training report maruti suzuki

ACKNOWLEDGEMENT

Industrial training is an indispensable part of any curriculum. It provides

the students with an opportunity to gain experience on the practical

application of our knowledge.

I express my gratitude to all the people at Maruti Suzuki India Limited who

helped me during the past six weeks. The exposure and experience

gained at Maruti has been unique.

I would like to thank Mr. Sanjeev Bhatnaagar. (DPM Assembly Shop-1)

for giving me this opportunity to work in their departments and guiding me

through the projects for his constant guidance and support.

I would also like to express my sincere gratitude to Mr. Mahinder Vikram

Singh , Training Incharges their able guidance and keen interest in my

training.

.

ROHITGITM GURGAON

GITM GURGAON

ABSTRACT

In order to get faster result over a particular period, maximum utilization of is very much

required. So if the proper utilization of time will be done then the maximum efficiency will be

produced with in the industry. My topic “Time study of ETSA & Rear axle sub assembly and

design layout of line no.1 (assembely-1)”at Maruti is very much related with above fact.

There are many reasons for wanting to know the amount of time a particular task should take to

be completed. It may simply be for reasons of curiosity. But realistically, it is for any of three

reasons: (1) to accomplish planning, (2) determine performance and (3) establish costs.

In this project I have calculated the total time that the each worker at each station took to

complete its task in ETSA(Engine Transmission Sub Assembly of WagonR) and rear axle sub

assembly of line no-4 (Eeco & Ritz) and I also design the layout of line no.1(Omni & Ritz).I

have calculated time at different station with the help of stop watch and for layout design I visit

all the station of line no.1 to find how many workers are engaged there and note all the workers

working in different sections of line no.1 and know its category(category such as permanent,

T.T, casual, apprentice, repairmen & reliever. After finding various details of 3 sections –trim,

chasis and final of line no.1, I designed the layout of line no.1.

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CONTENTS:

Introduction to MSIL

Organisational structure of MSIL

Production overview

Milestones reached by MSIL

How a car is made in reality

Different shops in MSIL

Project report on Plant Improvement

Conclusion

COMPANY’S VISION:GITM GURGAON

TERMS OF PRODUCTION VOLUME, COSTS AND PROFITS. WE MUST NOT ONLY MAINTAIN LE“TO BECOME AN

INTERNATIONALLY COMPETETIVE COMPANY IN ADERSHIP IN INDIA BUT SHOULD ASPIRE TO BE AMONGST THE GLOBAL

PLAYERS. THE CULTURE, THINKING AND ACTIONS HAVE ALL TO BE CONSISTENT WITH THIS VISION “

INTRODUCTION

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An aerial view of the MSIL ,Gurgaon.

PLANT LAYOUT OFMARUTI SUZUKI INDIA LIMITED

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MARUTI SUZUKI INDIA LIMITED

ABOUT MARUTI SUZUKI INDIA LIMITED

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THE START OF A NEW ERA:

Maruti Suzuki India Limited (MSIL) was established in Feb 1981 through an Act of Parliament, to meet the growing demand of a personal mode of transport caused by the lack of an efficient public transport system.

Suzuki Motor Company was chosen from seven prospective partners worldwide. This was done not only due to their undisputed leadership in small cars but also due to their commitment to actively bring to MSIL contemporary technology and Japanese management practices (which had catapulted Japan over USA to the status of the top auto manufacturing country in the world).

A license and a Joint Venture agreement were signed between Govt. of India and Suzuki Motor Company (now Suzuki Motor Corporation of Japan) in Oct 1982.

The objectives of MSIL then were:

1. Modernization of the Indian Automobile Industry.

2. Production of fuel-efficient vehicles to conserve scarce resources.

3. Production of large number of motor vehicles, which was necessary for economic growth.

THE REVOLUTION:

Maruti created history by going into production in a record time of 13 months. On 14 December 1983, the then Prime Minister of India, Mrs. Indira Gandhi, handed over the keys of the first car to Mr. Harpal Singh of Delhi. Volume targets were routinely exceeded, and in March 1994, Maruti became the first Indian company to produce over one million vehicles. Maruti is one of the most successful automobile joint ventures, and has made profits every year since inception till 2000-01. In 2000-01, although Maruti generated operating profits on an income of Rs. 92.5 billion, high depreciation on new model launches resulted in a book loss. Maruti revolutionized the way Indians looked at cars. "No other car company so completely dominates its home market" - (The Economist). Despite there being more than 10 companies now in the passenger car market, Maruti holds about 54.5% of the total market share. MSIL is also the first and only car company in the world to lead its home market in terms of both market share and in the JD Power Customer Satisfaction study.

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TRANSFER OF TECHNOLOGY:

Every 26 seconds a vehicle rolls out of the Maruti plant. It is therefore imperative that the transfer of contemporary technology from its partner SUZUKI is a smooth process. Great stresses are laid on training and motivating the people who man and maintain the equipment, since the best equipment alone can’t guarantee high quality and productivity. From the beginning it was a conscious decision to send people to SUZUKI Motor Corporation for on the job training for line technician supervisors and engineers. These help them to imbibe the culture in a way that merely transferring technology through documents can never replicate. At present 20% of its workforce has been trained under this program.

ETHOS OF MARUTI:

Employees are Maruti’s greatest strength and asset. It is this underlying philosophy that has moulded its workforce into a team with common goals and objectives. The employee-management relationship is therefore characterized by: Customer obsession Fast, flexible and first mover Innovation and creativity Networking and partnership Openness and learning Participative management Team work and kaizen Communication and information sharing Open office culture for easy accessibilityTo implement this philosophy, Maruti has taken several measures like a flat organizational structure. There are only three levels of responsibilities ranging from the Board of Directors, Division to Head of departments. Other visible features of this philosophy are an open office, common uniforms at all levels, and a common canteen to all. The structure ensures better communication and speedy decision making process. It also creates an environment that builds trust, transparency and a sense of belonging amongst employees.

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SHAREHOLDING:

Maruti Suzuki India Limited was set up as a deemed public limited company in 1981 by an Act of Parliament. MSIL was classified in the Public Sector as long as the equity of Government of India remained over 51%. A License and Joint Venture Agreement was signed in 1982, with Suzuki Motor Corporation (SMC) acquiring 26% of the equity. SMC increased its equity to 40% in 1989. In 1992, Maruti ceased to be a government company, as SMC's equity holding went up to 50%.In 2002, SMC's share went up to 54.2%, making MSIL a subsidiary of SMC. The Govt. of India held 46.6%, and employees trust holds the balance 0.2%.As of Sept 2006, Suzuki holds 54.21% shares, Govt. of India hold 10.27%, rest of the shares are distributed between the public, Insurance companies, FIIs, Mutual funds etc.

VISION OF MARUTI:

To be The leader in the Indian automobile industry Creating customer delight and shareholder’s wealth Be A pride of India

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MARUTI SUZUKI INDIA CULTURE

Building a distinctive organizational culture is one of the most challenging tasks faced by any company. By organizational culture, is meant an organizational philosophy, which guides the actions and behavioral pattern of the members. It also defines implicitly how the external agents perceive the organization. Hence the necessity of a work culture which, while appealing to those within, also satisfies the expectations of those outside the organizational environment. There is no use for a work ethic that creates highly efficient pseudo-robots out of the employees. Such an approach might look like giving dividend in the short term but will definitely lead to stagnation and frustration in the long term.A harmony between the work culture and organizational objectives is hence very essential. It is the duty of every employee to work towards sustaining the “MARUTI CULTURE”, which is built over the years.

5 S OF MSIL

SEIRI - PROPER SELECTION

SEITON - ARRANGEMENT

SEISO - CLEANING

SEIKETSU - CLEANLINESS

SHITSUKE - DISCIPLINE

3M OF MSIL

In factory various problems occur which hamper production and adversely affect the

quality of products. Most of these problems occur due to 3M: -

MURI - INCONVENIENCE

MUDA - WASTAGE

MURA - INCONSISTENCY

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3G OF MSIL

3G means, “In case of an abnormality, all concerned members should actually go to the

place where the problem has occurred, see the actual thing and take Realistic action to

solve the problem”. In the Japanese language this point is compiled in 3 words: -

GENCHI - ACTUAL PLACE

GENBUTSU - ACTUAL THING

GENJITSU - ACTUALLY

3K OF MSIL

KIMERAARETA KOTO GA: What has been decided

KIHON DORI: As per the standard

KICHIN TO MAMORU: Must be followed

COMMUNICATION CHANNELS

As a part of open culture, all managers strive to facilitate both top-down as well as bottom-up communications. At all levels, throughout the company employees can communicate on any business, organizational or personal concern, without having to cross many channels. The organizational structure has deliberately been kept very flat to facilitate communication.

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ORGANISATIONAL STRUCTURE AT MSIL

MSIL is a functional organization. The Company is divided into different divisions

according to the various functional areas. A Divisional Manager heads each Division.

Divisions are further divided into Departments, which are headed by Department

Managers who report to the respective divisional managers. Designations in the

Company are based on the functional responsibility in terms of the Company's

philosophy of de linking designations and functional responsibility from the salary levels.

The total operations of the Company are divided into Divisions like Marketing & Sales,

Spares, Engineering, Q.A. & Services, Production, Production Engineering, Materials,

Information Services, Finance, Personnel & Administration, etc. Each Division is further

divided into Departments.

For example: -

In Marketing & Sales Division, the departments are Exports, Marketing, Sales Planning,

Sales & Dispatch, RO-East, - West, - South, - North-I, North-II & MSS-N. In Information

Services Division, the departments are Marketing & Sales Information, Production

Management Information, Materials Management information & Resource Management

Information.

Maruti Suzuki india Limited has a total of 3354 employees (not including trainees or

Japanese experts).

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SYSTEM OF DESIGNATION

There will be a dual set of designations. Internally, only the designations linked to

functional responsibility will be used. For external dealings a different set of

designations may be followed.

The following system of designations would be practiced without any exception within

the Company. For the purposes of defining explicit responsibility centers,

The Company has been divided into three layers of management.

Division

Department

Section

An official of the Company, who will be designated as Divisional Manager, Department

Manager, Section Manager respectively would head each of these responsibility

centers. Remaining employees of the Company will have no specific designation and

would simply use the name of the Division/Department/Section to which they belong, to

identify their location in the Company.

The MD would make appointment to positions of Divisional Managers and Department Managers only. The Divisional Managers would appoint section Managers.

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Designation Flowchart

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Plant wise Production

224,449 249,655 287,368

92,080

130,276141,196

129,614139,711

115,490 126,811

146,825

145,757

158,198

156,204

178,02156,778

59,474 60,136

157,762

166,268

177,472

277,776

407,589

540,409

642,861

652,550

254,168

213,135175,412

211,100213,140158,109

128,138 171,161

200,545206,535

185,696121,167

181,352

24,978

3,039

72,983

572,127

336,811

206,330

333,198

359,960358,108

350,376354,336

472,908

-50,000

50,000

150,000

250,000

350,000

450,000

550,000

650,000

91-92 92-93 93-94 94-95 95-96 96-97 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 07-08

units

Plant - 3

Plant - 2

Plant - 1

OVERVIEW OF PRODUCTION AT MARUTI

The plants were setup with an initial collective capacity of 5 lakh cars per year. But over the years as the demand has increased Maruti has risen to the task and responded tremendously to the market. By introducing automation at various levels, streamlining and refinement of material handling systems and operator motivation and incentives, Maruti is now churning out close to 10 lakh vehicles from the plants that were planned only for 5 lakh.

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MILESTONES REACHED BY MARUTI

2007

Launch of SX4

2006

WagonR Lx & Lxi LPGew car plant and the diesel engine facility commenced

operations during 2006-2007 at Manesar, Haryana

2005

The fiftieth lakh car rolls out in April, 2005

2004

Alto becomes India's new best selling car

LPG variant of 'Omni Cargo'

Versa 5-seater, a new variant

Baleno LXi, a new variant

Maruti closed the financial year 2003-04 with an annual sale of 472122 units, the

highest ever since the company began operations 20 years ago

2003

New Suzuki Grand Vitara XL-7

Enters into partnership with State Bank of India

Production of 4 millionth vehicle. Listed on BSE and NSE after a public issue

oversubscribed 10 times

2002

WagonR Pride

Esteem Diesel. All other variants upgraded

Maruti Insurance. Two new subsidiaries started: Maruti Insurance Distributor

Services and Maruti Insurance Brokers Limited

Alto Spin LXi, with electronic power steering

Special edition of Maruti 800, India’s first colour-coordinated car

Maruti Finance in Mumbai with 10 finance companies

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2001

Zen LXi

Maruti True Value launched in Bangalore and Delhi

Maruti Versa, India’s first luxury MPV

Alto Vxi

2000

First car company in India to launch a Call Center

New Alto

Altura, a luxury estate car

1999

Maruti 800 EX (796cc, hatchback car)

Zen VXi (993cc, hatchback car with power steering)

Omni XL ( 796cc, MUV, high roof)

Baleno (1600cc, 3 Box Car)

Wagon R

1998

Zen D (1527 cc diesel, hatchback car)

New (Omni & Omni E) (796cc, MUV)

Launch of website as part of CRM initiatives

1997

1998 Esteem (1299cc, 3 box car) LX, VX and AX

New Maruti 800 (796cc,hatchback Car) Standard and Deluxe

Produced the 2 millionth vehicle since the commencement of production

1996

Gypsy King (1298cc, 4WD, off road vehicle)

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Zen Automatic (993cc, hatchback car)

Launch of 24-hour emergency on-road vehicle service

1995

With the launch of second plant, installed capacity reached 200,000 units

1994

Esteem1.3L (1298cc, 3 box car)LX

Produced the 1 millionth vehicle since the commencement of production

1993

Zen(993cc, hatchback Car), which was later exported in Europe and elsewhere

as the Alto

1991

Reaches cumsilative indigenisation of 65 percent for all vehicles produced

1990

Maruti 1000(970cc, 3 box), India’s first contemporary sedan

1988

Installed capacity increased to 100,000 units

1987

Exported first lot of 500 cars to Hungary

1986

Maruti 800 ( New Model-796cc, hatchback Car)

Produced 100,000 vehicles (cumsilative production)

1985

Launch of Maruti Gypsy (970cc, 4WD off-road vehicle)

1984

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Omni, a 796cc MUV

Installed capacity reached 40,000 units

1983

Maruti 800, a 796 cc hatchback, India’s first affordable car.

Production was started under JVA

1982

License and JV agreement signed between Maruti Suzuki india Ltd. and SMC of

Japan

1981

Maruti Suzuki india Ltd was incorporated under the provisions of the Indian Companies Act, 1956.

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HOW IS A CAR MADE

The making of a car starts from the press shop, where the raw material is obtained in the form of cold- rolled sheets. From the press shop, the parts are send to the weld shop, where they are welded to make the frame of the car. From the weld shop, these frames are transferred via conveyors to the paint shop, where these are coated and glazed. From the paint shop, these are send to the assembly shop, where through a conveyor system, various parts are fitted at various canopies or stations. The machine shop and the Engine assembly shops are located close to the respective assemblies, and the car engine and other transmission parts are also fitted in the assembly shop itself. Then, the V.I deptt. conducts various tests to ensure that no defects remain before the car is dispatched via trucks to various parts of the country.

The flow chart for a typical car body weld line looks as follows:

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The basic layout of a paint shop is as follows:

From weld shop

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The features of an assembly shop is shown as follows :

Trim line: The car body moves over the conveyor on mounts, as shown below:

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Chassis Line: Here, the car is loaded on overhead jigs as shown below:

Final Line: Here, as both the engine and wheels have been fitted, the car once again moves over the conveyor belt.

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DIFFERENT SHOPS IN MARUTI SUZUKI INDIA LIMITED

1. PRESS SHOP

The press shop can be regarded as the starting point of the car manufacturing process.

Centrally located between weld 1, weld 2 and weld 3 supplies components to all the

three plants. The press shop has a batch production system whereas the plants have a

line production system. The press shop maintains an inventory of at least two days. The

weld shop as per the requirements picks the finished body parts from the press shop.

These may be divided as A, B and C. ‘A’ components are large outer components as for

example roof, door panels etc. These components are manufactured in the press shop

at Maruti due to design secrecy and huge investment requirements. ‘B’ and ‘C’

components are manufactured by joint ventures or bought from vendors. The press

shop can be explained under following headings:

(a) Raw material

(b) Blanking line

(c) Stamping line

(a) Raw material: The raw material is in the form of cold rolled steel coils. It is specified

in terms of steel grade and width of coil required. The coils weigh about 15000 kg.

(b) Blanking line: There are two blanking lines; ROSL (Rotary Oscillatory shear line) for rectangular shapes and the others employing die cutting for irregular shapes.

(c) Stamping line: there are six presses of capacity varying from 1500 Ton to 4000

Ton, out of which five are transfer presses and one is semi-automatic press. The die

can be changed to obtain different body components.

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2. WELD SHOP

The body panels produced in the press shop and the other small components are joined here to give the “white body” or “shell”. In a typical car body 1400 different components are welded together. The weld shops have the following facilities.

Welding jigs

Spot welding guns

Kawasaki welding robots

Hemming machines

Punching machines

PROCESS OUTLINE: The shop has different lines for different models, each of, which

is further divided into three parts:

UNDER BODY: Here different underbody panels are welded together. These comprise

of rear underbody, central underbody, front engine room panel. These underbodies are

put on the conveyor and welded together to give the underbody.

MAIN BODY: As the body moves on, the conveyor roof and side body panels (prepared

on the sub lines) are welded to it to give the main body. The chassis number is punched

on the cowl top and it is welded to the front engine room panel.

WHITE BODY: The doors, hood and back door are attached on the main body with the

help of bolts and screws to make it a “white body”. The body is checked for dent, burr

and spatter and these defects are repaired. After inspection and repairs the body is

called WBOK. It is sent to the paint shop thereafter.

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3. PAINT SHOP

In the paint shop following processes are carried out: -

There are five plants/units that provide a uniform painting over the white body coming

from the weld shop. In paint shop all the models are painted on the same line. The five

units are: -

(a) Pre-treatment (PT): The body is thoroughly washed to remove the dirt and oil

scales. Then the body is treated with ZnPO4 (phosphating) to prevent corroding of

the body.

(b) ED coat: This is done by electric deposition method, at 240V-dc supply. After

applying the ED coat the body is baked in oven.

(c) Sol-sealer and under coat: Here the left in the body (due to welding) are filled with

sol-sealer to provide waterproofing. Under coat is done on the surface above wheels

to prevent damage of body in that portion.

(d) Intermediate coat: This is done by spray-painting method using 10 Kawasaki

Robots. After applying the coat, the body is dried in the oven. Painting done is

basically an intermediate coating to provide base for the final coat.

(e) Topcoat: This is done by spray-painting method using 20 Kawasaki Robots. For

metallic coating, double coats are applied and aluminum flakes are provided to

shine the metallic paints.

After inspection and touch up, the PBOK, i.e. the paint body ok is sent to the assembly

shop.

MACHINE SHOP

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The machine shop is the source of all major components for the Engine Assy. Shop.

The unmachined crankshaft and camshaft forgings, transmission case, cylinder head

and cylinder block castings are brought in as raw material from vendors. The cylinder

head and transmission case are aluminum castings while crankshaft and camshaft are

steel forgings.

It has the following lines

Transmission Case Line

Cylinder Head Line

Cylinder Block Line

Crankshaft Line

Camshaft Line

ENGINE ASSEMBLY

Engine assembly 3 is currently used to assemble the 1061cc engine for WagonR, F8D

engine (5-speed transmission, 796cc MPFI) for Car800 and Alto. Engine assembly is

divided into 3 main Sub-Assemblies, one Main Line and a Firing Test. The sub

assemblies are:

Cylinder Block Line

Cylinder Head Line

Transmission Line

The cylinder block, cylinder head, transmission case, camshaft and crankshaft are received here from the machine shop.

ASSEMBLY SHOP -I

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There are 3 assembly shops in MSIL which produce on an average 1750 cars daily.

The assembly shop receives PB-OK i.e. paint body OK from the paint shop. Here the

body is loaded on an over head conveyor. As the conveyor moves the body, fitments

are made at various stations.

Assembly I mainly produces MARUTI 800 (Domestic & Export Mainly), ZEN ESTILO

(Domestic& Export), OMNI(Passenger & Cargo), EECO,RITZ & WAGON R(new

model).

The Whole process of assembling undergoes through different number of stations.

There are about 375 employees in two shifts. The Asssembly shop can be further

subdivided as following

Trim

Chassis

Final

TRIM LINE

Trim can be further subdivided as following:

Trim 1

This is the beginning of the assembly line conveyor. Here amongst the first tasks done

is attaching the hydraulic supporters for the boot. The assembly line check sheet is put

inside the body. Door is removed here and sent to final line .The various fitments made

here are door/floor grommets, electric wiring, and door trims parking brake cable, inner

and outer door openers, model stickers and emblems, roof silencer and cabin lamp.

Steering gear case is put inside to be fixed later.

Trim 2

It starts with Rear combination light fitment. Other operations done here are vacuum

booster/ brake master cylinder fitment, seat belts, fuse box, wiper sprayer and motor,

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accelerator, clutch, brake pedals, door glasses and a/c panel fitment. Trim 2 ends with

the fitment of the instrument panel, which is received from an instrument panel sub-

assembly. This sub assembly involves the fitting of the speedometer console, ashtray

and stereo system. .

Trim 3

The fittings done here are rear inside cover for boot, back door glass and windshield,

quarter glasses and connecting pipe between fuel lid and fuel tank. Steering gear is

mounted. For cemendine application on the windshield, Motoman robots are employed.

Here a process check is done

CHASSIS

The chassis receives a trim up body. Here underbody fitments are made, hence body is

loaded on overhead jigs. Chassis is subdivided as following:

Chassis 1

Various fitments made here are rear shock absorbers, brake pipes, front coil spring with

knuckle, steering wheel, tie rods, rear suspension, fuel pipes, fuel tank and rear brake

drum. There is a knuckle sub assembly that feeds the line with knuckles for the front

suspension system. Process check is done at the end of Chassis 1.

Chassis 2

The fitments made here the exhaust system (silencer and catalytic converter), engine

cum transmission case assembly, gearshift rod, front and rear bumpers, stabilizer bars

and tyres. The tie rod and drive shafts are connected to the knuckle to complete the

front suspension system and ID plate fixation. A process check is done at the end of

chassis 2.

FINAL

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Since all the fitments have been made, the body is referred as vehicle from now

onwards. The vehicle is loaded on the final conveyor. Final area is further subdivided

as: -

Final 1

The fitments made here are Spare wheel cover, scuff, seats, roof trim and carpet, boot

carpet, battery and air cleaner. Clutch cable and parking brake connections are made.

Brakes are evacuated and brake oil is filled. Coolant is also filled.

Final 2

Five liters of petrol is filled in the vehicle. A/C vaccum and charging is also done here,

the refrigerant used here is R134a (400 gm +- 50).Door Assembly is also done here.

Final 3

There is a process check at the end of this line. The vehicle is said to be AB-OK now. It is handed over to the vehicle inspection department.

VEHICLE INSPECTION - I

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The VEHICLE INSPECTION II having the following stations :

Toe-in test

Slip tester

Head lamp test

Appearance test

Drum test

Brake test

Engine room and Pit inspection

Shower test

Road test

Final check

General Procedure

In VI a vehicle is checked at checkpoints in the above mentioned order. At each

checkpoint different parameters are checked. Each vehicle is issued a check-sheet in

which the operator at the check points marks down the defects if any, otherwise he

marks an OK stamp. After the road test if the vehicle has no defects marked in the

check sheet it goes to the final check conveyor belt where it is again checked for overall

appearance. If a vehicle has any defect then it is sent to the following repair areas

depending on the type of defect:

Assembly repair

Weld repair

Paint repair

Engine Assembly repair

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After repairs the vehicle is then sent to the final check conveyor where the repair work is

checked and if satisfactory then the vehicle is given final clearance.

Toe-In Test

This is the first inspection point for a vehicle once it comes off the assembly line

conveyor. Before the vehicle is accepted for this test it is checked for external damages,

feel of the brakes and floor carpet. The objectives of doing the toe-in test are as follows:

Minimum tyre wear

Steering position OK

Minimum side slip

Toe-In refers to the alignment of the wheels. It is not possible to have a wheel alignment

such that the wheels are perfectly straight (ideally this leads to minimum tyre wear). The

wheels are either pointing slightly inwards (toe-in) or outwards (toe-out). Also when a

car is in motion then the wheels tend to align outwards so vehicles are generally set

with a toe-in condition. Statistical analysis and experiments has given a value of toe-in 2

and toe-out 1 for front wheels in Car800, WagonR and Baleno. Baleno has rear wheel

allowance of toe-in 3.5 and toe-out 0.5.

Another point checked here is the steering position. Correct steering position refers to

that setting of the steering wheel that would allow the car to move in a straight line and

which is the natural position of the wheel i.e. the driver isn’t holding the steering wheel.

Figure no. 5 shows the toe-in tester machine.

SLIP TESTER

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This machine checks vehicle slipping after the toe in adjustment. The machine is

calibrated for 2 unit toe-in and 1 unit toe-out. If the vehicle slipping falls in between the

calibration limits, the vehicle is OK in slipping otherwise NOT OK.

HEAD LAMP TESTER

Often the car driver faces the problem, the headlight beam adjustment. Because of the

maladjustment the light beam falls on unwanted objects. At the headlamp tester, a

yellow cross represents the position of the headlamp whereas the point where it should

ideally be is shown as green rectangle. The operator manning the test tries to get the

yellow cross inside the green rectangle by adjusting screws for horizontal and vertical

alignment of the lamp.

Apart from checking the headlamp, turning radius and other things are also checked at

this checkpoint.

Appearance Test

This test involves evaluating a vehicle on a large number of parameters ranging mainly

from external appearance of the vehicle to the internal trim fittings to checking for

coolant level and braking fluid level. The vehicle is loaded on a conveyor. The vehicle is

visually inspected for weld, paint and assembly defects and the same are marked on

the diagrammatic representation given on the checksheet. The appearance check

points are I.D plate, emblems, bumper, doors, fuel lid, front hood, routing and clamping,

seats, interiors, seat belts, weather strips, tyres and glasses.

Various paint defects are paint peel off, scratches, paint miss, overflow, orange peel,

shade mismatch, pin holes sealer application and sanding marks. Various weld defects

are level difference, dents, door gap and fouling.

The vehicle is driven in all the gears and the various parameters checked are as

follows:

Steering wheel : position/vibration

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Clutch : free play 20-30 mm/noise/engagement/disengagement

Accelerator Pedal: free play 2-7 mm/operation

Gear shifting: hard/noise/slippage

Speedometer: needle vibration/error/reading at 40 km/h

Horn: volume/tone

Wiper/washer (front/rear): auto stop position/wiping/spraying position

Warning lamps and indications: parking brake/battery changing/oil

pressure/hazard lamp/turn signal/pilot lamp/room lamp/panel light/pre heat/brake

oil indication.

Rear view mirror: blurred image/ distortion

Fuel/Temperature gauge: function

Lamps: Parking, head lamp high/low, side turn signal, cabin lamp/door switch/fog

lamp, brake light, hazard lamp, reverse light

Blower: Operation of switch at different speeds, air direction control, fresh/re-

circulating air control, fins

Heater: functioning, switch operation

A/C: functioning, switch operation

Choke: operation/ function

Abnormal noise of any kind from wheels/body/engine should not be there.

Brake Tester

The front and rear brake forces are measured here. Here the brake pedal is checked

for hardness, sponginess, play and noise. Parking brake force is also checked here.

The vehicle is moved onto the drums, vehicle brakes are employed and the

corresponding resistance force is measured with the help of computerized machine.

The measured force is displayed on the screen and must lie between the values

prescribed by the company.

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Engine Room

Here the engine is inspected for various kinds of defects such as tappet noise, clutch

lever play (Car800), exhaust emissions as per the standards laid down, idling rpm with

and without A/C switched on. In case of MPI cars, a DLC (Data Link Connector) cable

is used to detect the working of Electronic Control Module and various sensors. The

DLC cable is connected to a computer which shows not ok if there is any malfunctioning

in the engine. The defects are noted on the checksheet to be repaired in assembly or

engine assembly.

Pit Inspection

The underbody of the vehicle is checked for:

Brake fluid/coolant/fuel/engine oil leakage

Red and yellow paint on nuts, bolts and fuel and brake pipes (the paint indicates that

the nuts and bolts have been properly assembled and checked for torque)Muffler

mounting bolt Rear suspension coil or leaf spring

Shower Tester

The vehicle is moved on the shower tester conveyor belt where it passes through a

series of shower jets aligned at different angles and locations. While passing through,

the vehicle is sealed i.e. all window glasses are rolled up and doors closed. When the

vehicle exits from other side of the shower tester an inspector checks the cabin for

water seepage. If water is found, then the particular leak defect is repaired in the

shower repair section following which the vehicle is sent for the road test.

Road Test

Road test of a vehicle consists of a track on which the vehicle is run at predetermined

speed. The track is designed so as to check the various aspects of the vehicle such as

braking, acceleration, handling, performance etc. Distance traveled after application of

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brakes, reverse braking and Steering positioning is also checked. After driving the car at

a fast speed it is made to take a U-turn to try and find for any loose part in the panel.

Other parameters checked in the road test are:

Steering stability: position/play/vibration

Clutch/accelerator pedal: play/noise

Brake: noise/sponginess/brake pulling

Rear view mirror: blurred image/distortion

Gear shifting: gear slip/engagement/hard disengagement/noise

Defogger: functioning

Speedometer: needle vibration

Abnormal noise of any kind from panels, doors, wheels , engine, hood etc is noted

down

Final Check

This is the last of the vehicle inspection checks. After the vehicle has gone through the

other tests and if there are no repairs to be done then it is sent to final check. Here the

overall appearance of the vehicle is checked again.

Scratches, dents, cleanliness and Cemedine(windscreen sealer) leftovers are checked

for. Also secondary defects i.e. defects that may creep in while repairing the primary

defects are also checked for. Inspection stamps for all the previous check stations are

checked to see that there is no inspection miss. Finally the chassis and engine number

on the I.D. plate are verified and the Final Check OK ( FCOK) sticker is put on the car

and it is sent to the final check parking area. FC OK’ed vehicles are later picked by the

Sales and Dispatch drivers.

NEED FOR THE PROJECT

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The need of the project is to increase the productivity of the workers both in terms of quality and

quantity. This can be achieved by doing the time study of the various working stations of line.

The main purpose of implementing time study in ETSA & Rear Axle Sub Assembly and layout

design is to-

Identify and Eliminate hidden waste of time- Hidden waste refers to those waste which

are not visible during the process but still exist.

To calculate standard time of each process- Standard time of each action performed by

the worker is calculated by using MOST, thus standard time of each process can be

found.

Line balancing- The goal in balancing an assembly line is to assign tasks to stations such

that equal amount of work is performed at each station.

Man power reduction- To optimize the Line by calculating the required Man power &

removing the extra workers from the line.

Introduction to Time Study

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In business efficiency studies, Time Study (an Industrial Engineering term) is the time required

for a person to complete a task or operation at a defined rate of working. It includes appropriate

allowances to allow the person to recover from fatigue and, where necessary, an additional

allowance to cover contingent elements which may occur but have not been observed. The

Standard Time is the product of three factors:

1. Observed Time - The time required to complete the task.

1. Rating Factor - The pace the person is working at. 90% is working slower than normal,

110% is working faster than normal, 100% is normal. This factor is calculated by an Industrial

Engineer trained to observe and determine the rating.

1. PFD Allowance - Personal, Fatigue, and Delay Allowances. These include factors such

as: Are the workers standing all day? Are they working in a cold environment? Do they

have to wear safety equipment?

Method to Calculate Time:

In this project I have calculated time at different stations by using stop watch. Before calculating

the time at each, first we have saw that how many operator at each station has and what is their

method of doing the work. If we analyze all the relevant details of station and accurately knew

the amount of component that each operator fit in the object then only accurate time is measured

with the stop watch.

Rear Axle Sub Assembly Line No.4

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http://en.wikipedia.org/wiki/Fatigue_(medical)

http://en.wikipedia.org/wiki/Industrial_Engineering

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In rear axle sub assembly of line no.4 rear axle of Eeco & Ritz are made. In this section there are

3 stations in which different operation performed by each operator. In this various components

attached to the axle frame. The components such as brake sub assembly, drum head, trailing

arm, parking cable, break pipe, E rings, clamps, spindle rear, sticker, oil filling in Eeco, hose

pipe, plug, bump stopper, helical springs etc.

In this section there are two stations on conveyor belt and one station for engine mounting.

Stations of Rear Axle Sub Assembly

Station no.1

Station no.2R

Station no.2L

Station no.3

DESCRIPTION OF STATIONS AT REAR AXLE SUB ASSEMBLY:

STATION NO.1:

In this station the axle of Eeco & Ritz first transfer from trolleys to the station no1 with the help

of crane and then component such as brake sub assembly, hose pipe, oil filing etc. done on axle

frame. In this station only one worker is engaged.

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STATION NO.2:

In this station 2 workers are engaged on left and right side. At station no.2 (R&L) the component

such as trailing arms, brake pipes, hose pipes, clamps, parking cable and drum head attach on the

axle body.

STATION NO.3:

In this station the axle is moved from conveyer belt to lift and from lift it is attached to car body

with the help of bolts and lateral rod, helical springs also attach at the same time.

Time Calculation:

Time at each station is calculated 3 times with the stop watch, so that standard time can be

obtained. Standard time of both cars of line no.4 Eeco & Ritz at each station is shown below in

the table.

Operator working at rear axle sub assembly

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Time Study Data Sheet

Axle Sub Assembly Station no. total time taken(in seconds) station no.1 Eeco 1.51"68total)loading from trolley 17"18sec Ritz 1"20"38min (total)loading 12.22secfetching of component 2.08sec station no.2 Ecco 1"15.62minRitz 1"44.42min station no.3 Ritz 1.53"16Ecco 1.53"16Ecco(lining front fender) 8.86(seconds)

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ENGINE MOUNTING STATION

At this station an engine is fited to the car by using an automatin lift. Two operators work on this station below the lift.

The time observed is as follow:

PERSON 1

PERSON 2

Line Layout of Line no.5

INTRODUCTION:

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OPERARIONS TIME(EECO) TIME(RITZ)Total time 69.90sec 75.56sec

OPERARIONS TIME(EECO) TIME(RITZ)Total time 68.54sec 102.98sec

A line layout study is an engineering study used to analyze

different physical configurations for an industrial plant.

Definition:

Definition of Line Lay out

Line Layout is the physical arrangement of equipment, facilities & man power within a line.

The Line Layout can be indicated on a floor plan showing the distances between different

features of the line. Optimizing the Layout of a line can improve productivity, safety and quality

of Products. Unnecessary efforts of materials handling can be avoided when the Line Layout is

optimized. This is valid for:

- Distances Material has to move

- Distances Equipment has to move

- Distances Operators have to move

- Types of Handling Equipments needed

- Energy required to move items against resistance (i.e. gravity)

Line Lay out of line no.5(WAGON-R)

Line no.5 mainly contains three most important sections. The sections are:

Trim

Chassis

Final

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Trim:

Trim of line no.5 has 23 stations on its right side and 23 stations on its left side. In trim sections

34 workers are engaged at its different stations and all are of different categories. The categories

such as casual, permanent, T.T, apprentice, reliver and repairmen. The category of each worker

at each station is shown in table 3.

Chassis:

Chassis of line no.5 has 14 stations on its right side and 14 stations on its left side. In chassis

sections 26 workers are engaged at its different stations and all are of different categories. The

categories such as casual, permanent, T.T, apprentice, reliver and repairmen. The category of

each worker at each station is shown in table 4.

Final:

Final of line no.5 has 29 stations on its right side and 29 stations on its left side. In final sections

47 workers are engaged at its different stations and all are of different categories. The categories

such as casual, permanent, T.T, apprentice, reliver and repairmen. The category of each worker

at each station is shown in table 5.

Table Notations:

C-CASUAL P-PERMANENT

T.T-TRAINEE A-APPRENTICE

Trim Data: Left Station (table no.1)

Station Category of worker

1L C

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2L C

3L C

4L C

5L T.T , R

6L C

7L C

8L C

11L T.T

12L C

14L C

15L1 C

15L2 C

16L C

18L C

20L T.T

21L P

23L P

.

Trim Data: Right Station


1R C

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2R C

3R C

4R C

5R C

6R C

7R C

8R T.T

9R C

11R C

12R C

14R C

18R P

20R C

21R C

23R P

IPSA 2P

5C

ETSA 1P

1T.T

5C

RELIEVER-3

Chassis Data: Left Station

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24L C

25L C

26L APP.

27L C

28L C

29L C

33L C

34L C

35L C

36L C

37L P

REAR AXLE ASSEMBLY

CENTRE C

LEFT C , C

Chassis Data: Right Station

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24R C

25R C

26R APP.

27R C

28R C

29R C

31R C

34R C

35R C

36R C

37R P

REAR AXLE ASSEMBLY

RIGHT C , C

RELIVER-3

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Final Data: Left Station


38L C

39L C

41L P , APP.

42L APP.

43L C

46L C

47L P

48L P

49L C

50L T.T

52L C

53L C

55L P

56L C , C(underbody-PIT)

57L C

58L P

59L P

60L P

61L P

62L P

63L P

65L P

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Final Data: Right Station


38R C

39R C

41R C

42R T.T

43R P

44R C

47R C

48R C

49R C

50R C

51R C

52R C

53R C

55R C

56R C

57R C

58R P

59R P

60R C

61R P

62R P

64R P

66R P

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RELIEVER-2 WORKERS AT CNG STATION -5

DRIVER-2 REPAIRMAN-10 (OFFLINE-2 , ONLINE-2

LINE LAY OUT

Line layout is made on white board in which 2 tapes of blue and red color stick on it borders.

Blue tape is stick on white showing the trim, chassis & final sections and also showing all the

working stations that 3 section of line no.1 has. Every stations on white board is shown with the

of marker and all workers on each station are then implement with the of above tables. In this

line layout each worker assigned different color of magnets and then each magnet are put on

mark station in white board according to its category. After doing all the above stated task line

layout is made on white board.

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CONCLUSION

The 6 weeks Industrial Training is indeed the most important part of our curriculum at the

Mechanical Engineering Department of GITM GURGAON. It provides me an opportunity to

gain experience on the practical application our technical knowledge.

I have done my industrial training in the ASSEMBLY SHOP-1 of MARUTI SUZUKI INDIA

LIMITED. In my training I have leaned 2 topics TIME STUDY TECHNIQUE AND LINE

LAY OUT DESIGN. Time Study is a very useful tool which can be employed in manufacturing

companies like Maruti which have to constantly cater to ever increasing demand from the market

with very small lead times. The overall experience that I have gained at Maruti helped me a lot in

my future. In the end I would like to thank my Mentor at Maruti and all staff members of

assembly shop -1 who have encouraged and inspired me to achieve higher goals.

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RESULT

1. Standard time for each operation in ENGINE

MOUNTING, LINE NO.4 is known.

2. Standard time for each operation in REAR AXLE SUB

ASSEMBLY is known.

3. LINE LAY OUT OF LINE NO.5 is made.

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