TRAINING REPORT
OFSIX MONTHS INDUSTRIAL TRAINING, UNDERTAKEN
ATSWARAJ ENGINES LIMITED
Mahindra and Mahindra
INMechanical Engineering
ON
SUBMITTED IN PARTIAL FULFILLMENT OF THE DEGREE
OFBACHELORS OF ENGINEERING
INMECHANICAL ENGINEERING
Submitted to: Submitted By: Er. A.P. Singh Satnam Singh BE
(Mech) 8thsem UE109066
ACKNOWLEDGEMENT
I hereby take this opportunity to thank those people who helped
in successful completion of my training. This training gave me an
opportunity to learn a lot of new things and meet great people who
shall be held in great esteem.
Firstly I would like to express deep gratitude &
indebtedness to Mr. Amritpal Sharma, under whose supervision and
hard-work I successfully completed my training at SWARAJ ENGINES
LIMITED.
He consistently helped and guided me in achieving the prime
objective of my training.
I also thank the teachers of the mechanical department of my
college who consistently helped me.
Last but not the least; I would like to thank the staff and work
force of S.E.L who always gave their full co-operation in helping
us to understand what we asked for.
PREFACE
Training is an investment and hence should be able to get due
returns in terms of better quality of workmen and Engineering for
future.
SWARAJ ENGINES LIMITED, M&M. today is one of the major
Tractor Producer Industry, giving their best performing machines to
their customers. As concerned with my Industrial training it is of
my best opportunity during my Engineering to learn many things
about the Automobile Industry through this Industry.
During my training I got the opportunity to learn things that
would pay to me in my near future. I pay thanks to the training
faculty of our college and to staff and operators of SWARAJ ENGINES
LIMITED for their co-operation during my Industrial Training.
CONTENTS
11
12
Company Profile Types of Engines Manufacturing In SEL13-15
Assembly Shop & Project Undertaken16
Engine Testing Shop & Project Undertaken17
Machine Shop & Project Undertaken
Bibliography
COMPANY PROFILE
INDUSTRY BACKGROUNDThe Indian tractor industry as it now is a
major segment of its engineering industry. However till 1947,
Indian firms assembling semi knocked down (SKD) kits in
collaboration with foreign manufactures met the tractor requirement
of the country largely through imports and partly. Though the first
tractor company was set up in India 1960, but the growth in real
terms started from 1974, when the government banned the import of
the tractors. Today India is the largest tractor producing and
consuming country. In an effort to reduce imports and develop
indigenous technology, the government, permitted setting up of the
major manufacturing companies.
1.EICHER GOOD EARTH1960
2.TAFE1964
3.INTERNATIONAL TRACTORS1965
4.ESCORT TRACTORS1966
5.FORD TRACTORS1971
6.HMT1973
7.PUNJAB TRACTORS1974
8.KIRLOSKAR1974
PTL CAME INTO BEINGKeeping in mind Punjab agrarian economy it
was decided by Punjab Government to encourage the growth of
industries with complements Punjabs agriculture growth. The task
was entrusted to P.S.I.D.C. and with dual objective of industrial
and agriculture growth, PTL was established on 27th JUNE 1974.
INTRODUCTION TO SWARAJ GROUPSwaraj group came into existence
with the establishment of Punjab Tractors Limited on 27th June
1974. The company was Indias first large scale based on totally
indigenous design & technology, was promoted by Punjab State
Industrial Development Corporation (PSIDC) with the help of Govt.
of India & Public financial Institutions.
MAJOR COLLABORATIONS OF SWARAJ GROUPSSwaraj group has entered
into technical and financial collaborations with various national
and international companies. The maximum shareholder of Swaraj is
now Mahindra and Mahindra. Swaraj Mazda Limited was set with
technical and financial collaborations with Mazda Motors
corporation of Japan. Technical collaboration was entered into
Komatsu Forklift Company of Japan for manufacturing fork lifters at
swaraj combine Division. Swaraj Engines Limited was set up in
technical and financial collaboration with kirloskar Oil Engines
Limited, pune for Manufacturing diesel engines.
VARIOUS DIVISIONS OF SWARAJ GROUPS
SWARAJ consists of six divisions:
1. Swaraj Tractors Division.
2. Swaraj Mazda Limited.
3. Swaraj Automotive Limited.
4. Swaraj Engines Limited.
5. Swaraj Foundry Limited.
6. Swaraj Combine Division.
1. SWARAJ TRACTORS DIVISIONS
It is located in phase IV, SAS Nagar. It started with an annual
capacity of 5000 tractors with capital of Rs. 37 million. In 1974
it went into commercial production with Swaraj 724 a 26.5 BHP
tractor as its first model. During its 22 years of production it
has not only expanded its manufacturing capacity to more than 24000
tractors per annum but also added more products into its
manufacturing range.
2. SWARAJ MAZDA LIMITEDP.T.L entered into technical and
financial collaboration with Mazda Motors Corporation, Japan in
1984 to set up another company by name Swaraj Mazda Limited (SML)
for manufacturing LCVs (Light Commercial Vehicles) with capital
outlay of Rs. 30 Crores. It is situated near Ropar town in the
state of Punjab. S.M.L. went into commercial production in the year
1986, at present it is manufacturing T-3500 buses of 3.5 tonnes
payload capacity.
3. SWARAJ COMBINES LIMITED PTL setup the Swaraj combine division
(SCD) near chapper Cheri village located in Tehsil Kharar, district
Mohali of Punjab state. It was set up with capital outlay of Rs.
2.6 crores to manufacture self-propelled harvesters or combines. In
1985 it also brought out diesel fork lifters of 2 tonnes and 2.5
tonnes lifting capacity. Later on the company entered into
technical collaboration with Komatsu fork Lift Company of Japan for
manufacturing both the diesel and electronic fork lifters of
capacity up to 10 tonnes. In April 1995, it has also started
production of Swaraj 922 tractors.
4. SWARAJ AUTOMOTIVE LIMITED
Swaraj Automotive Limited situated at Nabha, district Patiala of
Punjab state. It was a sick unit before the Swaraj group over took
it, and with constant of the new management is again on the path to
success. It supplies tractor seat, mudguards, bonnets etc. to the
tractor division and seat to Maruti Ltd.
5. SWARAJ ENGINE LIMITED
Keeping in view the need to meet various emissions norms SEL has
produce emission measurement equipment and various standards are
stringently followed.
DEPARTMENTS OF S.E.L.
INDUSTRIAL ENGINEERING
MACHINE SHOP
ASSEMBLY AND TESTING SHOP
QUALITY SHOP
MAINTENANCE SHOP
TOOL ROOM
STANDARD ROOM AND TOOL CRIB
STORES
TYPES OF ENGINES MANUFACTURING IN SELThe Plant Manufactures five
types of engines, which engines are sent to the swaraj tractor
division, S.A.S. NAGAR. One of these is a single cylinder engine
exclusively designed R&D plant of Swaraj. Out of rest one is
two cylinder and others three cylinder engines. All the engines are
Euro-3 and SEL is planning for modifications to be introduced, so
that its engines may be Euro-4 compatible. The specifications of
these engines are:
1. S-15, Single Cylinder:
2. RV-2, Two Cylinder:
3.RV-3, Three Cylinder:
4. RB-30, Three Cylinder:
5. RB-33, Three Cylinder:
ASSEMBLY SHOP
DETAILED DESCRIPTION OF ASSEMBLY LINE
CRANK SHAFT FITMENT CAM SHAFT FITMENT GEAR CASING FITMENT
CRITICAL AREA PISTON ASSEMBLY CYLINDER BLOCK FITMENT OIL SUMP
FITMENT CYLINDER HEAD FITMENT WATER PUMP FITMENT FIP [FUEL
INJECTION PUMP] FITMENT FUEL TIMING
CRANK SHAFT FITMENTThe crankshaft, sometimes casually
abbreviated to crank, is the part of an engine which translates
reciprocating linear piston motion into rotation.
CAM SHAFT FITMENTA camshaft is a shaft to which a cam is
fastened or ofwhich a cam forms an integral part.
GEAR CASING FITMENTA gear is a rotating machine part having cut
teeth, or cogs, which mesh with another toothed part in order to
transmit torque. Two or more gears working in tandem are called a
transmission and can produce a mechanical advantage through a gear
ratio and thus may be considered a simple machine.
CRITICAL AREA PISTON ASSEMBLYIn an engine, its purpose is to
transfer force from expanding gas in the cylinder to the crankshaft
via a piston rod and/or connecting rod.
CYLINDER BLOCK FITMENTThe cylinder block or engine block is a
machined casting (orsometimes an assembly of modules) containing
cylindrically boredholes for the pistons of a multi-cylinder
reciprocating internalcombustion engine, or for a similarly
constructed device such as apump.
OIL SUMP FITMENTOil Sump is used to store the lubricating oil
which is supplied oil which is supplied for lubrication to
different engine parts through section tube.
CYLINDER HEAD FITMENT
In an internal combustion engine, the cylinder head (often
informally abbreviated to just head) sits above the cylinders on
top of the cylinder block. It consists of a platform containing
part of the combustion chamber (usually, though not always), and
the location of the poppet valves and spark plugs.
WATER PUMP FITMENTWater pump is used to supply water in
different parts of engine for cooling purpose.
FIP FITMENTFuel injection pump is used to supply the fuel for
combustion.
COMPLETE ENGINE
1. PROJECT UNDERTAKEN
Time study of RB CYLINDER BLOCK LEAK TEST
AIM: Time study of RB cylinder block leak testingACTIVITY
1. Pick up the Component from Conveyor using tackle.
2. Load the component on fixture of Leak testing unit
3. Remove the tackle from component & move hoist side
4. Locate the component from 2 locating pins
5. Put 3 clamps in position & ensure the location of rubber
washer in push rod holes.
6. Switch on the clamping lever upward to clamp the component
hydro-pneumatically.
7. Ensure the drain pipe in vertical position & fill the
tank with coolant up to level marked
8. Observe the unit for 30 seconds for any air bubbles
occurrence
9. After 30 seconds drain the coolant by operating the lever
downward
10. Close the air inlet valve
11. Down the lever to declamp the component.12. Pick up the
component from unit by inserting tackle & lifting up from
unit.
13. Move the hoist to conveyors & unload the component on
conveyor & draw back the tackle & move towards starting
position
2. PROJECT UNDERTAKEN BUMPING:It is a process in which T.D.C. of
engine cylinder or clearance between piston and cylinder head is
set by placing shims between liner and cylinder head.Why Bumping is
used:
Bumping is used to provide proper clearance between Piston and
cylinder head. Generally piston comes above or below the T.D.C. of
engine while rotation of crank shaft during assembly and when this
happens it means it will result in head noise. In order to avoid
this shims according to need, of desired thickness are introduced
between liner and cylinder head. By this process all cylinders of
engine have the same clearance value.
Tools and Gauges used in BUMPING: BUMPING tool is in the form of
a rectangular bar which is placed over liners with the help of
studs and pressed with help of runners so that liner should be
properly fitted during the movement of piston. Here bumping gauge
measures the distance that how much piston is above or below the
engine T.D.C. during its upward stroke and displays the reading on
its digital panel.whe piston moves above the T.D.C.
Marking T.D.C:
When the first piston from flywheel side is at its T.D.C. then a
point is marked below the pointer on pulley.
ShimShims are the spacer of big size which are inserted between
liners and cylinder head in order to lift the cylinder head to
avoid head noise.
Bumping shim and CV shim The shim which is bigger in size and
placed at outer surface of liner is known as bumping shim. This
shim is used to support the cylinder head. The shim which is
smaller in size as compared to bumping shim and placed at inner
surface of liner is known as CV shim. This shim is used to provide
clearance between piston and cylinder head.
Shims used of various thickness according to various reading:
READING THICKNESS OF SHIMFor positive reading 1.2mm 0 to -0.10
1.2mm -0.10 to-0.20 1.2mm-0.20 to-0.30 1.3mm-0.30 to-0.40
1.4mm-0.40 to-0.5 0 1.5mm
These are the readings for Bombay engine.Before shims are
inserted on liners, oil is applied on shims in order to prevent
rusting. Then these shims are placed on a inclined rod. In this
arrangement shims get stick to each other. When they are inserted
on liners then sometimes worker put two shims instead of one. This
results in rejection of engine during testing. The naming of
positions of different shims on stand was also not done
properly.
1. We have made a new arrangement of shims in which stand is not
inclined, it becomes vertical and rods becomes long and horizontal
and a stopper is fixed at the free end of rod. The naming of
positions of different shims on stand is done properly.2. We have
used a pressure gun in order to apply air pressure on shims
arrangement on horizontal stand so that their stickiness should not
take place. By using these methods in arrangement of shims, the
rejection of engine is decreased up to a great extent as shown in
graph.
Air pressure applied on shims.
ENGINE TESTINGSHOP
ENGINE TESTINGENGINE SETTING WITH EDAC (Error Detection &
Correction) SYSTEM
1.Fix engine clutch plate.2.Clamp the engine.3.Loosen throttle
rod from throttle motor side.4.Engage throttle with FIP lever at
zero position.5.Tighten throttle at dynamo end.6.Check power is ON
at panel.7.Keep throttle controller at external at panel.8.Check
& assure switch is at push side.9.Put switch to set
position.10.Pause for few seconds & press green limit button
untill it is ON.11.Set the knob to run position.12.Start the
engine.13.Start button on panel should be in ON position.14.Assure
external mode.15.Open the software.16.Fill up proper engine no.
code, FIP no. etc. & click save button.17.Click on start button
in software.18.After testing fill up all operator check
points.19.Save the data.20.For rework click on C hold.21.After
rework click resume if engine is not stopped.22.If engine is
stopped, click resume & double click on step from which engine
was stopped.
SOP for Engine Testing
S No.RPMLoad (in %)Time (in min)Check Points
1.IdleNIL3Check oil pressure, oil through rocker lever & any
abnormal noise.
2.1300204Clean all fuel banjoes &check for any leakage.
3.1500404Check for any leakage from water connection points.
4.1800604Check for any lubricant oil leakage, leakage from
banjoes and joints.
5.NLFTNIL1Check no load full throttle RPM
6.NLFT Setting &18001009Adjust NLFT if required. Check load
on engine & fuel time adjust if required. Spray water on
engine, dry engine using air and check for leakages using special
torch.
7.1200+/-100OVER LOAD2Check peak torque points.
8.Low IdleNIL1Check for un usal noise. Check for hunting at idle
RPM & Oil pressure. Also check for any leakage from flywheel
end side main oil seal.
Check difference in oil pressure at idle and NLFT. It should be
minimum 0.8 kg/cm2.
Test Bed Passing Range for XM Engines
S No.ParametersRV2 XMRV3 XMRV30 XMRV2 XM +3A
(AVL)RV3XM+3A(AVL)RV30XM +3A (AVL)
1.Engine BHP (Declared)2435312435 31
2.Test bed BHP passing
range23.3-25.234-36.830.1-32.623.3-25.234-36.830.1-32.6
3.Fuel delivery46+/- 245+/- 240 +/- 246 +/- 244 +/-240+/- 2
4.S.F.C.180 max175 max176 max180 max175 max176 max
5.Rated RPM180018001800180018001800
6.NLFT1950 +/- 501950 +/- 401950 +/ -401950 +/- 501950+/- 401950
+/- 40
7.Idle RPM650 +/- 50650 +/- 50
650+/-50650+/-50650+/-50650+/-50
8.% B.U.TMin. 15% @1100+/- 100 rpmMin.12-20 %@1100+/- 100 rpm
Min. 15%@ 1100+/ - 100 rpmMin15%@1100+/-100 rpmMin12-20%@1100+/-
100 rpm.Min 15%@1100+/- 100 rpm
9.Smoke FL/OL2/3.52/3.52/3.52/3.52/3.52/3.5
Test Bed Passing Range for Green EnginesS No.ParametersRB30
TR+RB33 TR+S-15 TR+
1.Engine BHP (Declared)455021.2
2.Test bed BHP passing range41.6- 46.546.5 - 52.020.3-20.7
3.Fuel delivery54 Max62Max84.5Max
4.S.F.C.182Max182 Max194Max
5.Rated RPM200020001900
6.NLFT2150 +/- 502150 +/- 402020+/- 40
7.Idle RPM650 +/- 50650 +/- 50 650+/- 50
8.% B.U.T12 Min. @ 1200Rpm12 Min.@ 1200rpm 10 to 15%
9.Smoke FL/OL2.0/3.82.0/3.83.2/4.0
PROJECT UNDERTAKEN
1. Engine Test Report
Engine No. STD004874Engine Model RV3 XM +3A (AVL)Engine Code
39.1354FIP No. 41821305
Date 28/03/2014
Shift BTest Bed No.9Tester E.No.2570Inspector E.No.2596
Test Started @ 9:14:02 Test Stopped @ 9:43:48Total Run
00:29:46
S No.Check points SpecificationsActualRemarks
Min.Max.
Ok/ not ok
1.Engine idle speed600700683Ok
2.Engine fly up speed190020001943Ok
3.Max power (BHP)@rated speed33.3336.834.4Ok
4.SFC value@ rate speed100175172.2Ok
5. Fuel delivery424643.90k
TEST CYCLE
S No.Speed rpmTorqueEngine PowerFuel DeliveryFlowRateFuel
TimeFuel Wt.SFC
1.12993.85.100000
2.14998.3412.500000
3.179912.7222.900000
4.19430.190.400000
5.179918.8233.942.75.7862.3100170.7
6.180118.7933.842.35.7263.01100.1169
7.180219.0934.443.95.9360.84100.3172.7
8.110022.3224.60000
9.19650.230.50000
10. 6830.120.10000
S No.ExstTempWater outlet tempLub. Oil TempLub. Oil Pr.Pr.
2AtmPr.Pr.4CF DINSmokeStep Time
1.70944.330.35.39.006.96501.0628109:21:66
2.70245.830.25.47.007.96501.0628109:25:07
3.6864730.35.66.007.96501.0628109:29:05
4.68046.730.35.77.008.96501.0628109:30:04
5.69046.530.45.58.008.96501.0628109:31:58
6.67747.530.45.54.008.801.0628109:33:37
7.69448.430.55.48.008.96501.0628109:35:37
8.68548.530.74.78.008.96501.0628109:42:45
9.68248.230.65.54.007.96501.0628109:43:14
10.68648.230.64.49.006.96501.0628109:41:41
GRAPHICAL REPRESENTATION
2. ENGINE TEST REPORT
Date 3/3/2014Shift ATest Bed No.8Tester E No.3274Inspector E
No.2596Engine No. STB04393Engine Model RB33 TR+Engine Code
47.1409FIP No. 41769823
Test started @ 6:26:31Test stopped @ 6:54:08Total Run
0:27:37
S No.Check points SpecificationsActual ReadingRemarks
MinMax
1.Engine Idle Speed600700669Ok
2.Engine Fly up speed21002002156Ok
3.Max. power (BHP) @ rated speed47.552.552.5Ok
4.SFC value @ rated speed170175167.6 Not Ok
5.Fuel Delivery16258.4Ok
TEST CYCE
S No. Measured Values
Speed TorqueEngine PowerFuel deliveryFlow RateFuel TimeFuel
wt.SFC
1.6650.190.100000
2.13025.437.100000
3.150210.3515.500000
4.21560.170.400000
5.200027.6255.363.99.637.56100.2173.8
6.200126.1952.458.48.7841.01100167.6
7.200226.2152.458.48.7841.17100.4167.6
8.200026.2752.558.48.7841.17100.4167.6
9.120231.1937.500000
10.21600.160.400000
S No.TemperaturePressureCFDINSmokeStep Time
ExstWtr outLub. OilLub. OilPr. 1Pr. 2AtmPr. 4
1301119.54.5301.994.96501.0628106:29:18
2.3011.419.65.0701.994.96501.0628106:33:09
3.3011.419.85.1101.995.96501.0628106:37:03
4.3010.820.25.4801.994.96501.0628106:41:57
5.3013.820.65.1401.994.96501.0628106:45:24
6.3012.321.25.0101.994.96501.0628106:48:21
7.301221.44.9501.994.96501.0628106:49:50
8.3011.621.54.9101.995.96501.0628106:51:03
9.3011.7224.2801.994.96501.0628106:55:03
10.3011.7225.0401.995.96501.0628106:55:33
GRAPHICAL REPRESENTATION
CHECK POINTS1. FIP Model2. FIP Hunting3. Engine No. & Code4.
Lub. Oil level5. Compressor Leakage6. Valve Leakage7. Tappet
Noise8. Gear Noise9. Valve Touch10. Humming Noise11. FD Noise at
overload12. Water Mixing with Lubricating Oil13. Diesel Mixing with
Lubricating Oil14. Engine Overheating15. Unusual Vibrations16.
Seating Rubber Bush Bottom17. Lub Oil Leakage18. Fuel Leakage19.
Blow by20. Engine washing
MACHINESHOP
MACHINES USED IN MACHINE SHOP: Vertical milling machine
Horizontal milling machine
Radial drilling machine
Gang milling machine
Rough boring machine
Semi-finish boring machine
Finish boring machine
Honing machine
Gun drilling machine Washing machine
Rotary grinder Rough milling machine
XLO valve lapping machine Line boring machine
OPERATIONS BEING DONE:
Grinding
Drilling
Semi-finish boring
Finish boring
Tapping
Milling
Chamfering
Reaming
Lapping
WashingCRANK-CASE:
Crankcase is the housing for accommodating crank shaft and cam
shaft. In SWARAJ tractors, crank case is cast separately and
attached to cylinder block. The bottom face of crank case walls is
flanged to strengthen the casing and to provide a machined joint
face for sump to be attached. Crank-shaft is supported in the crank
case through a number of bearings called main bearings. The
construction of the crank case has to be such as to provide very
high rigidity because it must provide reactions for the heavy
forces set up to gas pressure in the cylinders. The cylinder block
is mounted above the crank case. At the top of the cylinder block
is attached the cylinder head. Attached to crank case is sump,
flywheel, gear casing, fuel filter, water separator etc. The
material of crank case is cast iron because it has following
Advantages :-
1. Good foundry material
2. High machinability
3. It does not warp under high temp. & pressure developed in
cylinders
4. It is slightly porous nature as it retains better lubricant
oil film
5. It does not wear too much
6. Sound damping properties
7. Low coefficient of thermal expansion
8. It is relatively cheap
MACHINING PROCESS OF CRANK CASE
The casting of crank case is brought in the machine shop from
vendor and following operations are performed on following machines
in sequence :-
1. SUNKAP MACHINE:
This machine is first machine of crank-case line on this machine
is used for milling of sump face, cap mtg. face, top face (RV2,
RV3, RB30/RB33) of crank-case. Milling at all three faces is done
simultaneously by three milling cutters.
2. VERTICAL MACHINING CENTRE (V.M.C.):There are two machines
used for same operation for increasing production rate. It is used
for milling, drilling and boring operations on Sump face, Cap
mating face, Fuel filter Separator mating face drilling
3. DUPLEX MILLING MACHINE:
This machine is Special Purpose Machine (S.P.M.) which is used
for rough milling of gear end side and flywheel end side. In this
machine cutter came from both sides and milling both sides
simultaneously.
4. GANG MILLING MACHINE:
This is again a special purpose machine used for gang or gap
milling. The milling of sides of cap mounting face are done. It has
eight face milling cutters.
5. RADIAL DRILLING MACHINE:
On this machine, tapping of 8 holes on cap mounting faces is
done. Also tapping operation in holes on sump face is performed
.After that dowels are pressed on cap mating face by dowel pressing
tool.
6. ROUGH BORING MACHINE:
It is a S.P.M. made by Kirloskar. On this machine, rough boring
of Cam bore, Crank bore, and IG (intermediate gear) bore is done.
Here the boring tools enter from both sides i.e. gear end side
(GES) and flywheel end side (FWS).
7. GUN DRINLLING MACHINE:
It is used for drilling a main oil gallery of 16.
8. WASHING MACHINE:
After drilling main oil gallery, the washing of crank-case is
done for removing chips etc from the gallery.
9. NOTCHING UNIT:
It is used for making a notch in crank bore in crank case. Notch
is used for supporting bearing, which is used to avoid friction
between cap face and crank shaft.
10. HORIZONTAL MACHINING CENTRE:
This machine is used for drilling and boring operations on gear
side end and flywheel end side.
11. VERTICAL MACHINING CENTRE:
This machine is used for drilling, milling, boring of top face
and liner boring of crank-case. Two machines are used for same
operation.
12. INDEXOR (3 in No.): This machine is used for making various
galleries, dipstick hole, oil pressure gauge hole etc.
13. OIL GALLARY WASHING MACHINE:
Washing is done first with air, then with coolant. After this
studs are inserted in holes on cap mfg. face and caps are tightened
with impact wrench.
14. SEMI FINISH BORING MACHINE :
As the name suggests, this machine is used for semi-finish
boring of cam bore, crank bore and idler gear bore of crank-case.
In this machine tool came from one side.
15. FINISH BORING MACHINE:
This machine is used for the finish or final boring of crank
bore, cam bore and idler gear bore is done. After this operation
these bores should have the final dimensions.16. TAPPET BORING
MACHINE:
This is VA-50 a V.M.C. machine made by COOPER. This machine is
used for finish boring of tappet hole where push rods are fitted
.
17. FINISH DUPLEX PAL MACHINE:
This machine is used for finish milling of gear end side and
flywheel end side with two cutters on both sides.18. HORIZONTAL
MACHINING CENTRE : This machine is used for boring and reaming
operation on Gear end side and flywheel end side of crank-case.
19. ALEX GRINDER:
This is rotary surface grinder used for grinding of two side
caps. Caps are clamped with magnetic table.
20. GANPAT WASHING MACHINE:
This machine is used for final washing of crank-case with
coolant to remove all chips or other particles present in
crank-case holes etc.
21. BUSH PRESSING UNIT:
After final inspection a bush is pressed in cam bore on gear end
side to avoid friction between cam shaft and cam bore during
running of engine.
PROJECT UNDERTAKEN
Valve leakage in RB cylinder head.The main reason for leakage in
cylinder head valves is wrong seat generation. The PROBABLE CAUSES
were proposed for this problem were:- Pallet station Interference
between outer dia. of seat & internal dia. of exhaust valve.
Improper clamping Faulty casting design
ANALYSIS OF ALL THE CAUSES:- Pallet station :It would have been
possible that the leakage in the heads was specific to a particular
pallet and station in the machines.
The Makino machine a51 comprises of 2 pallets with 3 stations
each. These were known as top, left & right pallet station and
for analysis of this cause the components were coded when they were
machined so as to determine if this problem was specific to a
pallet station. The coding was done as follows according to PALLET
(1 or 2) _STATION (T, L or R)For e.g. The top station of pallet 1
was written as 1T. The right station of pallet 2 was written as 2R
and so on.
PALLET STATION ANALYSISS. NO.PALLET STATIONLEAK TEST RESULT
1. 1TOK
2. 2RNOT OK
3. 2LOK
4. 1LNOT OK
5. 2ROK
6. 2TNOT OK
7. 1LNOT OK
8. 1TNOT OK
9. 2LNOT OK
10. 2LOK
11. 2ROK
12. 1TNOT OK
13. 1LNOT OK
14. 2TOK
15. 1LNOT OK
16. 1ROK
17. 2RNOT OK
18. 2TNOT OK
19. 1LNOT OK
20. 1RNOT OK
21. 2LOK
22. 2TOK
23. 1LNOT OK
24. 2LNOT OK
25. 1ROK
26. 2TNOT OK
27. 1LNOT OK
28. 2RNOT OK
29. 2LNOT OK
30. 1TNOT OK
31. 2ROK
32. 1LNOT OK
33. 2LNOT OK
34. 1ROK
35. 2TNOT OK
36. 2LOK
37. 1LNOT OK
38. 2ROK
39. 1TNOT OK
40. 2RNOT OK
CONCLUSION-It was found out that the leakage problem was
independent of the pallet and station at which the component was
machined. Therefore this was justified that the problem is not in
any particular pallet but in the process on the whole. Improper
clamping The clamping system is responsible to hold the component
in its place while machining operations take place on it. The
clamps used were flat surface therefore they could not incorporate
for any irregularities in the casting of head. To minimize this
effect, ROLLER clamps by TESA are used so that even if there is any
variation in flatness of the casting, the clamps will hold the
component in position.
Before After
FLAT CLAMPSROLLER CLAMPS BY TESA
ANALYSIS:
CONCLUSION-The bar graph describes that the percentage of failed
or rejected components fell steeply in general after changing the
clamps of pallet 2 in machine 499.01 . This justified that the
clamping of components was not proper earlier and that this issue
needed to be addressed and changing the clamps was a positive
move.
Faulty casting designOn further exploring the scenario it was
found out that the casting design was not adequate according to the
requirement for the clamps and needed modification.
CASTING MODIFICATION
CONCLUSION-The modifications in casting to increase the surface
uniformity lead to better clamping of the component in the pallet
station. The clamps were able to hold the component completely
under all vibrations.RESULT AND FUTURE SCOPEThe 2 major causes for
cylinder head leakage were Improper clamping Faulty casting
designAfter addressing to these problems, there has been a drastic
change in a positive direction in the no. of rejected cylinder
heads.As on 28/04/2014 morning A shift, only 3 components out of 96
pieces were found to be leaking.FUTURE SCOPE:Efforts are still on
to further minimize the rejection due to leakage of cylinder heads
to < 1%.
BIBLIOGRAPHY
1. Daily dairy.
2. Operators & Engineers
3. www.swarajenterprise.com