TRAINING REPORT OF SIX MONTHS INDUSTRIAL TRAINING, UNDERTAKEN AT SWARAJ ENGINES LIMITED Mahindra and Mahindra
IN Mechanical Engineering ON SUBMITTED IN PARTIAL FULFILLMENT OF THE DEGREE OF BACHELORS OF ENGINEERING IN MECHANICAL ENGINEERING
Submitted to:
Er. A.P. Singh
Submitted By: Satnam Singh th BE (Mech) 8 sem 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, 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
Company Profile Types of Engines Manufacturing In SEL Assembly Shop & Project Undertaken Undertak en Engine Testing Shop & Project Undertaken Machine Shop & Project Undertaken Bibliography
COMPANY PROFILE INDUSTRY BACKGROUND The 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 EARTH
1960
2.
TAFE
1964
3.
INTERNATIONAL TRACTORS
1965
4.
ESCORT TRACTORS
1966
5.
FORD TRACTORS
1971
6.
HMT
1973
7.
PUNJAB TRACTORS
1974
8.
KIRLOSKAR
1974
PTL CAME INTO BEING Keeping in mind Punjab agrarian economy it was decided by Punjab Government to encourage the growth of industries with complements Punjab‟s 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 GROUP Swaraj group came into existence with the establishment of Punjab Tractors Limited on 27th June 1974. The company was India‟s first la rge 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 GROUPS Swaraj 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 LIMITED P.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 LCV‟s (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 SEL The 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] PUMP] FITMENT
FUEL TIMING
CRANK SHAFT FITMENT The crankshaft, sometimes casually abbreviated to crank, is the part of an engine which translates reciprocating linear piston motion into rotation.
CAM SHAFT FITMENT A camshaft is a shaft to which a cam is fastened fa stened or of which a cam forms an integral part.
GEAR CASING FITMENT A 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 ASSEMBLY In 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 FITMENT The cylinder block or engine block is a machined casting (or sometimes an assembly of modules) containing cylindrically bored holes for the pistons of a multi-cylinder reciprocating internal combustion engine, or for a similarly constructed device such as a pump.
OIL SUMP FITMENT Oil 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 FITMENT Water pump is used to supply water in different parts of engine for cooling purpose.
FIP FITMENT Fuel 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 R B cylinder block leak testing ACTIVITY 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 hydropneumatically. 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 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 ha ppens 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.
Shim Shims 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 For positive reading
THICKNESS OF SHIM 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 -0.40 to-0.5 0
1.4mm 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 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 TESTING SHOP
ENGINE TESTING ENGINE 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 gree n 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.
RPM
Load (in %)
1.
Idle
NIL
Time (in min) 3
2.
1300
20
4
3.
1500
40
4
4.
1800
60
4
5.
NLFT
NIL
1
6.
NLFT Setting &1800
100
9
7. 8.
1200+/-100 Low Idle
OVER LOAD NIL
2 1
Check Points
Check oil pressure, oil through rocker lever & any abnormal noise. Clean all fuel banjoes &check for any leakage. Check for any leakage from water connection points. Check for any lubricant oil leakage, leakage from banjoes and joints. Check no load full throttle RPM Adjust 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. Check peak torque points. Check 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.
Parameters
RV2 XM
RV3 XM
RV30 XM
RV2 XM +3A (AVL)
1.
24
35
31
3.
Engine BHP (Declared) Test bed BHP passing range Fuel delivery
4.
S.F.C. Rated RPM NLFT
7.
Idle RPM
8.
% B.U.T
9.
Smoke FL/OL
3436.8 45 +/- 2 175 max 1800 1950 +/- 40 650 +/- 50 Min. 12-20 % @ 1100 +/100 rpm 2/3.5
30.132.6 40 +/- 2 176 max
5. 6.
23.325.2 46 +/- 2 180 max 1800 1950 +/- 50 650 +/- 50 Min. 15% @ 1100+ /- 100 rpm
2.
2/3.5
RV30XM +3A (AVL)
24
RV3 XM +3A (AVL) 35
23.3-25.2
34-36.8
46 +/- 2 180 max
44 +/-2 175 max 1800 1950+/40 650+/50 Min1220%@1 100+/100 rpm.
30.132.6 40 +/- 2 176 max
1800 1950 +/ -40 650+/50 Min. 15%@ 1100+/ 100 rpm
1800 1950 +/50 650+/-50
2/3.5
2/3.5
Min15% @1100+/100 rpm
2/3.5
31
1800 1950 +/40 650+/-50 Min 15%@1 100+/100 rpm
2/3.5
Test Bed Passing Range for Green Engines S No. 1.
3.
Parameters Engine BHP (Declared) Test bed BHP passing range Fuel delivery
4.
S.F.C.
5.
Rated RPM
6.
NLFT
7.
Idle RPM
8.
% B.U.T
9.
Smoke FL/OL
2.
RB30 TR+ 45
RB33 TR+ 50
S-15 TR+ 21.2
41.6- 46.5
46.5 - 52.0
20.3-20.7
54 Max 182 Max 2000
62 Max 182 Max 2000
84.5 Max 194 Max 1900
2150 +/- 50 650 +/- 50 12 Min. @ 1200 Rpm 2.0/3.8
2150 +/- 40 650 +/- 50 12 Min. @ 1200 rpm 2.0/3.8
2020 +/- 40 650 +/- 50 10 to 15 % 3.2/4.0
PROJECT UNDERTAKEN 1. Engine Test Report Engine No. STD004874 Engine Model RV3 XM +3A (AVL) Engine Code 39.1354 FIP No. 41821305 Date 28/03/2014 Shift B Test Bed No.9 Tester E.No.2570 Inspector E.No.2596 Test Started @ 9:14:02 Test Stopped @ 9:43:48 Total Run 00:29:46
S No.
Check points Min.
1. 2. 3.
4. 5.
Engine idle speed Engine fly up speed Max power (BHP)@rated speed SFC value@ rate speed Fuel delivery
Specifications Max.
Actual
Remarks Ok/ not ok
600
700
683
Ok
1900
2000
1943
Ok
33.33
36.8
34.4
Ok
100
175
172.2
Ok
42
46
43.9
0k
TEST CYCLE S No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Speed rpm 1299 1499 1799 1943 1799 1801 1802 1100 1965 683
S No.
Exst Temp
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
709 702 686 680 690 677 694 685 682 686
Torque 3.8 8.34 12.72 0.19 18.82 18.79 19.09 22.32 0.23 0.12
Water outlet temp 44.3 45.8 47 46.7 46.5 47.5 48.4 48.5 48.2 48.2
Lub. Oil Temp 30.3 30.2 30.3 30.3 30.4 30.4 30.5 30.7 30.6 30.6
Engine Power 5.1 12.5 22.9 0.4 33.9 33.8 34.4 24.6 0.5 0.1
Lub. Oil Pr. 5.39 5.47 5.66 5.77 5.58 5.54 5.48 4.78 5.54 4.49
Fuel Delivery 0 0 0 0 42.7 42.3 43.9 0 0 0
Flow Rate 0 0 0 0 5.78 5.72 5.93 0 0 0
Fuel Time 0 0 0 0 62.3 63.01 60.84 0 0 0
Fuel Wt. 0 0 0 0 100 100.1 100.3
SFC 0 0 0 0 170.7 169 172.7 0 0 0
Pr. 2
Atm Pr.
Pr. 4
CF DIN
Smoke
Step Time
.006 .007 .007 .008 .008 .008 .008 .008 .007 .006
.965 .965 .965 .965 .965 .8 .965 .965 .965 .965
0 0 0 0 0 0 0 0 0 0
1.06281 1.06281 1.06281 1.06281 1.06281 1.06281 1.06281 1.06281 1.06281 1.06281
0 0 0 0 0 0 0 0 0 0
9:21:66 9:25:07 9:29:05 9:30:04 9:31:58 9:33:37 9:35:37 9:42:45 9:43:14 9:41:41
GRAPHICAL REPRESENTATION
2. ENGINE TEST REPORT Date 3/3/2014 Shift A Test Bed No.8 Tester E No.3274 Inspector E No.2596 Engine No. STB04393 Engine Model RB33 TR+ Engine Code 47.1409 FIP No. 41769823 Test started @ 6:26:31 Test stopped @ 6:54:08 Total Run 0:27:37
S No.
Check points
1.
Engine Idle Speed Engine Fly up speed Max. power (BHP) @ rated speed SFC value @ rated speed Fuel Delivery
2. 3.
4. 5.
Specifications
Actual Reading
Remark s
669
Ok
Min 600
Max 700
2100
200
2156
Ok
47.5
52.5
52.5
Ok
170
175
167.6
Not Ok
1
62
58.4
Ok
TEST CYCE
S NO.
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Speed
Torque
665 1302 1502 2156 2000 2001 2002 2000 1202 2160
0.19 5.43 10.35 0.17 27.62 26.19 26.21 26.27 31.19 0.16
Measured Values Engine Fuel Power delivery 0.1 0 7.1 0 15.5 0 0.4 0 55.3 63.9 52.4 58.4 52.4 58.4 52.5 58.4 37.5 0 0.4 0
Flow Rate 0 0 0 0 9.6 8.78 8.78 8.78 0 0
Fuel Time 0 0 0 0 37.56 41.01 41.17 41.17 0 0
Fuel wt. 0 0 0 0 100.2 100 100.4 100.4 0 0
SFC 0 0 0 0 173.8 167.6 167.6 167.6 0 0
S No.
Temperature Exst Wtr out
Lub. Oil
Pressure Lub. Pr. Oil 1
Pr. 2
Atm
Pr. 4
1
30
11
19.5
4.53
0
1.994
.965
0
2.
30
11.4
19.6
5.07
0
1.994
.965
0
3.
30
11.4
19.8
5.11
0
1.995
.965
0
4.
30
10.8
20.2
5.48
0
1.994
.965
0
5.
30
13.8
20.6
5.14
0
1.994
.965
0
6.
30
12.3
21.2
5.01
0
1.994
.965
0
7.
30
12
21.4
4.95
0
1.994
.965
0
8.
30
11.6
21.5
4.91
0
1.995
.965
0
9.
30
11.7
22
4.28
0
1.994
.965
0
10.
30
11.7
22
5.04
0
1.995
.965
0
CF DIN
S Step m Time o k e 1.0628 0 6:29:18 1 1.0628 0 6:33:09 1 1.0628 0 6:37:03 1 1.0628 0 6:41:57 1 1.0628 0 6:45:24 1 1.0628 1 1.0628 1 1.0628 1 1.0628 1 1.0628 1
0
6:48:21
0
6:49:50
0
6:51:03
0
6:55:03
0
6:55:33
GRAPHICAL REPRESENTATION
CHECK POINTS 1. FIP Model 2. FIP Hunting 3. Engine No. & Code 4. Lub. Oil level 5. Compressor Leakage 6. Valve Leakage 7. Tappet Noise 8. Gear Noise 9. Valve Touch 10.Humming 10. Humming Noise 11.FD 11. FD Noise at overload 12.Water 12. Water Mixing with Lubricating Oil 13.Diesel 13. Diesel Mixing with Lubricating Oil 14.Engine 14. Engine Overheating 15.Unusual 15. Unusual Vibrations 16.Seating 16. Seating Rubber Bush Bottom 17.Lub 17. Lub Oil Leakage 18.Fuel 18. Fuel Leakage 19.Blow 19. Blow by 20.Engine 20. Engine washing
MACHINE SHOP
MACHINES USED IN MACHINE M ACHINE 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
Washing
CRANK-CASE: Crank –case 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. Crankshaft 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 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: M ACHINE: It is used for drilling a main oil gallery of Ø 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. V E R T IC IC A L
M A C H I N IN IN G C E N T R E :
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: M ACHINE: 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 t his machine is used for f or semi-finish boring of o f 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: M ACHINE: 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 inspect ion 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 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 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 ANALYSIS S. NO.
PALLET STATION
LEAK TEST RESULT
1.
1T
OK
2.
2R
NOT OK
3.
2L
OK
4.
1L
NOT OK
5.
2R
OK
6.
2T
NOT OK
7.
1L
NOT OK
8.
1T
NOT OK
9.
2L
NOT OK
10.
2L
OK
11.
2R
OK
12.
1T
NOT OK
13.
1L
NOT OK
14.
2T
OK
15.
1L
NOT OK
16.
1R
OK
17.
2R
NOT OK
18.
2T
NOT OK
19.
1L
NOT OK
20.
1R
NOT OK
21.
2L
OK
22.
2T
OK
23.
1L
NOT OK
24.
2L
NOT OK
25.
1R
OK
26.
2T
NOT OK
27.
1L
NOT OK
28.
2R
NOT OK
29.
2L
NOT OK
30.
1T
NOT OK
31.
2R
OK
32.
1L
NOT OK
33.
2L
NOT OK
34.
1R
OK
35.
2T
NOT OK
36.
2L
OK
37.
1L
NOT OK
38.
2R
OK
39.
1T
NOT OK
40.
2R
NOT 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 CLAMPS
ROLLER CLAMPS BY TESA
ANALYSIS:
% of leaked components 80 70 60 50 40
% of leaked components
30 20 10 0 FLAT CLAMP
ROLLER CLAMP
CONCLUSION-
The bar graph describes that the percentage of failed or rejected components fell steeply in general after changing the clamps c lamps of pallet 2 in machine machi ne 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 design
On further exploring the scenario it was found out that the casting design was wa s 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 SCOPE
The 2 major causes for cylinder head leakage were –
Improper clamping Faulty casting design
After 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
