Professional Documents
Culture Documents
SUBMITTED TO
MR T L REX PETER
(SENIOR MANAGER)
1
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
2
HISTORY
1948
1949
1950
1951
1954
1955
1967
3
1969
A revolution in steering
1970
1972
1974
1976
1978
1980
1982
4
1990
1993
1995
1996
1997
2002
2005
5
2006
Acquisition of AVIA
Agreement inked with Ras Al Khaimah Investment Authority
2007
2008
2010
2011
6
2012
Jan Bus
U-3723
2013
Neptune Engine
BOSS
STILE
2014
CAPTAIN
MiTR Bus
Partner Truck
7
SHOP 6: ENGINE CASING AND CAM FINISHING
1. CYLINDER HEAD
2. CYLINDER BLOCK
3. CAM SHAFT
1. CYLINDER HEAD
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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
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.
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
7 HOLES CLOSING
The oil and water holes are fully closer for the purpose of testing.
9
8. OIL AND WATER TEST
The cylinder is inserted inside the oil and water tubes and run for some times to check the
leakages.
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
10
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
After finial inspection the cylinder block is marked with the unique number
3. CAM SHAFT
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
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
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
8. WASHING
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
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
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
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
The cam shaft is washed for any hard impurities and then given a protective coat.
15
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
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SYNCHRO CONE 2 , 3/4 , 5/6
GEAR MANUFACTURING
GEAR HOBBING
WASHING
GRINDING
18
CHASSIS ASSEMBLY
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
20
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
21
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
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