Internship Project Report

On

Material Handling & Related Machinery

AMITY SCHOOL OF ENGINEERING & TECHNOLOGY

(May - June, 2014)

Submitted by: Submitted to:

Akshay Mistri Mr Vijay Kumar

B.Tech MAE (2011-15) Faculty Guide

Enroll. No: A2305411185

Semester – 7

Contents

1. Acknowledgement……………………………………………………………………01

2. Abstract ……………………………………………………………………………...02

3. Declaration…………………………………………………………………………...03

4. Company Overview………………………………………………………………….04 – 06

5. Engine Technical Specifications…………………...………………………………...06

6. Common Rail Direct Injection Technology… …………………………………........07

7. OM611 (CRDI Engine) Engine Block Line………….……………………………...08 – 10

8. OM611 Engine Assembly Line….…………………………………………………..11 – 12

9. OM616 Head Manufacturing Line…………………………………………….…….13 – 14

10. OM616 Block Manufacturing Line………………………………………………….15 – 16

11. OM616 Engine Crankshaft Assembly Line…………………………….…………...17 – 19

12. OM616 Engine Assembly Line.……………………………………………………..20 – 21

13. Engine Testing………….…………………………………………………………....22 – 23

14. Front Axle Assembly Line…………………………………………………………..24 - 25

15. Dual Mass Flywheel Cell (DMFW) & Transmission Line………………...………..26

16. E-21 6 Speed Gearbox Assembly.…………………………………………………...27 – 28

17. Machinery observed…………………………………………………………………29

18. Suggestions for better Material Handling…………………………………………....30 – 32

19. References……………………………………………………………………………33

ACKNOWLEDGEMENT

Any project is the fruitful outcome of the hard work of many. Through this document I would like to express

my gratitude toward those whose support and co-ordination have been an essential ingredient of this project.

Firstly I would like to thank Mr S.K. Dutta, Sr. Div. Manager-Personnel, Force Motors Pithampur, and Mr

A. V. Shitole training officer Force Motors Pithampur for giving me a chance to undergo training at this

esteemed organization.

I would like to special thanks Mr Pankaj Vyas, GM (Engine Shop) for the sincere guidance in my project.

I am thankful to them for their continued guidance and support along with their vast pool of knowledge,

which was the essential for completion of this project.

Along the way, I was also ably supported and guided by Mr Sanjay Karmakar and Mr Piyush

Chaturvedi in the engine shop. And I would like to mention that the help is even more credible, considering

that the workload of staffs was immense.

I would also like to thank Mr Vijay Kumar for his guidance during my internship. He has always supported

and corrected me as and when needed. I also extend my heartfelt thanks to Prof Vijay Kumar, HOD-MAE

to encourage us in right direction.

Finally I thank all the persons who are directly or indirectly connected to us during the training and

supported us throughout to complete the training by constant effort.

ABSTRACT

Material Handling is common problem that many industries are facing today. This report is outcome of a

project Material Handling & related Machinery done in Force Motors Ltd. Pithampur, Madhya Pradesh.

This project aimed at observing material handling equipments used in the Engine Shop of the industry.

Machinery being used such as CNC’s were also being observed on various manufacturing lines. Two

engines namely OM611 and OM616 are being produced in the engine shop. There are various

manufacturing lines for the parts of two engines in the shop along with their final assembly lines. These

manufacturing and assembly lines are discussed one by one with all material handling and machinery being

used. Some basic material handling equipments used are conveyor, hoist & tackle, hand pallets trucks,

forklifts etc. The basic aim in material handling is to transport material/product to its destination with least

amount of damage to it and with least amount of inputs. Damage occurs when metal to metal contact exists

between machined surface and any other metallic surface during transportation of material. Also during

lifting of heavy cylinder blocks it must be lifted from right position to avoid any dents on machined surface.

While placing material on pallets it must be noted that material/products do not touch each other. Many

things along with described above needs to be taken care of during material handling. Material handling

does not add value to the product directly but is an important part of manufacturing industry to improve the

quality of the product. Machinery observed include CNC machines with Fanuc and Siemens designed

controllers of different levels of accuracy. Fanuc controllers are used for rough machining while Siemens

controllers are used for final machining and providing superior surface finish to the product. All these have

been briefly described in the report.

Declaration

I undersigned, student of Amity School of Engineering & Technology, Amity University, Noida

Hereby declare that study conducted by me at Force Motors Pvt. Ltd., Pithampur and its effectiveness is a

result of my own work and will be purely utilized for academic purpose only.

Date

Place AKSHAY MISTRI

COMPANY OVERVIEW

Force Motors, formerly Bajaj Tempo, is an Indian manufacturer of three-wheelers, multi-utility and cross

country vehicles, light commercial vehicles, tractors, buses and heavy commercial vehicles. It was originally

named Firodia Tempo Ltd. and later after partial acquisition by Bajaj Auto as Bajaj Tempo Ltd.

The company was founded in 1958 by N. K. Firodia. Bajaj Auto bought a controlling stake in the company,

renaming it "Bajaj Tempo". Germany's Daimler-Benz, a long-time collaborator with Firodia because of their

ownership of the original Tempo works in Germany, owned 16% of Bajaj Tempo. They sold their stake

back to the Firodia group in 2001, meaning they once again held a controlling interest. It was agreed that the

company would gradually phase out the use of the "Tempo" brand name, as it still belonged to Mercedes-

Benz. The name of the company was changed to Force Motors in May 2005, over the objections of Bajaj

Auto.

Force Motors started production of the Hanseat three-wheeler in collaboration with German Vidal & Sohn

Tempo Werke and went on to establish a presence in the light commercial vehicles field with the Matador,

the proverbial LCV (light commercial vehicle) in India. Bajaj Tempo was associated with Mercedes-Benz

since 1976 and in 1982 they began building the Mercedes-Benz OM616 diesel engine. Through the 1980s

and 1990s, and especially in the last five years with a major product development effort, Force Motors has

introduced new light commercial vehicles, a face lifted series of Tempo Trax utility vehicles, new tractors,

and a new range of three-wheelers. The Matador, which defined the light commercial segment in India, saw

sales collapsing in the late 1990s and Bajaj Tempo began a substantial program of developing modern

vehicles to replace it.

Bajaj Tempo also built the diesel engines used in the Mercedes-Benz W124, and later W210, as

manufactured in India. This was a small-scale endeavour, but while it did not net BT much profit they

benefitted from the connection, both in terms of reputation and technology.

The company which mainly operates in commercial vehicle segment, entered into the "personal vehicle"

segment in August 2011 with the launch of its first SUV, named Force-One.

The company manufactures trucks at Pithampur, the industrial hub of Madhya Pradesh in Indore in a

joint venture, Man Force Trucks Pvt. Ltd, with MAN AG of Germany. MAN Force trucks are exported

overseas to countries such as Sri Lanka, Indonesia, and certain African nations; markets where a low selling

price is essential. The JV was dissolved as on March 2012 with Force Motors having sold and transferred

remaining 50% of Man Force shares to MAN AG for Rs 10 per share.

Tractors are built under the Balwan and Ox (formerly Tempo Ox) brands. The tractor field was entered by

(then) Bajaj Tempo in 1996-1997, and were developed indigenously, rather than depending on imported

technology.

Products

Force Motors manufactures a range of vehicles including Small Commercial Vehicles (SCV), Light

Commercial Vehicles (LCV), Multi Utility Vehicles (MUV), Sports Utility Vehicles (SUV), Heavy

Commercial Vehicles (HCV) and Agricultural Tractors.

1. Personal vehicles

• Force One (SUV)

• Force SUV Gurkha

2. Commercial vehicles

• Force Trax (SUV-MPV) - Town and Country, Challenger, Pick-up

• Force Traveller (LCV) - A modified Mercedes-Benz T1

• Force Trump 40 (SCV)

3. Agricultural vehicles

• Balwan tractors

• Orchard tractors

Force one

FORCE ONE is one of the finest sports utility vehicles made by an Indian OEM. The turbocharged Force

One beats faster than any other SUV in its segments. Infused with a new 2.2 litre FMTECH Common Rail

engine, its subdued growl is like a beast waiting to be unleashed. It’s available in Ex, SX and LX variants.

Technologically advanced, great roads presence, excellent ride and handling, immense space creating

comfort at a very competitive price are some of the features of the FORCE ONE. This is an SUV tailor

made for the Indian customer.

Trax: MUV (Multi utility vehicle)

Trax is the first fully indigenous multi utility vehicle developed in the country. Over the past two decades it

has established itself as the preferred people and goods carrier in rural India.

The Trax is a rugged, reliable; all-terrain vehicle powered by the legendary Mercedes- OM 616 derived

diesel engines. Tough and stylish with durable steel pressed body primed with state-of-the-art CED

process,the Trax has unmatched off- road applications for people and goods transport.

Traveller 26

Originally designed and produced by Mercedes Benz AG, Germany as T1 Transporter, it is now

manufactured in India as the “Traveller”. This range of passenger and goods carriers is powered by the fuel

efficient TD 2200 Common rail engine available in both BS III and IV versions. So whether it is for

personal or business use, movement of men or material, the Traveller is an ideal choice.

Rough Cut Line

FinisCut Line

Engine Technical Specifications: Two engines are being manufactured in the Engine shop namely OM611 and OM616. These two engines are originally designed by Mercedes. Technical specifications of the two engines are -:

Engine Displacement Bore Stroke Cylinders Valves Power Torque

OM 611 2148 cc (2.148L) 88mm 88.3mm Straight-4 16 80 kW at 3800 RPM

270 N-m at 1400-2400 RPM

OM 616 2399 cc (2.399L) 90.9mm 92.4mm Straight-4 16 43.5 kW at 4000 RPM

130 N-m at 1800-2000 RPM

Force One

Force Traveller

Force Gurkha

CommonRail Direct Injection(CRDI )Technology [1]

In common rail systems, a high-pressure pump stores a reservoir of fuel at high pressure — up to and

above 2,000 bars (200 MPa; 29,000 psi). This technology is used in OM611 engine. The term "common

rail" refers to the fact that all of the fuel injectors are supplied by a common fuel rail which is nothing more

than a pressure accumulator where the fuel is stored at high pressure. This accumulator supplies multiple

fuel injectors with high-pressure fuel. This simplifies the purpose of the high-pressure pump in that it only

needs to maintain a commanded pressure at a target (either mechanically or electronically controlled). The

fuel injectors are typically ECU-controlled. When the fuel injectors are electrically activated, a hydraulic

valve (consisting of a nozzle and plunger) is mechanically or hydraulically opened and fuel is sprayed into

the cylinders at the desired pressure. Since the fuel pressure energy is stored remotely and the injectors are

electrically actuated, the injection pressure at the start and end of injection is very near the pressure in the

accumulator (rail), thus producing a square injection rate. If the accumulator, pump and plumbing are sized

properly, the injection pressure and rate will be the same for each of the multiple injection events.

Schematic Diagram of CRDI Technology

Flowchart of CRDI engine (OM 611) Block Line

Store (Casting of engine block is given)

BFW HMC-2 (Milling, drilling & reaming on sump & head face)

Notch milling machine (on crankshaft bearing)

BFW HMC-3 (drilling, tapping & reaming on sump & head face)

BFW HMC-4 (drilling, milling & reaming on starter & opposite

starter face)

BFW HMC-5 (milling, drilling, tapping, reaming on radiator &

flywheel face & hole on head face)

BFW HMC-6 (drilling, milling tapping, reaming on radiator & flywheel face

& nozzle hole on sump face)

Spindle drilling SPM (ø3 mm drilling on face profile at 25˚

& 47˚)

Final product goes to final cut line through roller conveyer

Spindle drilling SPM (3 mm drilling on head face profile at 25˚ &

47˚)

Broaching SPM (Surface broaching on cylinder block

& bearing cap)

Oil way leak testing machine ( oil leak test at 1 bar pr.)

Nut Runner machine (bearing cap assembly & torquing)

Line Boring machine (finish boring of crankbore & strong

bore with dowel hole)

Spindle Line boring machine

Piston Boring SPM

K & Ray washing machine (Washing after boring)

Piston Bore honning (1 micron accuracy)

High pressure washing machine

Pre-dispatch Inspection

Rough Cut Line Finish Cut Line

CRDI Engine (OM 611/TD 2200)

Block machining line

Raw material: Block casting (from

vendor)

Engine block casting comes as raw material

on pallets by the help of forklifts.

Pallets used for raw material are of iron

because there is no machined surface

produced yet. So, little chance of damage is

there by iron pallets.

Block casting is then lifted by hoist and

tackle and kept on a conveyor (metallic roller). The block then moves on the

conveyor and gets machined as it passes through different machines.

Loading and unloading of block on machine is also done by the help of hoist

and tackle. To turn the block, conveyor also has Turn over devices (TOD’s).

First rough cuts are made on rough cut line and then block moves to finish cut line for final machining.

Machining processes such as drilling, milling, broaching, tapping, reaming etc. are done on BFW HMC

(Horizontal machine centre) CNC machine and on notch making machine, spindle drilling machine. While

on finish cut line loading, unloading is not required because conveyor moves through the machine or may

have an automatic conveyor. Final machining is done on finish cut line and very less amount of metal is

removed. After several machining processes like boring, honing, washing etc. At the end pre-dispatch

inspection (PDI) is done and finally blocks are kept on wooden pallets and sent for assembly.

Observations from the existing setup

There is metal to metal contact between

Metallic rollers of conveyor and machined surfaces of the engine block.

Machined surfaces of the engine block as they collide while sliding over conveyor

creates minor metal loss from the block.

Improper rubber covering on tackles for lifting the block touches the machined surfaces may damage

the surface finish of the block.

Rotary table used for turning consumes time for moving the blocks.

Unevenness in level of conveyor at the joints (point where conveyor of machine starts) induces

sudden vibration or impact in the moving material.

Fig. 1 Engine Block

AccumulationRoller conveyers[2 ] may be used since it avoids collisions and provides a better control over

the flow. These can be made power driven so that manual push by the worker is required. Also, rubberised

rollers will prevent metal to metal contact between the rollers and the block. Accumulation Roller conveyer

is explained in the end of the report. Curved conveyors can also be used at curves instead of rotating tables

which consume a lot of time in material movement.

Flowchart of CRDI engine (OM 611) Assembly Line

Store (Finished engine block is given)

Nozzles for Oil/Water are attached

Crankshaft assembly

Piston & Connecting rod assembly

Oil sump assembly

Cylinder head assembly

Camshaft assembly

Fuel Injection pump assembly(F.I.P)

Tappet cover assembly

Engine Batch & Serial number plate attached

Alternator assembly

Oil Seperator

Turbo Charger (for turbo engines)

CRDI engine (OM 611) Assembly Line

Raw material: Engine block (Cast Iron).

Finished engine block arrives from store on pallets

with the help of forklifts. For assembly operations

engine block is mounted on a trolley which is

constrained to move on rails made on the floor.

Engine is mounted on the trolley with the help of

hoist and tackle. While the machines for various

operations are mounted on cross rails attached to

the ceiling. As the operations are completed the

worker pushes the trolley towards the next station manually. Engine mounted

on trolley is free to rotate, providing the worker easy turning of the engine. Various assembly processes can

be seen from the flowchart. The engine moves on the assembly line along with the trolley on which it is

mounted. Each station has various installations which are arranged properly in a rack. The machines

mounted above on cross rails are manually moved by worker over the trolley for specified operation. After

the operation is done machine is moved back from the assembly line manually.

Observation from the existing setup

Trollies used for mounting engine, move on rails which consume a considerable amount of

floor space. This floor space can be regained by using other systems for handling (rather than

rail trollies) engine block.

Trollies are heavy after engines are mounted, manual pushing may be tedious job and has

chances of collision.

Guide rails needs proper maintenance. (dust and obstruction free)

Human machine interface (HMI) which ensures that all operations have been done before

engine moves to next station of the assembly line may be used at every station.

Trollies move on rails which consume floor space can be replaced by other methods which consume least

floor space. One of such method is discussed in the end of the report.

MacDonald Humfrey Automation(MHA)∧sister company Exmac Automation[3 ] have created vertical

conveyor mini-line supported by incoming materials inspection and line-side delivery of components. Each

station is equipped with a sophisticated MacDonald Humfrey ‘Human Machine Interface’ (HMI)

providing guidance to each operator on the precise sequence of operations required at each stage of

assembly to ensure ‘No Fault Forward’ (NFF) assembly.

Fig. 2 OM 611 Engine Block

Flowchart of OM 616 Head Line

Store (Engine Head is recieved, manufactured

by a vendor)

Cam Bracket assembly

Burr Line Boring machine (cam bracket

boring)

Inspection (By air plug gauges)

Robotic washing machine

Pre-dispatch Inspection

OM 616 Head manufacturing line

Raw material: Engine head (from vendor)

Engine head is received from store on pallets with the help of forklift. Then they are lifted with help of hoist

& tackle and kept on a table where camshaft holding brackets are assembled to it by bolts. Camshaft

brackets needs finishing on the internal surface of the bore. For internal finishing, engine head is mounted

on Burr line boring machine (by hoist & tackle) which provides final finishing of the internal bore of cam

brackets. Total three brackets are assembled in which two are of Ø49 + 0.025 mm and one of Ø35 + 0.025

mm.

Then head is kept on inspection table (by hoist & tackle) and bore size is checked by air plug gauges. After

inspection head is kept on an automatic conveyor which takes the heads to an automatic robotic washing

machine. After washing heads go through a pre-dispatch inspection on the automatic conveyor after the

washer. Then finally the head assembly is stored on pallets and sent for engine assembly.

Observations from the existing setup

A rubber belt is used as a tackle for lifting the heads (raw material), which is not advisable. This may

damage the head or cause an injury to the worker.

Loading of the head on boring machine is done by the same hoist and tackle, which is a risky job as

the heads are heavy.

A part of roller conveyor used between the inspection table and automatic conveyor has metal rollers

which is not suitable as there occurs metal to metal contact which may damaging the head.

Fig. 3 Engine Head Fig. 4 Camshaft bracket

Flowchart of OM 616 Block Line

Store (Finished engine block is given)

Robotic washing machine

Flange assembly (Flange for flywheel side)

HMT Flange boring machine

Inspection

Automatic Washing Machine

Finally on pallets

OM 616 Block

manufacturing line

Raw material: Engine block

Finished engine block is

received (from vendor) on

pallets by the help of forklifts.

The blocks are then lifted by

hoist and tackle and kept on

automatic conveyor which takes

them to an automatic robotic

machine. After washing the

blocks are lifted from the

conveyor by hoist and tackle and kept on another conveyor where flange (silver coloured portion, can be

seen on leftmost side in the picture) is assembled. Then final boring is done on flange by HMT flange boring

machine. Then it is lifted by hoist & tackle and kept on inspection table. Then it is kept on an auto conveyor

by the help of hoist & tackle from where it goes for final washing. It is unloaded by the help of hoist &

tackle and kept on pallets which are sent to engine assembly lines.

Observations from the existing setup

Roller conveyors used are metallic which created metal to metal contact and may damage the

moving metal blocks.

There is a gap of conveyor between automatic washing machine and area for flange

assembly. Hoist and tackle is used between the two which is time consuming and tedious.

(Shown in fig. 6)

Flowchart of OM 616 Crankshaft assembly Line

Fig. 5 Engine Block

Fig. 6 Fig. 7

OM 616 Crankshaft assembly

line

Crankshaft comes on trollies designed to

handle them. Then on the trolley itself

sprockets and disc are assembled.

Sprockets are first heated to 150 ˚C in a

blast heater then are attached on the

crankshaft. Sprocket can be seen in Fig.9

with teeths.Then the crankshaft is fixed

on crankshaft assembly holding fixture

with the help of hoist & tackle. Flywheel

with starter ring is attached on the opposite side of the crankshaft on

this fixture.Then crankshaft is loaded on a crankshaft balancing

machine which uses ABRO and a Seimens software designed for

balancing the crankshaft. As crankshaft is made to rotate on the

machine, two encoders sense the

unevenness in the mass and send it to the ABRO software which

provides amount to metal to removed from the flywheel and disc side.

An automated vertical drill and a horizontal drill is used to remove

metal from disc and flywheel side respectively. Then crankshaft is

lifted by hoist and tackle and kept on wooden pallets and sent for

washing in a manual washing machine. Finally the crankshafts are kept on pallets and sent for asembly.

Observations from the existing setup

Trollies used for crankshaft are to be pushed manually. This requires effort and turning of it

manually is difficult.

Sprockets and discs are aseembled on the trolley itself. This might put pressure on some parts of

crankshaft when sprockets and disc are hammered to slide in.

Proper tackle is not used for handling. Crankshaft needs to be turned vertically to be kept on pallet.

This is difficult and dangerous with a normal tackle.

Washing machine used is manual with metal roller conveyors. Also, the machine grabs the

crankshaft with metal jaws which may be avoided.

Store (Crankshaft comes on trollies)

Sprockets & disc assembly

Crankshaft assembly holding fixture

Flywheel with starter ring assembly

Crankshaft Balancing Machine

Manual Washing machine

Finally on pallets

Fig. 8 Crankshaft

Fig. 9 Sprocket

Hand pallet trucks, trollies used can be replaced by motorised Low LevelOrder Pickers[4 ] manufactured by

Linde Material Handling company. These pickers have max. load capacity of 1515 kg. Also, as they are

powered vehicles turning and moving of load becomes easy. Hydraulic Hand Pallets trucks may also be

used.

Flowchart of OM 616 Engine assembly Line

Store (Finished engine block is given)

Crankshaft assembly

Piston Assembly

Oil sump assembly

Head assembly

Camshaft assembly

Fuel Injection Pump

Intake & Exhaust assembly

Turbocharger assembly

Tappet cover

Finally on pallet

OM 616 Engine assembly line

Raw material: Engine block

Engine Blocks are received on assembly line on

wooden pallets. On this assembly line the block moves

on roller conveyors. Blocks are lifted by hoist & tackle

and kept on roller conveyor. Blocks are turned upside

down (by turn over devices) for crankshaft assembly.

After this stage the block is mounted on saddle on

which it moves throughout the line. Various processes

can be seen in the flowchart of the assembly line.

Heavy inputs such as cylinder head, intake and exhaust

manifolds are lifted by hoist and tackle for their

assembly on the block.

After engine assembly is completed, engine is lifted by

hoist and tackle and kept on pallets. Then these pallets

are sent to testing area for engine testing.

Observations from the existing setup:

Roller conveyors used are not properly covered by rubber. This introduces metal to metal contact.

Saddle on which engine is mounted is of metal, may be replaced

by other material to avoid any metal to metal contact. (Fig. 12)

Roller conveyor do occupy a considerable amount of floor space and needs lubrication and

maintenance.

Fig. 11 OM 616 Engine

Fig. 12 Engine on a Saddle

Flowchart of Engine Test Area

Engine from Assembly lines

Test area

Test bed

Pallets

Powerpack assembly

Pallets

Engine Testing

Engine testing is done on test bed designed for

engine testing. Engine first is sent to oil filling

station for oil filling. Then it is brought to test

bed by a trolley where it is lifted by hoist and

tackle to mount it on test bed. On test bed

various inputs to the engine like water supply

(for radiator), fuel supply, intake and exhaust

systems. Flywheel of the engine is coupled to

the rotor of an eddy current dynamometer.

Different parameters such as torque at various

RPM’s, fuel consumption, air fuel ratio for the

intake mixture, concentration of environment pollutants in exhaust gas,

temperatures and gas pressures at several locations on the engine body such as engine oil temperature, spark

plug temperature, exhaust gas temperature, intake manifold pressure. If the readings are under specified

norms then it is passed on with a “Tested OK” sticker. Engine (with Testes OK sticker) is lifted with hoist

and tackle from the bed and kept on trolley which takes it to the engine storing area. From this storing area

engines are sent to vehicle assembly plant.

Observations from the existing setup:

Hoist and tackle are used to lift engine, which may not be appropriate for such a heavy and

sophisticated product.

Trollies are used to

transport the engines to test

bed which is of metal,

introducing metal to metal

contact. This may not be so

significant, but still care

needs to be taken.

Handling during engine testing

seems satisfactory. Engines are

kept on trolley and then moved

from store to the test bed.

Folding Engine Crane may also

be used for easy movement of

engine.

Fig. 13 Engine on a Test bed

Fig. 14 Engine on pallets

Flowchart of Front axle assembly

Store

Beam storing area (on pallets)

Shimming stand

Assembly line (Station 1)

Station 2

Station 3

Station 4

Pallets

Front axle assembly

Beam of I-section comes on wooden

pallets with the help of forklifts. Beams

are of two types T1 and T2, T1 being

shorter in length.With the help of hoist

and tackle beams are lifted and placed

on shimming stand for assembly of

stub axle with help of a king pin. A

shim is used to adjust the clearance

between stub axle and the beam. King

pin is first cooled in liq. Nitrogen at -

170 ˚C. Beam is lifted by hoist & tackle

and kept on trolley of the assembly line. The trolley consists of metal vices which hold the beam. End clip

(to provide hole for greasing), circlip (to avoid leakage of grease) is attached at station 1. Brake clip is also

attached here which constraints the rotation of the stub axle. Then on station 2 greasing of the stub axle is

done. Hub is attached on station 3 and locked by lock nut. Brake callipers are attached at station 4. After the

assembly is completed here, it is lifted by hoist & tackle and kept on wooden pallets. From here the pallets

are sent for final assembly in the vehicle by the help of forklifts.

Observations from the existing setup:

Hoist-tackle is used for lifting the beam. There are chances of slipping of beam from the tackle.

Shimming stand (Fig.15) is of metal. Care needs to be taken to avoid metal to metal contact.

On trollies of the assembly line, beam is gripped by vices. If vices are tightened too much, it may

damage the beam shape.

Fig. 15 Front Axle

Fig. 16 Shimming Stand Fig. 17 Front Axle stored on pallets

DUAL MASS FLYWHEEL CELL (DMFW)

& TRANSMISSION LINE

A flywheel is a rotating mechanical device that is used to store

rotational energy. Flywheels have a significant moment of inertia

and thus resist changes in rotational speed. The amount of energy

stored in a flywheel is proportional to the square of its rotational

speed. Energy is transferred to a flywheel by applying torque to it,

thereby increasing its rotational speed, and hence its stored energy.

Conversely, a flywheel releases stored energy by applying torque to

a mechanical load, thereby decreasing its rotational speed.

Firstly flywheel parts such as sealing cover, hub plate, retaining plate ,disc plate ,hub, timing plate, ring gear

,bow spring inner, bow spring outer are brought to the DMFW cell units with the help of trolley.

Then manually, the parts are lifted and kept on the various machine such as electron beam welding,

induction heater, torque tester, grease stabilising unit for various operations for the assembly of flywheel.

After the assembly, flywheel is taken for the final assembly of engine with the help of trolley.

A machine consists of a power source and a power transmission system, which provides controlled

application of power. Often transmission refers simply to the gearbox that uses gears and gear trains to

provide speed and torque conversions from a rotating power source to another device.

Observations from the existing setup:

The input/primary discs come on trolley stacked together on rods. Although not significant but there

is partial metal to metal contact between the discs. This can be observed in fig. 18.

Since the parts are light, can be handled safely by worker. Material handling on this assembly line is safe

and statisfactory.

Flowchart of E21 6-Speed Gearbox assembly

Fig. 17 Flywheel

Fig. 19 Flywheel parts on trolleyFig. 20 Flywheel discs on trolley

E21 6-Speed Gearbox assembly

Store

Main Housing in pallets

Assembly line (Station 1)

Station 2

Station 3

Station 4

Station 5

Main housing comes in pallets from the store. The housing is mounted on trolley which moves on the

assembly line. The trolley moves on rails

made on the floor.

At station 1, lay shaft is meshed with the

main shaft of the gearbox in the housing.

Lay shaft is the shaft which contains gears

but does not transmit the primary drive of

the gearbox, in or out of it. These two

shafts are lifted by hoist and tackle

designed for them. An input shaft is then

lifted by hoist and tackle and meshed with

the main shaft of the gearbox. The input

shaft can be seen in left hand side of fig. 16

At station 2, Oil pump for oil circulation and a connection plate to hold the input shaft on the housing is

attached. Shimming is also done here. In shimming, a shim as shown in fig.17 is used to reduce clearance

between shaft and bearing races. Input shaft is heated for attaching races on the input shaft. At station 3, rear

cover with range group (Planetary gear system) with 4 planet gears is attached.

Gear shifting mechanism is attached on station 4. Then final oil testing is done

on station 5. The gear box assembly moves on trolley throughout the assembly

line.

Observations from the existing setup

The trolley moves on rails which consume floor space. This space can

be regained and used in other ways.

Lay shaft, main shaft are lifted by hoist and tackle. This may introduce

metal to metal contact with gears of the shaft.

The assembly line seems to be good in terms of

material handling with minimum amount of metal

to metal contact.

Machinery Observed

CNC Machines: BFW HMC (Bharat Fritz Werner,

Horizontal Machine Centre) 650HESeries[5 ]

Fig. 20 Front Axle stored on pallets

Fig. 21 A Shim

Fig. 23 Planetary gear system

This CNC machine is a two axis machine with an ATC (Automatic Tool Changer) capable of holding 40

tools at a time. It has two worktables which increases the productivity. While the worker loads the

component on one worktable, the component on other table gets machined. There is an automatic chip

conveyor which collects chips from the machining zone. It has 40 m/min of rapid traverse rate and feed rate

varying between 1-20 m/min.

Crankshaft balancing machine: This machine is used to balance rotating mass of the crankshaft to reduce

its vibrations. The worker loads the crankshaft on the machine. Then it is made to rotate at a particular RPM.

Two encoders measure the unbalanced weights on disc side and the flywheel side of the crankshaft. Two

drills remove material automatically from the two sides using information received by encoders. This

encoders are designed by company

named ABRO, a world leader in dynamic

balancing. After material removal again

the crankshaft is made to rotate and same

procedure is followed until the crankshaft

is balanced to required precision.

Suggestions for better material

handling

Accumulation Roller Conveyor : The accumulation roller conveyor is used as a zero-pressure

conveyor for transport units. Rollers are stopped specifically to avoid collision when one transport

unit comes to a standstill. Accumulation roller conveyors are ideally used in areas where there are

risks of jams and in buffer zones. Accumulation roller conveyors may be driven by a powered belt

or by motor rollers. Single conveyor segments are disconnected if the next segment is occupied by a

transport unit. Rollers are rubberised avoiding metal to metal contact between the rollers and

moving product.

Curved Conveyors

Rubberised

Rollers

Curves : Within live or accumulation

roller conveyors, curves are used for

turning totes while guaranteeing a

continuous flow. SCHAEFER Motor

Rollers (SMRs) has also made possible

to create an accumulation area in the curves. Based on three basic curve segments, it is possible to

build eleven different curves within a range of 30° to 180°. By combining different curve segments,

it is also possible to build S-curves. Turning is easy with these curves and less time consuming than

rotating tables.

Macdonald Humfrey & Exmac Automation Ltd. created assembly line for engines :

MacDonald Humfrey Automation (MHA) and sister company Exmac Automation have joined forces

to help automotive engineering specialist Ricardo create a state-of-the-art 600 square metre assembly

facility to build its first ever high-performance engine at Ricardo’s Technical Centre in West Sussex.

Providing a near cleanroom production environment the facility has the capacity to produce 4000

engines annually across two daily shifts.

o Its core is a ten-station vertical conveyor mini-line supported by incoming materials

inspection and line-side delivery of components. Each station is equipped with a

sophisticated MacDonald Humfrey ‘Human Machine Interface’ (HMI) providing guidance

to each operator on the precise sequence of operations required at each stage of assembly to

ensure ‘No Fault Forward’ (NFF) assembly. Tools at each station are instrumented to

provide data directly into a central warranty database for each engine, providing complete

finished product traceability.

o Each line station is interlocked via its HMI to ensure that all operations and checks have been

successfully completed and recorded before the line can be indexed and the engine moved

forward to the next station.

o To meet the specification within the space available Exmac designed a compact 10-station

back-to-back manual line that takes up very little floor space in the new building. The system

allows Ricardo to load engine blocks onto the line and rotate them at any of the stations, and

indexes manually to allow greater control over the assembly process.

o Engine blocks are fixed to lightweight trolleys using a vertically mounted slew ring and

quick release plate, that allows it to be rotated through 360 degrees whilst is locked in place

to allow complete access for operators. Engines start their build sequence at station 1 and

when all assembly functions are completed the control system allows a stop to retract for the

operator to push the trolley (running in a steel track) to a holding position until station 2 is

clear. The trolley is then pushed to station 2 where it is again held in place for that station’s

assembly functions to be carried out …….and so on to station 10.

o A latched turn-post at each end of the line (providing a swing-gate effect) allows trolleys be

re-directed to the opposite side of the line after assembly operations at station 5 are

completed. When a trolley reaches station 10 the engine block has been transformed into a

fully assembled, complete engine.

o The Exmac-designed mechanical locking systems locate and secure trolleys at each station

until the MacDonald Humfrey HMI system confirms that operators have completed all

required tasks at each station, and assembly can continue on a no-faults-forward basis.

o If an engine needs to be reworked, trolley and engine can be moved to a holding position at

the end of the line. When work is completed, both are returned to station 1 (via the turntable

if necessary) and then moved to the appropriate station to allow the engine to continue its

build programme.

o The bespoke MHA Human Machine Interface’ provides Ricardo production engineers with a

list of operations that they can vary and configure themselves. For example, not only are they

able to set task-by-task instructions showing assembly operators how to build the engine, they

also include time allocated to each task, DC tooling operations, air tests, and gasket glue

plotting. In addition, the HMI integrates all operations and confirms – with a time and date

stamp – that all tasks have been completed. Effectively this means that every single operation

– including every bolt to be tightened – has its own programme! Detailed on-screen

information and visual aids are shown at each of the ten stations and data is fed to an MHA

pick-to-light system to ensure efficient error-proof component picking.

Observations from this assembly line:

Floor space is regained.

Better and easy handling.

All processes to be done on a station are ensured by HMI.

Fixed process time at each station.

No fault basis.

This technique may be used in OM611 Engine assembly line where trollies run on rails mounted on floor. It

will recover the floor space and provide better handling.

References

1. Common rail, Wikipedia.org from < http://en.wikipedia.org/wiki/Common_rail >

2. Cisco-eagle, cisco-eagle.com , 888-877-3861 from < http://www.cisco-eagle.com/catalog/c-

3206-accumulation-conveyor.aspx >

3. Exmac Automation, exmacautomation.co.uk from <

http://www.exmacautomation.co.uk/macdonald-humfrey-and-exmac-create-the-assembly-line-for-a-

new-high-performance-engine-at-ricardo/ >

4. Linde Material Handling (UK) Ltd., www.linde-mh.co.uk from <

http://www.linde-mh.co.uk/media/country_site_uk/pdf/materials_handling_facts_and_goootruck_guid

e_1_07.pdf >

5. Bharat Fritz Werner Ltd. (Kothari Group), www.bfwindia.com from

< http://www.bfwindia.com/BBB/products/pdf/unicorn.pdf >