sml project file

INDUSTRIAL TRAINING REPORT

SML ISUZU LIMITED ROPAR

Degree of Bachelor of Technology in Mechanical Engineering

NAME: SAHIL VERMA

UNIVERSITY ROLL NO. 1181989

SUBMITTED TO:

Department of Mechanical Engineering

CHANDIGARH GROUP OF COLLEGES

GHARUAN (MOHALI)

KHARAR (MOHALI)

1

TABLE OF CONTENT

Sr. NO. CONTENT PAGE No.

1. ACKNOWLEDGEMENT 61.1 OBJECTIVES OF TRAINING 71.2 TPM MANAGEMENT 91.3 COMPANY PROFILE 101.4 SHARE HOLDING PATTERN 131.2.0 VEHICLES PRODUCED AT SML ISUZU

LIMITED16

2.0 ASSEMBLY LINE 182.1 ENGINES MADE AT SML ISUZU LIMTED 192.2 TYPES OF ENGINE 202.3 ENGINE MOELS 212.4 ENGINE SPECIFICATIONS 233.0 ENGINE ASSEMBLY LINE 243.1 WASHING PROCESS 243.2 ENGINE ASSY PROCESS STATION 264.0 HOT BED ENGINETESTING LAB1 484.1 PERFORMANCE ENGINE TESTING LAB2 495.0 PROJECTS 505.1 WATER OIL MIX 506.1 OIL PRESSURE LOW 587.1 AUDITING OF ENGINE 64

2

LIST OF TABLES

S.NO CONTENT PAGE NO.

1.0 PIE CHART OF SHARE HOLDING PATTER 13

1.2.0 ORGANIZATIONAL SETUP FLOW CHART 14

1.2.1 DIAGRAM OF SML ISUZU PLANT FLOW CHART 15

2.2 TYPES OF ENGINE 20

2.3 ENGINE MOELS 21

2.4 ENGINE SPECIFICATIONS 23

3

LIST OF FIGURES

S.NO CONTENT PAGE NO.

1.2 VEHICLES PRODUCED AT SML ISUZU LIMITED 16

1.3 VEHICLES PRODUCED AT SML ISUZU LIMITED 17

3.0 WASHING PROCESS 24

3.1 STATION E-1 26

3.4,3.5 STATION E-2 28

3.7 STATION E-2.1 30

3.8,3.9 STATION E-3 31

3.11 STATION E-4 33

3.12,3.13 STATION E-5 34

3.14 STATION E-6 35

3.15 STATION E-7 36

3.16 STATION E-7.1 37

3.17,3.18 STATION E-8 38

3.19 STATION E-9 39

3.20 STATION E-9.1 403.21,3.22 STATION E-10 41

3.23 STATION E-11 42

3.24,3.25 STATION E-12 43


3.27 STATION E-14 453.28 STATION E-15 46


3.30 HOT BED ENGINETESTING 48

3.31 PERFORMANCE ENGINE TESTING 49

PREFACE

4

“NO LEARNING CAN BE COMPLETED WITHOUT PREFACE”

As a part of our curriculum for bachelor of Mechanical Engineering. I am required to undergo industrial training. The objective of this training is to gain an inside informat6ion about the functioning of technical departments with respect to an organization. The practical orientation of technical student is must to quality as potential engineer.

I got an opportunity to undergo this training in esteemed organization like SML ISUZU Limited Asron.

Entering in the industry is like steeping into the world ever concept which is taught in the class room is practical in different dimensions in the industry and the study on the subject practice in the organization gives a deep insight into the practical side of technique and industry itself.

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1ACKNOWLEDGEMENT

Any endeavor cannot lead to success unless and until a proper platform is provided for the same.

This is the reason I find myself very fortunate to have undergone my industrial training of Six

months at SML ISUZU, ROPAR. The persons of my department and all other departments have

extended a warm and helping hand.

I am very fortunate to have had a chance to feel the gravity of what role Mechanical Engineering

plays in the industry. It was a golden opportunity for me to get a chance to experience what it

feels to be in a company where discipline, quality and hard work are the motto. This training

helped me a lot in bridging the gap between the theoretical and the practical aspects of my

knowledge.

I am also thankful to MR. SANJEEV SHARMA for giving me an opportunity to undergo

training in such a renowned company.

My heartily thanks to Mr. ASHWANI KUMAR who was my project manager & my guide

through the project works. They always went out of their way to help me at all times. Their

experience & knowledge motivated me to bring out the best in times. I am sure that the

knowledge & information that I have gained during this period would be of immense value for

my growth in the field of Mechanical Engineering.

6

1.0 OBJECTIVES OF TRAINING

1. To study the various processes which are done on various parts of LCV, MCV and

HCV.

2. To study about 5s technology.

3. To study the function of different departments.

4. To study about the defects in vehicles.

5. To study about management.

6. To study about human resource management and their behavior about employees.

7

1.1 AN EASY TRAINING BUT A TUFF JOB

T - To Be remain On Your Seat

R - Remain Attentive All time

A - Active Participation

I - Interact To Clarify

N - Note Points Difficult To Memorize

I - Improve Listening Habits

N - Never Neglect Program

8

1.2 TPM MANAGEMENT

JISHU HOZEN PLANNED MAINTENANCE KOBETSU KAIZEN EDUCATION AND TRANINING QUALITY MAINTENANCE TOOL MANAGEMENT OFFICE TPM.

9

`1.3 COMPANY PROFILE

SML ISUZU was promoted in 5th October 1984 in technical and financial collaboration With

Punjab tractors limited, Mazda motors corporation and Sumitomo motors corporation, Japan for

manufacturing of light commercial vehicles (LCV’s). SML ISUZU represents two powerful

brands: SWARAJ- symbolizing best Indian technology and engineering.

Mazda Motors Corporation of Japan, established in 1920, is an enterprise of international repute.

Mazda started manufacturing trucks as back in1931. Today this enterprise has the distinction in

being the only company in the world producing petrol and diesel engine as well as the

revolutionary rotary engines. Mazda is ever seeing the new areas of product excellence and

innovation. It adheres audaciously to 2000 check point before declaring any vehicle road worthy.

The use of robots, latest technology and world class production enables Mazda to produce

vehicles of outstanding quality and performance. No wonder SML ISUZU has won appreciations

all over the world for the quality products that are rolling out its plant.

The assembly unit of SML ISUZU limited is located at village Asron district Nawanshahar

(Punjab) near the city of Ropar and at a distance of 40kms from the capital city of Chandigarh

the plant has a captivating site. It spread over a quaint, sprawling 100 acres of land ringed by

shiwalik hills on the three of its sides and river Satluj on the other. The desolate slit hill has been

leveled for construction. The construction at this Rs.50 crores plant, commenced on 16 th January

1985.work mat the plant at a great tempo and the first vehicles rolled out at the production line in

a record time of one year of laying the foundation stone.

To ensure industrial peace i.e. absence of the strikes and lockouts, SML ISUZU believes in

creating a contented labour force with a very low rate of absenteeism and turn over. Reasonably

fair wages and various perks like subsidized uniform and transport, mess facilities go a long way

in creating identification with the job. Earnestness, sincerity and spirit of corporation pervade the

entire atmosphere of the company.

No politics of confrontation is found in SML ISUZU. Problems if any are sorted out through

mutual negotiations in an amiable atmosphere of give and take. These positive steps have been

instrumental in evolving work ethos. The happy absence of industrial disputes in the enterprise

speaks volumes for the success of these and cultivation of work culture. Work culture of work

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ethos is given high priority. It is fully recognized that the objective of the enterprise – higher and

higher production, productivity and indigenization can be attainted through commitment in to

commonness of goal in each and every member of SML ISUZU family. The entire planning is

undertaken in such a way as to inculcate the spirit of dedication in each member whether he is a

semi-skilled worker or belongs to the managerial cadre.

The LCV’s are manufactured in five colours- Santos red, Nile blue, Light Beige, White and

Golden Yellow. In addition to this other colours can be made on demand. The most distinguish

feature of these vehicle is that beneath the design and sleek looks are the study box section

tubular crossed braced chassis. The chassis are more than three times stronger than other vehicle

on the road. SML ISUZU vehicles are not only stronger on the road but also fuel efficient. Fully

loaded they give an average of 13.5 Km/l at 45 Km/hr. A hydraulic assisted diaphragm reduces

the clutch pressure by 37 percent. A low RPM high torque engine assures long life and hanging

speed for uphill driving. A spacious three seater cab with three level air vents make the cab

extremely comfortable and driving a treat. A short turning radius gives SML ISUZU an excellent

manoeuvrability and congested and hill roads.

Prominent among the load carriers SML ISUZU is also manufacturing:

4 wheel drives;

Extend wheel base long chassis mini buses which carry up to 44 passengers;

Deluxe buses carries up to 40 passengers ;

Ambulance developed with active involvement of senior specialist from post graduate

institute of medical science and research, Chandigarh

Hydraulic operated dumpers;

Dual cabin load carriers;

Integrated garbage collection and disposal system for urban centres

SML ISUZU vehicles population today stands over 70,000. SML ISUZU gives due attention to

the marketing part and the employees are highly qualified and trained to fit the job.

11

The corporate profile of SML ISUZU LTD. projects a bright future for the company. That is how

it should be considering its importance for our economy. It is adding its share to the real assets

and job opportunities in the areas thus bringing socio-economic reforms in whole of Punjab.

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1.4 SHARE HOLDING PATTERN

Sumitomo corporation, Japan 55.96%

ISUZU motors limited 4.00%

MFNB 9.10%

FLL’s 5.85%

Public 25.08%

Sumitomo corporation, Japan ; 55.96

ISUZU motors limited;

4

MFNB; 9.1

FLL’s; 5.85

Public; 25.08

Pie Chart for share holding pattern

Fig 1.0

13

1.2.0ORGANIZATIONAL SETUP FLOW CHART

Fig no 1.0

14

Executive director

Engineer

Assistant EngineerJuniorEngineer

Senior engineer

Senior ManagerManager

Assistant Manager

Chief Manager

Deputy General ManagerGeneral Manager

Associate Vice presidentVice president

Managing director

ENGINE COMPONENTS FROM WASHING

MACHINE

ENGINE ASSEMBLY AND TESTING

TRANSMISSION COMPONENTS FROM WASHING MACHINE

TRANSMISSION ASSEMBLY AND TESTING

FRONT/REAR AXLE & DIFFERENTIAL ASSY.

AXLE COMPONENTS FROM WASHING

MACHINE

LONG MEMBER STORAGE

TEMPORARY PART SETTING

TACK/FULL WELDING

STRAIN RELIEVING

VEHICLE ASSEMBLY

LINE

PRE DELIVERY INSPECTION

ROAD/SHOWER TEST

CARGO BOX MOUNTING

RUST PREVENTIVE APPLICATION

VEHICLE TO STOCK YARD

PARTS FROM STORE

FLOOR ASSEMBLY.

CABIN ASSEMBLY

DOOR WELDING &ASSEMBLY

FINAL FITTING AND FINISHING

TO PAINT SHOP

CABIN PRE TREATMENT & BLACK DIPPING

BAKING

SEALANT AND PRIMER APPLICATION

BAKING

FINAL PAINTING

BAKING

INSPECTION

PAINTED CABIN TO

VECH.ASSY.

CABIN DRESSING WITH SUB

ASSEMBLY

CARGO BOX FROM STORE

CARGO BOX ASSEMBLY

SLEEPER ASSEMBLY

CARGO BOXWELDING

CARGO WASHING SEALANT APPLICATION

BAKING

FINAL PAINTING

BAKING

INSPECTION

BODY SHOPENGINE ASSEMBLY CABIN WELDING CABIN & CARGO ASSY &PAINTING

T/M ASSY LINE

AXLE ASSY LINE

1.2.1Flow Diagram of the SML ISUZU Plant

15

1.2.2VEHICLES PRODUCED AT SML ISUZU LIMITED

Fig no-1.2

16

SUPER SAMRAT SARTAJ

CNG TRUCK DUAL CABIN TRUCK 4WD TRUCK

Fig no-1.3

17

TIPPER SCHOOL BUS RECOVERY VAN

EXECUTIVE BUS LUXURY BUS AMBULANCE

2.0 ASSEMBLY LINE

ENGINE SHOP

The engine is a device that is used to convert chemical energy of fuel into heat energy and this energy

is then converted into useful work. The engine provides the motive power for the various functions

which the vehicle or any part of it may be required to perform.

Ideally, most engines used in vehicles are of internal combustion type. The internal combustion

engines are further classified according to the following considerations:-

1. Engine Cycle :-Based on the engine4 cycle an I.C. engine may run on Otto cycle or Diesel

cycle.

2. Number of Strokes :- Based on strokes the engines are classified as two stroke engine and four

stroke engine.

3. Fuel Used :- Based on fuel used the engines are classified as Petrol engine, Diesel engine, C.N.G.

engine.

4. Type of Ignition :- The fuel inside the cylinder after compression has to be ignited. The ignition

system usedin I.C. engines are of two types, spark ignition (S.I.) and compression ignition (C.I.).

5. Number and Arrangement of Cylinders :- Based on number and arrangement of cylinders the

engines are classified as:

Single cylinder engine

Two cylinder engine – Inline Vertical type, V type, Opposed Type

Three Cylinder engine

Four cylinder engine – Inline Vertical type, V type, Opposed Type

Six and Eight cylinder engine

Radial engine

Valve Arrangement :-The valve arrangement I.C. engines are- Side valve type, Overhead

valve type.

1. Type of Cooling :- Based on adopted mode of cooling the engines are of two types

Air cooled engine

Water cooled engine

Oil cooled engine

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2.1ENGINES MADE AT SML ISUZU LIMTED

The SML ISUZU assembles following types of engines:-

Euro-I

Euro –II

Euro _ III

Euro-IV

C.N.G.

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2.2The Basic Differences Between These Engines Are As Follows:-

S. No. Euro –I Euro -II Euro -III Euro-IV C.N.G.

1 In Euro-I engine

the block does not

have a hole for

feed pump

In Euro-II engine

hole for feed pump

are provided on the

back of engine block.

In Euro-III engine

hole for feed pump

are provided on the

back of engine

block.

In Euro-IV engine

the block does not

have a hole for feed

pump

In C.N.G engine

the block does not

have a hole for

feed pump

2 In this fuel

injection pump

used is of inline

type

In this fuel injection

pump used is of

rotary type


pump used is of

rotary and electronic

type


pump used is of

fully electronic type

In C.N.G. engine

distributer is used

3 Here nozzles have

big holes for

spraying diesel

Here nozzles have

smaller holes for

spraying diesel

Here nozzles have

very small holes for

spraying diesel

Here nozzles have 6

small holes for

spraying diesel

In C.N.G. engine

spark plug is used

4 It gives power of

79.2 B.H.P. at 3000

R.P.M

It gives power of 88

B.H.P. at 3000 R.P.M

It gives power of 100

B.H.P. at 3000

R.P.M

It gives power of

120 B.H.P. at 3000

R.P.M

It gives power of

72 B.H.P. at 3000

R.P.M

20

2.3 ENGINE MOELS

ENGINES PARTS DESCRIPTIONS

S.NO COMPONENTS ENGINE TYPES

EURO-I EURO-III EURO-IV CNG

1 CYLINDER

BLOCK

Dont Have

Feed Pump

Hole

Have FP Hole Have CRDI Same As E-I

2 FIP (FUEL

INJECTION

PUMP)

Inline Type Distributer Type HPP N.A

3 OIL JET Same In 3 Models N.A

4 FLYWHEEL Simple

Flywh

Same As E-I 61 Holes Flywh

And Sensor

Type

Same As E-Iv

5 TURBOCHARGE Na Have Turbo Same As E-III Dont Have

6 INTAKE

MANIFOLD

Simple

7 EXHAUST

MANIFOLD

Simple

Exhaust

Manifold

Exhaust

Manifold

Modified To

Mount TC

Designee Diff

Then Euro-III

Same As E-I

8 T-CONNECTER N.A Simple T-

Connecter

Designee Diff

Then Euro-III N.A

21

S.NO COMPONENTS ENGINE TYPES

EURO-I EURO-III EURO-IV CNG

9 FEED PUMP Operated By

FIP

Camshaft

Operated By

Engine

Camshaft

Have CRDI N.A

10 INJECTOR Pressure 175

Bar

Pressure 200

Bar

Pressure

260bar

N.A

11 EGR COOLER N.A N.A Normal N.A

2.4 ENGINE SPECIFICATIONS

22

S.NO. MODEL POWER AT

3000RPM

TOQURE AT

1750 RPM

SFC AT

3000RPM1 EURO-I 74.4 HP 20.9KGM 174.3GM/BHP

2 EURO-III 101.88HP 26KGM 188.0 GM/BHP

3 EURO-IV 124.66HP 30KGM 199.6 GM/BHP

4 CNG 72.39HP 20KGM 210.76 GM/BHP

3.0 ENGINE ASSEMBLY LINE

23

3.1Washing Process

The components received from the vendor end cannot be directly used in the engine assembly. For this purpose, all the components are washed properly and the burr, grease and cutting fluids strains are effectively removed.

Washing apparatus consist of four washing zones:

1. Magnetic Separator: Magnetic separation is a process in which small magnetically susceptible burrs are extracted from engine components using a low intensity magnetic force.

2. Degreasing Zone: Solvent degreasing is a process in which a cleaning agent is applied directly to the surface by spraying, brushing, or wiping. This process removes oil, grease, dirt, loose particles, and any other contaminants that may exist on the surface of the material.

Fig no 3.0

Main washing unit

24

Characteristics include: cleans almost all electronic assemblies, electrical components, and almost all metals. Parts are usually dried at an elevated temperature, however usually not below room temperature. Almost any size or shape of a part can be cleane

3. Compressed Zone: In this zone, compressed air is used to clean the components of engine. High pressure air is blown over the engine parts to remove any dust or impurity.

4. Drying Zone: In this zone, the engine components are dried to remove any chemical impurities present on the surface by passing components through a high temperature zone.

25

3.2 Engine assy process stations

3.2.0Station E-1

1. Engine block is washed and cleaned properly. Then it is sent to the main line.

Fig no.-3.1

2. Engine serial number punching is done.

3. Engine is moved on to the trolley and mounted on the trolley with the help of bolts.

4. Liners are fitted to the block. Before putting the blocks inside the block the coding

given on the block is checked.

26

Fig no.-3.2

5. Engine block is rotated and oil jets are attached to the block. The oil jets are tight and

torque up to a value of 1.20-1.80 kgm.

Fig no.-3.3

6. Eight tappets are put in their holes. These tappets are operated by camshaft which in turn

operates the push rod, the push rod operate the rockers and the rockers operate the valve

27

3.2.1Station E-2.0

1. Here first of all camshaft is inserted in the engine block.

Fig no.-3.4

2. To stop sideways movement of camshaft a thrust plate is bolted on one side of the

camshaft.

3. First of all, a sealant is applied to the bolts of the thrust plate and then the thrust plate

is bolted with the help of these bolts. These bolts are tightened up to a torque of 2.3 kgm.

4. Then free movement of camshaft is checked.

5. Now the block is rotated and we have to put crankshaft bearings. Prior to this we have

to match the coding on block with that of crankshaft bearing.

Fig no.-3.5

28

6. Based on this coding and according to the table we are going to put the crankshaft

bearing.

7. Before putting the crankshaft in the crankcase the bearings are cleaned properly and

oil is put both on the bearings and the crankshaft. After this, the crankshaft is placed in the

crankcase along with crank gear..

Fig no.-3.6

8. Now key bearing caps are put one by one at their place.

9. To prevent the sideways movement of the crankshaft thrust bearings are inserted in

the central main bearing.

10. Now start tightening up the crankshaft main bearing caps up to a torque of 10-10.7 kgm.

11. All the bolts should have torque marks.

12. Check crankshaft for free movement and end play.

13. Piston assembly is placed according to crank pin depth.

29

3.2.2Station E-2.1

1. Attachment of a connecting rod to the piston with the help of gudgeon pin.

2. Putting up circlips on both sides of gudgeon pin.

3. Cleaning of connecting rod caps.

4. Placing of connecting rod bearings in connecting rod and cleaning.

5. Check for any dent marks.

6. The pistons for E-I,E-II,E-III and CNG engines differ in the design of crown of the pistons.

Fig no.-3.7

30

3.2.3Station E-3

1. Selection of piston with depth gauge is done.

2. Note all the four readings.

3. Loose fitment of oil cooler assembly fitment on block.

4. Piston assembly is attached to the crankshaft.

5.

Fig no.-3.8 Fig no.-3.9

6. Connecting rod bolts are tighten up to a torque of 8.2-9.0 kgm.

7. Check end play in connecting rod.

8. Check free movement of crankshaft with piston.

9. Bring the piston on T.D.C. position. Clean the surface of the piston and then place dial

gauge over the piston such that the tip of the dial gauge first touches the piston surface and

31

the dial gauge shows reading. Note this reading.

Fig no.-3.10

10. Place the dial gauge on the other piston and then note the reading shown by the dial gauge.

11. Now rotate the crankshaft and clean the surface of other two pistons.

12. Place the dial gauge on the piston and take the reading in the similar way as discussed

earlier.

13. Compare the values with the table.

14. The gasket is chose according to these readings. Gasket may be green or white.

15. Place the time case assembly on the trolley and move the trolley ahead.

32

3.2.4Station E-4

1. Matching of spindle idle gear hole to done.

2. Mounting of case timing on block with gasket. Tightening of all the bolts of timing case up

to a torque of 2.3 kgm.

3. Tightening and torquing of filter bolts up to a torque of 2.5 kgm.

4. Cleaning and oiling of spindle gear is done.

5. FIP gasket and setting and adjustment.

6. Timing gears (cam gear and idle gear) are fixed with timing matched. For matching the

timing point A, B and C are matched properly.

Fig no.-3.11

7. Position of waver washer OK.

8. Idle gear thrust plate fitment and torque is done.

33

9. Torquing of cam gear bolt with thrust washer up to a torque of 6.4-9.6 kgm.

3.2.5Station E-5

1. Pressing of oil seal with oil.

2. Timing cover fitment and tightening up of bolts up to a torque of 2.5 kgm.

3. Assembly of water pump gasket and torquing up to 2.5 kgm.

4. Assembling of rear oil seal and torquing up to 2.5 kgm.

5. Fitting of oil pump and tightening of bolts up to a torque of 2.5-3.8 kgm.

6. Fitting of oil pipe with “O” ring.

7. Fitting of bracket of strainer pipe and torquing up to 2.5 kgm.

8. Tightening and torquing of oil pipe up to 2.5 kgm

34


3.2.6 Station E-6

1. Put gasket on both sides ,side setting along with sealant.

2. Attachment of front/rear 1/2 seal with sealant.

3. Fitment of oil pan and torque up to 1.7-2.6 kgm.

4. Loose fitting of lower pan or sump with gasket.

5. Tightening & torque of lower pan

6. Fitment of pin tubler on block.

35

Fig no.-3.14

3.2.7Station E-7.0

1. Tighten up the lower pan up to torque of 1.7-2.6 kgm.

2. Fitting of end plate with the help of bolts up to a torque of 3.8-5.3 kgm.

Fig no.-3.15

3. Fix indicator pin on the end plate. Indicator pin is used to indicate the marking (degrees)

provided on the flywheel. This help in dismantling the FIP or adjusting the tappets.

4. Flywheel is bolted over the end plate. the torque of the flywheel is kept between 21-23

kgm.

5. Attachment of disc clutch and cover clutch with guiding tool.

6. Tightening and torque checking of cover clutch bolt

7. Matching of indicator pin with top dead center

8. Piston topping and mark setting.

36

9. Gasket selection note gasket type ,placing of cylinder head on block push rod

fitment .placing of caps and rocking shaft.

3.2.8 Station E-7.1

1. cylinder head stud fitment and tight.

2. Attachment and assembly of inlet manifold with gasket and torque.

3. Attachment of sub assembly of case thermostat with gasket and torque.

4. Tightening and torquing of front and rear engine hanger.

5. Vacuum pipe assembly and torque.

6. Cylinder head bolt tightening with 11+9 bolts.

7. Assy of rocker arm.

8. Attachment of thermostat

37

Fig no.-3.16

3.2.9Station E-8

1. Cleaning of flywheel face.

2. Attachment of cover assembly and clutch assembly with centring tool. Tightening and

torquing of bolts up to 2.6 kgm.

3. Matching of indicator pin with TDC.

4. Putting up of cylinder head gasket as indicated at station E 3.

5. Attachment of cylinder head.

6. Oiling and fitment of crank pulley and torque.

.


38

3.2.10Station E-9

SUB ASSEMBLY OF CYLINDER HEAD

1. Cylinder head cleaning.

2. Valve cleaning and paste application.

3. Valve assembly depth measurement note.

Fig no.-3.19

4. Seal fitment

5. Spring fitment and setting.

6. Cotter pins and locking.

7. Valve leakage check with soap solution.

39

3.2.11 Station E-9.1

1. Locate cylinder head bolts after dipping in engine oil.

2. Manual marking on cylinder head bolts and confirmation of tightening by machine and

Tightening of cylinder head bolts which are not tightening by machine.

Tighten up cylinder head bolts up to a torque of 6.0 kgm. Then marking and rotation of bolts

90°+ 90°.

3. Torquing of rocker arm nut 1.3-1.7 kgm.

Fig no.-3.20

3. Sub assembly of rocker and oiling, cleaning of cap valve.

4. Oiling of push rod and valve stem.

40

5. Engine mounting bracket torque.

3.2.12Station E-10

1. Tappet clearance setting (inlet valve 0.30 mm, exhaust valve 0.35 mm).

2. Nozzles with ‘O’ ring washer.

3. Assembly of nozzle holder and torque.

4. Assy of nozzle holder and torque

5. Attachment of case thermostat with water sensor

6. .


41

3.2.13Station E-11

1. Fitment of return pipe and clipping.

2. Assembling of fuel filter and torque.

3. Fitment of alternator bracket, alternator, strap and torquing.

4. Fitment of water pump pulley.

5. Cooling fan tightening torque 2.5 kgm.

6. Belt fitment and torque.

7. Assy of vacuum pipe with inlet manifold

8.

Fig no.-3.23

42

Fig no.-3.24

3.2.14Station E-12

1. Assembly of 810 oil pipe and torquing.

2. Assembly of 560 fuel pipe and torquing

3. Assembly of 880 fuel pipe and torquing.

Fig no.-3.25

4. Attachment of stud of manifold.

5. Movement of empty trolley.

43

6. Temporary attachment of HPP.

3.2.15 Station E-13

1. Placement of engine on trolley.

2. Assembly of stud, heater with gasket and torque up to 2.5 kgm

Fig no.-3.26

3. Attachment and oiling of oil gauge pipe and dipstick.

4. Sub assembly of head cover with sealant.

5. Attachment of cylinder head cover and torque.

6. Attachment of mounting bracket and torquing

7. Attached the three nuts with flange and tightening the stud

44

8. fitment the gasket on the flange plat

3.2.16 Station E-14

1. Attachment of breather pipe and torquing.

Fig no.-3.27

2. SOBP filter clamp fitment and torquing.

3. All bolts torque marking.

4. Attachment of hose alternator oil pin.

5. Sub assembly of mounting pad, fitment and torquing.

6. Sub assembly of insulator cover band torquing.

7. Tightening and torque of braided lose.

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3.2.17 Station E-15

1. Attachment of turbo charger with gasket.

2. Attachment of turbo charger outlet pipe with clamp.

Fig no.-3.28

3. Tightening and torquing of all oil and diesel pipes.

4. Attachment of air pipe bend (turbo charger- air cleaner) with rubber hose and clamp.

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3.2.18 Station E-16

1. Attachment of exhaust joint and torquing.

2. Attachment of feed pump and feed pump pipes.

3. Attachment of diesel pipes (fuel filter- main diesel pipes).

4. Tightening and torque checking of air air intake pipe with U-bolt attachment of brkt

mounted on air intake pipe with exhaust manifold Tightening and torque checking of

bolts.

5. Tightening and torque of idler pulley bolt

6. Tightening and torque checking of compressor brkt and support brkt

7. Tightening and torque checking of oil return pipe with compressor brkt

8. Tightening and torque checking of alternator strap bolts.

9. Attachment of belt, pulley .and fan.

10. Attachment of compressor belt with adjustment of idler pulley

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11. Fig no.-3.29

4.0 HOT BED ENGINETESTING LAB 1.

In this lab 100 % engines which are assembled in the engine assembly shop are tested. in the hot bed testing lab engine is tested for 5-10 minutes. In this engine is tested for various parameters which are as follows:

1. Filling of engine oil.2. Checking for any leakage.3. Checking for any abnormal noise.4. Checking of oil pressure at idle RPM which should be 1.8 bar at 650-720 RPM and at 80°.5. Checking for any vibrations.

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Fig no.-3.30

4.1 PERFORMANCE ENGINE TESTING LAB 2.

In this lab 10 % engines which are tested in the hot bed testing lab. In the performance testing lab engine is tested for 4 hours. First of all lapping is done for 1.35 hours. In this engine is tested for various parameters which are as follows:

1. Power2. Torque3. Specific fuel consumption (SFC)4. Smoke5. Any abnormal noise.6. Any leakage.

In performance testing 2 engines are tested at one time i.e. 4 engines are tested In one shift.

The performance testing is done on the two beds namely

1. Shanck Bed2. SAJ Bed

These are made by the Indian manufacturers. These are fully electronic. In this various sensors are assembled.

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5. Project 1

5.1WATER OIL MIX

5.1.1Problem Statement

To eliminate Man-hour loss due to Quality problems in Engine Assembly Shop.

5.1.2 Mission StatementTo eliminate Man-hour loss due to major Quality problems contributing 80% of the problem (Based on May-July’10 data) by Dec’10

5.1.3Parameters Critical to Quality:

1. Water Oil Mix

2. Oil Pressure Low

3. Water Leakage

4. Oil Leakage

5. Starting Problem

6. Abnormal Noise

7. Component Failure

8. Fitment Problem

9. Low Power

10. Diesel Leak

11. Fitment Fault

12. Engine Vibration

13. Hunting

14. White Smoke

15. Engine Jam

16. High Smoke

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17. High SFC

18. RPM Less

5.2POSSIBLE CAUSES FOR WATER OIL MIX:All possible causes of categorized defects which have come out from brain storming session and based on wisdom of the team are:-

Core shifting in Casting

In adequate Core Holding

Core Mismatch

Guide Pins worn out

Metal flow not OK

Moisture contents

Internal leakages in Cylinder block

Internal leakages in Cylinder head

Variation in core fixing

Pouring Temp control

Inadequate Vents

Water mix in Engine oil before testing

Low pressure at Pressure Testing

Defective pump at Pressure Testing

Low Pressure setting at Pressure Testing

Poor visibility at Pressure Testing

Drill deflection in Cylinder Block Machining

Improper sealing during Cylinder block Pressure Testing

Inspection gallery not opening skipped by mistake

Inspection gallery not opened by untrained operator

Ref. machining shifted in Cyl. Block machining

Cylinder block m/cing shifted as comp not rested properly

Cylinder block m/cing shifted as Locking Pin not locked

Body Assy gasket missing during Engine Assy

Cyl. head bolts loose during Engine Assy

Leakages not deductable at Pressure Testing

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Production pressure at Pressure Testing

Pressure testing open skipped by operator

5.2.1 Probable Causes – Water oil mix

Ref. Machining shifted in Cyl. Block machining

Internal leakages in Cyl Block

Water mix in Engine oil before Testing


Body Assy Gasket missing during Engine Assy

Cylinder head bolts under torque

5.3TESTING OF HYPOTHESIS – WATER OIL MIX

SR. NO. PROBABLE

CAUSES

METHOD OF

TESTINGTESTING & OBSERVATIONS. CONCLUSI

ON

1

Ref. Machining shifted in Cyl Block machining

Coordinate measuring machine

05 no’s of leak blocks checked for ref machining. Ref dowel generation dim 23.6 found against reqd. 23.65 as casting reference

Invalid

2Internal leakages in Cyl Block Pressure

Test rig

300 no’s of Cylinder blocks checked on Pressure Test rig at supplier end & duly marked. Water Oil mix observed in 02 Engines with above marked blocks. Analysis revealed that leakage in Cyl. Blocks.

Valid

3

Water mix in Engine oil before Testing

Engine Testing

05 no’s of rejected Engines re tested with fresh Engine Oil in Engine Testing. Water mix again observed in all these Engines

In Valid

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4


Pressure Test Rig

100 no’s of Cylinder heads checked on Pressure Test rig at Supplier End. Air seepage observed from resting face in 08 cylinder heads. All these heads were OK as per operator. These Cyl. Heads brought to SML for Engine assembly. Water oil mix observed in one of the 08 Engines

Valid

5

Body Assy Gasket missing during Engine Assy

Engine Assy

05 no’s of Water mix Engines analysed & it is observed that Body Assy gasket was properly pasted in all these Engines

Invalid

6Cylinder head bolts under torqued

Torque meter

50 no’s of Engines audited for Torquing of Cylinder head mtg bolts. All bolts found Torque above 12.0 Kg-m

Invalid

5.3.1Possible Root Causes – Water oil mix (Possible causes where hypothesis proved valid)

Internal leakages in Cylinder Block

Internal leakages in Cylinder Head

5.3.2Root Causes – Water oil mix

5.3.2.1 . Internal leakages in Cylinder Block:

Water from small water galleries or oil from oil galleries leak in to Cyl. Block & get mixed with Engine oil. These leakages are not deductable at supplier end because Pressure testing of Cylinder Block is ineffective & not clearly visible. Pressure testing is done at low pressure of 3.5 kg/cm2, whereas Engine oil pressure is 4.5 Kg/cm2.

5.3.2.2 . Internal leakages in Cylinder head:

Water from Water jackets of Cylinders. Head mix with Engine oil in push rod holes during Engine Testing. These leakages are not deductable at supplier end because Pressure testing of Cylinder head at supplier end is ineffective.

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5.4Why-why analysis to establish root causes – Water Oil Mix

S. No ROOT CAUSE Why? WHY? WHY? WHY?

1

Internal leakages in Cylinder Block

Water galleries open in to Cylinder Block

Not detectable at Pressure Testing stage

Operator skip to open discharge valve while testing water gallery

Manual system

Less visibility Poor Lux level

Skip testing No traceability

Less Pump Pressure

Pump defective/ Leakages in rig

Pressure not defined

Operator skip/reduce testing time Manual control

Untrained workmen No SOP’s

2Internal leakages in Cylinder head

Water jacket open in to push rod oil passage

Not detected in Pressure Testing stage

Pressure Testing not full proof

Less sealing of Cyl. head bottom face during Testing

Sealing gasket damaged

No Preventive maintenance schedule

No traceability of workmen doing opn

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5.5Process for identification and prioritization of possible solutions

S. No Root cause Observations Possible solutions – Prioritized

1st 2nd 3rd 4th

1Internal

Leakages in Cyl. Block

Operator skip to open the discharge valve while checking water gallery

Poke Yoke implementation SOP Quality

alarmCheck on operator

Less Pump Pressure Increase pump pressure Procure New m/c

Inadequate lighting Increase Lux value

Untrained operator, No SOP’s

Make SOP’s & train operators

Deploy regular skilled

operators

Operator skip / reduce testing time Introduced timer Wall clock for

operator

2 Internal leakages in Cyl. head


Improve sealing by changing mounting

Replace Testing m/c

Sealing gasket damaged Replace gasket

Bad condition of Test rig, No Preventive maintenance

Rework Test rig & make preventive

maintenance schedule

Give Annual Maintenance of

Test rig

No Traceability Traceability Register Computerized record

3

Wrong setting of Pressure

relief valve

Pressure setting gauge at supplier end not working properly

New Pressure gauge Repair Pressure gauge

Seepage in Testing - Non standard gaskets at supplier

New standardized gaskets from SML

New local gaskets

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4

Oil leakage from oil

pump back plate

No Traceability of pressure setting at supplier end

Punch pump numberWrite Pump number with

marker

Lub oil Pump test rig for auditing at SML not working

Procure new Test rig Repair Test rig

5.6List of Root causes & actions taken – Water oil mix

S. No Root causes Observations Action Taken

1Internal leakages in Cylinder Block

Operator skip to open the discharge valve while checking water gallery

Poke - Yoke applied by installing Auto control valve during Pressure Testing

Less Pump PressureNew Pump installed for Pressure increase from 3.0 to 4.5 Kg/cm2

Inadequate lighting in Testing area

Lux value in Pressure testing area increased from 200 to 600 lux

Untrained operator, No SOP’s displayed

SOP made & displayed for Pressure Testing

Operator reduce testing time

Poke - Yoke applied by installing Timer in Pressure Test rig.

Operator skip testingTraceability introduced by recording pc number and operator and name

2 Internal leakages in Cylinder head


Pressure Testing fixture improved by changing Cyl. head mounting from 6 studs to 10 studs

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Sealing gasket damaged

Sealing gasket of Cylinder head Pressure Testing changed

Bad condition of Test rig, No Preventive maintenance schedule

Preventive maintenance schedule for leakage testing implemented.

Operator skip testing Traceability introduced by recording pc number and operator name

5.7BENEFITS5.7.1Tangible

Man-hour loss of major contributors eliminated from average of 308 hours per month to zero .

5.7.2Total annual recurring savings for this gain = Rs 12, 53,349

5.7.3Running expenses/investment

No increase in running expenses. One time Investment made for improvement is Rs 15000 approx.

5.7.4Intangible

(i) Improved focus on solving internal problems

(ii) Better understanding & implementation of problem solving techniques

(iii) Strengthening of Team work culture

(iv) Improved daily work management

(v) Change in mindset of Shop Managers

(vi) Decisions based on facts (Data based)

(vii) Improved supplier- customer relationship

6.0Project 2

6.1LOW OIL PRESSURE

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6.1.0Problem Statement

To eliminate Man-hour loss due to Quality problems in Engine Assembly Shop.

6.1.1Mission Statement

To eliminate Man-hour loss due to major Quality problems contributing 80% of the problem

6.2POSSIBLE CAUSES FOR LOW OIL PRESSURE:

All possible causes of categorized defects which have come out from brain storming session and based on wisdom of the team are:

Crank Bore oversize

Cam Bore oversize

Non – Genuine sealant used

Expired sealant used

Spring constant less

Spring length u/s

Wrong setting of pressure relief valve

Gear Shafts O.D u/s

Blow hole in oil pump body

Shaft Bush OD & Thickness less

Oil pump body gallery block

Oil leakage from oil pump back plate

Low discharge of oil pump

Plunger Dia u/s

Variation in Dim. 14.0 +0.04/0.07

Variation in PVC plug depth 49.2 +0.02

Flatness of inlet & outlet pipe mtg face excess

Ovality in Bush bore dia 18mm Flatness of bottom mtg face excess

Dents on mtg faces

Locating pins & pads in fixtures damaged

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Non availability of stage wise measuring instruments

SOP for critical points not available

Instruments calibration not done

Poor ergonomics

Oil Pressure gage working

Oil Temp gage working

SOP not adhered

Material of gasket not OK

Operator lethargy

Unclean work area

OJT not imparted

Pressure setting gauge not working

6.2.0Probable Causes – Low oil pressure

Crank Bore Oversize in Cyl. Block

Cam Bore Oversize in Cyl. Block

Wrong setting of Pressure relief valve

Low discharge of oil pump

Blow holes in oil Pump body

Oil Leakage from Oil pump back plate

Plunger Dia undersize

6.3TESTING OF HYPOTHESIS – LOW OIL PRESSURE

SR. NO. PROBABLE

METHOD OF

TESTING & OBSERVATIONS.

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CAUSESTESTING CONCLUSION

1 Crank Bore Oversize in Cyl. Block

Bore Gauge

05 no’s of Cyl blocks of rejected Engines checked for Crank Bores diameter 80.0 +0.066/ 0.092. Crank Bore Dia observed between 80.071 to 80.089

Invalid

2Cam Bore Oversize in Cyl. Block

Bore Gauge

05 no’s of Cylinder Blocks of rejected Engines checked for Cam shaft dia 51.25 to 52.0 + 0.030 (1st to 5th bore). All Cyl. Blocks observed between +0.005 to 0.025 from basic Size.

Invalid

3


Pump Testing Test Rig

05 no’s of oil Pumps of rejected Engines checked on Pump Testing rig at supplier end. All these pumps found set at Low Pressure of 5.5 Kg/cm2 against required 6.5 ± 0.3 Kg/cm2 @ 1000 RPM. 100 no’s of pumps audited at supplier end, High variation observed from 5.0 – 6.5 Kg/cm2 during Pump pressure testing.

Valid

4Low discharge of oil pump

Pump Testing Test rig

100 no’s of Oil pumps checked on Pump Testing rig for discharge & found OK (11 lpm at 3.5 Kg/cm2 @ 1000 RPM)

Invalid

5 Blow holes in oil Pump body

Pump Test rig

05 no’s of Lub oil Pumps of rejected Engines checked on Pressure Testing rig for any Blow holes/ Porosity. No casting defect observed in any pump body.

Invalid

6

Oil Leakage from Oil pump back plate

Pump Testing Test Rig

05 no’s of Lub oil pumps of rejected Engines checked for leakage at supplier end, out of which 03 no’s found leak from back plate. Flatness of 100 no’s of back plates checked on m/c at supplier end & observed 0.2mm against required 0.05 max in 08 no’s of plates.

Valid

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7Plunger Dia undersize

Outside Micrometer

Outside diameter of Plunger of 10 no’s of rejected Engines checked & observed OK Invalid

6.4Possible Root Causes – Low Oil Pressure

(Possible causes where hypothesis proved valid)


Oil leakage from oil pump back plate

6.5Root Causes – Low Oil Pressure

6.5.0. Wrong setting of pressure relief valve:

Low oil pressure setting of Pump relief valve resulting in to low pressure of Engine during

Engine Testing.

6.5.1 Oil leakage from Oil pump back plate:

Oil leakage observed from oil pump back plate resulting oil pressure drop of Engine during

Engine Testing.

6.6Why- why analysis to establish root causes - Low oil Pressure

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S. NO ROOT CAUSE Why? WHY? WHY? WHY?

1Wrong setting of Pressure relief valve

Low setting from supplier end

Pressure setting gauge of Test rig giving error (Zero scale shifted)

Gauge not calibrated

No calibration system

Inadequate gauge least count

No Standardization

Seepages during Pressure setting

Pump sealing not proper during pressure setting

2

Oil Leakage from Lub oil pump back plate

Less sealing between pump face & back plate

Susceptible gap between pump face & back plate

Machining process not capable

Turning done to maintain flatness

6.7LIST OF ROOT CAUSES & ACTIONS TAKEN – LOW OIL PRESSURE

S. No Root causes Observations Action Taken

1 Wrong setting of Pressure relief valve

Pressure setting gauge at supplier end not working properly New Pressure gauge introduced of

least count 0.5 Kg/cm2 Pressure setting gauge least count less

Seepage in Testing due to Non standard gaskets used at supplier end

New standardized gaskets provided by SML

No Traceability of pressure setting at supplier end

Pump number punching introduced & traceability introduced at supplier end

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Lub oil Pump test rig for auditing at SML not working

New test rig procured at SML for regular auditing. Audit schedule made.

2Oil Leakage from Oil pump back plate

Flatness of back plate excess to 0.2mm against required 0.05mm max

Opn changed to grinding machine from CNC Turning

Surface finish changed in drawing from 12.5 Rz to less than 0.8µRa

7.0Project 3

7.1Auditing of engine

In this project we check the various attributes of the engine during the assembly of the engine, to ensure that the assembly is done according to the standard procedure or not.

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During the auditing of the engine assembly we check the 57 attributes. The main points which are audited are as follows:

1. Torque of various nuts and bolts used in the assembly of the engine.2. Free movement of crank shaft.3. End play of crank shaft.4. End play in connecting rod.5. Topping of liner6. Gasket selection7. Tappet clearance setting.8. Filling of engine oil.9. Oil pressure at idle RPM 650-720.10. Any vibrations.

7.2Instruments used for auditing.-

1. Torque meter2. Dial gauge3. Feeler gauge4. Puppy dial5. Pressure gauge.

7.3Achievements of auditing:-

1. Before auditing at some stages torque wrench are not used. Then we inform the supervisor in charge who took the corrective action.

2. Before auditing the end play of the crank shaft and the connecting rod is done manually no puppy dial was used. Then we provide them.

3. Before auditing feeler gauge is not used at the tappet adjustment station. Then we inform the supervisor in charge who took the corrective action.

Some audit reports are attached here for reference.

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sml project file

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