report submitted on line balancing by saurav (panjab university)

PROJECT REPORT (INDUSTRIAL TRAINING SEMESTER JAN. - MAY 2016)

Dissertation Report Submitted on

Assembly Line Balancing of Multi-cylinder Engine Assembly (Model -313 Auto)

PANJAB UNIVERSITY CHANDIGARH

Towards the Partial fulfilment for the course of

Bachelor of Engineering

By

SAURAV

Roll No. SG-12944

B.E. Mechanical Engineering 2012-16

Under the Guidance of Mr. RAVINDER KUMAR PAL Mr. MANISH SRIVASTAVA FACULTY COORDINATOR MANAGER A.P. MECHANICAL ENGG. DEPARTMENT EICHER ENGINES, ALWAR PUSSGRC, HOSHIARPUR

Department of Mechanical Engineering

PANJAB UNIVERSITY, SWAMI SARVANAND GIRI REGIONAL CENTRE, BAJWARA, HOSHIARPUR, PUNJAB

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PROJECT REPORT (INDUSTRIAL TRAINING SEMESTER JAN. - MAY 2016)

Dissertation Report Submitted on

Assembly Line Balancing of Multi-Cylinder Engine Assembly

PANJAB UNIVERSITY CHANDIGARH

Towards the Partial fulfilment for the course of

Bachelor of Engineering

By

SAURAV

Roll No. SG-12944

B.E. Mechanical Engineering 2012-16

Under the Guidance of Mr. RAVINDER KUMAR PAL Mr. MANISH SRIVASTAVA FACULTY COORDINATOR H.O.D., ENGG. DEPARTMENT A.P. MECHANICAL ENGG. DEPARTMENT EICHER ENGINES, ALWAR PUSSGRC, HOSHIARPUR

Department of Mechanical Engineering

PANJAB UNIVERSITY, SWAMI SARVANAND GIRI REGIONAL CENTRE, BAJWARA, HOSHIARPUR, PUNJAB

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INDEX

S.No. Topic Page No. 1. Declaration 4 2. Acknowledgement 5 3. Introduction about company 6 4. Eicher Engines Product 11 5. Process Flow Chart 13 6. A Novel look into the system of Eicher engines 14 7. Multicylinder Engine Assembly Layout 18 8. Project- Assembly Line Balancing 19 9. Summary of time study of assembly line 70 10 Process & Gap Analysis 72 11. Conclusion 73 12. References 73

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DECLARATION

I hereby declare that the project work entitled “Assembly Line Balancing of Multi-Cylinder Engine Assembly (313 Auto Model)” is an authentic record of my own work carried out at EICHER ENGINES (TMTL), ALWAR as requirements of six months project semester for the award of degree of B.E. Mechanical Engineering, Panjab University, Chandigarh, under the guidance of Mr. Manish Srivastava & Mr. Chandika LV Santosh during Jan. 2016 to May 2016. The empirical findings in this report are based on the data educated myself. This is my original work and cannot be submitted partially or wholly to any other university or institute for award of this or any other degree or diploma. SAURAV Date: -......................... SG-12944 Certified that the above statement made by the student is correct to the best of our knowledge and belief. ............................................. .................................... Mr. Chandika LV Santosh Mr. Manish Srivastava Manager, H.O.D., Engineering Department Engineering Department Eicher Engines (TMTL), Alwar Eicher Engines (TMTL), Alwar

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ACKNOWLEDGEMENT

Before I start with the details of my projects, I would like to add a few heartfelt words for

the people who were the part of my project in numerous ways, the people who gave me

the immense support right from the stage where I was novice to the engines industry.

First of all I would like to express my deep sense of gratitude to Mr. Manoj Pruthi, who

gave me opportunity to undertake training in this organization. I have appreciation and

regards for their constant encouragement, constructive criticism and sympathetic

understanding throughout the course of this training.

I would like to thank my mentor Mr. Manish Srivastava (H.O.D. Engg.

Department) for those opportunities he gave me to share his ideas and knowledge in a

large variety of settings and for his unflinching desire to know what was going on in my

projects. The vision, integrity and sense of quality that I learnt from him are truly

uncommon. I am very thankful to him for his wise and synergetic help throughout my

training period.

I would like to thank whole Engg. Department team especially Mr. Santosh

chandika (H.O.D. Engg. Department), Mr. Raj Kumar, Mr. Praveen Patel and Mr.

Vishal Shukla for always making me feel a steam with them & helped me in increasing

my knowledge and understanding of working in an organization. I am grateful to them

for their unending support and for all those good times we shared.

I express my gratitude to all the other employees of Eicher Engines for making my

training at the company wonderful experience.

SAURAV

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INTRODUNCTION

TAFE GROUPS

Tractors and Farm Equipment Limited (TAFE), is a member of the Rs 37000 Crore, Chennai based, Amalgamations Group which is one of India's largest Light Engineering Groups. Apart from being among the top five tractor manufacturers in the world, TAFE also has a diverse interests in the manufacturing of Diesel Engines, Automobile components, Tractors and related farm machinery, Lubricants, Panel Instruments, Hydraulic Pumps, Engineering Plastics, Storage Batteries, Paints, Engineering Plastics, Automobile franchises and Printing apart from interests in Agribusiness, book selling and publishing. The group's leadership technology is based on foreign method. TAFE was launched in 1961 to produce and market different Massey Ferguson tractors and similar farm equipment in India. Being one of the largest tractor manufacturers in India, TAFE aims at becoming the first choice of customers in India and to make its mark in international markets. TAFE aims at delivering the most quality oriented services due to which it has become the first choice of the buyers. Because of its experience in the same field, buyers also rely on it without giving it any second thought.

Its manufacturing units are located in Tamil Nadu, Karnataka, Madhya Pradesh, Rajasthan and Himachal Pradesh. The TAFE group’s major business area is Tractors, where they produce a range of Tractors from 24 to 90 HP under the Eicher, Massey Ferguson and TAFE brands. The group is now a close second in the Indian Tractor market and its tractors have been the first choice of the farming community. The group has significant exports to South Asian, European, and US markets. In December 2003, TAFE acquired Eicher’s tractor plant at Mandideep, Engines Plant at Alwar and Transmission plants at Parwanoo through the formation of a wholly owned subsidiary, TAFE Motors and tractors Limited (TMTL). TAFE is an ISO 9000 and ISO 14001 certified company. Its quality orientation is reflected in the fact that in TAFE quality is not something that is inspected or input to its products. It is an innate desire to be the best that is within all of us at work, and at home and ripples out into the world around us. TAFE’s other business areas produced products that are preferred suppliers to leading manufacturers of automobiles, consumer durables and IT applications.

TAFE has a joint venture with AGCO Corporation, headquartered in Duluth, Georgia, which is amongst the largest manufacturers, designers and distributors of agricultural equipment in the world. Its products are marketed in more than 140 countries. With a chain of more than 500 dealers, branches, service outlets as well as its own sales

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offices and depots all across India, TAFE is inclined to deliver complete farming solutions to its buyers thus in a way enhancing farm productivity, prosperity and profits. Besides achieving heights in the tractor market, company has spread its reach to several others Field as well.

TAFE has developed a range of matching trailers, implements and accessories. These are marketed through TAFE's dealer network by a totally owned subsidiary, TAFE Access Limited (TAL). TAFE, through TAL is also involved in the marketing and distribution of lubricants and greases for tractors through its dealer network. TAFE is also involved in the packaged power industry through its Power Source Division. TAFE also has a section for the manufacturing of Hydraulic pumps and Gears for tractors. The company also produces panel instruments, not only for captive use but also to meet the demands of the growing automobile industry in India TAFE has broadened its sphere into Engineering plastics and production of tools and dies for this industry. Its Doddaballpur plant, being the major supplier of the needs for precision plastic components of the white goods, IT, automobile industries, has clamp capacities ranging upto 1300 tons.

TAFE started its production of the popular tractor model, Massey Ferguson 1035 in 1961. Now they manufacture tractors under two brand names, TAFE and Massey Ferguson. The company has a ready export market in USA, Canada, South Africa, Kenya, Tanzania, Sri Lanka, Bangladesh, Maldives, Australia, New Zealand and Turkey. TAFE has technical collaboration with leading companies like Massey Ferguson, U.K, which is the leading manufacturer of tractors in the world, Mckechnie Plastic Components and Amco-Yuasa batteries, Japan. The company is also planning to open a new assembly line in Madurai to meet the growing demand of its tractors worldwide.

TMTL- A wholly owned subsidiary of TAFE (Tractors and Farm Equipment Limited). TAFE is a unit company of the Amalgamations Group, one of India's largest Light

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Engineering Groups with diverse interests in Diesel Engines , Automobile components , Tractors and related farm machinery, lubricants, panel instruments, hydraulic pumps, Engineering Tools , Storage Batteries, Paints , Engineering Plastics , Automobile franchises and Printing apart from interests in Agribusiness , book selling and publishing. The group's leadership technology, built on foreign know how has been nurtured through indigenous efforts. TMTL has in turn three divisions in India– • Tractor Division, Bhopal –Manufacture and Assembly of Tractors

• Engine Division, Alwar –Manufacture and Assembly of Auto &Stationary

Engines • Transmission Division, Parwanoo –Manufacture of various Transmission

Components like Spur Gears, Helical Gears, Spline Shafts, Crown Wheel Pinion, Cam Shaft.

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Eicher Engines Alwar COMPANY’S PROFILE: -

Office and Factory : TAFE Motors and Tractors Limited

Itarana Road, Address : Alwar – 301001 (Raj.) India. Depots : Six Product : Automotive Engines

Stationary Engines Year of establishment : 1982 Type of Ownership : Limited Company

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Eicher Engines

Mr. Anil Sharma is the Sr. President of Eicher Engines (TMTL), Alwar.

TECHNICAL TIE UP:- 1.Technology transfer from Ricardo of UK for developing air-cooled Engines 2.Technology transfer from SISU (VELMET) Finland, for higher horsepower tractors.

EICHER ENGINES– SOME AWARDS &RECOGNITION

1994 — ’95 Certificate of Merit for Productivity Performance Awarded by National Productivity Council.

1996 — ’97 Certificate of Merit for Productivity Performance Awarded by National Productivity Council.

TECHNOLOGY IN EICHER: Eicher has state of art Product development centre at Alwar facility, which has Creo, Ansys, Auto CAD, Adams, Hyper mesh work stations, simulation rigs, mechanical engine test beds and mock shop for developing new products. The plant have very good paint shops and assembly lines, Co-ordinate Measurement Machines and conveyers for various product lines. Eicher puts a lot of emphasis on technology up gradation of its service network as well. Company uses IT as a business excellence enabler and its home portal EPIC is widely used for all in-house daily management processes of information sharing, leave planning, performance appraisal and progress tracking etc. ERP package of SAP was established in 1999, which helps smooth transactions in supply chain management processes from supplier raw material planning to tractor delivery at sales outlets and demand forecasting.

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EICHER Engines Product :-

222 HS 222 Agro

322ES 321ES

422ES 421 ES

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115NCE 298E1

398ED 222HS

621 ES 881 ES

15, 20, 25, 30-35, 40 -45, 65.5 KVA GENSET

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ENGINE ASSEMBLY PROCESS FLOW CHART

RAW MATERIAL IN FORM OF CASTING AND FORGING SHALL BE INSPECTED FOR PARAMETER AS PER SPECIFICATION / DRAWING AND SENT TO STORE. COMPENENTS LIKE PISTON, LINER, BLOWER SHAFT ETC. SHALL BE SENT FOR SUB-ASSEMBLY PRIOR TO ENGINE ASSEMBLY. THE ASSEMBLED ENGINE SHALL BE TEST PRIOR TO ITS PERFORMANCE AND THEN PAINTED. THE PAINTED ENGINE IS SUBJECTED TO PRE- DISPATCH INSPECTION PRIOR TO ITS DISPATCH AS FINAL PRODUCT.

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A NOVER LOOK INTO THE SYSTEM OF EICHER ENGINES

There are following basic departments in Eicher Engines:- 1. PRODUCT DEVELOPMENT CENTER

This department is responsible for designing the products to be manufactured by the different vendors. 2. FINANCE ANDACCOUNTS DEPARTMENT

This Department is responsible for all the financial transforms that are carried out in the company such as payments for all the incoming material, salaries of all the employees, all the records for expenditure sand Credits to the company are maintained by this department. 3. SALES AND MARKETING DEPARTMENT

This Department is responsible for consolidating the position of the company in the market every year. Every year the people get some new strategies so as to increase the share of the company in the market. Most of the Sales of the company are dependent on the working of this department thus being one of the most important departments. 4. MATERIALS/VENDOR DEVELOPMENT

This department is responsible for all the incoming material from the vendor .This department is further divided into two departments a) Vendor Development

All the new samples and in fact all the new components are developed by this department. All the components developed are not consumed as a part of the regular production but implemented as a trial only and consumed in regular production only after these components are regularized.

b) Purchase Department This department is responsible for all the incoming material brought in that is used in regular production. 5. STORES DEPARTMENT

This department is responsible for the handling of the incoming material, supplying the material on to the line and also the dispatch the rejected materials back to the vendors. 6. QUALITY ASSURANCE DEPARTMENT This department is responsible for overall Quality Control of the incoming components and Assurance about the Quality of the Engines to the customer. Quality can be defined’ as ‘fitness for use’ when we talk of quality it means that product should be fit for use and it is the user who judges and decides what qualities he wants in the product. The quality characteristics can be grouped into 4 categories: 1. Quality of design 2. Quality of conformance

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3. Availability 4. Customer service

The various sub departments of quality assurance department are: (a)Metallurgical Lab (b)Standard Room Metallurgical Lab

This lab has all facilities to determine the chemical composition of the raw material used for the production of various components. This lab includes Universal testing machine, Rockwell Machine, Brinnel Hardness Tester, Rubber Testing Machine, Chemicals for determine the microstructure of the raw material, Rubber tensile testing equipment.

The objectives of metallurgy lab To ensure all components should be free from any sort of non-conformance related to physical chemical aspects per relevant standards. To ensure the quality of paints rubber items. Standard room This department houses all the measuring instruments and their records. It is a fully air conditioned room with dust free environment. The room is specially made dust proof for avoiding any measurement anomalies. CMM machine is installed here which is used to check the components for better accuracy.

Objectives of Standard room

• To perform calibration of the various instruments in various department.

• To demonstrate the confidence level of measurement system to the customer.

• Gauge planning and procurement from the vendor for calibration.

7.Design release department

This department deals with product development of new tractors as was Valtra when it was developed last year. Basically this department coordinates between design and various divisions.

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Objectives of DR department

• New design implementation

• To coordinate different department while new design is to be implemented

• Review of components according to quality aspects and design review.

8. PRODUCTION DEPARTMENT This Department is responsible for carrying out all the assembly operations. This department is further sub- divided into some of the parts as per different assembly lines such as Hydraulics Assembly line, Transmission line, Pre-painting line, Paint kitchen, Post painting line, PDI etc. (a) MAINTENANCE DEPARTMENT

For regular & prevent maintenance of machines & any other equipment used for assembly this department provides its services. (b) STORE Store assures regular rand continuous supply to avoid line stopping. All the materials purchased are stored here systematically and items that can be rusted are applied with rust preventive oil once in a week and in season twice in a week. 9. ENGINEERING & PROJECTS

This department deals with the shop floor problems and identifies the potential areas for improvement by studying the existing facilities which leads to layout modification, structure modification and also lead to the designing of trolleys and tackles. It also participates in discussion for selection and finalization of new machine tools, which involves the studying of tooling requirement and then makes the tooling available and establish them. Capacity enhancements like building new storages, new assembly areas, and offices as per the future plan of the plant are also one of the works done by our Deptt. Nearly all kinds of machines, presses, wrenches etc are handed over by Engg. Department.

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10. MAINTANCE DEPARTMENT

This department is responsible for carrying out all the maintenance work to be carried out in the plant. Any kind out of repair work or maintenance such as electrical maintenance, this department carries out working of equipment on the assembly line etc. 11. HUMAN RESOURCES DEPARTMENT This is the most important department of any organization. As we all know that 3 M’s are most vital for any production unit. These3M’sare Men, Materials, and Machines. Out of all the, Men or Human Resource is the most complicated or important resource for any organization, the department which performs all the functions relating to the human resources is known as HUMANRESOURCE MANAGEMENT. Human resource department is divided into 3 parts:

• Corporate HR • Plant HR • Marketing HR

The department is responsible for each and every function regarding the human resources. 12.ADMINISTRATION The department look for the reception of the company, Security of the plant, greenery of the plant, transport facilities etc

13.CENTRE OF EXCELLENCE The function of the department is creating the work culture in the company. Look for the certification of the company. Currently have TS 16949:2002 and ISO 14001:2004 and going for the OHSAS 18001:2007 and the vision of the department is to get Deming Prize in 2016.

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Multicylinder Engine Assembly Layout

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PROJECT ASSEMBLY LINE BALANCING OF

MULTICYLINDER ENGINE

(MODEL-313 AUTO)

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Assembly Methods Before going to Assembly line we have to familiar to the Assembly line and terms related to it. There are two primary methods of assembly in the industry, which are bench assembly and line assembly. In bench assembly, the work-piece stays stationary on a bench; all required parts and equipment for assembly are brought to the bench and assemblers move around the bench to perform the assembly. Line assembly is an assembly method where work-pieces move through a sequence of stations for assembly one piece at a time. An assembly line is the production system in which assembly stations are organized in a serial layout and line assembly method is applied. At Eicher Engines line assembly is adopted for assemble engines.

Line Assembly Methods Depending on the production strategy, assembly lines can be designed such that assembly of different products can be held at same line. According to the diversity of products assembled at the line, assembly lines are divided into three main categories:- 1. Single Model Assembly Lines 2. Mixed Model Assembly Lines 3. Multi Model Assembly Lines At a single model assembly line, assembly of a single product without any variants is handled. All operations at same stations of the line are standard and the same for all work-pieces and products leaving the line are identical. At a mixed model assembly line, assembly of variants of a single product is performed. Operations at a mixed model line are similar for different variants since they undergo similar processes, but may have different operation times for different models. Model sequencing does not have resource constraints for a mixed model line; different models can be processed without the need of any modifications at the line. A multi model line is the most complex among the other assembly methods in terms of operational requirements. At a multi model assembly line, assembly of different products that require different assembly processes is held. For the assembly of another product to start, station setup has to be changed. In order to minimize change over costs, assembly on the line is made in separate batches.

SINGLE MODEL ASSEMBLY LINE

MIXED MODEL ASSEMBLY LINE

MULTI-MODEL ASSEMBLY LINE

Lean production Womack et al describes lean thinking as a powerful antidote to “muda”, which in Japanese means any human activity that absorbs resources but creates no value, and concludes that “lean thinking provides a way to do more and more with less and less – less human effort, less equipment, less time, and less space – while coming coming closer and closer to providing customers with exactly what they want.” Lean production can be defined as the application of lean fundamentals to all levels of a production system in order to minimize production wastes. It denotes “that a company or an organization works at the most effective level and at a level suited to the purpose in combination with a relentless pursuit of eliminating waste and all non- value adding activities.”

Baudin highlights the 7 wastes that exist in a production system as, • 0ver-production • Process •Transportation • Excess inventory • Motion • Waiting • Rework

1. Over-production:-Over-production is regarded as the greatest waste since it creates other wastes such as motion, conveyance and inventory. It increases need for extra storage space, additional parts, additional materials and energy to operate machines, and creates extra materials to handle and demand for extra material handling equipment. It also requires additional work force to handle all these additional work. 2. Processing:-Processing becomes a waste when more work is done than what the customer demands. It is very difficult to detect process wastes since it requires detailed knowledge of the assembly process. 3. Transportation:-Transportation is regarded as the movement of operators and stocks around the production system without any purpose. Since moving does not add any value to the end product, it is a waste that should be eliminated. 4. Inventory:-Inventory is a part of production systems, but when anything more than is required to perform the job is stocked, it becomes a waste. Excess inventory causes extra carrying cost and damage, and requires extra storage, containers, handling requirement and time.

5. Motion: - Motion is not a work, it is thus non-value added. Therefore it causes time loss within the production process. It is mainly caused by disorganized work sequence of layout and should be minimized.

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6. Waiting:- Waiting includes waiting for a machine to finish its process, a part or component to arrive from an upstream activity, or an adhesive to dry. Waiting does not add value to the final product, therefore it is non-value added and should be minimized. 7. Rework: - Rework is correcting a faulty operation, which means that additional time is spent for the same operation twice and makes this operation a waste in the production system.

Value added – non-value added operation The cost of a product is determined by the cost of all resources used in the production of the product such as raw materials, labour, storage, transportation and etc. Every operation is therefore evaluated for the value it adds to the final product.

In this sense, the value of each operation for which the customer is willing to pay is calculated as, Value of operation = Value of product after operation - Value of the product before operation A part of an operation that adds and does not add value to the product is therefore called value-added and non-value-added operation respectively. To give an example, glass assembly operation includes steps of unpacking the glasses, laying glasses on tables, sorting glasses in the order of assembly, holding glasses, assembling glasses and cleaning surfaces. Among the steps of glass assembly, only assembly of glasses and cleaning of surfaces add value to the final product, which makes them the value-added steps of the glass assembly operation. The non-value-added rest is capacity loss that must be eliminated.

ASSEMBLY LINE BALANCING Balancing an assembly line indicates distribution of total workload of the line among each station at the line equally so that idle times and the difference between the idle times at different stations are as low as possible. The key here is to balance the workload of operators at every station; reducing operator idle times at stations over a takt means reduction of unused station capacity, which is the expected result of line balancing and which helps minimization of losses and costs. In other words possible results of an assembly line balancing process might be maximized efficiency, minimized time to finish a process, or minimized number of work stations necessary within a certain time frame. Each manufacturing process might be quite different from another, so a company balancing unique workloads must work within the constraints and restrictions affecting its specific assembly line.

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Parameters Related To Assembly Line Balancing:-

TAKT TIME Assuming a product is made one unit at a time at a constant rate during the net available work time, the takt time is the amount of time that must elapse between two consecutive unit completions in order to meet the demand. Takt time can be first determined with the formula:

Where, T = Takt time, e.g. [work time between two consecutive units] Ta = Net time available to work, e.g. [work time per period] D = Demand (customer demand), e.g. [units required per period] Example: If there are a total of 8 hours (or 480 minutes) in a shift (gross time) less 30 minutes lunch, 30 minutes for breaks (2 × 15 minutes), 10 minutes for a team briefing and 10 minutes for basic maintenance checks, then the net Available Time to Work = 480 - 30 - 30 - 10 - 10 = 400 minutes.

If customer demand was, say, 400 units a day and one shift was being run, then the line would be required to output at the rate of a minimum of one part per minute in order to be able to keep up with customer demand. In reality, over the longer term people and machines cannot maintain 100% efficiency and there may also be stoppages for other reasons. Allowances should be made for these instances and thus the line will be set up to run at a faster rate to account for this. *Also, takt time may be adjusted according to requirements within the company.

IN EICHER ENGINE ( TMTL ALWAR )

TAKT TIME CALCULATED :-

Total time = 510 minutes Lunch time = 30 minutes In the present scenario the manpower efficiency has been considered 85 % ( taking into consideration of operator fatigue/loss time /planned breakdown/tpm ) Now, Available time = 408 minutes Requirement / shift = 50 = 408 / 50 = 8.16 minutes If the reqirement is 66 per shift then, available time = 408 minutes

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Requirement / shift = 66 = 408 / 66 = 6.18 minutes THRUPUT TIME A person can assemble a engine from activity one to end activity , the time is said to be thruput time. NUMBER OF STATION CALCULATED IN THE ASSEMBLY LINE no. of stations = no.s = thruput time / takt time

Cycle time Starting from the moment a work-piece is delivered to a station, the required time for all operations at that station to be completed on that work-piece is called cycle time. Cycle time at a station is a function of the total operation time and number of operators at that station.

Idle time Idle time (waiting time) defines the period in which no operations are held at a station after all operations are completed and the work-piece stays idle until being moved to the next station. Since cycle time differs for different stations of a line, idle time is also different for each station. For individual stations it can be expressed as, Idle time= Takt time – Cycle time The sum of idle times for all stations of the line is called the balance delay time.

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2.6.3 Bottleneck Schroeder defines bottleneck as, “a work centre whose capacity is less than the demand placed on it and less than the capacities of all other resources. A bottleneck resource will constrain the capacity of the entire shop and an hour added to the bottleneck will add an hour of capacity to the entire factory. An hour added to the non-bottleneck work center will not help the schedule at all since the excess capacity exists there.” A bottleneck station determines the capacity of the whole production system; in a balanced assembly line, if 5 minutes’ of work is added to the tasks of a station, all the following stations will have to wait for 5 minutes for all assembled products. This shows that, in fact each operator on the line is a bottleneck for the line and it is of crucial importance to eliminate the balance losses for maximizing line capacity.

Joker Worker (Andon) Not assigned to a specific operation or a station, a joker worker functions to meet the on-demand extra labor or operator replacement requirement at any station of the assembly line. This need may arise if a complex model with heavy assembly work is at a station and there is a risk of TAKT. overdue, or if an operator is absent at a station. Joker workers can be involved in various works at the facility such as Kaizen activities, maintenance, sub-assembly stations etc. when they are not required at the assembly line. Number of joker workers at an assembly line is determined during balancing of the line regarding the workload at the line. Instead of keeping a fixed number of operators at stations for complex but rare models, in order to eliminate idle operators at the stations,

Fixing the least number of operators to stations and providing the extra labor on demand by joker workers is a better option in terms of station efficiency. On the other hand, it is not acceptable to have idle joker workers at the facility when they are not needed at the main line. Therefore, the number of joker workers and how to use them when they are not doing assembly work should be well-planned.

METHODOLOGY The objectives of this project, which are to restructure and balance an existing assembly line, requires a set of compulsory procedures to be followed in order to achieve reliable results. First of all, it is crucial to have a complete list of operations of the assembly line and their times, because this data is the basic reason for a line to exist, and evaluation of the balance of a line cannot be made without this data. As the next step, it is important to evaluate the balance losses of the existing line for determination of factors that cause these losses. Finally, after eliminating these factors, the assembly line is structured according to desired specifications. This first section of this chapter introduces the stages of the project and highlights the steps taken at each stage. In the second section, the applied methodology to carry out this study is portrayed in a detailed structure.

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Verification of operations lists Individual operations lists for the bus models of interest have been completed and verified by applying four different data gathering methods; • Data mining • Time studies • Observations • Interviews The theoretical basis and the application of these methods are described in the following sections. Data mining Data mining can be defined as collecting the information that will be used throughout the work to be conducted. Quality of collected information, which is defined by McGilvray. “the degree to which information and data can be a trusted source for any and/or all required uses”, is the most crucial aspect of data mining since it directly affects the outcome of the project. The data of pre-assembly operations of vehicles of interest has been collected from the summary sheets provided by the Work Preparation Group and different databases within the factory. However, encountered unconformities between different sources indicated problems with updating of the databases, which reduced the reliability of the collected data for a line balancing procedure. Therefore, having the data from these sources as the guideline, three additional data gathering techniques have been applied to complete and verify the information to be used throughout this study. Time studies Glassey defines the purpose of time study as “to determine the time that a worker, or group of workers, should take to do a specified job at a defined level of performance.” He uses the term “performance” as a rate of output expressed as an average over the working shift, and “specified job” as a job where there is a written specification that concerns standard quality to be achieved, the tools and materials to be used, the working conditions under which the job should be performed, and the method to be followed by the operator. Glassey from these definitions, it can be concluded that the primary objective of making time studies at the pre-assembly line is to determine the standard times –total time in which a job should be completed at standard performance- of assembly operations at the line. Standard operation times for tasks held at the stations are provided by the Work Preparation Group as Standard Operation Forms (SOF). An SOF is a company-specific data sheet that includes detailed analysis of individual operations with their steps and times. For tasks that do not have this information, time studies are made at the stations by using stopwatch and applying the procedure given by Glassey, which is explained in the following section.

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Observations Observations have been a supplementary method to double-check the data of operations lists that was provided by the Work Preparation Group, and to make time studies for operations whose times were not recorded/updated on the summary sheets. Operations lists were completed by visiting the stations with the summary sheets of the corresponding stations, and matching the assembly operations with the items listed on the existing sheets. Any difference between the operations and lists were recorded and asked to the team leaders for confirmation of the actual information.

Observation method is also used to measure the duration of operations whose time data is missing on the summary sheets. Glassey explains how observation method can be used in standard operation time measurement and briefly divides the process into three main stages. In the preparatory stage, the observer determines the operation to be timed and its steps, and makes sure that the operator is aware of the time study and all necessary equipment for the operation is available. The second stage, which is the time study itself, is where the observer records the time of day when the measurement started, the duration of each step and evaluates the performance of the operator. In the concluding stage, the observer records the time of day that the study ended, calculates the total time of the operation and completes the summary sheet. Time measurements at the pre-assembly line are made by applying the procedure explained by Glassey. Interviews Interviews have been the greatest investigation tool for verification of the operations lists and provided the critical ideas that affected the decisions taken throughout this study. Bunting indicates a range of interview question types that are determined according to the information sought during the interview. The interviews made in this project aimed validating data and figuring out if the theoretical assumptions could be applicable in the

WORK STUDY

METHOD STUDY WORK MEASUREMENT

TIME STUDY

MOTION STUDY

HIGHER PRODUCTIVITY

27

shop floor. From this perspective, the questions that lead the interviews were either closed or probing open questions. Closed questions, which can be regarded as yes-no questions, were used during the initial interviews held at the line with the operator team leaders while performing the verification of operation lists. The purpose of those interviews was to check if there is an inconsistency with the acquired operation lists from the management and the assembly operations at the stations. The second set of interviews aimed to receive more detailed information from the team leaders and assembly operators about operations, and to dig deeper in order to reveal as much about the limitations as possible. Being the most experienced about the operations, each of the ten team leaders were asked about indeterminate constraints that define precedence, and the operations whose times were not possible to reduce by increasing number of operators. Besides, assembly operators that were selected randomly at the line according to the complexity of the operations they handled were asked about the steps of their work and if they had any suggestions for improvement. Therefore, the prepared questions for these interviews were open, which allowed them to tell as much about the operations as possible. Line balancing In order to achieve and a well-balanced assembly line, it is important to eliminate factors that cause losses; the wastes. For that purpose, of balancing time study of various stations should be carried out, method to do a particular operation should be analyzed , minimization of idle time the production system is also analyzed for determining wastes and the factors that create losses.

28

ASSEMBLY LINE:- An assembly line is a manufacturing process (most of the time called a

progressive assembly) in which parts (usually interchangeable parts) are added as the semi-finished

assembly moves from work station to work station where the parts are added in sequence until the final

assembly is produced. By mechanically moving the parts to the assembly work and moving the semi-

finished assembly from work station to work station, a finished product can be assembled faster and with

less labor than by having workers carry parts to a stationary piece for assembly.

Assembly lines are the common method of assembling complex items such as automobiles and other

transportation equipment, household appliances and electronic goods

29

https://en.wikipedia.org/wiki/Manufacturing

https://en.wikipedia.org/wiki/Interchangeable_parts

https://en.wikipedia.org/wiki/Workstation

https://en.wikipedia.org/wiki/Automobile

https://en.wikipedia.org/wiki/Transportation

https://en.wikipedia.org/wiki/Household

https://en.wikipedia.org/wiki/Consumer_electronics

MODELS RELATED MULTI CYLINDER ENGINE ASSEMBLY LINE :-

in muticylinder engine assembly air cooled engines are assembled, there are various types of engine

model , model matrix of the multi cylinder engines are stated as below :-

S NO.

198 Double Cylinder Three Cylinder

AUTO

GEN SET

AGRO AUTO GEN SET AGR

O AUTO GEN SET AGRO

1 - 198ES ESG

198ES AGR

O (HS)

298 EI 322ESG (BIS) 321ES 398EDS/

C 422ESG 421ES

2 -

198ES AGR

O (142 ES)

298 E26 322ESG

(NDR/VE)

322ES 398ED D/C

422ESG (VE 422ES

3 - 298EI (BITU APP)

323ESG 398EDD 422ESG

TC

422 ESG

TC AG

4 - 322ESG 313

AUTO 422ESG TCIC

30

S NO. FULL FORM OF ENGINE MODEL

1 HS - HANDLE START

2 ES - ELECTRIC START

3 ESG - ELECTRIC START GENERATOR

4 ESU - ELECTRONIC SAFETY UNIT

5 GCU - GEN SET CONTROL UNIT

6 CPCB - CENTRAL POLLUTION CONTROL BOARD

7 EGR - EXHAUST GAS RECIRCULATION

8 ED - ENGINE DERATED

9 EDD - ENGINE DOUBLE DERATED

10 KVA - KILO VOLT AMPERE

11 T.C - TURBO CHARGER

12 T.C / I.C - TURBO CHARGER AND INTER COOLER

31

LAYOUT OF MULTI CYLINDER ENGINE ASSEMBLY

WA

SHIN

GA

REAFLAT CONVEYOR

OIL

FIL

LIN

GST

ATIO

N

GANG WAY

GANG WAY

AREA

DOOR

DOOR

SSITTING AREA

CAM SHAFT S/A - 1

CONTROL HOUSING

S/A - 2

CON. ROD

S/A -3

LINER AND PISTON S/A - 4

CYLINDERHEAD

S/A - 5

BLOWERS/A – 6

GREENAREA

GREEN AREA

RIGHT HAND SIDE

LEFT HAND SIDE

32

STATIONS OF SUB ASSEMBLIES OF MULTI CYLINDER ENGINE

S NO.1

CAM SHAFT SUB ASSEMBLY - 1

2

CONTROL HOUSING SUB ASSEMBLY – 2

3

CONNECTING ROD SUB ASSEMBLY – 3

4

LINER AND PISTON SUB ASSEMBLY – 4

5

CYLINDER HEAD SUB ASSEMBLY – 5

6

BLOWER SUB ASSEMBLY – 6

7

PIN BLOCK SUB ASSEMBLY – 7

8

I.B.H SUB ASSEMBLY – 8

9

BEARING HOUSING SUB ASSEMBLY – 9

33

STATIONS OF ASSEMBLIES OF MULTI CYLINDER ENGINE

Stage No. Stage’s Name

01R Main Bearing Pressing

02R Crank Shaft Fitment

3R1 Pedestal Mounting

3R2 Crank Gear pressing

4L Bearing Housing Fitment

4R F.I.P. Fitment

5R control housing fitment

5L Split cut check

6L Flywheel fitment

7R Connecting rod fitment

8R1 Linear fitment

8R2 Bumping checking

9R Cylinder head fitment

10R Inlet manifold fitment

10L Push rod sleeve fitment

11L Tappet setting and fitment

11R Blower fitment

12L Inspection cover fitment

13L Injector fitment

14L Fuel pipe fitment

15L Exhaust manifold fitment

34

STATIONS OF MULTI CYLINDER ENGINE ASSEMBLY

RIGHT SIDE STATION

LEFT SIDE STATION

01 ( R ) MAIN BEARING PRESSING 01 ( L ) ______

2 ( R ) CRANK FITMENT 02 ( L ) ______

03 ( R1 ) PEDISTAL MOUNTING 03 ( L ) ______

03( R 2) CRANK GEAR PRESSING

04 ( R ) F.I.P. FITMENT 04 ( L ) BEARING HOUSING FITMENT

05 ( R ) CONTROL HOUSING FITMENT 05 ( L ) SPILL CUT CHECK

06 ( R ) ________ 06 ( L ) FLYWHEEL FITMENT

07 ( R ) CONN .ROD FITMENT 07 ( L ) ______

08 ( R 1) LINER FITMENT 08 ( L ) ______

08(R 2) BUMPING CHECKING

09 ( R ) CYLINDER HEAD FITMENT 09 ( L ) ______

10 ( R ) INLET MANIFOLD 10 ( L ) PUSH ROD SLEEVE FITMENT

11 ( R ) BLOWER FITMENT 11 ( L ) TAPPET SETTING

12 ( R ) 12 ( L ) INSPECTION COVER FITMENT

13 ( R ) 13 ( L ) INJECTOR FITMENT AND CYLINDER HEAD

14 ( R ) 14 ( L ) FUEL SYSTEM

15 ( R ) 15 ( L ) EXHAUST MANIFOLD FITMENT

16 ( R ) TURBO FITMENT (IN CASE OF TC)

16 ( L ) ______

35

TIME STUDY OF VARIOUS ASSEMBLIES & SUB- ASSEMBLIES IN MULTICYLINDER ENGINE ASSEMBLY LINE

Stage -01R (MAIN BEARING PRESSING) S. No. Operation 's Name Time(s)

1 Gallery inspection for foreign materials 18 2 Centre bolt fitment 24 3 F.I.P. stud fitment 20 4 Drain plug fitment (2 threads) 10 5 Suction tube fitment (2 threads) 2 6 Drain plug tightening 7 7 Suction tube tightening 13 8 Torquing of drain plug 26 9 Drain plug torquing 13

10 90 degree anticlockwise rotation of crank case 5 11 oil gallery plug fitment with favicol and tightening 14 12 Torquing of oil gallery plug 9 13 Oil gallery tube fitment and tightening 53 14 Oil gallery tube bolt torquing 15 15 History card filling 18 16 Lubrication of crank hole & cam hole 7 17 Bush pressing of crank shaft & cam shaft 73 18 Inspection of hole after pressing 11 19 Shifting of engine to the next stage through indexing 14

Total time 352

18 24 20 10

2 7 13 26

13 5

14 9 18

7

73

11 14

01020304050607080 Opr Cycle Time - ST No. 01

Opr Cycle Time Stn Avg Cycle TIme

36

Stage -02 (CRANK SHAFT FITMENT ) S. No. Operation 's Name Time

1 thrust washer fitment inside crank case 21 2 F.I.P. stud tightening 10 3 cap fitment on crankcase with anabond 22 4 clean cavities of crank shaft through air gun 17 5 open internal bearing housing (I.B.H.) and fit on crank case 14 6 I.B.H. tightening on crank case 22 7 I.B.H. torquing on crank shaft 20 8 crank shaft mounting on the hook and placed it over engine 45 9 crank shaft placed in the crank case 23

10 I.B.H. stud fitment and tightening on crank case 43 11 I.B.H. stud torquing 13 12 marking with marker 2 13 centre bolt tightening 9 14 Centre bolt torquing 7 15 crank shaft tackle fitment 33 16 indexing 5

total 306

Crank shaft placed in crank case

21

10

22 17

14

22 20

45

23

43

13

2

9 7

33

5

05

101520253035404550 Opr Cycle Time - ST No. 02

Opr Cycle Time Avg Cycle Time

37

Stage -3R(1) PEDESTALMOUNTING S. No. Operation 's Name Time(s)

1 Balance weight open from crank shaft 41 2 Put balance weight on engine block 14 3 Apply anabond on first pair of balance weight & hand tighten on the crank shaft 36 4 Apply anabond on third pair of balance weight and hand tighten 31 5 Apply anabond on second pair of balance weight and hand tighten 21 6 Hook tighten on the crank case for lifting 19 7 Bring Hoist to the station and shift block to the pedestal mounting station 14 8 put pedestal on the mounting station and tightening the pedestal 27 9 Fit key on crank shaft 14

TOTAL 217

Hand tightening of balance weight Pedestal mounting and tightening

41

14

36 31

21 19 14

27

14

05

1015202530354045 Opr Cycle Time - St No. 3L

Opr Cycl Time Avg Stn Cyl Time

38

Stage -3R(2) (CRANK GEAR PRESSING) S. No. Operation 's Name Time(s)

1 Shift engine from pedestal mounting station to the running line 37 2 Balancing weight tightening with D.C. Tool 100 3 Balance weight torquing 100 4 Marking on balance weight 10 5 90 degree rotation to the block 2 6 Fit thrust washer & crank gear on the crank shaft 42 7 Gear pressing on the crank shaft 29

Total 320

Balance Weight Tightening Crank gear pressing

37

100 100

10 2

42

29

0

20

40

60

80

100

120

Shiftenginefrom

pedestalmountingstation to

the runningline

Balancingweight

tighteningwith d.c.

tool

Balanceweight

torquing

marking onbalanceweight

90 degreerotation tothe block

fit thurstwasher &crank gear

on the crankshaft

Gearpressing onthe crank

shaft

Opr Cycle Time - Stn No. 3R

Opr Cyl TIme "Avg Stn Cyl Time"

39

Stage- 4L (BEARING HOUSING FITMENT) S. No. Operation Time(s)

1 Left pedestal picking 10 2 left pedestal tightening 32 3 crank shaft tackle de assemble 9 4 bearing housing fitment 26 5 bearing housing bolt hand tighten 29 6 bolt tighten with Electronic torque wrench 31 7 Oil seal fitment 14 8 oil seal pressing 32 9 Lifter guide picking 14

10 lifter guide fitment 17 11 Clamp fitment and hand tighten 22 12 clamp tightening with electronic torque wrench 12

Total 248

Bearing housing fitment and bolt tightening with electronic torque wrench

10

32

9

26 29

31

14

32

14 17

22

12

0

5

10

15

20

25

30

35 Opr Cycle TIme - St No.4L

Opr Cyl Time "Avg Stn Cyl Time"

40

Stage -4R (F.I.P. FITMENT ) S. No. Operation 's Name time(s)

1 picking of circlip and suction screen 3 2 fitment of suction screen 10 3 tightening of suction screen 12 4 oiling of the F.I.P. place, and gear place 19 5 fitment of diamond dowel 7 6 fitment of round dowel 6 7 picking of L.O.P. 9 8 L.O.P. Fitment 13 9 tightening of L.O.P. Bolts 8

10 torquing of L.O.P. Bolts 8 11 cam shaft fitment 23 12 tightening of bolt of cam gear 38 13 torquing of cam gear's bolts 5 14 F.I.P. picking 13 15 F.I.P. fitment 44 16 apply fluid on nut and hand tight on fip gear 7 17 tightening and torquing of nut 12 18 Number punching 59

total 296

F.I.P. Fitment

3 10 12

19 7 6 9 13 8 8

23

38

5 13

44

7 12

59

010203040506070

Opr Cycle Time - Stn No. 4R

Opr Cycle Time "Stn Avg Cycle Time"

41

Stage -5L (SPILL CUT CHECK) S. No. Operation 's Name Time(s)

1 Oil seal pressing on the crank shaft (control housing. Side) 28 2 Pointer fitment on the control housing. 13 3 crank pulley fitment on the crank shaft with bolt 20 4 split cut check 151 5 F.I.P. screw tighten 38

Total 250

Spill Cut Check

28

13 20

151

38

0

20

40

60

80

100

120

140

160

oil seal pressing onthe crank shaft

(control hsg. Side)

pointer fitment onthe control hsg.

crank pully fitmenton the ctrank shaft

with bolt

split cut check fip screw tighten

Opr Cycle Time - Stn No.5L


42

Stage -5R (Control Housing Fitment ) S. No. Operation 's Name Time(S)

1 Putting gear in the oven 11 2 checking gear rotation And fit locking fixture 9 3 remove bolt from L.O.P. 4 4 L.O.P. gear picking 8 5 L.O.P. Gear fitment 10 6 L.O.P. Gear tighten 7 7 nut tighten with electronic torque wrench 15 8 gear picking from oven 64 9 gear fitment 15

10 gear pressing 12 11 bolt fitment on gear and Hand tighten 11 12 bolt tighten with gear 6 13 torquing and marking 18 14 checking gear rotation 12 15 Apply grease on the periphery 18 16 gasket fitment 23 17 control housing Fitment 27 18 nut fitment and tightening 20 19 torquing and marking 10 20 plastic cap fitment 5

total 305

Control Housing Fitment

11 9 4

8 10 7 15

64

15 12 11 6

18 12

18 23

27 20

10 5

0

10

20

30

40

50

60

70 Opr Cycle Time - St no.5R

Opr Cycle TIme "Stn Avg Cycle Time"

43

Stage-6L (FLYWHEEL FITMENT) S. No. Operation Time(s)

1 o ring fitment 50 2 Torquing of the bolts on the bearing housing 25 3 pilot bush fitment 14 4 flywheel fitment on the crank shaft & hand tighten the nut 38 5 flywheel tighten in the tackle for the next engine 88 5 Flywheel nut tighten with dc tool 28 6 crank pulley tightening 38 7 pulley settlement and marking and demount the fixture & marking 25

total 306

Flywheel Fitment Flywheel nut Tightening with D.C.

50

25 14

38

88

28 38

25

0102030405060708090

100

Opr Cycle Time - Stn no.6L

"Opr Cycle Time" "Stn Avg Cycle Time"

44

Stage -7R S. No. Operation Time(s)

1 clamping rod fitment on the block and hand tighten 40 2 tightening of the clamping rod on the block 29 3 placing connecting rod on the block 11 4 history card filling and placing con rods in dismantling form 56 5 Connecting rod fitment on crank shaft and hand tighten the bolts 46 6 tighten of the bolts with DC Tools 26 7 Torquing of the bolts 29 8 marking with marker 15

total 252

Connecting Rod Fitment

40

29

11

56

46

26 29

15

0

10

20

30

40

50

60

clampingrod fitment

on theblock and

handtighten

tighteningof the

clampingrod on the

block

placingconnectingrod on the

block

historycard fillingand placingcon rods indismentling

form

Connectingrod fitment

on crankshaft and

handtighten the

bolts

tighten ofthe boltswith DC

Tools

torquing ofthe bolts

markingwith

marker

Opr Cycle Time - Stn no. 7R

Opr Cycle TIme "Stn Avg Cycle Time"

45

Stage -8R(1) LINER FITMENT S. No. Operation Time(s)

1 first liner fitment 40 2 second linear fitment 52 3 third liner fitment 92 4 inlet manifold fit on fixture 3 5 fit rubber boot on both ends 2 6 fit clamp on both ends 10 7 fit second part of inlet manifold 8 8 fit another part of inlet manifold to another side 10 9 clamp bolt tighten with nut runner 40

total 257

Liner Fitment

40 52

92

3 2 10 8 10

40

0102030405060708090

100

first linerfitment

secondlinear

fitment

third linerfitment

inletmanifold

fit onfixture

fit ruberboot on

both ends

fit clampon both

ends

fit secondpart of

inletmanifold

fit anotherpart of

inletmanifold

to anotherside

clamp bolttighten

with nutrunner

Opr Cycle Time - STn no.8R1


46

Stage -8R(2) (BUMPING CHECKING) S. No. Operation Time(s)

1 Bumping checking equipment align on first cylinder liner 28 2 Bumping checking on first liner 21 3 Bumping check equipment declamp from first cylinder liner 16 4 Bumping checking equipment align on second cylinder liner 1 5 Bumping checking on second liner 40 6 Bumping check equipment declamp from second cylinder liner 15 7 Bumping checking equipment align on third cylinder liner 20 8 Bumping checking on third liner 20 9 Bumping check equipment declamp from third cylinder liner 18

10 history card filling 24 11 put first shim on first liner 20 12 put second shim on first liner 2 13 put third shim on third liner 3 14 Alignment of shim on liner 6 15 align cylinder on third liner 15 16 align second cylinder on second liner 12 17 align third cylinder on third liner 11 18 align all the liner head through hammering 13

total 285

Bumping checking

05

1015202530354045 OPr Cycle Time - STn No.8R2


47

Stage -9R (CYLINDER HEAD BOLT TIGHTENING) S. No. Operation Time(s)

1 align fixture on the cylinder head 7 2 Align second fixture on the other side of the cylinder head 14 3 put washer on clamping rod 44 4 picking nuts (close side) 12 5 align nuts on the rod and hand tighten on first cylinder head 14 6 align nut on rod and hand tighten on the second cylinder head 21 7 align nut on rod and hand tighten on the third cylinder head 13 8 align nut (open side) on the rod first cylinder head & hand tighten 29 9 align nut (open side) on the rod second cylinder head & hand tighten 14

10 align nut (open side) on the rod third cylinder head & hand tighten 16 11 2 nut tighten with DC tool of first cylinder head 38 12 2 nut tighten with DC tool of second cylinder head 25 13 2 nut tighten with DC tool of third cylinder head 21 14 2 nut tighten with DC tool of first cylinder head 25 15 2 nut tighten with DC tool of second cylinder head 13 16 2 nut tighten with DC tool of third cylinder head 25 17 deassemble fixture and put it on its right place 9 18 Levelling of cylinder head 6

total 346

Cylinder Head Fitment

7 14

44

12 14 21

13

29

14 16

38

25 21

25

13

25

9 6

0

10

20

30

40

50 OPr Cycle Time - STn No.9R

Opr Cycle Time "stn Avg Cycle Time"

48

Stage -10L (Push Rod Steel Fitment ) S. No. Operation Time(s)

1 bolt fitment on the engine block and torquing 34 2 o ring picking 13 3 o ring settlement in the cylinder block 51 4 torquing of special nuts of first cylinder head 9 5 torquing of special nuts of second cylinder head 6 6 torquing of special nuts of third cylinder head 11 7 checking of hole of cylinder head and lifter guide 28 8 first clamping bracket fitment 6 9 second clamping bracket fitment 2

10 clamping strip fitment 6 11 clamping pin fitment 5 12 marking on the parts after torquing 42 13 picking push rod tube and spring 7 14 picking special washer for push rod tube 13 15 first push rod fitment 23 16 second push rod fitment 13 17 third push rod fitment 13 18 fourth push rod fitment 10 19 fifth push rod fitment 9 20 sixth push rod fitment 16 21 push rod assembly (steel) picking 15 22 push rod assembly (steel ) fitment 7

TOTAL 339

Pushrod Sleeve Fitment Push Rod Fitment

34

13

51

9 6 11

28

6 2 6 5

42

7 13

23 13 13 10 9

16 15 7

0102030405060


Opr Cycle Time Stn Avg Cycle TIme

49

Stage -10R S.No. Operation Time(s)

1 Deflector intermediate Assy. Picking and fitment 12 2 rear and front deflector assembly fitment 8 3 bolts picking 3 5 Hand tighten of nut bolt of deflector intermediate ,rear, and front deflector assembly 108 6 picking of gasket (exhaust) 2 7 fitment of gasket on cylinder head 7 8 fitment of exhaust manifold on cylinder head 5 9 Cap fitment 4

10 first picking top bracket 1 11 second top bracket picking and fitment 6 12 third top bracket picking and fitment 7 13 washer fitment on exhaust manifold 20 14 hand tightening of nut on the inlet manifold 35 15 tightening of exhaust manifold 4 16 tightening of rest of the bolts 35 17 bolt fitment on top bracket 39 18 torquing 16 19 marking 5 20 bolt washer sub assembly 15

total 332

Inlet Manifold Fitment

12 8 3

108

2 7 5 4 1 6 7 20

35

4

35 39

16 5

15

020406080

100120 Opr Cycle Time - STn No.10R


50

Stage -12 L S. No. Operation time(s)

1 Apply anabond on the windows 25 2 stud fitment 12 3 gasket for inspection cover fitment 6 4 inspection cover middle fitment 5 5 dip stick cover with gasket cover fitment 28 6 3rd cover fitment 28 7 bolt fitment 107 8 tightening of all three bolts and bracket fitment 91 9 Fuel filter with o ring fitment 19

Total 321

25

12 6 5

28 28

107

91

19

0

20

40

60

80

100

120 Opr Cycle Time - Stn No.12L

Opr Cycle Time Stn Avg Cycle Time

51

Stage -11 R S. No. operation time(s)

1 Picking of bolts and handle 7 2 tightening of studs 16 3 Picking of blower shaft and fitment with bolt 60 4 Tightening of the bolts 42 5 fitment of first impeller housing 11 6 fitment of second impeller housing 3 7 fitment of third impeller housing 4 8 Fitment of nuts and washers and hand tighten 23 9 Tightening of nuts with runner 11

10 blower pulley nut tighter 10 11 torquing 23 12 checking blower pulley rotation 50 13 hammering 10

Total 270

7 16

60

42

11 3 4

23

11 10

23

50

10

0

10

20

30

40

50

60

70 Opr Cycle Time - Stn No.11R


52

Stage -11L S. No. Operation Time(s)

1 Picking and fitting of rocker arm assembly on first cylinder head 7 2 Picking and fitting of rocker arm assembly on second cylinder head 11 3 Picking and fitting of rocker arm assembly on third cylinder head 12 4 Bolt picking & fit on first pin block 19 5 bolt picking & fit on second pin block 3 6 bolt picking & fit on third pin block 3 7 tightening of bolt on the third pin block with dc tool 13 8 tightening of bolt on the second pin block with dc tool 12 9 tightening of bolt on the first pin block with dc tool 27

10 torquing off all the bolt on pin block 18 11 marking 9 12 tappet setting 128 13 breather cap sub assembly 35 14 duel fuel filter sub assembly 18

total 315

7 11 12 19 3 3

13 12 27

18 9

128

35 18

0

20

40

60

80

100

120

140 OPr CYcle Time - STn no.11L


53

Stage-13 L S. No. operation Time(s)

1 Injector assembly picking (greasy) 17 2 injector fitment 7 3 cylinder head gasket fitment 4 4 cylinder head cover fitment 13 5 injector clamp fitment 13 6 hshc screw fitment on cylinder cover 38 7 tightening of all bolt and screw with runner 26 8 fuel injector pipe assembly fitment picking 12 9 fuel injector pipe assembly fitment 25

10 tightening of pipe nuts with spanner 35 11 rubber beads fitment 7 12 torquing 4

Total 201

17

7 4

13 13

38

26

12

25

35

7 4

05

10152025303540

Opr Cycle Time - Stn no.13L


54

Stage-14L S. No. Operation time(s)

1 Dip stick fitment 10 2 Filter fitment and torquing 17 3 Pipe on injector pipe fitment 36 4 Pipe fitment on cylinder head 38 5 Special nut fitment 24 6 Rubber beads fitment 15 7 Nut tightening and torquing 71 8 Fuel system (pipe fitments) 104

total 315

10 17

36 38

24 15

71

104

0

20

40

60

80

100

120

dip stickfitment

filter fitmentand torquing

pipe oninjector pipe

fitment

pipe fitmenton cylinder

head

special nutfitment

rubberbeads

fitment

nuttightening

and torquing

fuel system(pipe

fitments)



55

Stage-15L S. No. operation time(s)

1 Gasket fitment 18 2 exhaust manifold fitment 71 3 Nut fitment hand tighten 11 4 Nut tightening 26 5 exhaust manifold sub assembly 14 6 Clamp fitment on pipe 68 7 shifting of engine from 15L to next stage 55

Total 263

Exhaust Manifold Fitment

18

71

11

26

14

68

55

0

10

20

30

40

50

60

70

80

Gaskit fitment exhaustmanifoldfitment

Nut fitmenthand tighten

Nut tightening eXhaustmanifold sub

assembly

Clamp fitmenton pipe

shifting ofengine from15L to next

stage

Opr CYcle Time - Stn No.15L


56

TIME STUDY OF SUB ASSEMBLIES IN MULTI CYLINDER ENGINE ASSEMBLY

S. No. CAM SHAFT SUB ASSEMBLY-1 Time(s) 1 picking of cam shaft and put on fixture 5 2 cleaning of cam shaft and key slot 17 3 picking of cam shaft and put it on the other fixture 10 4 ball bearing picking and fit on the cam shaft 21 5 ball bearing pressing on the cam shaft by press 10 6 circlip fitment on ball bearing 25 7 give 180 degree rotation to the cam shaft 13 8 Put ball bearing on the cam shaft (bigger dia.) 17 9 Ball bearing pressing with press and remove mandrel 12

10 align key on the cam shaft 23

11 remove cam shaft from the fixture and put it on the horizontal position on the other fixture 12

12 again placed cam shaft on fixture 12 13 wear gloves on hands 18 14 picking of gear (hot) from oven 10 15 put gear on the cam shaft 24 16 put mandrel on the cam shaft and pressing by press 15 17 put cam shaft on the rack 11 18 put cam shaft at the nearby station 10

TOTAL 265

05

1015202530

Series1

57

S.No. CAM SHAFT SUB ASSEMBLY - 1 ( 2 ) Time in (sec) 1 pick up the shaft from the rack and hold into the fixture 6

2 pick the bearing from the bin and fitted on the shaft (steel hammer used ) 20

3 put fixture on the above side bearing for pressing 2 4 pressing the bearing 4 5 mounted fixture is removed from the shaft by hand 2 6 circlip is also fitted on the bearing with circlip plier 9

7 change the position of the shaft and rotate to other side and clamp again under the fixture 5

8 pick up big size bearing from the bin and mounted on the shaft 4

9 and also mount fixture above the shaft for pressing 2 10 big size bearing pressing by pneumatic press 6 11 remove fixture from the shaft and put on resting place 2

12 take shaft after bearing pressing by hand and put the shaft on the fixture set on the table 4

13 pick up key from the bin and fitment of key on the shaft by steel hammer 7

14 after key fitment and shaft is again holding into the fixture 5

15 pick up the piece of cloth and the heated gear is taken from the furnace and mounted on the shaft ( hammer used ) 15

16 pick the fixture and mounted above the shaft for gear pressing 3 17 now pressing the heated gear 5

18 unclamped the shaft and the fixture is put on the resting area and complete sub assembly is put on the rack 10

Total 111

0

5

10

15

20

25

cycle time

cycle time

58

S. No. CONTROL HOUSING SUB ASSEMBLY - 2 Time in (sec)

1 Pick up the thrust washer with cover plate and fit bolt into the plate by hand 10

2 The plate is mounted on the control housing cover and the bolt is tight by hand 20

3 Picked the impact gun and tightening the bolt on the cover plate 20 TOTAL 50

0

5

10

15

20

25

PICK UP THE THRUST WASHERWITH COVER PLATE AND FIT

BOLT INTO THE PLATE BY HAND

THE PLATE IS MOUNTED ONTHE CONTROL HSG COVERAND THE BOLT IS TIGHT BY

HAND

PICKED THE IMPACT GUN ANDTIGHTENING THE BOLT ON THE

COVER PLATE

cycle time

cycle time

59

02468

1012141618

Series1

S. No. CONNECTING ROD SUB ASSEMBLY-3 Time in (sec) 1 put the rod on the table and loose the bolt at big end side 16 2 pick up the air gun and clean the connecting rod 10 3 fitment of upper shell bearing by hand and hammer is also used 12 4 fitment of lower shell bearings in the bottom end bearing cap 10

5 dip the bottom end bearing cap into the oil and fitted the separated section and tightening the bolt by hand 8

6 similarly, dip again the bottom end bearing cap into the oil and fitted the separated section and tightening the bolt by hand 8

7 after bearings fitment plastic hammer is used and pick the connecting rod from the table and put on the rack 12

TOTAL(1) 76 total (3) (Per engine requirement ) 228

60

S. No. LINER AND PISTON SUB ASSEMBLY - 4 time in (sec)

1 pick up the piston from the table and rotate the piston and mounted on the stationary fixture 4

2 the first piston ring is mounted on the piston 3

3 then picked the piston from first fixture and mounted on the second fixture 3

4 second ring mounted on the piston by hand 8

5 then piston is picked from second fixture and mount on the third fixture 3

6 third ring is mounted on the piston by hand 3 7 the piston is pick up from the fixture and put on the table 2 8 pick up second piston and rotate and mounted on the 1st fixture 4 9 first ring is mounted on the piston by hand 2

10 piston pick from 1st fixture and mounted on the second fixture by hand 2

11 second ring is mounted on the piston 5

12 after ring mounted fixture is pick up from the second fixture and mounted on the third fixture 2

13 third ring is mounted on the piston by hand 3 14 picked piston from the fixture and put on the table 3 15 pick up 3rd piston and rotate and mounted on the 1st fixture 4 16 ring is mounted on the piston by hand 3 17 piston picked from fixture and mounted on the 2nd fixture 1 18 second ring is mounted on the piston 4 19 the piston is shifted to next 3rd fixture 2 20 third ring is mounted on the piston by hand 3 21 the piston is pick up from the 3rd fixture and put on the table 3

22 the piston pin is into the piston ( three piston pin ) by hand one by one 15

23 the circlip is taken from the bin and plier is also taken 4

24 the circlip is fitted into the piston one by one ( three circlip ) with the help of circlip plier 26

25 move liner to the exact position where operation has to be done 20 26 take a piece of cloth from the table and open the packaging 10

27 clean the liner internally with the help of piece of cloth one by one by hand ( three liner ) 34

28 then pick up the lubricating fixture and fit on the above side of the liner and remove locating fixture 11

29 pick the piston from the table and insert into the liner and supply the oil 22

30 picked locating fixture and fit on the lub. fixture inserted the piston fully into the liner ( by hand pushed deeply into the liner ) 8

31 the lub. fixture mounted to the other second liner and differ the locating fixture 5

32 again pick up the second piston from the table and mounted on the liner 5

33 the piston is inserted into the liner and supply lub. oil 17

34 pick up the locating fixture and mount above the liner and insert the piston deeply into the liner 6

35 the lub. fixture mounted to the other third liner and differ the locating fixture 6

36 again pick up the 3rd piston from the table 4

61

37 Piston inserted into the liner and supplies the lub. oil 15

38 mount locating fixture on the liner and insert downward the piston into the liner by hand ( pushed downward ) 7

39 Pick up the lub. fixture and placed on the table 5 Total 287

05

10152025303540 Cycle Time

Cycle Time

62

S. No. BLOWER SHAFT SUB ASSEMBLY Time in (sec)

1 PUT BLOWEER SUPPORT FRONT ON THE FIXTURE 5 2 FIT CIRCLIP IN THE SUPPORT 18

3 FIT BALL BEARING IN THE SUPORT AND PUT THE MANDREL ON THE STATION 8

4 FIT OIL SEAL IN THE BLOWER SUPPORT THROUGH MANDREL AND HAMMER 11

5 FIT BEARING IN THE BLOWER SUPPORT FRONT 10

6 FIT OIL SEAL IN THE BLOWER SUPPORT THROUGH MANDREL AND HAMMER 9

7 FIT SHIM ON THE BLOWER SUPPORT FRONT 18 8 FIT CIRCLIP ON THE BLOWER SUPPORT FRONT 9 9 ENSURE CIRCLIP FITMENT THROUGH HAMMNER AND MANDREL 6

10 MOUNT BLOWER SHAFT ON THE FIXTURE 9 11 MOUNT BLOWER SUPPORT FRONT ON THE BLOWER SHAFT 3 12 FIT DISTANCE RING IN THE BLOWER SUPPORT FRONT 13 13 PUTWASHER INSIDE THE BLOWER SUPPORT FRONT 10 14 FIT KEY ON THE BLOWER SHAFT 13 15 FIT PULLEY ON THE BLOWER SHAFT 23 16 FIT SPRING WASHER AND NUT ON THE BLOWER SHAFT 14 17 FIT THE NUT PROPERLY 12 18 MOUNT BLOWER SHAFT ON THE OTHER FIXTURE 8 19 PICK BLOWER SUPPORT REAR AND PLACE ON FIXTURE 5 20 FIT CIRCLIP IN THE BLOWER SUPPORT FRONT 9 21 FIT BEARING IN THE BOWER SUPPORT REAR 3

22 FIT OIL SEAL IN THE BLOWER SUPPORT REAR THROUGH HAMMER AND MANDREL 6

23 FIT OIL SEAL IN THE BLOWER SUPPORT FRONT 9 24 FIT BLOWER SUPPORT REAR ONTHE BLOWER SHAFT 8 25 FIT CIRCLIP IN BLOWER SUPPORT RAER 9 26 FILL BLOWER SUPPORT REAR WITH GREESE 8 27 FIT CAP ON THE BLOWER SUPPORT REAR WITH HAMMER 7

28 REMOVER BLOWER SHAFT FROM FIXTURE AND PLACE ON THE TROLLEY 5

TOTAL 268

63

PIN BLOCK SUB ASSEMBLY Time in

Sec. 1 put up the pin block and rest it on the fixture 8 2 fit pin in the block with hammer 2 3 change orientation of pin block in the fixture 2 4 fit pin in the block with hammer 4 5 change orientation of pin block in the fixture 2 6 again fit pin in the block with hammer and remove pin block from fixture 6 7 put second pin block and rest it on the fixture 4 8 fit pin in the block with hammer 4 9 change orientation of pin block in the fixture 2

10 fit pin in the block with hammer 2 11 change orientation of pin block in the fixture 2 12 fit pin on the pin block with hammer and remove it from fixture 5 13 put up the pin block and rest it on the fixture 3 14 fit pin in the block with hammer 5 15 change orientation of block in the fixture 1 16 fit pin in the block with hammer 4 17 change orientation of block in the fixture 2

0

5

10

15

20

25PU

T BL

OW

EER

SUPP

ORT

FRO

NT

ON

…FI

T CI

RCLI

P IN

THE

SU

PPO

RTFI

T BA

LL B

EARI

NG

IN T

HE S

UPO

RT…

FIT

OIL

SEA

L IN

THE

BLO

WER

SU

PPO

RT…

FIT

BEAR

ING

IN T

HE B

LOW

ER…

FIT

OIL

SEA

L IN

THE

BLO

WER

SU

PPO

RT…

FIT

SHIM

ON

THE

BLO

WER

SU

PPO

RT…

FIT

CIRC

LIP

ON

THE

BLO

WER

SU

PPO

RT…

ENSU

RE C

IRCL

IP F

ITM

ENT

THR

OU

GH…

MO

UN

T BL

OW

ER S

HAFT

ON

THE

…

FIT

DIST

ANCE

RIN

G IN

THE

BLO

WER

…PU

TWAS

HER

INSI

DE T

HE B

LOW

ER…

FIT

KEY

ON

THE

BLO

WER

SHA

FTFI

T PU

LLEY

ON

THE

BLO

WER

SHA

FTFI

T SP

RIN

G W

ASHE

R AN

D N

UT

ON

THE

…FI

T TH

E N

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PRO

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YM

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NT

BLO

WER

SHA

FT O

N T

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PICK

BLO

WER

SU

PPO

RT R

EAR

AND…

FIT

CIRC

LIP

IN T

HE B

LOW

ER S

UPP

ORT

…FI

T BE

ARIN

G IN

THE

BO

WER

SU

PPO

RT…

FIT

OIL

SEA

L IN

THE

BLO

WER

SU

PPO

RT…

FIT

OIL

SEA

L IN

THE

BLO

WER

SU

PPO

RT…

FIT

BLO

WER

SU

PPO

RT R

EAR

ON

THE…

FIT

CIRC

LIP

IN B

LOW

ER S

UPP

ORT

RAE

RFI

LL B

LOW

ER S

UPP

ORT

REA

R W

ITH…

FIT

CAP

ON

THE

BLO

WER

SU

PPO

RT…

REM

OVE

R BL

OW

ER S

HAFT

FRO

M…

Cycle Time

Cycle Time

64

18 fit pin in the block with hammer 6 19 put arm (small) the first pin block 6 20 put another pin block and fit arm(small ) on second pin block 4 21 put third pin block and fit arm(small ) on third pin block 6 22 fit shim on the arms(3) 8 23 put circlip and fit on the arm 39 24 put circlip and fit on the second arm 11 25 put circlip and fit on the third arm 21 26 pick arm (bigger) and fit on the block with shim and circlip 21 27 pick arm (bigger) and fit on the second block with shim and circlip 18 28 pick arm (bigger) and fit on the third block with shim and circlip 22

TOTAL 218

05

1015202530354045

PUT

UP

THE

PIN

BLO

CK A

ND…

FIT

PIN

IN T

HE B

LOCK

WIT

H…CH

ANGE

ORI

ENTA

TIO

N O

F…FI

T PI

N IN

THE

BLO

CK W

ITH…

CHAN

GE O

RIEN

TATI

ON

OF…

AGAI

N F

IT P

IN IN

THE

BLO

CK…

PUT

SECO

ND

PIN

BLO

CK…

FIT

PIN

IN T

HE B

LOCK

WIT

H…CH

ANGE

ORI

ENTA

TIO

N O

F…FI

T PI

N IN

THE

BLO

CK W

ITH…

CHAN

GE O

RIEN

TATI

ON

OF…

FIT

PIN

ON

THE

PIN

BLO

CK…

PUT

UP

THE

PIN

BLO

CK A

ND…

FIT

PIN

IN T

HE B

LOCK

WIT

H…CH

ANGE

ORI

ENTA

TIO

N O

F…FI

T PI

N IN

THE

BLO

CK W

ITH…

CHAN

GE O

RIEN

TATI

ON

OF…

FIT

PIN

IN T

HE B

LOCK

WIT

H…PU

T AR

M (S

MAL

L) T

HE…

PUT

ANO

THER

PIN

BLO

CK…

PUT

THIR

D PI

N B

LOCK

AN

D…FI

T SH

IM O

N T

HE A

RMS(

3)PU

T CI

RCLI

P AN

D FI

T O

N…

PUT

CIRC

LIP

AND

FIT

ON

…PU

T CI

RCLI

P AN

D FI

T O

N…

PICK

ARM

(BIG

GER)

AN

D FI

T…PI

CK A

RM (B

IGGE

R) A

ND

FIT…

PICK

ARM

(BIG

GER)

AN

D FI

T…

Cycle Time

Cycle Time

65

S. No. I.B.H. SUB ASSEMBLY Time in Sec. 1 put I.B.H. on the working station 6 2 opening of I.B.H. with nut runner 14 3 separate second half 9 4 put bearing on the I.B.H. 12 5 fit bush in the I.B.H. with mallet 13 6 tightening of the I.B.H. 19 7 fit I.B.H. on the fixture to check the oil pressure and flow 28 8 tighten the nozzle on the first I.B.H. 20 9 tighten the second nozzle and torquing 26

10 check the flow again 10 11 remove the bearing from the fixture and put it in the trolley 18 12 put second I.B.H. on the fixture and tight the lock 11 13 fit and tighten the nozzle 12 14 fit second nozzle 8 15 torquing of the nozzle 10 16 checking the flow of oil 10 17 remove I.B.H.. from the fixture and put it in a tray 17

total 245

66

A BEARING HSG SUB ASSEMBLY (A) Time in Sec.

1 put bearing housing on the fixture 6 2 apply grease on the periphery 9 3 put gas kit on the bearing housing 9 4 fit bearing on the fixture 5 5 put fixture on the bearing housing 3 6 pressing of the bush in the bearing housing 7 7 removal of fixture 4 8 checking 7 TOTAL 50

0

5

10

15

20

25

30

Cycle Time

Cycle Time

67

B LIFTER GUIDE SUB ASSEMBLY (B) Time in Sec. 1 put washer in the lifter (black) 18 2 put washer in the lifter (pink) 2 3 put first lifter guide in bin 3 4 put washer in the lifter (black) 12 5 put washer in the lifter (pink) 3 6 put second lifter guide in bin 2 7 put washer in the lifter (black) 14 8 put washer in the lifter (pink) 3 9 put third lifter in bin 4

10 put washer in the lifter (black) 9 11 put washer in the lifter (pink) 3 12 put fourth lifter guide in bin 4 13 put washer in the lifter (black) 9 14 put washer in the lifter (pink) 3 15 put fifth lifter in bin 5 16 put washer in the lifter (black) 9 17 put washer in the lifter (pink) 4 18 put sixth lifter guide in bin 4

TOTAL 111

68

C INSPECTION COVER SUB ASSEMBLY (C) Time in sec. 1 picking of inspection cover 28 2 put inspection cover on fixture 10 3 put ball in the inspection cover 14 4 Allen bolt hand tighten on inspection cover 11

5 put bolt with spring and hand tighten it in the inspection cover 18

6 torquing of the bolt 6 7 tightening of the Allen bolt with Allen key 17

8 remove inspection cover from fixture and put it on the station 8

TOTAL 112

TOTAL(A+B+C) 273 * A, B, C is done by single operator

0

50

100

150

200

250

300

BEARING HSG SUB ASSEMBLY(A)

LIFTER GUIDE SUB ASSEMBLY(B)

INSPECTION COVER SUBASSEMBLY (C)

Series1

69

SUMMARY OF TIME STUDY OF ASSEMBLY LINE

S. No. Stage’s No.

Description Actual Cycle time

(sec.)

Purposed Cycle time

(sec.)

TAKT. Time (Sec.)

Avg. Time (sec.)

1. 01 Main bearing pressing 352 284 371 290 2. 02 Crank shaft fitment 321 286 371 290 3. 3R(1) Pedestal mounting 243 285 371 290 4. 3R(2) Crank shaft pressing 318 290 371 290 5. 4L Bearing housing pressing 240 282 371 290 6. 4R F.I.P. Fitment 296 296 371 290 7. 5L Spill cut check 250 250 371 290 8. 5R Control Housing Fitment 305 290 371 290 9. 6L Flywheel fitment 306 281 371 290

10. 7R Connecting rod fitment 252 277 371 290 11. 8R(1) Liner fitment 250 257 371 290 12. 8R(2) Bumping checking 285 285 371 290 13. 9R Cylinder Head fitment 346 298 371 290 14. 10L Push rod sleeve fitment 339 287 371 290 15. 10R Inlet manifold fitment 332 293 371 290 16. 12L Inspection cover fitment 321 301 371 290 17. 11R Blower fitment 270 309 371 290 18. 11L Tappet body fitment 315 297 371 290 29. 13L Injector fitment 201 218 371 290 20. 14L Fuel pipe fitment 315 298 371 290 21. 15L Exhaust manifold fitment 263 263 371 290

TOTAL 6079 5927

#The red circle shows zones to be improved.

70

Summary of time study of Sub-Assembly Line

S.NO. SUB-ASSEMBLY Cycle Time(S)

MEAN

1 CAM SHAFT SUB ASSEMBLY - 1 265 197 2 CAM SHAFT SUB ASSEMBLY - 1 ( 2 ) 111 197 3 CONTROL HOUSING SUB ASSEMBLY - 2 51 197 4 CONNECTING ROD SUB ASSEMBLY 3 76 197 5 LINER AND PISTON SUB ASSEMBLY - 4 287 197 6 BLOWER SUB ASSEMBLY - 6 (i) 290 197 7 BLOWER SHAFT SUB ASSEMBLY (ii) 268 197 8 PIN BLOCK SUB ASSEMBLY - 7 218 197 9 OIL FILTER PLATE SUB ASSEMBLY 103 197

10 I.B.H SUB ASSSEMBLY - 8 245 197

11

(BEARING HOUSING +LIFTER GUIDE+INSPECTION COVER SUB ASSEMBLY) 253 197

Total 3097

0

50

100

150

200

250

300

350

400

01 02

3R(1

)

3R(2

) 4L 4R 5L 5R 6L 7R

8R(1

)

8R(2

)

9R 10L

10R

12L

11R

11L

13L

14L

15L

before

proposed

takt time

Avg. Cycle time

71

Process and Gap Analysis

S.No. Actual Station Purposed Station/ Method Remarks 1. Oil gallery tube fitment ,tightening &

torquing is on stage 01 R Operation to be shifted on 3R1 Reduce cycle time of 68

second on stage 01 R (352-68=) & Increase in cycle time of Stage3R 1 is (217+68=)

2. Repeat torquing on I.B.H. Stud to be eliminated & Tackle relocated near to stage no. 02 .

Reduce cycle time of 20 sec. (309-16=)

3. Do not repeat the torquing on balance weight bolts , one click sufficient for confirmation 3R2

Reduce cycle time of 32 Sec. on Stage 3R2. (318-32=296) Sec.

4. Torquing of control housing and marking & plastic cap fitment is on stage 5R

Torquing ,marking and plastic cap fitment should be shifted to 7R

Reduce cycle time of 25 sec. on stage 5R (305-25=280) and increase in cycle time on stage 7R (252+25=277) Sec.

5. Should Fit 2 washer at the same time with both hands, align 2 nuts on the clamping rod & hand tighten only 2 threads and tight the bolts of cylinder head in the correct sequence on stage no. 9R (work design).

Reduce cycle time of 48 sec. on stage 9R (346-48=298)

6. Bolt fitment on top bracket on stage no. 10 R

Should be shifted to 11R Reduce cycle time of 31 sec. on stage no.10R (332-31=301) Sec. & increase cycle time of stage no. (270+31=301) sec.

7 Should tight only two threads with hands & Use both hands for bolt s hand tightening on the plates on stage 12 L(work design).

Reduce cycle time of 20 sec. (321-20=301) sec.

8 Filter fitment & torquing on stage 14L

Operation to be shifted on 13 L Reduce cycle time of 17 sec. (315-17=298) sec. on stage 14L & Increase cycle time on stage 13L (201+17=218) Sec.

In Addition to that I recommend ProBalance® software which is more flexible to balance assembly line of any type. All the Process Engineers should be familiar to this software. By Changing the method of doing operations & shifting the operation from one station to another station (reducing the idle time of station) we can reduce the takt. time of 360 seconds to 340 seconds. So, we can increase productivity i.e. no. of engines per shift. We can produce 72 engines per shift. Actual TAKT Time= 371 sec. Purposed TAKT time=340 sec. Actual production rate =66 Engines per shift Purposed production rate=72 Engines per shift Increase in production rate= 72-66=08 Engines per shift % increase in production rate = (72-66)/66 =9.09%

72

CONCLUSION The primary goal of my project is to learn the standard procedure of ‘Line Balancing’. I have been made to study cycle time of all the stations in the assembly line. This study shows that an unbalanced assembly line may generate significant capacity loss in a cumulative pattern, which requires a continuous waste elimination and balancing approach in production. The generated results throughout this study suggest that, with the desired single line structure of 16 stations and 340 seconds of TAKT time, in order to achieve maximum gain over the current system in terms of reduced operational costs and resource utilization, the existing line should be re-organized such that,

1. Idle Time to be reduced on the station by shifting the operation from one station to another station.

2. Components to be relocated near the assembly stations.

Application of these changes at the existing pre-assembly line will result in,

1. A single line of 16 stations and 340 sec. of TAKT time. 2. 5.5% reduction in TAKT Time. 3. 9.09% increase in Production rate. 4. 28.45% reduction in ideal time at the assembly Stations. 5. Improved learning time for operators at the line due to reduced TAKT time which

leads to improved assembly quality.

References:-

1. http://www.proplanner.com/documents/filelibrary/documents/papers_case_studies/ArtunTorenli_Thesis_MAN_Public_41372EB3DF63E.pdf

2. http://www.proplanner.com/documents/filelibrary/products/probalance/documents/Line_Balance_PDF_EA88A25C4FF47.pdf

3. http://amalgamationsgroup.co.in/manufacturing-tafe-motors-tractors-ltd.html

73