Cost reduction of a diesel engine using the DFMA method

THIRUMAVALAVAN SAMPATH, MECHANICAL SYSTEM DESIGN, INDIAN INSTITUTE OF INFORMATION TECHNOLOGY, DESIGN AND MANUFACTURING, CHENNAI.

Introduction
A study of manufacture and assembly costs

reduction in a diesel engine design of a company located in Curitiba that intends to make the engine economically feasible.

Problem statement
PROBLEMS FACED BY THE COMPANY:

High operation costs

Low interchange ability The non-attendance of the environment

requirements The evolution of diesel engine market.

Research methodology
To apply the DFMA in the engine X, it adopted the following guidelines: 1. To get the design details, engineering drawings, three dimensional models 3D, physical prototype or the own product; 2. To disassembly the ensemble observing the sequence and how each part is disassembled. To consider the sub-assemblies as spare parts, identifying each one of them; 3. To start the product re-assembly from the major part to the minor, writing the assembly time; 4. To calculate the design efficiency through the following formula: EP = 3 x NP/TM, EP: design efficiency NP: parts number TM: assembly time

Diesel engine under studyEngine X

The engine under study is of direct ignition type, with one combustion

chamber. Main components of the diesel engine. 1. cylinder block 2. injection pump 3. Cylinders 4. cylinder head 5. oil carter 6. Piston 7. connecting rod 8. crank shaft 9. Flywheel 10. Valves 11. camshaft

DFMA APPLICATION IN ENGINE X

After the analysis of the engine design, it was identified that the 1. 2. 3. 4. 5. 6. 7. 8.

production time is approximately 5 hours and 35 minutes, and the production capacity correspond to one engine in each 7 minutes. The manufacture, assembly, test, and packing processes of the engine were studied, resulting in the following sequence: components received; inspection of components received; components available for the assembly line; engine assembly in the main line; dynamometer test in the engine during 31 minutes to verify: torque, power, noises, balancing lack, valves and leaking adjustment; items assembly for engine transport such as covers and drain plugs threaded in the final of assembly line; anti-corrosive fluid application in the engine; engine availability for transport to the customer.

Delimitation of the most critical subsystem

Analyzing the manufacture costs of the engine X, it is evidenced the

applicability of the DFMA considering that components represent 66.23% of the total cost. Other costs are related to the transport, taxes, and other factors. To identify the relevant components to be analyzed, these components are listed according to its cost, from the highest to the minor. Afterwards, the components of the engine X were associated to the following subsystems:

structural and sealing

rotating elements

injection

air, lubricant, and refrigeration

valves

cylinder

cylinder head cylinder block joints

crankshaft

Injection pump fuel injectors

gases recirculation valves heat exchanger, collectors water pump

command shaft valves, seats springs

jackets

gears

pistons

shock absorber pulley flywheel main bearing connecting rods crankshaft seals

high pressure pipes

bolts

Oil Carter Gear box

rocker arms rods

piston rings coolers

Delimitation of the most critical subsystem

To make sure the components mentioned above are really necessary,

three questions were asked for each one, 1. is it necessary a relative movement between the parts? 2. is it necessary the specification of different materials for physical and/or chemical reasons? 3. must the component be dismountable to facilitate the maintenance?

Delimitation of the most critical subsystem

The components that had affirmative answers show little flexibility for

alterations, according to DFMA guidelines. it was determined that the subsystem to be studied would be the Structural and Sealing, considering its representation of 37.915% in the total cost of the relevant components of the engine. Question 1 : 100 % negative answers Question 2: 73 % negative answers Question 3: 53 % negative answers Thus demonstrating the flexibility of design alterations.

Components chosen for study

Based on cost percentage: (Out of 37.915 %) Cylinder block: 19.99 % Cylinder head: 8.35 % Oil carter: 3.67 % Gear box: 1.55 % Other components were less than 1.55 %

DFMA application of the cylinder block

Design efficiency before applying DFMA techniques

DFMA application of the cylinder block

Design efficiency before DFMA application is calculated Aiming to suggest the modifications, the study is developed based on

the DFMA guidelines that are as follows: To project for a minor parts number; To develop modulate designs; To design multifunctional components; To design components of easy manufacture; To prevent or to reduce setting components (screws, rivets, bolts); To eliminate unnecessary adjusts and tolerances; To emphasize the standardization of components; To reduce the product parts number; To facilitate the manipulation and the assembly of the final parts; To simplify the product structure, reducing the assembly costs and other factors of this nature.

Elimination of bearing cover bores

Reduction of 0.05% in the cylinder block cost and 0.03% in the cost of Structural and sealing subsystem.

Elimination of block painting.

Cost reduction of 0.29% in the cylinder block and 0.15% in the cost of Structural and sealing subsystem.

Puncture and spot facing of the speed sensor

This modification results in a cost reduction of 0.18% in the cylinder block and 0.10% in the cost of Structural and sealing subsystem

Elimination of the identification plate with the engine serial number

Cost reduction of 0.29% in the cylinder block and 0.15% in the cost of Structural and sealing subsystem.

Design efficiency after applying DFMA techniques

Modifications suggested for the cylinder headstock

A cost reduction of Structural and sealing subsystem of 0.10%.

Modifications suggested for the oil carter

The design efficiency improved from 0.19 to 0.20 and the cost of Structural and sealing subsystem was reduced to 0.90%.

Modifications proposed for the Gearbox

the design efficiency improved from 0.53 to 0.58 and the cost of Structural and sealing Subsystem was reduced in 0.53%.

Solution synthesis
total cost reduction in the subsystem: 1.94%

total cost reduction in the entire engine: 0.71%