INDIA NIPPON ELECTRICALS LIMITED

Masani (Rewari), Haryana

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

THE

BACHELOR OF TECHNOLOGY

(Mechanical Engineering)
SUBMITTED TO
LOVELY PROFESSIONAL UNIVERSITY,
JALANDHAR
SUBMITTED BY
Name of Student
SUMIT KUMAR

University Reg. No.

11110667
03-06-14 to 21-07-14

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)
2

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.

TABLE OF CONTENTS

Page no.

Acknowledgement

About Company/industry/institute
Chapter 1: INTRODUCTION

1.1
INDUSTRY
6
1.2
FINANCIAL
7
1.3 KEY HIGHLIGHTS
1.4 KEY RISKS
1.5 PRODUCTS
1.6 USE OF ELECTRONICS IN THE AUTOMOBILE

Chapter 2: Products Detail

2.1 AC GENERATOR
2.2 RECTIFIER
2.3 IGNITION SYSTEM
2.4 IGNITION COIL
2.5 POWER & SENSOR
2.6 START/STOP
2.7 THE AUTOMOBILE PHYSICAL CONFIGURATION

Chapter 3:MY WORK

4

PROFILE
PROFILE
7
7
9
10
11
11
12
12
13
14
15
18
21

Chapter 4: RESULTS AND DISCUSSION

Chapter 5: CONCLUSION AND FUTURE SCOPE
REFERENCE
RECOMMENDATION

22
23
24
25

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.
5

1.1 INDUSTRY PROFILE

Auto Component
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

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 HIGHLIGHTS

Offers wide range of products
INEL 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 base

INEL 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
7

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

1.5 USE OF ELECTRONICS IN THE AUTOMOBILE

Electronics 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 maximizing
Fuel economy
2. Instrumentation for measuring vehicle performance parameters and for
Diagnosis of on-board system malfunctions
3. Driveline control
4. Vehicle motion control
5. Safety and convenience
6. Entertainment/communication/navigation

10

Chapter 2: Products Detail

2.1 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.

12

Electronic ignition
The disadvantage of the mechanical system is the use of breaker points to interrupt
the 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
vehicles 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 Faradays 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.

13

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 vehicles internal
combustion engine to reduce the engines 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 vehicles
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. Todays hybrid vehicles use an integrated startergenerator (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.

2.6 POWER AND SENSORS

14

The vehicles 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 vehicles 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 overview
Solutions for Special OE Engine Manufactures
NTC temperature sensors
Measurement of liquid and air temperature For universal use for measuring the
temperature of liquids
15

_ 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 sensors
Pressure measurement for oil and fuel_ Pressure measurement
from 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 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
Angle position sensor
Accelerator 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
Upright and pendant
_ Contact-less measuring system
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_ 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

17

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

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
18

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 the
important automotive systems are illustrated. These systems include the
following:
1. Engine
2. Drivetrain (transmission, differential, axle)
3. Suspension
4. Steering
5. Brakes
6. Instrumentation
7. Electrical/electronic
8. Motion control
9. Comfort/convenience
10. Entertainment/communication/navigation

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20

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 30-50C above in austenite field range. The
Temperature 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 (727C). 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
600C 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
22

Chapter 5: Conclusions
In 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.

23

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.

24

Recommendations
In 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 timedistributed 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
25

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).

26