SAYAN ROY

TRAINING REPORT
NETAJI SUBHASH ENGINEERING COLLEGE
ROLL: 10900715083

2018
 ACKNOWLEDGEMENT
I have taken efforts in this project. However, it would not have been possible without the kind
support and help of many individuals and organizations. I would like to extend my sincere
thanks to :

1. Mr. Kishore Kunal (Regional trainer,East)

2. Ms. Soumi Mondal (Local trainer,Kolkata)

I am highly indebted to(BOSCH Ltd.) for their guidance and constant supervision as well as
for providing necessary information regarding the project & also for their support in
completing the project.

I would like to express my gratitude towards my parents & member of (BOSCH)for their kind
co-operation and encouragement which help me in completion of this project.
I would like to express my special gratitude and thanks to industry persons for giving me such
attention and time.
My thanks and appreciations also go to my colleague in developing the project and people who
have willingly helped me out with their abilities.
 CONTENTS
1. INTRODUCTION
2. Fuel Filters
3. Spark Plugs
4. VE Fuel Injecter Pump
5. Common Rail System(CRS)
 INTRODUCTION
Bosch, is a world leading multinational engineering and electronics company headquartered
in Gerlingen, near Stuttgart, Germany. The company was founded by Robert Bosch in
Stuttgart in 1886. Bosch is 92% owned by Robert Bosch Stiftung.
Bosch's core operating areas are spread across four business sectors; mobility solutions,
consumer goods (including household appliancesand power tools), industrial technology
(including drive and control) and energy and building technology.

History
1886–1920
The history of the company started in a backyard in Stuttgart-West as the Werkstätte für
Feinmechanik und Elektrotechnik on 15 November 1886. One year later, Bosch presented the
first low voltage magneto for gas engines. Twenty years later, the first magneto for
automobiles followed.
The first factory was opened by Bosch in Stuttgart in 1901. In 1906, the company produced its
100,000-th magneto. In the same year, Bosch introduced the 8-hours day for workers. In 1910,
the Feuerbach plant was founded and built close to Stuttgart. In this factory, Bosch started to
produce headlights in 1913.
In 1917, Bosch was transformed into a corporation.

Until 1945
In 1926, Bosch started to produce windshield wipers, and in 1927, injection pumps for diesel.
Bosch bought the gas appliances production from Junkers & Co. in 1932. In the same year,
the company developed its first power drill and presented its first car radio.
In 1937, Bosch was transformed into a limited liability company.
Bosch's subsidiary, Dreilinden Maschinenbau GmbH (DLMG) was an arms manufacturer in
Kleinmachnow. This subsidiary employed forced laborers, prisoners of war and concentration
camp detainees. There are two books published by Angela Martin and Hanna Sjöberg that
report about Bosch's use of slave labor. Since 2006, there is a commemoration in the former
forced labor camp.
On 12 March 1942, the company's founder, Robert Bosch, died at the age of 80.

Until 2000
After the second world war, Bosch established a partnership with the Japanese
company Denso.
In 1964, the Robert Bosch Stiftung was founded. Bosch founded a new development center in
Schwieberdingen in 1968, and headquarters moved to Gerlingen in 1970.
In 1981, the company participated on an equity basis in the Telefonbau & Normalzeit
GmbH that was renamed Telenorma in 1985, and acquired completely in 1987. In 1994, this
part of the company was renamed as Bosch Telecom GmbH.
The most relevant inventions of the company until 2000 were the oxygen sensor (1976), the
electric motor control (1979), the traction control system (1986), the xenon light for cars (1991),
the electronic stability control (1995), the common rail direct fuel injection (1997), and the
direct fuel injection (2000).
In 2000, Bosch sold the Private Networks area (nowadays, Tenovis and Avaya, respectively).

21st century
In 2001, Bosch acquired the Mannesmann Rexroth AG, which they later renamed to Bosch
Rexroth AG. In the same year, the company opened a new testing center in Vaitoudden close
to Arjeplog in north Sweden. A new developing center in Abstatt, Germany followed in 2004.
Important inventions in these years were the electric hydraulic brake in 2001, the common rail
fuel injection with piezo-injectors, the digital car radio with a disc drive, and the cordless
screwdriver with a lithium-ion battery in 2003.

India Operations
Bosch entered India in 1922, when Illies & Company set up a sales office in Calcutta. For three
decades, the company operated in the Indian market only through imports. In 1951, Bosch set
up its first manufacturing plant in India.
Currently, Bosch India has a turnover of over $2 billion and over 26000 employees spread
across 10 locations and 7 application development centers. 84% of Bosch India revenues
come from its automotive business, with the remaining 16% split between its non-automotive
businesses that include packaging, energy and building solutions, power tools and consumer
retail. Bosch also has an R&D facility in Coimbatore and Bangalore, India. This is Bosch's
largest R&D facility outside its home market of Germany. In September 2014, Bosch
announced the launch of a locally developed eye-care solution in India. The company’s new
eye screening and detection system offers a combination of hardware and software and
provides affordable eye care.
Bosch India is listed on the Indian stock exchanges and has a market capitalization of over $12
billion.
 AUTOMOTIVE PARTS MADE BY
BOSCH

1.
Fuel Filters
Bosch Fuel Filters help to protect the most expensive parts of the
engine by filtering out foreign particles that can damage a fuel
injector. A damaged fuel filter can result in erratic performance,
poor gas mileage and in some cases, complete engine
shutdown. Even the smallest particles can cause considerable
wear and tear to an engine. Protecting the fuel system and the
engine from harmful particles, helps to prolong the life of your
vehicle. Ensure dependable and trouble-free performance with a
Bosch Fuel Filter.

Key Features
 Dirt-holding capacity of 15 grams*
 Multi-layered filter media with 99% efficiency**
 Robust aluminum-, plastic-, or surface-treated steel filter
housing designed to withstand high pressure thus offering a
longer fuel filter service life
 Precise and reliable fuel filter connections for 100% fuel
filtration
2.
Spark Plug
INTRODUCTION
A spark plug (sometimes, in British English, a sparking plug, and, colloquially, a plug) is a
device for delivering electric current from an ignition system to the combustion chamber of
a spark-ignition engine to ignite the compressed fuel/air mixture by an electric spark, while
containing combustion pressure within the engine. A spark plug has a metal threaded shell,
electrically isolated from a central electrode by a porcelain insulator. The central electrode,
which may contain a resistor, is connected by a heavily insulated wire to the output terminal of
an ignition coil or magneto. The spark plug's metal shell is screwed into the engine's cylinder
head and thus electrically grounded. The central electrode protrudes through the porcelain
insulator into the combustion chamber, forming one or more spark gaps between the inner end
of the central electrode and usually one or more protuberances or structures attached to the
inner end of the threaded shell and designated the side, earth, or ground electrode(s).

TYPES
Copper Spark Plugs
This spark plug is mostly made from solid copper. Its central electrode is made
from nickel alloy and it has the largest diameter of all the other spark plugs. This
means it’ll need more voltage to generate an electric current. Nickel alloy is a
material that is soft and not very durable. This means it won’t last long. It is best to
use copper spark plugs in older vehicles which didn’t have high electrical needs.

1. Pros – Better for older vehicles built before 1980.

2. Cons – They don’t last as long; Requires more voltage.
Iridium Spark Plugs
Iridium spark plugs will last the longest. Iridium is a metal that is harder and more
durable than platinum. Although you will have to pay more money for iridium
spark plugs, you will get what you pay for. These spark plugs have a small center
electrode which means they use less voltage to generate the electric current. That is
why many car manufacturers are starting to recommend iridium spark plugs for
their vehicles. If you already have these spark plugs installed and you need new
ones, do not downgrade to platinum or copper because they will diminish the
performance of your vehicle.

1. Pros – Harder than platinum; Lasts the Longest; Uses Less Voltage
2. Cons – Expensive
Platinum Spark Plugs
A platinum spark plug is similar to a copper spark plug, except that its center
electrode has a platinum disc which is welded to its tip area. The copper spark plug
only has nickel alloy material in this area. As a result, the platinum spark plug is
more durable and can last as many as 100,000 miles. These plugs also generate
more heat, which means that debris buildup will be reduced. If you have a new car
with an electronic distributor ignition system, platinum spark plugs are
recommended.

1. Pros – Lasts longer than copper; Reduces debris buildup

2. Cons – Not the strongest spark plug on the market
Double Platinum Spark Plugs
If your distributor ignition system is a waste spark system, then double platinum
spark plugs are recommended. This system causes the spark plugs to fire twice,
once in the compression stroke’s cylinder and the other in the exhaust stroke’s
cylinder. The spark for the latter gets wasted because there is no ignition there. The
benefit of the waste spark system is that it is more reliable and isn’t affected by
environmental conditions such as rain or dampness.

1. Pros – Recommended for Waste Spark Systems; Reliable

2. Cons – Not recommended for electronic DIS

Spark plug construction

A spark plug is composed of a shell, insulator and the central conductor. It passes through the
wall of the combustion chamber and therefore must also seal the combustion chamber against
high pressures and temperatures without deteriorating over long periods of time and extended
use.
Spark plugs are specified by size, either thread or nut (often referred to as Euro), sealing type
(taper or crush washer), and spark gap. Common thread (nut) sizes in Europe are 10 mm
(16 mm), 14 mm (21 mm; sometimes, 16 mm), and 18 mm (24 mm, sometimes, 21 mm). In the
United States, common thread (nut) sizes are 10mm (16mm), 12mm (14mm, 16mm or
17.5mm), 14mm (16mm, 20.63mm) and 18mm (20.63mm).[6]

Parts of the plug

Terminal
The top of the spark plug contains a terminal to connect to the ignition system. Over of the
years variations in the terminal configuration have been introduced by manufacturers. The
exact terminal construction varies depending on the use of the spark plug. Most passenger car
spark plug wires snap onto the terminal of the plug, but some wires have eyelet connectors
which are fastened onto the plug under a nut. The standard solid non-removable nut SAE
configuration is common for many cars and trucks. Plugs which are used for these applications
often have the end of the terminal serve a double purpose as the nut on a thin threaded shaft
so that they can be used for either type of connection. This type of spark plug has a removable
nut or knurl, which enables its users to attach them to two different kinds of spark plug boots.
Some spark plugs have a bare thread, which is a common type for motorcycles and ATVs.
Finally, in very recent years, a cup-style terminal has been introduced, which allows for a
longer ceramic insulator in the same confined space.[7]
Insulator
The main part of the insulator is typically made from sintered alumina (Al2O3),[8][9] a
very hard ceramic material with high dielectric strength, printed with the manufacturer's name
and identifying marks, then glazed to improve resistance to surface spark tracking. Its major
functions are to provide mechanical support and electrical insulation for the central electrode,
while also providing an extended spark path for flashover protection. This extended portion,
particularly in engines with deeply recessed plugs, helps extend the terminal above the
cylinder head so as to make it more readily accessible.
A further feature of sintered alumina is its good heat conduction – reducing the tendency for
the insulator to glow with heat and so light the mixture prematurely.
Ribs
By lengthening the surface between the high voltage terminal and the grounded metal case of
the spark plug, the physical shape of the ribs functions to improve the electrical insulation and
prevent electrical energy from leaking along the insulator surface from the terminal to the metal
case. The disrupted and longer path makes the electricity encounter more resistance along the
surface of the spark plug even in the presence of dirt and moisture. Some spark plugs are
manufactured without ribs; improvements in the dielectric strength of the insulator make them
less important.[citation needed]
Insulator tip
On modern (post 1930s) spark plugs, the tip of the insulator protruding into the combustion
chamber is the same sintered aluminium oxide (alumina) ceramic as the upper portion, merely
unglazed. It is designed to withstand 650 °C (1,200 °F) and 60 kV.
Older spark plugs, particularly in aircraft, used an insulator made of stacked layers of mica,
compressed by tension in the centre electrode.
With the development of leaded petrol in the 1930s, lead deposits on the mica became a
problem and reduced the interval between needing to clean the spark plug. Sintered alumina
was developed by Siemens in Germany to counteract this.[10] Sintered alumina is a superior
material to mica or porcelain because it is a relatively good thermal conductor for a ceramic, it
maintains good mechanical strength and (thermal) shock resistance at higher temperatures,
and this ability to run hot allows it to be run at "self cleaning" temperatures without rapid
degradation. It also allows a simple single piece construction at low cost but high mechanical
reliability. The dimensions of the insulator and the metal conductor core determine the heat
range of the plug. Short insulators are usually "cooler" plugs, while "hotter" plugs are made
with a lengthened path to the metal body, though this also depends on the thermally
conductive metal core.
Seals
Because the spark plug also seals the combustion chamber of the engine when installed, seals
are required to ensure there is no leakage from the combustion chamber. The internal seals of
modern plugs are made of compressed glass/metal powder, but old style seals were typically
made by the use of a multi-layer braze. The external seal is usually a crush washer, but some
manufacturers use the cheaper method of a taper interface and simple compression to attempt
sealing.
Metal case/shell
The metal case/shell (or the jacket, as many people call it) of the spark plug withstands the
torque of tightening the plug, serves to remove heat from the insulator and pass it on to the
cylinder head, and acts as the ground for the sparks passing through the central electrode to
the side electrode. Spark plug threads are cold rolled to prevent thermal cycle fatigue. It's
important to install spark plugs with the correct "reach," or thread length. Spark plugs can vary
in reach from 0.095 to 2.649 cm (0.0375 to 1.043 in), such for automotive and small engine
applications.[11] Also, a marine spark plug's shell is double-dipped, zinc-chromate coated metal.
Central electrode

The central electrode is connected to the terminal through an internal wire and commonly a
ceramic series resistance to reduce emission of RF noise from the sparking. Non-resistor
spark plugs, commonly sold without an "R" in the plug type part number, lack this element to
reduce electro-magnetic interference with radios and other sensitive equipment. The tip can be
made of a combination of copper, nickel-iron, chromium, or noble metals. In the late 1970s, the
development of engines reached a stage where the heat range of conventional spark plugs
with solid nickel alloy centre electrodes was unable to cope with their demands. A plug that
was cold enough to cope with the demands of high speed driving would not be able to burn off
the carbon deposits caused by stop–start urban conditions, and would foul in these conditions,
making the engine misfire. Similarly, a plug that was hot enough to run smoothly in town could
melt when called upon to cope with extended high speed running on motorways. The answer
to this problem, devised by the spark plug manufacturers, was to use a different material and
design for the centre electrode that would be able to carry the heat of combustion away from
the tip more effectively than a solid nickel alloy could. Copper was the material chosen for the
task and a method for manufacturing the copper-cored centre electrode was created
by Floform.
The central electrode is usually the one designed to eject the electrons (the cathode, i.e.
negative polarity[13] relative to the engine block) because it is the hottest (normally) part of the
plug; it is easier to emit electrons from a hot surface, because of the same physical laws that
increase emissions of vapor from hot surfaces (see thermionic emission).[14] In addition,
electrons are emitted where the electrical field strength is greatest; this is from wherever the
radius of curvature of the surface is smallest, from a sharp point or edge rather than a flat
surface (see corona discharge).[14] Using the colder, blunter side electrode as negative requires
up to 45 percent higher voltage,[14] so few ignition systems aside from wasted spark are
designed this way.[15] Waste spark systems place a greater strain upon spark plugs since they
alternately fire electrons in both directions (from the ground electrode to the central electrode,
not just from the central electrode to the ground electrode). As a result, vehicles with such a
system should have precious metals on both electrodes, not just on the central electrode, in
order to increase service replacement intervals since they wear down the metal more quickly in
both directions, not just one.[16]
It would be easiest to pull electrons from a pointed electrode but a pointed electrode would
erode after only a few seconds. Instead, the electrons emit from the sharp edges of the end of
the electrode; as these edges erode, the spark becomes weaker and less reliable.
At one time it was common to remove the spark plugs, clean deposits off the ends either
manually or with specialized sandblasting equipment and file the end of the electrode to
restore the sharp edges, but this practice has become less frequent for three reasons:
 1. cleaning with tools such as a wire brush leaves traces of metal on the insulator which
can provide a weak conduction path and thus weaken the spark (increasing
emissions).
2. plugs are so cheap relative to labor cost, economics dictate replacement, particularly
with modern long-life plugs.
3. iridium and platinum plugs that have longer lifetimes than copper have become more
common.
The development of noble metal high temperature electrodes (using metals such
as yttrium, iridium, tungsten, or palladium, as well as the relatively high
value platinum, silver or gold) allows the use of a smaller center wire, which has sharper edges
but will not melt or corrode away. These materials are used because of their high melting
points and durability, not because of their electrical conductivity (which is irrelevant in series
with the plug resistor or wires). The smaller electrode also absorbs less heat from the spark
and initial flame energy. At one point, Firestone marketed plugs with polonium in the tip, under
the (questionable) theory that the radioactivity would ionize the air in the gap, easing spark
formation.
Side (ground, earth) electrode
The side electrode (also known as the "ground strap") is made from high nickel steel and is
welded or hot forged to the side of the metal shell. The side electrode also runs very hot,
especially on projected nose plugs. Some designs have provided a copper core to this
electrode, so as to increase heat conduction. Multiple side electrodes may also be used, so
that they don't overlap the central electrode. The ground electrode can also have small pads of
platinum or even iridium added to them in order to increase service life.
3.
VE Distributer Pump
4.
Common Rail System(CRS)
Common rail direct fuel injection is a direct fuel injection system for diesel engines.
On diesel engines, it features a high-pressure (over 100 bar or 10 MPa or 1,500 psi) fuel rail
feeding individual solenoid valves, as opposed to a low-pressure fuel pump feeding unit
injectors (or pump nozzles). Third-generation common rail diesels now
feature piezoelectric injectors for increased precision, with fuel pressures up to 2,500 bar
(250 MPa; 36,000 psi).

System Composition of CRS

Fuel System

Main Features of Electronic Type CRS

BOSCH CRS for Passenger Cars

A Typical CRS System