INPLANT TRAINING

NAME: GOKUL R, AFRITH NOOR M

DEPARTMENT: MECHANICAL ENGINEERING

SNS COLLEGE OF TECHNOLOGY-COIMBATORE

PERIOD OF TRAINING: [05-12-2017 – 09-12-2017]

SUBMITTED TO

MR T L REX PETER

(SENIOR MANAGER)

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 CONTENT
S.NO TOPIC PAGE
1 HISTORY 03
2 SHOP 6 ENGINE CASING AND CAM FINISHING 08
 CYLINDER HEAD 08
 CYLINDER BLOCK 10
 CAM SHAFT 12
3 SHOP 1 ZFGB ASSEMBLY 15
 IN HOUSE MADE GEAR BOX 15
 GEAR MANUFACTURING 17
4 SHOP 5 ENGINE ASSEMBLY 18
 ENGINE ASSEMBLY PROCESS 18
5 CHASSIS ASSEMBLY 19
 CHASSIS ASSEMBLY PROCESS 19
6 SHOP 2 TESTING 20
 TESTING PROCESS 20
7 QUALITY IMPROVEMENT IN ENGINE ASSEMBLY 21

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 HISTORY
1948

 The birth of Ashok Motors

1949

 The first A40 assembled

1950

 Ashok Motors and Leyland, UK agree to collaborate

1951

 Assembly of Leyland chassis commences

1954

 Government approval for manufacture of commercial vehicles

1955

 Ashok Motors becomes Ashok Leyland

1967

 India’s first double-decker arrives

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1969

 A revolution in steering

1970

 A specially designed vehicle for the Indian Army

1972

 Production target upped to 10,000 vehicles a year

1974

 Turnover tops Rs. 1,000 million

1976

 The Viking appears

1978

 A Cheetah bounds into the frame

1980

 Hosur plant starts operations

 Two major new truck introductions

1982

 India’s first Vestibule bus introduced

 Manufacturing footprint expands northwards

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1990

 Technical Centre ready

1993

 First Indian auto company to receive ISO 9002 certification

1995

 First driver training facility set up

1996

 Hosur Plant II inaugurated

1997

 The Stallion rides for the Indian Army

 India’s first CNG bus launched

2002

 Another innovation in alternate fuel technology

2005

 A Stag crosses the border

 First Indian auto company to receive BS 7799 certification

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2006

 Acquisition of AVIA
 Agreement inked with Ras Al Khaimah Investment Authority

2007

 Joint venture with Continental AG, Germany

 Carrying the dreams of a nation
 Joint Venture with the Alteams Group, Finland

2008

 Joint Venture inked with John Deere, USA

 Albonair, GmbH established

2010

 India’s first Hybrid CNG Plug-in Bus

 Pantnagar plant inaugurated
 The U-Truck platform launch
 Stake in Optare plc.

2011

 A full range player with DOST

 Enters the construction equipment space

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2012

 Jan Bus
 U-3723

2013

 Neptune Engine
 BOSS
 STILE

2014

 CAPTAIN
 MiTR Bus
 Partner Truck

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 SHOP 6: ENGINE CASING AND CAM FINISHING
1. CYLINDER HEAD
2. CYLINDER BLOCK
3. CAM SHAFT

1. CYLINDER HEAD

 A cylinder head is the closed end of a cylinder.

 It sits above the cylinder block, closing the top of the cylinder and forming the combustion
chamber.
 The cylinder head coordinates airflow in and out of the engine.
 Since the cylinder head's chief function is to seal the cylinders properly, insufficient compression
results in the car being difficult to drive.
 To have your cylinder head checked and repaired, talk to Whitehall Auto Service's cylinder head
repair and reconditioning specialists today

ENGINE HEAD MANUFACTUREING PROCESS

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  WASH AND AIR BLOW
 FINISH MILLING
 DRILLING NECESSARY HOLES
 RING PRESSING
 VALVE GUIDE
 FINISHING
 INJECTOR BORING
 WASHING
 HOLE CLOSING
 OIL AND WATER LEAKAGE TEST
 ENGINE NUMBER PRINTING

1. WASH AND AIR BLOW

 The unfinished engine head is loaded in the machine and washed thoroughly and then fully
dried using air blow.

2. FINISH MILLING

 All the flat surface of the engine head is milled thoroughly and then sends to the next process.

3. DRILLING NECESSARY HOLES

 The holes are then drilled in the required position using the machine and checked for any
mistakes manually.

4. RING PRESSING

 The head is passed through the heater and the valve rings are pressed in the required position

5. INJECTOR BORING

The hole for the injector is inaccurate during casting process so the injector is bored to the
required size.

6 WASHING

 The engine is given a rough wash.

7 HOLES CLOSING

 The oil and water holes are fully closer for the purpose of testing.

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8. OIL AND WATER TEST

 The cylinder is inserted inside the oil and water tubes and run for some times to check the
leakages.

9. BLOCK NUMBER PRINTING

 The block is checked for any error manually and then the block number is printed.

2. CYLINDER BLOCK:

 Engine Blocks also called as Cylinder Blocks are the large casings that contain the Cylinder and its
internal components, intake and exhaust passages, coolant passages, crankcases, and other
internal components.
 As vehicles become more advanced and efficient, the classic Engine Block is becoming less and
less recognizable.
 This part is designed to be extremely strong and sturdy, because its failure results in failure of
the car, which will not function until the engine block is replaced or repaired.
 Additionally, the engine block transfers heat from friction to the atmosphere and engine
coolant.
 The material selected for the engine block is either gray cast iron or aluminum alloy.
 Both of these metals have good thermal conductivity and fluidity in the molten stat

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CYLINDER BLOCK PROCESSING

 RAW MATERIAL
 WASHING
 LEAK TEST
 CAP FIXING
 MARKING
 SEMI FINISH
 CAP FILLING
 BORING
 WASHING
 CYLINDER LINER
 CYLINDER BLOCK NUMBER

1. RAW MATERIAL

 The unprocessed engine block is checked and stored in the ware house

2. WASHING

 The cylinder head is fully washed to remove the dust particles and impurities

3. LEAK TEST

 Water and oil tubes are inserted in the holes and checked for any leakages

4. CAP FIXING

 The exhaust manifold holes are blocked by fixing the cap temporally to finish the other
machining process
 This will be removed once the machining process is completed and ready to be assembled

5. MARKING

 The side of the cylinder are marked to match the cylinder cap

6. SEMI FINISHING

 The cylinder block is machined roughly an all sides to give a semi finish

7. BORING

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  The crank shaft and cam shaft holes are bored to the required dimensions with the tolerance of
+30 and -15 for the cam and the crank respectively

8. WASHING

 The component is fully washed and then inspected thoroughly and cleared for the engine
assembly

9 .CYLINDER LINER

 The cylinder bore is measured and according to the size of the bore the cylinder liner is inserted
with the variation in microns

10. CYLINDER BLOCK NUMBER

 After finial inspection the cylinder block is marked with the unique number

3. CAM SHAFT

 The camshaft is connected to the engine's crankshaft by the timing belt.

 The timing belt and the camshaft work together to open the valves in coordination with the
stroking of the pistons.
 Timing belts must be checked and adjusted regularly.
 When a timing belt breaks, the camshaft stops spinning.
 When this occurs, pistons can strike a valve while it is closed, functionally destroying the
engine.

MACHINING PROCESS

 RAW MATERIAL
 FACING AND CENTERING ON BOTH SIDES
 STRAITENING

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  TURNING
 KEYWAY TURNING
 CAM MILLING
 CENTER DRILL
 JOURNAL FINISHING
 WASHING
 HARDENING AND TEMPERING
 STRAITENING
 JOURNAL AND GEAR DIA GRINDING
 CAM GRINDING
 INSPECTION
 DEBUR
 CRACK INSPECTION
 CAM FINISHING (LAPPING)
 PHOSPHATING
 JOURNAL LAPPING
 WASHING
 PROTECTIVE COAT APPLYING

1. FACING AND CENTERING ON BOTH SIDE

 The freshly casted cam is faced fully on one process and then checked for its centre on both
sides

2. STRAITENING

 The cam is held between the centers and sensor check for is straightness, if any found is bend
with the machine and again checked for the straightness and cleared for the next process

3. TURNING

 Journal one and journal two are turned roughly and journal diameter is grooved
 Journal three is fully turned and finished and cam sides are semi finished

4. KEYWAY TURNING

 The keyway is turned in the journal of the cam

5. CAM MILLING

 All the cams are milled on the surface with the required dimensions and checked
 This is the semi finishing process

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6. CENTER DRILL

 The cam is drilled at the centre throughout the length for holding purpose. It is drilled at the two
cams shaft per machining

7. JOURNAL FINISHING

 All the journals drilled hole for the oil flow

 The journal holes are then given thread

8. WASHING

 The cam is thoroughly washed to remove the chips and impurities

9. HARDENING AND TEMPERING

 For the ENO engine cam shaft , it is fully heated at 600 degree Celsius and cooled suddenly
 For the NEPTUNE engine cam shaft, its process is same except the hardening and tempering are
done separately

10. STRAIGHTENING

 The cam shaft on the hardening and tempering process may bend , so the cam shaft is again
checked for the straightness with the tolerance of + or – 10 microns

11. JOURNAL AND GEAR DIA GRINDING

 The journal and gear dia are ground for its smoothness and surface finish
 The grinding wheels are changed for every 400 cam shaft grinding process

12. CAM GRINDING

 The cam is ground very finely with the tolerance of + or – 10 microns

 The grinding wheel is changed for every 250 cam shaft grinding process

13. INSPECTIONS

 The intake and exhaust height are checked for errors, if any error is found its is re machined

14. DEBUR

 The cam shaft is machined to remove the bur using metal brush

15. CRACK INSPECTION

 The cam shaft is kept in a dark enclosure and magnetic power is spread over a cam shaft and UV
rays are passed on it. This shows the crack in the cam shaft if any
 After inspection the cam shaft is passed through the demagnetizer

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16. CAM FINISHING

 The cam is lapped over using the sand paper to give the finish

17. PHOSPHATING

 The cam shaft is given the phosphate coat for the purpose of rust prevention and journal finish

18. WASHING AND FINISHING

 The cam shaft is washed for any hard impurities and then given a protective coat.

SHOP 1 : ZFGB ASSEMBLLY

IN HOUSE MADE GEAR BOX

 GEAR BOX CASING

 SLIDING SLEEVE 1/2
 SLIDING SLEEVE 3/4
 SLIDING SLEEVE 5/6
 SYNCHRO RING 1/2
 SYNCHRO RING 3/4
 SYNCHRO RING 5/6
 SYNCHRO HUB 1/2
 SYNCHRO HUB 3/4
 SYNCHRO HUB 5/6

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 FIXED DOG CLUTCH REVERSE
 GEAR 1 ON MAIN SHAFT
 GEAR 2 ON MAIN SHAFT
 GEAR 3 ON MAIN SHAFT
 GEAR 4 ON MAIN SHAFT
 GEAR 5 ON MAIN SHAFT

 GEAR 1 ON LAY SHAFT

 GEAR 2 ON LAY SHAFT
 GEAR 3 ON LAY SHAFT
 GEAR 4 ON LAY SHAFT
 GEAR 5 ON LAY SHAFT

 MAIN SHAFT,INPUT SHAFT ,LAY SHAFT

 REVERSE IDLER
 CONSTANT MESH GEAR ON LAY SHAFT

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  SYNCHRO CONE 2 , 3/4 , 5/6

GEAR MANUFACTURING

 GEAR HOBBING

 WASHING
 GRINDING

SHOP 5:ENGINE ASSEMBLY

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ENGINE ASSEMBLY PROCESS

 FITMENT OF CRANK SHAFT

 CRANK SHAFT TORQUE TIGHTENING
 FITMENT OF DOWEL AND IDLER SHAFT
 FITMENT OF OIL PUMP AND TIMING BACK PLATE
 IDLER FITMENT
 FITMENT OF FLYWHEEL AND TORQUE TIGHTENING
 FUEL SEAL PRESSING AND LEAK CHECKING
 FITMENT OF TG CASE AND FIP
 TG CASE AND DAMP TIGHTENING
 FITMENT OF LUBE OIL PIPES AND BRACKETS
 FITMENT OF SUMP
 FITMENT OF CYLINDER HEAD SUB ASSEMBLY
 FITMENT OF OIL COOLER ASSEMBLY
 TIGHTENING OF CYLINDER HEAD MTG BOLTS
 FITMENT OF ROCKER SHAFT AND TORQUE TIGHTENING
 FITMRENT OF EXHAUST MANIFOLD
 TAPPET SETTING
 FITMENT OF IMF AND COOLENT PUMP
 FITMENT OF INJECTOR PIPES
 AIR COMPRESSER AND COOLANT PUMP PULLY FITMENT
 ALTERNATER, FAN BELT, ROCKER COVER FITMENT
 STATER MOTOR FITMENT

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 CHASSIS ASSEMBLY

CHASSIS ASSEMBLY PROCESS

 FRAME LOADING
 FRONT AXLE MOUNTING
 REAR AXLE MOUNTING
 AXLE TORQUING-DRIVE SHAFT FIXING
 SILENCER MOUNTING
 CHASSIS TURN OVER
 FUEL TANK MOUNTING
 BATTERY MOUNTING

 ENGINE MOUNTING
 RADIATOR MOUNTING

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  OIL FILLING
 CAB MOUNTING
 ELECTRICAL FITMENT
 WHEEL MOUNTING
 WHEEL TORQING
 VEHICLE STARING
 OFF TRACK

SHOP 2: TESTING

TESTING PROCESS

 SIDE SLIP TESTER

 STEERING TURN TESTER
 HEAD LAMP ALIGNMENT
 MAX BRAKE TEST
 ROLL TESTER
 ENGINE TESTING

QUALITY IMPROMENT AT ENGINE ASSEMBLY

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 COMPLAINT: CRANK SHAFT SENSOR ENTERING HAS IN SENSOR PLACE
 CAUSE : O RING INTERFERENCE IS MORE WITH THE INLET DIA OF SENSOR PLACE
 IMPROVEMENT: SENSOR HOLE INLET DIA INCREASED BY 0.3MM TO REDUCE THE O RING
INTERFERENCE

 COMPLAINT : COOLANT LEAK FROM COOLANT ELBOW

 CAUSE:DISLOCATION OF COOLANT ELBOW O RING FROM THE SEATING GROOVE
 IMPROVEMENT:ELIMINATION OF ANABOND SEALANT APPLICATION INSIDE TO ORING GROOVE
TO AVOID DISLOCATION FROM THE GROOVE

 COMPLAINT : EXHAUST GAS LEAKAGE FROM EMF

 CAUSE: NON FITMENT OF EMF GASKET AT THE PARTICULAR STAGE
 IMPROVEMENT: LUG INTRODUCTION IN EMF GASKET

 COMPLAINT : TRIGGER WHEEL CIRCLIP EYE BROKEN FIELD FAILURE

 CAUSE: CONCENTRATION OF STEADY ON SINGLE POINT LOADING TO FAILURE
 IMPROVEMENT: FLIP DRIVER HOUSING ESK REVERSED 640965 TRIGGERED WHEEL CIRCLIP
SHUOLD BE OPPOSITE TO THE PLOT FOF COUPLING

 COMPLAINT : EMF NUT LOOSE IUMTN CUSTOMER COMPLAINT

 CAUSE: TIGHTENING OPERATION INEFFECTIVE AT THE CONCENTRATION STAGE
 IMPROVEMENT: WIFI INTERGATED TORUE WRENCH(POKA YOKE) TIGHTENING INTRODUCED AT
THE STAGE

 COMPLAINT : DAMPER PULLEY MOUNTING BOLT LOOSE FILAMENT

 CAUSE: TIGHTENING OPERATION INEFFECTIVE AT THE CONCENTRATION STAGE
 IMPROVEMENT: INTRODUCTION OF DC NUT RUNNER (POKA YOKE) IS PLACED OF MANUAL
TIGHTENING

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 COMPLAINT: CAM ANGLE EXIT ERROR FROM CUSTOMER END
 CAUSE: WRONG FILAMENT OF 4D TRIGGERING WHEEL IN 6D ENGINE
 IMPROVEMENT: ERROR DATA SET MODIFIED WITH THE INTERLOCK FOR PO341 ERROR

 COMPLAINT: UNABLE TO FIT ALTERNATE BRACKET OVER THE COOLANT ELBOW

 CAUSE: ALTERNATE BRACKET FOULING WITH CASING OF COOLANT ELBOW X1900322
 IMPROVEMENT: CA-0001575 RELEASED WITH INTRODUCTION OF MILLING WITH RESPECT TO
MOUNTING HOLES THREAD TO AVOID FOULING

 COMPLAINT: OIL LEAKAGE FROM TURBO INLET PIPE

 CAUSE: TIGHTENING OPERATION INEFFECTIVE AT THE CONCENTRATION STAGE
 IMPROVEMENT: WIFI INTERGATED TORUE WRENCH(POKA YOKE) TIGHTENING INTRODUCED AT
THE STAGE

 COMPLAINT: UNABLE TO FIT AIR COMPRESSOR COOLANT HOSE(BS781205) IN 3KNE/57 ENGINE

 CAUSE: BANYOI AT BOTH ENDS IN SAME ORIENTATION
 IPMROVEMENT: ERDIN0039289-2.8.17 RELEASED WITH 90DEGREE ORIENTATION CHANGE
BANJIO HOSE FOR EASY MANUFACTURING

 COMPLAINT: THERMOSTAT STEAM LOOK- COOLANT LEAK

 CAUSE: THERMOSTATOR STEAM O RING DAMAGE WHILE DOING SUB ASSEMBLY
 IPMROVEMENT: O RING FILAMENT DOLLY TOOL NATURAL CHANGE FROM METAL TO O RING

 COMPLAINT: VISCOUS DAMPER ENTERING HARD

 CAUSE: CHAMFER DIMENSION IN APPROXIMATE BETWEEN HUB DAMPER AND VISCOUS
DAMPER
 IMPROVEMENT: ENTRY CHAMFER DIMENSION REVERSED IN ORDER TO ELIMINATE HARD ENTRY
WIDE CA-0002213 DATED ON 11.07.2017.

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