FOUR MONTHS INDUSTRIAL TRAINING

(Industrial Oriented Project Training)

Project Report on
"Elimination of Dust Particles in Engine block in engine shop"

At
SML ISUZU LTD.

ROPAR
Submitted in partial fulfillment of the requirement for the award of the degree
of
Bachelor of Technology
(Mechanical Engineering)
SESSION 2015-2019
Submitted By:-
ARUN VERMA

Roll no- 11503031

DEPARTMENT OF MECHANICAL ENGINEERING

UNIVERSITY COLLEGE OF ENGG. (UCOE)
PUNJABI UNIVERSITY, PATIALA
1
Certificate of Training

2
 PREFACE

“NO LEARNING CAN BE COMPLETED WITHOUT PREFACE”

As a part of our curriculum for Bachelor of Mechanical Engineering , I am

required to undergo industrial training. The objective of this training is to gain an
inside information about the functioning of technical departments with respect to an
organization. The practical orientation of technical student is must to quality as
potential engineer.

I got an opportunity to undergo this training in esteemed organization like SML

ISUZU Limited Asron.

Entering in the industry is like steeping into the world ever concept which is
taught in the class room is practical in different dimensions in the industry and the
study on the subject practice in the organization gives a deep insight into the
practical side of technique and industry itself.

3
 ACKNOWLEDGEMENT

I would like to place on record my deep sense of gratitude to Er. Rajwant Singh for
his generous guidance, help, useful suggestions and continuous encouragement.
I am extremely thankful to Dr. Jasminder Singh Dureja, Training Coordinator
University College of Engineering (UCOE), Punjabi University Patiala and
Management for providing encouragement and allowing me to work in SML ISUZU
& supporting and guiding me regarding the same.
I am extremely thankful to Dr. Inderpreet Singh Ahuja, HOD, Mechanical
Engineering, University College of Engineering (UCOE), Punjabi University Patiala
for valuable suggestions and motivation.
I am also thankful to all my Teachers who have taught me throughout my Degree and
the Training & placement officers of University College of Engineering (UCOE),
Punjabi University Patiala for providing the opportunity to get the knowledge.

Signature of Student

4
 LIST OF TABLES

S.NO CONTENT PAGE NO.

1.0 PIE CHART OF SHARE HOLDING PATTER 10

1.2.0 ORGANIZATIONAL SETUP FLOW CHART 11
1.2.1 DIAGRAM OF SML ISUZU PLANT FLOW 12
CHART
2.2 TYPES OF ENGINE 16
2.3 ENGINE MODELS 17
2.4 ENGINE SPECIFICATIONS 18

5
 LIST OF FIGURES
S.NO CONTENT PAGE NO.
1.2 VEHICLES PRODUCED AT SML ISUZU 13
LIMITED
1.3 VEHICLES PRODUCED AT SML ISUZU 14
LIMITED
3.0 WASHING PROCESS 19
3.1 STATION E-1 20-21
3.4,3.5 STATION E-2 22
3.7 STATION E-2.1 23
3.8,3.9 STATION E-3 24-25
3.11 STATION E-4 26
3.12,3.13 STATION E-5 27
3.14 STATION E-6 28
3.15 STATION E-7 29
3.16 STATION E-7.1 30
3.17,3.18 STATION E-8 31
3.19 STATION E-9 32
3.20 STATION E-9.1 33
3.21,3.22 STATION E-10 34
3.23 STATION E-11 35
3.24,3.25 STATION E-12 36
3.26 STATION E-13 37
3.27 STATION E-14 38
3.28 STATION E-15 39
3.29 STATION E-16 40
4.0 HOT BED ENGINETESTING 41
4.31 PERFORMANCE ENGINE TESTING 42
5.0 AUDITING OF ENGINE 43
6
 CONTENT

 Project Report
5.1 Auditing Of Engine
5.2 Elimination of dust Particles in Engine Blocks while assembling in
Engine Shop.
 Theme, Target
 Introduction
• Problem Definition
 Observation (Cause and Effect Level Diagram)
 Process Failure Mode and Effect Analysis(PFME)
 Rejected Parts(NOT OK)
 Engine Failure Causes
 Crankshaft Run Out Data
 Solution and Recommendations
 Development of the Solution
 Benefits
 Conclusion
 Bibliography

7
`1.3 COMPANY PROFILE
SML ISUZU was promoted in 5th October 1984 in technical and financial collaboration With Punjab
tractors limited, Mazda motors corporation and Sumitomo motors corporation, Japan for
manufacturing of light commercial vehicles (LCV’s). SML ISUZU represents two powerful brands:
SWARAJ- symbolizing best Indian technology and engineering.

Mazda Motors Corporation of Japan, established in 1920, is an enterprise of international repute.

Mazda started manufacturing trucks as back in1931. Today this enterprise has the distinction in
being the only company in the world producing petrol and diesel engine as well as the revolutionary
rotary engines. Mazda is ever seeing the new areas of product excellence and innovation. It adheres
audaciously to 2000 check point before declaring any vehicle road worthy. The use of robots, latest
technology and world class production enables Mazda to produce vehicles of outstanding quality and
performance. No wonder SML ISUZU has won appreciations all over the world for the quality
products that are rolling out its plant.

The assembly unit of SML ISUZU limited is located at village Asron district Nawanshahar (Punjab)
near the city of Ropar and at a distance of 40kms from the capital city of Chandigarh the plant has a
captivating site. It spread over a quaint, sprawling 100 acres of land ringed by shiwalik hills on the
three of its sides and river Satluj on the other. The desolate slit hill has been leveled for construction.
The construction at this Rs.50 crores plant, commenced on 16th January 1985.work mat the plant at a
great tempo and the first vehicles rolled out at the production line in a record time of one year of
laying the foundation stone.

To ensure industrial peace i.e. absence of the strikes and lockouts, SML ISUZU believes in creating
a contented labour force with a very low rate of absenteeism and turn over. Reasonably fair wages
and various perks like subsidized uniform and transport, mess facilities go a long way in creating
identification with the job. Earnestness, sincerity and spirit of corporation pervade the entire
atmosphere of the company.

No politics of confrontation is found in SML ISUZU. Problems if any are sorted out through mutual
negotiations in an amiable atmosphere of give and take. These positive steps have been instrumental
in evolving work ethos. The happy absence of industrial disputes in the enterprise speaks volumes
for the success of these and cultivation of work culture. Work culture of work ethos is given high
priority. It is fully recognized that the objective of the enterprise – higher and higher production,
productivity and indigenization can be attainted through commitment in to commonness of goal in

8
each and every member of SML ISUZU family. The entire planning is undertaken in such a way as
to inculcate the spirit of dedication in each member whether he is a semi-skilled worker or belongs to
the managerial cadre.

The LCV’s are manufactured in five colours- Santos red, Nile blue, Light Beige, White and Golden
Yellow. In addition to this other colours can be made on demand. The most distinguish feature of
these vehicle is that beneath the design and sleek looks are the study box section tubular crossed
braced chassis. The chassis are more than three times stronger than other vehicle on the road. SML
ISUZU vehicles are not only stronger on the road but also fuel efficient. Fully loaded they give an
average of 13.5 Km/l at 45 Km/hr. A hydraulic assisted diaphragm reduces the clutch pressure by 37
percent. A low RPM high torque engine assures long life and hanging speed for uphill driving. A
spacious three seater cab with three level air vents make the cab extremely comfortable and driving a
treat. A short turning radius gives SML ISUZU an excellent maneuverability and congested and hill
roads.

Prominent among the load carriers SML ISUZU is also manufacturing:

 4 wheel drives;
 Extend wheel base long chassis mini buses which carry up to 44 passengers;
 Deluxe buses carries up to 40 passengers ;
 Ambulance developed with active involvement of senior specialist from post graduate
institute of medical science and research, Chandigarh
 Hydraulic operated dumpers;
 Dual cabin load carriers;
 Integrated garbage collection and disposal system for urban centres

SML ISUZU vehicles population today stands over 70,000. SML ISUZU gives due attention to the
marketing part and the employees are highly qualified and trained to fit the job.

9
1.4 SHARE HOLDING PATTERN

Sumitomo corporation, Japan 55.96%

ISUZU motors limited 4.00%

MFNB 9.10%

FLL’s 5.85%

Public 25.08%

Public, 25.08

Sumitomo
FLL’s, 5.85 corporation, Japan
, 55.96
MFNB, 9.1

ISUZU motors
limited, 4

Pie Chart for share holding pattern

Fig 1.0

10
1.2. 0 ORGANIZATIONAL SETUP FLOW CHART

Managing director Executive director

Vice president
Associate Vice president

General Manager
Deputy General Manager

Senior Manager Chief Manager

Manager

Assistant Manager

Engineer Senior engineer

JuniorEngineer Assistant Engineer

Fig no 1.0

11
 1.2.1Flow Diagram of the SML ISUZU Plant

ENGINE BODY CABIN CABIN & CARGO

ASSEMBLY SHOP WELDING ASSY &PAINTING

CABIN PRE
ENGINE LONG MEMBER PARTS FROM TREATMENT CARGO BOX
COMPONENTS FROM STORAGE STORE & BLACK FROM STORE
WASHING MACHINE DIPPING

TEMPORARY PART FLOOR BAKING CARGO BOX

ENGINE ASSEMBLY SETTING ASSEMBLY. ASSEMBLY
AND TESTING

SEALANT SLEEPER
TACK/FULL CABIN AND PRIMER ASSEMBLY
T/M ASSY WELDING ASSEMBLY APPLICATION
LINE
CARGO
BOXWELDING
STRAIN RELIEVING DOOR BAKING
WELDING
&ASSEMBLY
TRANSMISSION
COMPONENTS FROM FINAL CARGO
WASHING MACHINE FINAL FITTING PAINTING WASHING
AND FINISHING SEALANT
APPLICATION

TRANSMISSION BAKING
ASSEMBLY AND TESTING BAKING
VEHICLE TO PAINT SHOP
ASSEMBLY INSPECTION
LINE FINAL
PAINTING

PAINTED
FRONT/REAR AXLE & PRE DELIVERY CABIN TO
DIFFERENTIAL ASSY. INSPECTION VECH.ASSY.
BAKING

ROAD/SHOWER
TEST CABIN
AXLE COMPONENTS DRESSING INSPECTION
FROM WASHING WITH SUB
MACHINE ASSEMBLY
CARGO BOX
MOUNTING

AXLE ASSY
LINE RUST
PREVENTIVE
APPLICATION

VEHICLE TO
STOCK YARD

12
1.2.2 VEHICLES PRODUCED AT SML ISUZU LIMITED

Fig no-1.2

13
Fig no-1.3

14
2.0 ASSEMBLY LINE
ENGINE SHOP

The engine is a device that is used to convert chemical energy of fuel into heat energy and this energy is
then converted into useful work. The engine provides the motive power for the various functions which
the vehicle or any part of it may be required to perform.

Ideally, most engines used in vehicles are of internal combustion type. The internal combustion engines
are further classified according to the following considerations:-

1.Engine Cycle:-Based on the engine4 cycle an I.C. engine may run on Otto cycle or Diesel cycle.
2. Number of Strokes:- Based on strokes the engines are classified as two stroke engine and four stroke
engine.
3.Fuel Used:- Based on fuel used the engines are classified as Petrol engine, Diesel engine, C.N.G.
engine.
4.Type of Ignition:- The fuel inside the cylinder after compression has to be ignited. The ignition system
usedin I.C. engines are of two types, spark ignition (S.I.) and compression ignition (C.I.).
5.Number and Arrangement of Cylinders:- Based on number and arrangement of cylinders the engines
are classified as:
 Single cylinder engine
 Two cylinder engine – Inline Vertical type, V type, Opposed Type
 Three Cylinder engine
 Four cylinder engine – Inline Vertical type, V type, Opposed Type
 Six and Eight cylinder engine
 Radial engine
 Valve Arrangement:-The valve arrangement I.C. engines are- Side valve type, Overhead valve
type.
1.Type of Cooling:- Based on adopted mode of cooling the engines are of two types
 Air cooled engine
 Water cooled engine
 Oil cooled engine

15
2.1 ENGINES MADE AT SML ISUZU LIMTED

The SML ISUZU assembles following types of engines:-

 Euro -III
 Euro-IV
 C.N.G.

2.2 The Basic Differences Between These Engines Are As Follows:-

S. No. Euro -III Euro-IV C.N.G.

1 In Euro-III engine In Euro-IV engine In C.N.G engine

hole for feed pump the block does not the block does not
are provided on the have a hole for feed have a hole for
back of engine pump feed pump
block.
2 In this fuel injection In this fuel injection In C.N.G. engine
pump used is of pump used is of distributer is used
rotary and electronic fully electronic type
type

3 Here nozzles have Here nozzles have 6 In C.N.G. engine

very small holes for small holes for spark plug is used
spraying diesel spraying diesel

16
 2.3 ENGINE MODELS

ENGINES PARTS DESCRIPTIONS

S.NO COMPONENTS ENGINE TYPES

EURO-III EURO-IV CNG

1 CYLINDER Have FP Hole Have CRDI Dont Have Feed

BLOCK Pump Hole
2 FIP (FUEL Distributer Type HPP N.A
INJECTION
PUMP)
3 OIL JET N.A
Same in Two Models

4 FLYWHEEL Simple 61 Holes Same As E-Iv

Flywheel Flywh And
Sensor Type
5 TURBOCHARGE Have Turbo Same As E-III Dont Have

6 INTAKE Simple
MANIFOLD
7 EXHAUST Exhaust Designee Diff Simple Exhaust
MANIFOLD Manifold Then Euro-III Manifold
Modified To
Mount TC
8 T-CONNECTER Simple T- Designee Diff
Connecter Then Euro-III N.A

17
S.NO COMPONENTS ENGINE TYPES
EURO-III EURO-IV CNG

9 FEED PUMP Operated By

Engine Have CRDI N.A
Camshaft
10 INJECTOR Pressure 200 Pressure N.A
Bar 260bar
11 EGR COOLER N.A Normal N.A

2.4 ENGINE SPECIFICATIONS

S.NO. MODEL POWER AT TOQURE AT SFC AT

3000RPM 1750 RPM 3000RPM

1 EURO-III 101.88HP 26KGM 188.0 GM/BHP

2 EURO-IV 124.66HP 30KGM 199.6 GM/BHP

3 CNG 72.39HP 20KGM 210.76 GM/BHP

18
3.0 ENGINE ASSEMBLY LINE
3.1Washing Process

The components received from the vendor end cannot be directly used in the engine assembly. For
this purpose, all the components are washed properly and the burr, grease and cutting fluids strains
are effectively removed.

Washing apparatus consist of four washing zones:

1. Magnetic Separator:
Magnetic separation is a process in which small magnetically susceptible burrs are extracted
from engine components using a low intensity magnetic force.
2. Degreasing Zone:
Solvent degreasing is a process in which a cleaning agent is applied directly to the surface by
spraying, brushing, or wiping. This process removes oil, grease, dirt, loose particles, and any
other contaminants that may exist on the surface of the material.

Fig no 3.0

Main washing unit

Characteristics include: cleans almost all electronic assemblies, electrical components, and almost all
metals. Parts are usually dried at an elevated temperature, however usually not below room
temperature. Almost any size or shape of a part can be clean.

19
 3. Compressed Zone:
In this zone, compressed air is used to clean the components of engine. High pressure air is
blown over the engine parts to remove any dust or impurity.
4. Drying Zone:
In this zone, the engine components are dried to remove any chemical impurities present on
the surface by passing components through a high temperature zone.

3.2 Engine assy process stations

3.2.0Station E-1

1. Engine block is washed and cleaned properly. Then it is sent to the main line.

Fig no.-3.1

2. Engine serial number punching is done.

3. Engine is moved on to the trolley and mounted on the trolley with the help of bolts.
4. Liners are fitted to the block. Before putting the blocks inside the block the coding
given on the block is checked.

20
 Fig no.-3.2

5. Engine block is rotated and oil jets are attached to the block. The oil jets are tight and torque
up to a value of 1.20-1.80 kgm.

Fig no.-3.3

6. Eight tappets are put in their holes. These tappets are operated by camshaft which in turn operates
the push rod, the push rod operate the rockers and the rockers operate the valve

21
3.2.1Station E-2.0

1. Here first of all camshaft is inserted in the engine block.

Fig no.-3.4

2. To stop sideways movement of camshaft a thrust plate is bolted on one side of the camshaft.
3. First of all, a sealant is applied to the bolts of the thrust plate and then the thrust plate is bolted
with the help of these bolts. These bolts are tightened up to a torque of 2.3 kgm.
4. Then free movement of camshaft is checked.

Fig no.-3.5

5. Based on this coding and according to the table we are going to put the crankshaft bearing.
6. Before putting the crankshaft in the crankcase the bearings are cleaned properly and oil is put
both on the bearings and the crankshaft. After this, the crankshaft is placed in the crankcase along
with crank gear..

22
 Fig no.-3.6

7. Now key bearing caps are put one by one at their place.
8. To prevent the sideways movement of the crankshaft thrust bearings are inserted in the central
main bearing.
9. Now start tightening up the crankshaft main bearing caps up to a torque of 10-10.7 kgm.
10. All the bolts should have torque marks.
11. Check crankshaft for free movement and end play.
12. Piston assembly is placed according to crank pin depth.

3.2.2Station E-2.1

1. Attachment of a connecting rod to the piston with the help of gudgeon pin.
2. Putting up circlips on both sides of gudgeon pin.
3. Cleaning of connecting rod caps.
4. Placing of connecting rod bearings in connecting rod and cleaning.
5. Check for any dent marks.
6. The pistons for E-I,E-II,E-III and CNG engines differ in the design of crown of the pistons.

23
 Fig no.-3.7

3.2.3Station E-3

1. Selection of piston with depth gauge is done.

2. Note all the four readings.
3. Loose fitment of oil cooler assembly fitment on block.
4. Piston assembly is attached to the crankshaft.

24
 Fig no.-3.8 Fig no.-3.9

5. Connecting rod bolts are tighten up to a torque of 8.2-9.0 kgm.

6. Check end play in connecting rod.
7. Check free movement of crankshaft with piston.
8. Bring the piston on T.D.C. position. Clean the surface of the piston and then place dial gauge
over the piston such that the tip of the dial gauge first touches the piston surface and the dial
gauge shows reading. Note this reading.

Fig no.-3.10

25
 9. Place the dial gauge on the other piston and then note the reading shown by the dial gauge.
10. Now rotate the crankshaft and clean the surface of other two pistons.
11. Place the dial gauge on the piston and take the reading in the similar way as discussed earlier.
12. Compare the values with the table.
13. The gasket is chose according to these readings. Gasket may be green or white.
14. Place the time case assembly on the trolley and move the trolley ahead.

3.2.4Station E-4
1. Matching of spindle idle gear hole to done.
2. Mounting of case timing on block with gasket. Tightening of all the bolts of timing case up to
a torque of 2.3 kgm.
3. Tightening and torquing of filter bolts up to a torque of 2.5 kgm.
4. Cleaning and oiling of spindle gear is done.
5. FIP gasket and setting and adjustment.
6. Timing gears (cam gear and idle gear) are fixed with timing matched. For matching the timing
point A, B and C are matched properly.

Fig no.-3.11

7. Position of waver washer OK.

8. Idle gear thrust plate fitment and torque is done.
9. Torquing of cam gear bolt with thrust washer up to a torque of 6.4-9.6 kgm.

26
3.2.5Station E-5
1. Pressing of oil seal with oil.
2. Timing cover fitment and tightening up of bolts up to a torque of 2.5 kgm.
3. Assembly of water pump gasket and torquing up to 2.5 kgm.
4. Assembling of rear oil seal and torquing up to 2.5 kgm.
5. Fitting of oil pump and tightening of bolts up to a torque of 2.5-3.8 kgm.
6. Fitting of oil pipe with “O” ring.
7. Fitting of bracket of strainer pipe and torquing up to 2.5 kgm.
8. Tightening and torquing of oil pipe up to 2.5 kgm

Fig no.-3.12 Fig no.-3.13

27
3.2.6 Station E-6

1. Put gasket on both sides ,side setting along with sealant.

2. Attachment of front/rear 1/2 seal with sealant.
3. Fitment of oil pan and torque up to 1.7-2.6 kgm.
4. Loose fitting of lower pan or sump with gasket.
5. Tightening & torque of lower pan
6. Fitment of pin tubler on block.

Fig no.-3.14

28
3.2.7Station E-7.0

1. Tighten up the lower pan up to torque of 1.7-2.6 kgm.

2. Fitting of end plate with the help of bolts up to a torque of 3.8-5.3 kgm.

Fig no.-3.15

3. Fix indicator pin on the end plate. Indicator pin is used to indicate the marking (degrees)
provided on the flywheel. This help in dismantling the FIP or adjusting the tappets.
4. Flywheel is bolted over the end plate. the torque of the flywheel is kept between 21-23 kgm.
5. Attachment of disc clutch and cover clutch with guiding tool.
6. Tightening and torque checking of cover clutch bolt
7. Matching of indicator pin with top dead center
8. Piston topping and mark setting.
9. Gasket selection note gasket type ,placing of cylinder head on block push rod fitment .placing
of caps and rocking shaft.

29
3.2.8 Station E-7.1

1. cylinder head stud fitment and tight.

2. Attachment and assembly of inlet manifold with gasket and torque.
3. Attachment of sub assembly of case thermostat with gasket and torque.
4. Tightening and torquing of front and rear engine hanger.
5. Vacuum pipe assembly and torque.
6. Cylinder head bolt tightening with 11+9 bolts.
7. Assy of rocker arm.
8. Attachment of thermostat

Fig no.-3.16
30
3.2.9Station E-8

1. Cleaning of flywheel face.

2. Attachment of cover assembly and clutch assembly with centring tool. Tightening and
torquing of bolts up to 2.6 kgm.
3. Matching of indicator pin with TDC.
4. Putting up of cylinder head gasket as indicated at station E 3.
5. Attachment of cylinder head.
6. Oiling and fitment of crank pulley and torque.

.
Fig no.-3.17 Fig no.-3.18

31
3.2.10Station E-9

SUB ASSEMBLY OF CYLINDER HEAD

1. Cylinder head cleaning.

2. Valve cleaning and paste application.
3. Valve assembly depth measurement note.

Fig no.-3.19

4. Seal fitment
5. Spring fitment and setting.
6. Cotter pins and locking.
7. Valve leakage check with soap solution.

32
3.2.11 Station E-9.1
1. Locate cylinder head bolts after dipping in engine oil.
2. Manual marking on cylinder head bolts and confirmation of tightening by machine and
Tightening of cylinder head bolts which are not tightening by machine.
Tighten up cylinder head bolts up to a torque of 6.0 kgm. Then marking and rotation of bolts 90°+
90°.
3. Torquing of rocker arm nut 1.3-1.7 kgm.

Fig no.-3.20

3. Sub assembly of rocker and oiling, cleaning of cap valve.

4. Oiling of push rod and valve stem.
5. Engine mounting bracket torque.

33
3.2.12Station E-10
1. Tappet clearance setting (inlet valve 0.30 mm, exhaust valve 0.35 mm).
2. Nozzles with ‘O’ ring washer.
3. Assembly of nozzle holder and torque.
4. Assy of nozzle holder and torque
5. Attachment of case thermostat with water sensor

.
Fig no.-3.21 Fig no.-3.22

34
3.2.13Station E-11
1. Fitment of return pipe and clipping.
2. Assembling of fuel filter and torque.
3. Fitment of alternator bracket, alternator, strap and torquing.
4. Fitment of water pump pulley.
5. Cooling fan tightening torque 2.5 kgm.
6. Belt fitment and torque.
7. Assy of vacuum pipe with inlet manifold

Fig no.-3.23

35
 Fig no.-3.24

3.2.14Station E-12
1. Assembly of 810 oil pipe and torquing.
2. Assembly of 560 fuel pipe and torquing
3. Assembly of 880 fuel pipe and torquing.

Fig no.-3.25

4. Attachment of stud of manifold.

5. Movement of empty trolley.
6. Temporary attachment of HPP.

36
3.2.15 Station E-13
1. Placement of engine on trolley.
2. Assembly of stud, heater with gasket and torque up to 2.5 kgm

Fig no.-3.26

3. Attachment and oiling of oil gauge pipe and dipstick.

4. Sub assembly of head cover with sealant.
5. Attachment of cylinder head cover and torque.
6. Attachment of mounting bracket and torquing
7. Attached the three nuts with flange and tightening the stud
8. fitment the gasket on the flange plat

37
3.2.16 Station E-14

1. Attachment of breather pipe and torquing.

Fig no.-3.27

2. SOBP filter clamp fitment and torquing.

3. All bolts torque marking.
4. Attachment of hose alternator oil pin.
5. Sub assembly of mounting pad, fitment and torquing.
6. Sub assembly of insulator cover band torquing.
7. Tightening and torque of braided lose.

38
3.2.17 Station E-15

1. Attachment of turbo charger with gasket.

2. Attachment of turbo charger outlet pipe with clamp.

Fig no.-3.28

3. Tightening and torquing of all oil and diesel pipes.

4. Attachment of air pipe bend (turbo charger- air cleaner) with rubber hose and clamp.

39
3.2.18 Station E-16

1. Attachment of exhaust joint and torquing.

2. Attachment of feed pump and feed pump pipes.
3. Attachment of diesel pipes (fuel filter- main diesel pipes).
4. Tightening and torque checking of air air intake pipe with U-bolt attachment of brkt mounted
on air intake pipe with exhaust manifold Tightening and torque checking of bolts.
5. Tightening and torque of idler pulley bolt
6. Tightening and torque checking of compressor brkt and support brkt
7. Tightening and torque checking of oil return pipe with compressor brkt
8. Tightening and torque checking of alternator strap bolts.
9. Attachment of belt, pulley .and fan.
10. Attachment of compressor belt with adjustment of idler pulley

11. Fig no.-3.29

40
4.0 HOT BED ENGINE TESTING LAB 1.
In this lab 100 % engines which are assembled in the engine assembly shop are tested. in the
hot bed testing lab engine is tested for 5-10 minutes. In this engine is tested for various
parameters which are as follows:

1. Filling of engine oil.

2. Checking for any leakage.
3. Checking for any abnormal noise.
4. Checking of oil pressure at idle RPM which should be 1.8 bar at 650-720 RPM and at 80°.
5. Checking for any vibrations.

Fig no.-3.30

41
4.1 PERFORMANCE ENGINE TESTING LAB 2.

In this lab 10 % engines which are tested in the hot bed testing lab. In the performance testing lab
engine is tested for 4 hours. First of all lapping is done for 1.35 hours. In this engine is tested for
various parameters which are as follows:

1.Power
2.Torque
3.Specific fuel consumption (SFC)
4.Smoke
5.Any abnormal noise.
6.Any leakage.

In performance testing 2 engines are tested at one time i.e. 4 engines are tested In one shift.

The performance testing is done on the two beds namely

1. Shanck Bed
2. SAJ Bed

These are made by the Indian manufacturers. These are fully electronic. In this various sensors
are assembled.

Fig no.-31

42
 5.0Project

5.1Auditing of engine

In this project we check the various attributes of the engine during the assembly of the
engine, to ensure that the assembly is done according to the standard procedure or not.

During the auditing of the engine assembly we check the 57 attributes. The main
points which are audited are as follows:

1. Torque of various nuts and bolts used in the assembly of the engine.
2. Free movement of crank shaft.
3. End play of crank shaft.
4. End play in connecting rod.
5. Topping of liner
6. Gasket selection
7. Tappet clearance setting.
8. Filling of engine oil.
9. Oil pressure at idle RPM 650-720.
10. Any vibrations.

7.2Instruments used for auditing.-

1. Torque meter
2. Dial gauge
3. Feeler gauge
4. Puppy dial
5. Pressure gauge.

7.3Achievements of auditing:-

1. Before auditing at some stages torque wrench are not used. Then we inform the
supervisor in charge who took the corrective action.

2. Before auditing the end play of the crank shaft and the connecting rod is done
manually no puppy dial was used. Then we provide them.

3. Before auditing feeler gauge is not used at the tappet adjustment station. Then we
inform the supervisor in charge who took the corrective action.
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 PROJECT REPORT

• Elimination of Dust Particles in

Engine block while assembling
in engine shop.

Fig No.32

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 Theme
Theme of the Project is to identify the causes of dust
particles entrance in the engine block .

Target
Our Aim “ DUST FREE ENVIORNMENT ” in engine shop.

Team:-
Project guide: Er. Rajwant Singh
(Production Head of Engine Shop)
Member: Arun Verma

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 Introduction
 Problem Defination

In industrial production of the engines of various vehicles, the entrance of the

dust particles in the engine block is a major issue. Dust particles present in the
engine block while assembling can enter due to so many reasons. Dust particles
presence leads to the seize of the engine which is one of the major loss to the
production of the engines to the company. As it reduces the production rate,
wastage of time also takes place.

Dust particles results in costs due to lost production volume, excessive scrap,
delayed delivery of the product and wastage of human and capital equipment
resources. Minimization of the recurrence of the dust particles and duration of
assembly process requires the close loop control and associated total quality
control monitoring and metrology function be integrated into critical steps of the
overall assembling process. The extent to which process control is complete and
quality is high resolution so as to comprehensive determine the extent to which
dust particles would be prevented in the engine block.

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OBSERVATION

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SOLUTION AND RECOMENDATIONS

“OUR AIM DUST FREE ENVIRONMENT”

 Use of quality controlled crankshafts with no
presence of any dust particles/small chips in the
holes of crankshaft.
 Properly cleaned jigs and fixtures (MHS) must be
used having no types of dust particles on it.
 Highly compressed air zone should properly clean
any moisture/dirt on the components.
 Workers should wear good quality gloves so that
no thread can get into the engine block in order to
avoid the seize of the engine.
 Proper lubrication of the components should be
there so that no seize of engine takes place.
 Avoid the entrance of the sealant while pasting on
the bolts and nuts in the engine block.

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DEVELOPMENT OF THE SOLUTION

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 BENEFITS
 Increase in production rate of engine .
 Reduction in re-work of engine.
 Time saving.
 Meet good engine testing procedure
requirements.
 Engine seize does not takes place.

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 CONCLUSION

 After doing my training at SML ISUZU LTD,ROPAR, I felt the

importance of training in the industry and its practical applications,
when I was studying the theories of different concepts I was thinking
how these all will be implemented. But after the training, I learnt how
all these could be put in good use. It was the result of training only
that I got to see the engine block assembling in real and practical use,
which I had only read in theory of the internal combustion engine
subject.

 During my training at SML, I got chance to expose to the industry

culture and work environment. In other words, these days of training
in SML were learning experienced all the way. These happen only due
to co-operation of staff and the management who helped me in gaining
whatever knowledge I have today about the production and
management.

 In the end, I would like to conclude that the training is an essential

part of the education programme. We should always pursue for the
theoretical as well as the practical knowledge, both of which are must
for the production of high building.

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 BIBLIOGRAPHY
The information for the project has been widely taken
from the following sites:-
. www.smlisuzu.com
. www.wikipedia.com
. knowledge centre

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