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