of a generator that produces the magnetic field is called the field. That part in which the voltage is induced is called the armature. For relative motion to take place between the conductor and the magnetic field, all generators must have two mechanical parts — a rotor and a stator. The ROTor is the part that Rotates; the Stator is the part that remains Stationary. In a dc generator, the armature is always the rotor. In alternators, the armature may be either the rotor or stator.

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2.2 RECTIFIER

2.3 Ignition system An ignition system is a system for igniting a fuel-air mixture. Ignition systems are well known in the field of internal combustion engines such as those used in petrol (gasoline) engines used to power the majority of motor vehicles, but they are also used in many other applications such as in oil-fired and gas-fired boilers, rocket engines, etc. The first ignition system to use an electric spark was probably Alessandro Volta's toy electric pistol from the 1780s. Virtually all petrol engines today use an electric spark for ignition.Diesel engines rely on fuel compression for ignition, but usually also have glow plugs that preheat the combustion chamber to allow starting of the engine in cold weather. Other engines may use a flame, or a heated tube, for ignition.

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Electronic ignition The disadvantage of the mechanical system is the use of breaker points to interruptthe low-voltage high-current through the primary winding of the coil; the points are subject to mechanical wear where they ride the cam to open and shut, as well as oxidation and burning at the contact surfaces from the constant sparking. They require regular adjustment to compensate for wear, and the opening of the contact breakers, which is responsible for spark timing, is subject to mechanical variations. In addition, the spark voltage is also dependent on contact effectiveness, and poor sparking can lead to lower engine efficiency. A mechanical contact breaker system cannot control an average ignition current of more than about 3 A while still giving a reasonable service life, and this may limit the power of the spark and ultimate engine speed.

2.4Ignition Coil The ignition coil is a high voltage (low current) transformer that converts the vehicle’s 12 volt power supply to the 25-30,000 volts required to jump the gap of the spark plug, thus instigating combustion.

How Ignition Coils Work With the development of engine management, ignition coils have undergone a complete redesign. Gone are the traditional oil/asphalt filled, barrel shaped coils, now virtually all manufacturers use resin filled plastic coils which are manufactured in all shapes and sizes. They are smaller, lighter and more efficient but regrettably they are not always more reliable. Although they appear completely different they still rely on Faraday’s laws of electromagnetism to generate this high voltage. When a voltage is passed through the primary windings (from the battery(+ve), via the ignition switch, through to ground (–ve)) a magnetic field (flux) is generated around the windings. If the voltage is interrupted (switched off) the magnetic field collapses, this generates a voltage in the secondary windings. This generated or induced voltage is dependent upon the ratio of the windings (primary to secondary), the design of the coil and how quickly the voltage is turned on and off.

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2.5 START/STOP ENGINES Car manufacturers worldwide are under pressure to deliver fuel efficient vehicles that emit less carbon dioxide. The automotive technology arm of Bosch has successfully developed systems that automatically switch off vehicle engines during idling and have been installed in over a million cars to date. Antonios Katirtzidis, product manager at Bosch, explains how start/stop systems can significantly reduce both fuel consumption and emissions.Start/stop systems that automatically shut down and restart a vehicle’s internal combustion engine to reduce the engine’s idling time have been under development since the 1970s. First added to the Volkswagen Polo and Fiat Regata in the 1980s, they did not achieve commercial success at the time as drivers found the technology disconcerting and the systems were too expensive. In the last few years the importance of the technology has increased dramatically. Climate change means that car manufacturers are eager to shave every last percent off a vehicle’s carbon dioxide emissions while soaring oil prices make fuel economy an important criterion for most car owners. Start/stop systems have responded to these needs.

SYSTEMS APPROACH The key elements of the start/stop system are a reinforced starter motor or ‘start/stop starter motor’, an array of sensors including the battery, neutral-gear, wheel-speed and crankshaft sensors, a 12 Volt DC/DC converter and the Engine Control Unit (ECU). This system was specifically designed using existing car components so that it could be installed quickly and cost-effectively and be adapted to different engines and vehicle types by individual automotive manufacturers (see Figure 1: The start/stop system). The starter motor is a prime example of a systems approach. Today’s hybrid vehicles use an integrated starter-generator (or starter-alternator) which replaces both the starter motor and generator/ alternator in a conventional drive-train. Typically, this electrical component is installed between the engine and gearbox and is linked directly to the crankshaft. It is a ‘bi-directional energy converter’ in that it acts as a motor when powered by the battery, offering much faster start than the conventional 12 Volt starter. It also generates electric power when driven by the engine and charges the battery.

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2.6 POWER AND SENSORS The vehicle’s battery is also a crucial part of the start/stop system. It will have to withstand a greater number of starts than the battery in a standard vehicle as well as provide power for ancillary applications, such as seat-heating, when the engine is switched off. To this end, so-called enhanced flooded Batteries or absorbent glass mat batteries can be used. These are already widely utilized in heavy-duty vehicles such as fork-lift trucks that need to draw high levels of current from a battery. Based on conventional lead acid cells, these batteries have been designed with thicker electrodes, can be charged more quickly last longer and provide at least twice the cycle life of standard lead-acid batteries. A 12 Volt DC to DC converter has also been integrated into the start/stop system. Now, when the starter motor is activated, voltage decreases across the vehicle’s electrical system, which may affect the operation of electronic equipment such as satellite navigation or the radio. The DC/DC converter stabilises voltage levels, avoiding.

Oil level sensors The sensors can be used for a wide range of applications from the acquisition of the minimum oil level to the continual measurement of the oil level. You know yourself how broad and varied the range of applications for these parts is both for specific areas and products.

Overview of variants Level sensors Examples in vehicles Examples for possible applications in the industrial field Recording or measuring levels.Monitoring the level in windscreen washer fluid tanks (washer fluid supply switches).Monitoring or measurement of the level of motor oil in the engine (oil level switch or oil level sensors).Monitoring or measurement of the level (water or oil) in supply tanks, oil tanks, wind power plants, block heat and power plants, stationary motors etc.

Application overviewSolutions for Special OE Engine ManufacturesNTC temperature sensors

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Measurement of liquid and air temperature For universal use for measuring the temperature of liquids

_ Suitable for media such as oils, coolants and fuels

_ Measuring range -40 °C to +155 °C

_ New sensor variant for charge air temperature measurement with a reaction time of ≤ 15 sec

Universal pressure sensorsPressure measurement for oil and fuel_ Pressure measurementfrom 0 to 10 bar

_ Can be used with a broad range of diff erent liquids and gases

_ Two thread sizes: M14 and M18

Ultrasonic oil level and temperature sensorFor continual oil level and temperature measurement_ Continual measurement of the level of motor oil in the static and dynamic range.

_ Compact sensor architecture with a multi-chip module

_ Integrated temperature sensor

_ Immediate measurement after switch-on

Angle position sensorAccelerator sensor angle measurement

_ Individual or passive sensors

_ High precision thanks to internal 14 bit resolution

_ High thermal stability and linearity_ Insensitive to magnetic fi elds

Accelerator pedal

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Upright and pendant

_ Contact-less measuring system

_ Slim and sturdy design

_ Simple mechanical connection

_ Passive output signal

_ High measuring accuracy and resistance to interference

Ultrasonic oil level and temperature sensor For continual oil level and temperature measurement_ Continual measurement of the level of motor oil in the static and dynamic range.

_ Compact sensor architecture with a multi-chip module_ Integrated temperature sensor

_ Immediate measurement after switch-on

Oil level sensor Acquisition of oil level

_ Compact sensor design

_ Installed in the oil pan

_ Simple electrical connection

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Automotive Electronics

Automotive Fundamentals Picture yourself in the not-too-distant future driving your new car along a rural interstate highway on a business trip. The cruise control is maintaining the speed at a steady 100 km/hr (62 mph) and there is relatively little traffic. As you approach a slower car, the speed-control system slows your car to match the speed of the slower car and maintain a safe distance of about 53 m (165 ft) behind the slower/r car. When oncoming traffic clears, you enter the passing lane and your car automatically increases speed as you pass the slower car. You press a button on the steering column and an image of a road map appears faintly visible (so as not to obscure the road ahead) on the windshield in front of you. This map shows your present position and the position of the destination city. The distance to your destination and the approximate arrival time are displayed on the digital instrument cluster. You are talking on your cellular phone to your office about some changes in a contract that you hope to negotiate. After the instructions for the contract changes are completed, a printer in your car generates a copy of the latest contract version. The onboard entertainment system is playing music for you at a comfortable level relative to the low-level wind and road noise in the car. After completing your phone conversation, you press another button on the steering wheel and the music is replaced by a recorded lesson in French verb conjugation, which you have been studying. Suddenly, the French lesson is interrupted by a message delivered in natural-sounding synthesized speech. “You have fuel remaining for another 50 miles at the present speed. Your destination is 23 miles away. Recommend refueling after exiting the highway There is a station that accepts your electronic credit near the exit (you know, of course, that the electronic credit is activated by inserting the fuel nozzle into the car). Also, the left rear tire pressure is low and the engine control system reports that the mass air flow sensor is intermittently malfunctioning and should be serviced soon.’’

2.7 THE AUTOMOBILE PHYSICAL CONFIGURATION

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The earliest automobiles consisted of carriages (similar to those drawn by horses) to which a primitive engine and drivetrain and steering controls were added. Typically, such cars had a strong steel frame that supported the body of the car. The wheels were attached to this frame by a set of springs and shock absorbers that permitted the car to travel over the uneven road surfaces of the day while isolating the car body from much of the road irregularities. This same general configuration persisted in most passenger cars until some time after World War II, although there was an evolution in car size, shape, and features as technology permitted.This early configuration is depicted in Figure 1.1, in which many of theimportant automotive systems are illustrated. These systems include thefollowing:1. Engine2. Drivetrain (transmission, differential, axle)3. Suspension4. Steering5. Brakes6. Instrumentation7. Electrical/electronic8. Motion control9. Comfort/convenience10. Entertainment/communication/navigation

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Chapter 3: MY WORK Heat Treatment of Steel: Steels can be heat treated to produce a great variety of microstructures and properties. Generally, heat treatment uses phase transformation during heating and cooling to change a microstructure in a solid state. In heat treatment, the processing is most often entirely thermal and modifies only structure. Thermo mechanical treatments, which modify component shape and structure, and thermochemical treatments which modify surface chemistry and structure, are also important processing approaches which fall into the domain of heat treatment. The iron-carbon diagram is the base of heat treatment.

According to cooling rate we can distinguish two main heat treatment operations: • annealing – upon slow cooling rate (in air or with a furnace) • quenching – upon fast cooling (in oil or in water) annealing - produces equilibrium structures according to the Fe-Fe3C diagram quenching - gives non-equilibrium structures.Among annealing there are some important heat treatment processes like: • normalising • spheroidising Normalising The soaking temperature is 30-50°C above in austenite field range. TheTemperature depends on carbon content. After soaking the alloy is cooled in still air. This cooling rate and applied temperature produces small grain size. The small grain structure improves both toughness and strength (especially yield strenght). During normalising we use grain refinement which is associated with allotropic transformation upon heating.Spheroidising The process is limited to steels in excess of 0.5% carbon and consists of heating the steel to temperature about A1 (727°C). At this temperature any cold worked ferrite will recrystallize and the iron carbide present in pearlite will form as spheroids or “ball up”. As a result of change of carbides shape the strength and hardness are reduced.Tempering This process is carried out on hardened steels to remove the internal stresses and brittleness created by the severe rate of cooling. The treatment requires heating the steel to a temperature range of between 200 and 600°C depending upon the final properties desired.

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This heat energy allows carbon atoms to diffuse out of the distorted lattice structure associated with martensite, and thus relieve some of the internal stresses. As a result the hardness is reduced and the ductility (which was negligible before tempering treatment) is increased slightly. The combined effect is to “toughen” the material which is now capable of resisting certain degree of shock loading. The higher the tempering temperature the greater the capacity for absorbing shock.

Chapter 4: RESULT & DISSCUSSION In fact, my training in ‘India Nippon Electricals Ltd.’was very useful to me in acquiring new engineering skills that I had not had before. These learned skills prove being very valuable by signifying an impact in solving problems. It is well known that engineering skills have vital importance in design problems specifically. Some of the areas, problems and difficulties in which the engineering skills I learned signified an impact in solving problems are the following.

Damage in an electrical device, which may be very necessary, is a common problem that occurs repeatedly and everywhere. An engineer having skills of troubleshooting the device using simple equipment can solve such a problem. I feel that I have improved this skill during the training period. The work of technicians in engineers in INEL is not limited to designing and prototyping military-related devices. They also repair any device in the laboratory or elsewhere that goes faulty, if they can. E.g. I have participated in repairing the timer in a paper cutting machine by troubleshooting. This motivated me to try to repair any damaged electrical device in my home.

When a problem arises where designing a technical project is required, the improved technical skills in using specialized software for simulation, programming, plotting, instrumentation, etc, and in dealing with hardware become very useful and helpful in increasing design efficiency. Such a project could be an academic project or an industrial project, such as NIPPON projects. Design engineers in INEL use these skills extensively when working on any project.

Skills of teamwork and planning are universally desired since they increase the efficiency of any project in terms of time and money.

The next chapter lists skills that I have acquired or improved during my training. With no doubt, each of these skills has its usefulness that using it can help in solving of an arising problem

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Chapter 5: ConclusionsIn conclusion, I am well satisfied with my training. I have learned many new technical subjects, acquired a number of new technical skills and improved another group of existing skills, other than those gained at university laboratories. What I liked most about my training is that it is very strongly related to academic materials and laboratories we studied in the university. This refutes the common saying that very little of the materials taught in university engineering courses is used by engineers working in the labor market. This dependency (relationship) is clearest in engineering design and development, which is the nature of work in INEL. However, this does not mean that I have learned little new things in my training. I may count the technical skills that I learned or improved at the training site, other than those gained at university laboratories, in the following points.1. Recognizing new types of serial interfaces and learning about them.2. Large improvement in my ability to use Proteus isis software to simulate any circuit.3. Getting the ability to design PCB layouts using DIP Trace or Proteus ARES; this is a totally new skill to me.4. Large steps in improving my abilities in soldering and disordering of electronic boards and learning more about the related concepts.5. Increased skills in repairing faulty electrical devices by trial and error techniques, known as troubleshooting.6. Improving my skills in building LabVIEW VIs. This helped me much in my graduation project.7. Applying different types of data acquisition with DAQ hardware and LabVIEW software successfully for the first time.8. Learning how to deal with any new sensor, chip or any electronic component by referring to its datasheets.9. Increasing my understanding of how a successful design process should flow in a step-by-step sequence with troubleshooting arising problems and reading more at each step. This was gained by both practicing and monitoring work.10. Increasing my ability to work as a member in a team. Actually this had been a problem of mine; I did not believe much in teamwork. Now, after the training, I can say that my belief in the benefits of teamwork, when the team is concerted, has increased a lot.11. Acquiring increased ability in dealing with PIC microcontrollers and programming them. One new thing I learned is how to use the PWM module, or even any module by referring to the datasheet of the PIC.

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12. Refreshing my skills in PRO E drawing. It is very good to acquire such a large number of skills in a two-month training period. So, training at INEL can be said to be very valuable.

References INDIA NIPPON ELECTRICALS LIMITED

HERO MOTOCORP LTD.

Mr. Ahmed Fayez Alyan.

Understanding Automotive Electronics Fifth Edition,BY: William B. Ribbens, Ph.D.

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RecommendationsIn this chapter, I give my opinion about training in INEL and in general. Since previous speech focused on advantages of training at INEL, I will focus here on the disadvantages and provide recommendations concerning them.As stated before, one main disadvantage of the training was the lack of a precise training program as a result of the nature of work in design sections. The nature of work implies that the training plan cannot be independent from what is being worked on in the section, so the plan is dependent on the department work in the two months, which is not precisely planned. To resolve this problem I recommend that at the beginning of the training period the training supervisor determines with the trainee which of the current main projects in the section, or department, to involve him / her in according to his / her tendencies. This should not be a time-distributed schedule but only a listing of projects in which he/she will be submitted partial tasks. Otherwise, the trainee would find himself disorganized or having nothing to do for a long time. I think that partial tasks that are achievable the short period of training are best fit to trainees. A trainee should not be submitted a complete project or asked to start a new project. This is useless.

Another problem was the negative effect of the large load of work on the design engineers which caused them to ignore trainees totally for many days. I think if they involve trainees well from the beginning to carry a partial loads of the projects, this would be helpful.Furthermore, I see that some security procedures in INEL are too strict and exaggerated that they effectively limit innovation by engineers and trainees. For example, USB memories are blocked by computers, mobiles are prevented, internet service is limited and even a necessary simple operation like transferring data between two computers involves complications. I recommend that such strict procedures be mitigated to facilitate innovation in an innovation based institution like INEL. The action and work of trainees is also limited by the slowness of procedures of assigning personal computers to them, creating their own user accounts and installing technical programs they want to work with.Here is another point to say. Admitting the necessity of reading and acquiring new knowledge in engineering design, a trainee should not spend much time in this. At the end, training aims at acquiring practical skills and so, the trainee should be early involved in work, even if he/she will make mistakes. Sometimes, asking the trainee to keep reading in the library is intended to escape him!However, the valuable benefits I gained from training at INEL lets my overall evaluation of training there be: very good. Finally, regarding the training program at university in general, I think there should be more equity between students. The

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net training periods should be equal or close. I think that if training days are three or two a week, training will not achieve its goals. However, a general recommendation to training institutions is to try to get maximum benefit from trainees instead of ignoring them. Energy of the employees should be best invested since this will achieve common interests of the trainee (practical expertise) and the company(extra human resources).

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