report
TRANSCRIPT
PROJECT REPORT
AT
MARUTI SUZUKI INDIA LIMITED (MSIL),
GURGAON
Submitted by:
SWATI GOYAL
655/MP/08
Under the guidance of:
MR.MOHIT CHANDNA
L-‐12
ASSEMBLY ENGINEERING
PRODUCTION ENGINEERING
MARUTI SUZUKI INDIA LIMITED
GURGAON
CONTENTS
S.NO. PROJECT TITLE
1 Production engineering and assembly engineering
2 Process study for ritz trim
3 Study of door loading and unloading manipulators.
4 Comparison of assembly line 1 and assembly shop 3.
5 MOST study for trim area of new model.
6 Palette design for Module docking of ritz.
PROJECT-‐1
Process study for trim area for ritz
Trim area for Ritz contains 3 parts Trim-‐1,Trim-‐2, Trim-‐3. In this region, I was allotted to carry out a detailed study of the area which includes Part No of the product assembled in that area, Part Name of the product assembled, Quantity, Sequence in which they are assembled, Jigs/Equipments required to carry out the operation, Tools used in that station, Consumables consumed.
At this station many components are being attached, for example the sunvisor assembly is fitted using a battery gun.
Also rear view mirror assembly is being attached at the same station.
Project-‐2
Study of door manipulators
Door unloading
Door manipulators were required for a new model being introduced at assembly shop 3. Four manipulators, two each for front and rear doors were to be installed. Feasibility for 4 models alto, swift, zen estilo,yl8 had to be checked. I was involved in the trials of these manipulators.
Sequence of operation
1. Select the appropriate model selector switch on the manipulator as per the required vehicle on the Trim conveyor. 2. Move the manipulator to vehicle flowing on main conveyor. 3. Align the manipulator with the front door & side sill of vehicle. 4. Press the clamp button to activate the door clamp. Then the manipulator starts moving in synchro with the vehicle. 5. Press the load balance button. 6. Loosen the door hinge bolts with pneumatic gun & keep the bolts in the hardware box. 7. Take the manipulator out of the vehicle towards the door transfer conveyor. 8. Align the door on the manipulator with the resting jig of door carrier on the transfer conveyor. 9. Clamp the door with the clamping jig of the door carrier. 10. Press the load release button. 11. Repeat all the above steps for rear door.
FL=0
The flow direction
Vehicle
Trim
B: Run rail
A: Handling device
Worker
C: Control device Unloaded Door
Rail mount
3000
All the movements to be done by operator. The same sequence is to be followed for both sides (LH & RH).
Presently alto is being manufactured at the assembly shop. Yl8 which had to be introduced was a large vehicle as compared to yv4 , so certain features were modified in the new manipulators to ease workers in unloading heavy doors.
Existing manipulators
Modification content in the unloading device:
A) Handling device for Unloading a) Handling device was modified in order to unload the new doors from the
vehicle moving of the Trim conveyor & loads it into the door carrier at the side. (For LH & RH)
b) Arm moved in all X, Y & Z axes after the modification. Range of Horizontal movement (rotation) & vertical movement (up / down) could be regulated by the operator.
c) Complete checking of the existing unloading handling device for takt time of 50 sec.
d) Complete gripper & down tube assembly was replaced with a new one. e) Extra load balance settings was installed as per the model compatibility
f) Extra pneumatic elements (cylinder/valves, etc) were considered as per the model compatibility.
g) Equipment Up / down direction during air balance moved smoothly without any jerk.
h) The gripper was designed to cater to all profiles of front & rear door. i) ‘V ‘shape section of door receiving jig was installed so that door does not fall
from door lower surface. j) To install door clamp so that Door does not tumble from handling device.
Clamping of the door was such that door could be clamped by jig which common for all the models as far as possible.
k) Material of receiving jig & door clamp was Poly Urethane to avoid scratch to door.
l) PU material of door clamp had notched profile.
m) Construction was done considering maintainability.
OPERATOR CONTROLS
Following are the selector Switches in door unloading
• CLAMP/ DECLAMP: To clamp the door to from top side after insertion of gripper and To release the door from gripper.
• HIGH/LOW: High for balancing of manipulator with door i.e. component and Low for balancing of manipulator without door.
• BRAKE ON/OFF: To make ON and OFF brakes of swivel movement of manipulator. • Model Selector Switch: This is a two position selector switch & required for balancing of door
according to their self weight. First position for YV4 FR & YR9 FR and second position for YG4 FR /RR,YV4 RR & YR9 RR
Receiving jig
Door clamp
Handle
Door
Mount jig for inner panel
Mainframe
Operation sequence using operator controls.
• Position lever of BRAKE “ON/OFF” selector switch at “OFF” to make brakes off. • Select Model selection switch according to front door model to be handle or remove. • Move manipulator from parking position to slat conveyor.
• Open the front door of the Vehicle. • Locate gripper to the front door of vehicle i.e. insert “V” jaw of gripper below bottom side of
door. • Select lever of “CLAMP/DECLAMP” selector 7switch at “CLAMP” position to clamp door. • Remove door hinges from body with help of nut runner and same time select lever of “ HIGH/LOW” selector switch at “HIGH” position to balance manipulator with door. • Separate door from body after removing both hinges. • Move manipulator along with the gripper & door towards the door stacker system. • Place & locate the gripper on the door stacker & Select lever of “CLAMP/DECLAMP” selector
switch at “DECLAMP” position to declamp door from gripper. • Select lever of “HIGH/LOW” selector switch at “LOW” position to balance manipulator without
door. • Take out gripper from the door stacker • Move to vehicle conveyor for unloading of front door. • Select Model selection switch according to rear door model to be handle or remove. • pen the rear door Vehicle. • Repeat procedure from sr. no-‐ 04 to sr. no 12 for unloading of front door. • Continue same cycles from sr. no. -‐ 2 to sr. no. -‐ 16 for next vehicles. • Before leaving work, park manipulator at suitable place and make brake lever at “ON” position.
LAYOUT RAILS
CARRIER
Trial report
TRIM LINE
Trials of door unloading manipulators were carried out in the assembly shop itself.the following problems occurred
1. The door panel face butting pad required modification in terms of spring force and length, which was changed accordingly.
2. Problem with the position of bottom resting rollers for alto doors.
3. Tool bin was replaced with removable type.
Face butting pad
Bottom rollers
Door loading
Similar to door unloading manipulators, door loading manipulators were also required for the new model being introduced.
Process Flow
・ The door sub assembly activity of all the models was to be done offline. ・ Doors had to be transferred from the offline sub assembly area to the final line
stations by a power & free over head conveyor. ・ The doors which will be loaded on the door carriers of the conveyor will be
stopping at two locations. The unloading of rear & front doors (LH & RH) happen in these locations.
・ The operator will select the appropriate model selector switch on the manipulator as per the required vehicle on the Final conveyor.
・ Once the carriers stop, operator with loading device will approach the carriers, which are in stationary condition as they are stopped by positive stoppers .Then the operator maneuvers the handling device to align with respect to the carrier. At this moment the bottom roller of the handling device would position itself below that of door carrier.
・ Then the operator unclamps the assembled door from the carrier. ・ The operator aligns the handling device & actuates the clamping mechanism
on the handling device. The rollers provided on the lower most part of handling device lift up & touch the lower surface of the door profile. At the same time the door gets clamped by downward force applied by the door clamp.
・ The operator will press the load balance button/toggle switch. ・ Once the door gets clamped onto the manipulator, the operator takes the
handling device away from the carrier & moves to the vehicle moving on the slat conveyor. The operator also acknowledges work over switch of sub assembly conveyor so that the empty carrier returns back.
・ After operator reaches near the vehicle on slat conveyor he aligns the handling device to clamp the loading device on to the side sill of the vehicle. Then handling device gets clamped onto the side sill of the front/rear door & then loading device moves in synchronization with the main conveyor speed. The operator sits on the front/rear seat & hinges the door to the vehicle. This has to happen under following constraints:
・ a) The open stopper angle for Front & rear doors are to be adhered as specifications.
・ b) Door loading angles for doors also to be adhered as per specification ・ The operator presses the load release button/toggle switch ・ The operator de-‐clamps the handling device & removes it away from the
vehicle zone ・ This complete work cycle is to be repeated for every door loading operation. ・ The same sequence is to be followed for both sides (LH & RH) for Front & Rear.
Modification content in the loading device:
A) Handling device for loading a) Handling device was modified in order to unload the new doors from the door
carrier at the side (LH & RH) & load it into the vehicle moving of the Final conveyor.
b) Arm moved in all X, Y & Z axes after the modification. Range of Horizontal movement (rotation) & vertical movement (up / down) can be regulated by the operator.
c) Complete checking of the existing loading handling device for takt time of 50 sec.
d) Complete gripper & down tube assembly was replaced with a new one.
e) Extra load balance settings were installed as per the model compatibility f) Extra pneumatic elements (cylinder/valves, etc) were considered as per the
model compatibility g) Equipment Up / down direction during air balance moved smoothly without
any jerk. h) The gripper was designed to cater to all profiles of front & rear door. i) The rollers provided on the handling device on which the door rests should
had “V” sections to avoid door falling from the trolley. The rollers easily rotated about their axis.
j) Door clamp was installed such that door did not tumble from handling device. Clamping of the door was such that door could be clamped by jig which common for all the models as far as possible.
k) Middle locating jig was self adjusting by using spring type adjusting mechanism.
l) Rollers, face of the door clamp which will be mating with door glass panel, jigs used for locating about the side sill & synchronizing the handling device had Poly Urethane surface to prevent scratches & dents on the vehicle.
m) The design of the locating jig considered both the open stopper angle & door loading angle.
n) Height adjustment was incorporated in the handling device to cope up any requirement while loading the door.
o) Synchronization of the device while fitment of door on the body to be achieved by installing mechanism to be clamped with side sill of the moving vehicle.
p) PU material of door clamp had notched profile. q) The actuation of pneumatic device was not jerky. r) There was a pressure regulator switch installed in the device so that the door
clamping force could be varied. s) Air outlets were installed on the gripper at two points for air tool. t) There should be model selection switch to activate corresponding door
loading angle. u) Operating handle position was ergonomically OK. v) Aligning jig was provided to locate the gripper with respect to door carrier
during door picking operation. w) Construction was done considering maintainability.
OPERATOR CONTROLS
1. Door clamp: This lever is used for clamp & unclamp, if we press the lever, the door holder clamp move down.
2. Body clamp on/off : to clamp the manipulator to the side sill of the car ody and unclamp.
Receiving jig
Door clamp
Handle
Door
Mount jig for inner panel
Mainframe
3. HIGH/LOW: High for balancing of manipulator with door i.e. component and Low for balancing of manipulator without door. 4. BRAKE ON/OFF: To make ON and OFF brakes of swivel movement of manipulator. 5. Model Selector Switch: This is two position selector switch & required for balancing of door according to their self weight. First position for YV4 FR & YR9 FR and second position for YG4 FR /RR, YV4 RR & YR9 RR. 6. Angle adjustment: to activate door loading angle for alto and yl8 7. Horizontal movement switches: to activate movement in horizontal direction. 8. System up/down switch: to move the complete setup in upper or lower direction. Trial report.
Yl8 front
1. Top clamp position was changed.
2. Problems with face pad shape and spring force.
3. Angle setting was modified.
4. Middle carrier mount was shifted by 20 mm.
Alto front
1. TL butting roller fouled with instrument panel. The bracket was then modified to make it straight.
Top plate clamp
2. Gun and torque wrench fowling with TL roller bracket.
Yl8 rear
1. TL roller position was not OK. The bracket was modified.
2. Door trim interfering with TL roller bracket.
3. Door loading angle was set to 1 degree 42 minutes.
YG 4 rear
1. Interference between side sill butting pad mounting plate and seat rear.
2. Difficulty in removal of manipulator after door docking.
TL butting roller.
Fowling of door trim.
3. TL position mismatch. Door was up by 30-‐35 mm. mounting of body clamp was changed to fit exactly.
PROJECT-‐3
Mismatch
Comparing assembly line 1 and line 3
Assembly-‐1 trim Assembly-‐3 trim
Door is not removed at the first station. Completely assembly of car takes place with doors attached.
Door manipulators with highly advanced features such as horizontal slide and angle adjusters. High weight handling capacity designed for heavier models.
Door assembly is simultaneous.
Door assembly is separate at some other conveyor.
There is a gum spraying manipulator for the roof lining of car and omni.
Roof lining is supplied by the vendor and applied with the help of clips.
i/p subassembly is manual. No conveyors are involved. Also the i/p main frame is fitted before directly on the car and not in the ip sub assembly I/P inserted through the windshield space. Lock set Steering component and heater and ac unit fitment after ip fitment Also the sub-‐assembly is in pieces at different stations.
Newly installed i/p subassembly(u shaped layout), with larger stations to accommodate the original tact time.
No primers and cemedine for windshield and other glasses. Only weather strip is used.
Glass manipulators for various functions. One cleans the glass, one applies the primer and the third 1 applies cemedine. Then one manipulator inverts the glass, to aid in picking and placing the glass. They are provided with vacuum handles too.
No manipulators for assistance in glass fitment. Everything is manual.
The assembly shop also comprises of some gravity conveyors for transport of parts from one station to another.
Process sequence is different, head lamps are not fitted in the trim line.
Head lamps fitted in the trim line itself.
I D plate machine is manually operated.
ID plate automatic, directly connected with the vehicle tracking system.
Door unloading manipulators newly installed i-‐p subassembly.
Glass manipulators.
Assembly-‐1 Chassis Assembly-‐3 chassis
Weight fitment on the underbody system using manipulators. Tool trolleys for aiding fitment.
No weight fitments in newly modeled cars.
No sub assembly for front disc brakes.
Brakes and suspensions for the front tyres assembled in a subassembly. Transported to the right side by underground gravity conveyors.
Chain lifts for rear axle lifting and subassembly. Rear axle carriers for lifting and fitting. The rear axle subassembly conveyor is semi automated. The empty conveyor is manually pushed back.
New rear axle conveyer to carry the rear axle along the line and support the operator .rear axle lifter from NKC India-‐ one main lifter and one compression lifter to stimulate the condition of compressed spring .rear axle sub assembly is fully automatic with limit switches strategically placed to work without help from the operator
Fuel tank fitment manual. fuel tank lifter provided to reduce operator fatigue-‐ fully automatic and works in accordance with the moving conveyor.
Engines come from an overhead conveyor after being tested at some other spot in the shop. Small engine subassembly after that, moved on a gravity conveyor.
advanced engine assembly based on friction conveyor mechanism .the car is high enough and the operators work on two levels-‐ underneath the car and beside the car-‐ so no operator fatigue is seen . engine subassembly and testing along side the main conveyor and engine loaded using a high tech merry go round type engine docking system by DAIFUKU that has 4 dollies that carry the engines along with the car and the engine docking is done at 2 levels -‐ ground level and the over head level
wheel nut tightning is using hand held guns and hence as per the tact time only 4 nut wheels can be managed
wheel nut fasteners by ATLAS COCO, employed that automatically align and tighten the wheel nuts-‐ variable number of nuts can be tightened depending upon the type of car -‐ interchangeable 4 and 5 nut fastener
in chasis line the car is not so high -‐ so the operator has to duck down to fight a component underneath the car-‐ this leads to operator fatigue
Wheel fastening machine used in assembly-‐3
Fuel tank lifter
rear axle lifter
Assembly line 1 final line Assembly shop-‐3 final line
All seats lifted and fitted manually without the use of manipulators. The seats reach the station in the vendor trolleys and from there the operator picks them up and takes them to the car
Specially designed seat transporter is used which is one of the most advanced systems used in the assembly shop and is very effective in providing the seats at the correct station. Further seat loading manipulator is used that decreases operator fatigue and helps in proper picking and placement of the seat
Various fluids are filled in using a system that lacks accuracy and if a change has to be made-‐ it can be done only through PLC and not directly using GOT (graphical operation terminal)
Coolant fuels are filled using much more advanced system that gives accurate measure and can be changed on the line using the GOT
Doors are assembled on the line itself and hence no door loading takes place
Doors are assembled in a separate sub assembly and are brought to the final line using a chain conveyor that has a new improved logic. The door sub assembly helps in decreasing the tact time and also helps in making the fitment of bigger parts such as seats/ip etc.
Brake oil leakage checking machine which presses brake pedal and checks for leaks.
The original design is fool proof, therefore requires no such checking.
The shop consists of a few lower pits on the sides to help them in inspecting some components.
Seat conveyors
PROJECT-‐4
Most Study for Trim Area of New Model
MOST® WORK MEASUREMENT TECHNIQUE
WORK MEASUREMENT:
Work measurement has an important place in productivity improvement since the early part of twentieth century. The philosophy has been the same through the decades. Productivity can be maximised only when there exists a standard method of accomplishing a task and the time to perform a task according to a standard method can be measured.
There are many reasons for wanting to know the amount of time a particular task should take to accomplish. It may simply be for reasons of curiosity. But realistically it is for any of three reasons: to accomplish planning, determine performance, and establish costs. Knowing the time to manufacture and assemble various parts and/ or components, a manager could:
Determine the total labour cost of the product.
Determine the number of production workers needed.
Determine the number of machines needed
Determine the amount of and delivery times for material.
Determine the overall production schedule.
Determine the feasibility of entering into production of the product.
Set production goals.
Follow up on production: Have goals been achieved?
Check individual or departmental efficiency.
Know the actual costs of production.
Pay by results.
CONCEPT OF ‘MOST’ WORK MEASUREMENT TECHNIQUE :-‐
MOST refers to Maynard Operation Sequence Technique.It is a system to measure work;
therefore it concentrates on the movement of objects. It was noticed that the movements of objects
follow certain consistently repeating patterns, such as reach, grasp, move, position the object, etc. To
move an object a standard sequence of events occurs. Consequently, the basic pattern of an object’s
movement is described by a universal sequence model instead of random, detailed basic motions.
In general, objects can be moved in only two ways; either they are picked up and moved freely
through space, or they are moved while maintaining contact with another surface. For example, a box
can be picked up and carried from one end of a workbench to another or it can be pushed across the top
of the workbench.
For each type of move, a different sequence of events occurs; therefore, a separate MOST
activity sequence model applies. However, the use of tools is analysed through a separate activity
sequence model.
Consequently, three MOST activity sequences are needed for describing manual work, plus a
fourth for measuring the movements of objects with manual cranes :
• The General Move Sequence (for the spatial movement of an object freely through air).
• The Controlled Move Sequence (for the movement of an object when it remains in contact with a
surface or is attached to another object during the movement or has restriction in its movement).
• The Tool Use Sequence (for the usage of common hand tools).
TIME UNITS :-‐
The Time Units used in MOST are based on hours and parts of hours called Time Measurement
Units (TMU). The following conversion table is provided for calculating standard times:
1 T.M.U= 1/28 OF A SECOND = 0.036 SEC
= 0.0006 MIN
=0.00001HOUR
The time value in TMU for each sequence model is calculated by adding the index numbers and
multiplying the sum by 10. It is then converted to hours, mins. or secs. Total time for the complete
MOST analysis is arrived at by adding the computed sequence times. All time values established by
MOST reflect the activity of an average skilled operator working at an average performance level or
normal pace. This time represents pure work content at 100% performance level.
WHY USE MOST FOR MPS:-‐
It is faster than other work measurement techniques.
Easy to learn and understand, it is workman-‐friendly.
It can be applied directly from memory.
It has a controlled accuracy.
Rating factor is not required.
It reduces paper work.
The time can be calculated in advance.
It is method sensitive, so non-‐value added activities can be easily detected.
It can establish work-‐measurement independently.
It is consistent, therefore, more acceptable to management, engineers, supervisors and workmen
alike.
It is universal in application.
The staff required is less than other methods and hence economical.
Thus, MOST will help you to reduce costs and improve productivity.
MOST SYSTEMS FAMILY :-‐
• Basic MOST -‐ General Operations
• Mini MOST -‐ Repetitive Operations
• Maxi MOST -‐ Non -‐ Repetitive Operation
A. Mini MOST :-‐
At the lowest level, Mini MOST provides the most detailed and precise methods analysis. In
general, this level of detail and precision is required to analyze any operation likely to be repeated more
than 1500 times per week. An operation in this category may range from 2 to 10 seconds. It was devised
to measure highly repetitive and short cycle operations. There are only sequence models i.e. the
General and the Controlled Move. In contrast to Basic MOST, the index value total for a sequence model
is multiplied by 1 and converted to minutes or seconds.
Area of application : Light press shop operations., manufacturing of PCB’s, etc.
B. Basic MOST :-‐
At the intermediate level, operations that are likely to be performed more than 150 but less
than 1500 times per week should be analyzed with Basic MOST. An operation in this category may range
from a few seconds to 10 minutes in length. The method descriptions that result from Basic MOST
analysis are sufficiently detailed for use as operator descriptions. Areas of application: General manual
work.
Basic MOST WORK MEASUREMENT TECHNIQUE
ACTIVITY SEQUENCE MODEL SUB – ACTIVITIES
GENERAL MOVE A B G A B P A A-‐ACTION DISTANCE
B – BODY MOTION
G – GAIN CONTROL
P – PLACEMENT
CONTROLLED
MOVE
A B G M X I A M – MOVE CONTROL
X – PROCESS TIME
I – ALIGNMENT
TOOL USE ABGABP _ A B P A F – FASTEN
L – LOOSEN
C – CUT
S – SURFACE TREAT
M – MEASURE
R – RECORD
T – THINK
Sequence models comprising the Basic MOST technique.
C. Maxi MOST :-‐
At the highest level, Maxi MOST is used to analyse operations that are likely to be performed
fewer than 150 times per week. An operation in this category may be just less than 2 minutes to more
than several hours in length. Maxi MOST index ranges accommodate the wide cycle to cycle variations
that are typical in such work such as set-‐ups or heavy assembly.
Even at this level, the method descriptions resulting from Maxi MOST are very practical for
instructional purposes. Maxi MOST uses the same index values as Basic and Mini MOST. However the
multiplier here is 100 instead of 10 as in Basic MOST and then converted as required.
Areas of application: Maintenance work, ship building, rail car fabrication etc.
VERSATILITY OF MOST :-‐
Because MOST is a universal technique with applicability to any kind of manual work situations
for which the method can be described explicitly, it can be used in both traditional and ‘new’ work
measurement areas. So far, MOST has been used most extensively in the metal working industry.
Standards based on MOST are now in use for the manufacturing of products and components in
electronics, automotive, power generating and packaging as well as ship building and other heavy
industries.
MOST has also been tested and found ideally suited for work measurement in other industries
such as furniture and food, and for non-‐manufacturing work such as clerical and maintenance.
BASIC ‘ MOST’ SEQUENCE MODELS:-‐
I. General Move: is applicable when objects are moved manually from one location to another, freely
through the air. To consider the various ways in which a General Move can occur, the activity sequence
is made up of four sub-‐activities
A -‐ Action distance
B -‐ Body motion
G -‐ Gain control
P -‐ Placement
A fully indexed General Move Sequence, for example, might appear as follows: -‐
A6 B6 G1 A3 B3 P3 A3
Where: A6 = Walk three to four steps to object location.
B6 = Bend and rise.
G1 = Gain control of one light object.
A1 = Walk one to two steps to object destination.
B0 = Partial Bending (50% occ.).
P3 = Place and adjust object.
A3 = Return back.
This example could, for instance represent the following activity: Walk 3 steps to pick up a box
from floor level, walk two steps and place the box on the rack.
GENERAL MOVE SEQUENCE MODEL: ILLUSTRATION
AB PBAGA
A: ACTIONDISTANCETO OBJECT
B: BODYMOTION
G: GAINCONTROLOF OBJECT
A: ACTIONDISTANCE TODESTINATION
A A: ACTIONDISTANCE
B: BODYMOTION
P:PLACEOBJECT
General
Move is by far the most frequently used of the three sequence models. Roughly 50% of all manual work
occurs as a General Move, with the percentage running higher for assembly and material handling and
lower for machine shop operations.
II. Controlled Move :
This sequence is used to cover such activities as operating a lever or crank, activating a button or
switch, or simply sliding an object over a surface. In addition to the A, B and G parameters from the
General Move Sequence, the sequence model for a controlled move contains the following sub-‐
activities:
M X I
Move controlled Process time Align
The sequence model for this activity might be indexed as follows:
A3 B0 G1 M1 X10 I1 A3
Where: A1 = Walk one to two steps upto the machine.
B0 = No Body motion.
UnknownField Code Changed
G1 = Gain control of the button.
M1 = Press the switch button.
X10 = Process time of approximately 3.5 seconds.
I0 = Eye Alignment.
A0 = Return back.
CONTROLLED MOVESEQUENCE MODEL:
ILLUSTRATION
AB IXMGA
A: ACTIONDISTANCETO OBJECT
X:PROCESSTIME
G: GAINCONTROLOF OBJECT
M: PRESSBUTTON TOSTART M/C
A A: ACTIONDISTANCE
B: BODYMOTION
I: EYEALIGNMENT
III. Tool Use :-‐ This sequence model covers the use of hand tools for such activities as fastening or loosening,
cutting, cleaning, gauging, and recording. Also, certain activities requiring the use of the brain for mental
processes can be classified as Tool Use, for e.g. reading and thinking.
As indicated above the Tool Use Sequence Model is a combination of General Move and
Controlled Move activities. It was developed as a part of the BASIC MOST Systems, merely to simplify
the analysis of activities related to the use of hand tools.
The use of a wrench, for example, can be described by the following sequence :
A1 B0 G1 A1 B0 P3 F10 A1 B0 P1 A0
Where: A1 = Reach to wrench.
UnknownField Code Changed
B0 = No body motion.
G1 = Get hold of wrench.
A1 = Move wrench to fastener a distance within reach.
B0 = No body motion.
P3 = Place wrench on fastener.
F10 = Tighten fastener with wrench.
A1 = Move wrench a distance within reach.
B0 = No body motion.
P1 = Lay wrench aside.
A0 = No return.
TOOL USE SEQUENCE MODEL
A B G A B P T A B P A
T TOOL USE PARAMETER
I was asked to formulate the MOST for new model for the trim region by comparing it with MOST for an
existing similar model. Since the new model was not in existence, so I studied the videos for mass
production trials and then I could formulate it as required. A sample MOST sheet is attached for
reference.
UnknownField Code Changed
PROJECT-‐5
Checking Feasibility and Palette Design for Ritz Module Docking
Jig design for module docking of Ritz chassis. It was proposed that almost all the components that were fitted in the chassis line namely rear axle, front and rear suspension, engine, fuel tank, exhaust pipe. I was asked to check the feasibility of such a project. I visited the existing chassis line for Ritz and checked for any nuts or screws which could not be fitted if the complete setup would be mounted simultaneously.
1. It was observed that there would be difficulty in mounting of two clamps for hand brake pipe mounting after fixing the fuel tank. The solution to this was change in the mounting position of those clamps.
2. Another problem was the mounting of brake pipes on a clamp already mounted on the car body. The process sequence was changed to combat this error.
Under side of Ritz for which pallets were to be designed.
Components fitted in the chassis line
Engine
Exhaust pipe
Fuel tank
Rear suspension.
rear axle
Front disc brake
Mount for front disc brake
muffler
Mount for muffler
