Internship Report

VOLVO EICHER COMMERCIAL VEHICLES LTD.

ON

Paint Shop Technologies and Rear Axle Assembly

Sandeep Chouhan | Internship | August 6, 2016

Acknowledgement:The internship opportunity I had with Volvo Eicher Commercial Vehicles Ltd was
a great chance for learning and professional development. Therefore, I consider
myself as a very lucky individual as I was provided with an opportunity to be a part
of it. I am also grateful for having a chance to meet so many wonderful people and
professionals who led me through this internship period.
It is my radiant sentiment to place on record my best regards, deepest sense of
gratitude to Mr. Rishikesh Karulkar, Deputy Manager, VECV for being my
mentor and for his constant support and guidance throughout the internship.
I would also like to thank the entire team of Paint shop for their careful and
precious guidance which were extremely valuable for my study both theoretically
and practically. I express my gratitude towards my college management and our
HOD of mechanical department, Prof. Sanjay Jain for allowing me for this
internship.
I perceive this opportunity as a big milestone in my career development. I will
strive to use gained skills and knowledge in the best possible way, and I will
continue to work on their improvement, in order to attain desired career
objectives.

PAGE 1

Table of Contents:1)
2)
3)
4)

5)
6)
7)

8)

Introduction.. 4
About VECV.5
GO PRO philosophy & products..6
Various shop details..7
i.
Machine Shop
ii.
Engine Assembly Shop
iii.
Cab weld shop
iv.
Drive Axle Assembly
v.
Cab Trim Shop
vi.
Paint Shop
vii.
Vehicle Assembly Shop
viii.
Transmission Assembly
Paint Shop...13
Plant Layout (paint shop)14
Process Layout & process description...15
i.
Pretreatment
ii.
CED
iii.
EC Oven
iv.
Sealing
v.
UBS Spray
vi.
Sealing oven
vii.
Sanding
viii.
Tag-o-rag
ix.
Paint Spray
x.
Top coat oven
xi.
Inspection
xii.
Wax Booth
Technologies.23
i.
Roller bed conveyors
ii.
Wireless Power transmission of carriage
iii.
PLC controls
iv.
CED & RoDip
v.
6 Axis Robotic paint
vi.
Ecocyclone filters
vii.
ASRS
viii.
VSD and VFD

PAGE 2

9)

10)

11)
12)
13)
14)

Task I : To calculate takt time for the stations with manual

operations......................................30
a. Assessment I...36
b. Assessment II....36
Task II : To analyze and to find motor rating of the centrifugal
pumps..............................................................................................................37
a. Assessment III...44
Task III : To understand operations at various stations of rear axle assembly
line..............................................................45
Rear axle layout....48
Conclusion.50
References..51

PAGE 3

Volvo Eicher Commercial Vehicles Ltd

Volvo Eicher Commercial Vehicles Limited is a joint venture between the Volvo
Group (Volvo) and Eicher Motors Limited (EML). The joint venture came into
effect into July 2008. VECV includes the complete range of Eichers commercial
vehicles, components and engineering design businesses as well as the sales and
distribution of Volvo trucks. Each of its business units is already well established
and backed by a sizeable customer base.

Business Areas:VECV comprises of five business verticals

EICHER TRUCKS AND BUSES
VOLVO TRUCKS INDIA
EICHER ENGINEERING COMPONENTS
EICHER ENGINEERING SOLUTIONS
VE POWERTRAIN

EICHER ENGINEERING
COMPONENTS

EICHER TRUCKS AND

BUSES

VOLVO TRUCKS INDIA

EICHER ENGINEERING
SOLUTIONS

VE POWERTRAIN

PAGE 4

About VECV: Eicher Trucks and Buses -The first Eicher truck was rolled out from its
manufacturing plant in Pithampur, Madhya Pradesh in 1986 and over the past 29
years, the products have got endorsement from happy customers of over 400,000
vehicles. The state-of-the-art plant in Pithampur has top line manufacturing
processes which includes cab weld shop with robotic welding, CED paint shop,
integrated testing facilities, 100% hot test facility for engines and a lean and
scalable manufacturing set up. It offers superior paint finish and deliver quality
much superior to what we see in contemporary trucks in India. The top coat paint
finish is superior in terms of gloss, distinctness of image and corrosion resistance.
Even UV protection will be two times more than the existing paint quality. The
paint shop will have an initial capacity of 72,000 units scalable to 100,000 units per
annum.

Volvo Trucks India is the first truck manufacturer to introduce the European
design, high performance trucks with the latest technologies.

Eicher Engineering Components (EEC) is the automotive component division of

VECV. Established in 1992, EEC has grown to become one of the largest and most
well reputed gear manufacturers in India.

VE Power Train (VEPT) - Commemorating the successful completion of 5 years of

partnership between Volvo Group and Eicher Motors in July 2013, VE Commercial
Vehicles Limited announced start of commercial production at the technologically
most advanced engine manufacturing plant in India. The Euro 6-compliant diesel
base engines will be supplied to Volvo Group plant in Venissieux, France where
these engines will be assembled for the Volvo Group Euro 6 requirements.

Eicher Engineering Solutions (EES) is a global engineering service partner to

OEM's and First Tier suppliers in ground transportation, aerospace, and consumer
products.
VECV has an employee base of 11,000+ employees.

PAGE 5

GO PRO PHILOSOPHY

We are taking the industry to a whole new level, through our PRO philosophy,
professional, is not only the next-gen Eicher PRO series of trucks & buses, but
PROcesses and our attitude. Constant PROductivity improvements, with best in
class fuel efficiency, superior uptime and relevant modernization together with a
PROmise to partner the customer right through the life cycle of the vehicle. This
ensures the customer gets more revenue out of the same assets, resulting in higher
PROfitability. For all our stakeholders, this will lead to PROsperity, in business and
ultimately in their life. GO PRO is all about being PRO YOU!
The products are mainly categorized into two series:PRO SERIES
Eicher Trucks are built to deliver low 'Total cost of ownership'. Designed for
superior performance with better fuel economy. Higher rated payload and faster
turnaround these trucks have low operating cost and, high reliability loading to
higher profits.
VE SERIES
Eicher Terra series offers enhanced value to customer in areas which are critical to
a tipper operating economics. Better uptime and pulling power, stronger
aggregates, and the ability to run more number of trips. The range has a significant
effect on the operators' productivity and profitability by offering better fuel
economy.
PRO SERIES:

1000 SERIES (5 - 14 TONS)

3000 SERIES (10 - 15 TONS )

6000 SERIES (16 - 40 TONS )

8000 SERIES (25 - 49 TONS )

PAGE 6

Major Departments
Machine Shop

Engine Assembly
Shop

Overall capacity to
manufacture 66,000 sets of
cylinder block & head per
annum.
Machine shop is compatible
to produce 2/4 valve - 4/6
cyclinder variants.
Robotic high pressure
washing machine for cylinder
block cleaning.
New dry type leak testing
machine to ensure leak free
components.
key machining operations
are done with 4 axis
horizontal maching centres,
special purpose machines
like valve seat guide
machine, cam bore, crank
bore, piston bore & joint face
finish machine.

Overall capacity to
manufacture 66,000 engines
per annum. (includes 2/4
valve 4 and 6 cylinder
engines for auto and non
auto applications)
Engine line compatible to
assemble engines for BSII /
BSIII / BSIV - CRDi / CNG.
100% engines are passed
through hot test.
All critical fastening torques
are ensure through DC nut
runners.
Key in process verification
(IPV)- leak testing, torque to
turn, valve oscillation etc.
Engines assembly is done on
the combination of
powerised and slat to take
care of multi models.

Cab Weld Shop

Overall capacity to Produce
100,000 cabins per annum for
both legacy and new cabin.
22+ high tech robots and
integrated transformer guns
are used in welding cabin to
ensure all critical weld
joineries to maintain overall
spot quality.
Main framer concept used for
maintaining overall cab
accuracy.
Door assembly and front lid
hemming is done by
robotised roller hemming.
All key assemblies are
handled through grippers.
Cabin handling is done
through - automated
conveyor, storage and supply
of cabins to paint shop by
automated retrieval and
storage systems.

Drive Axle Assembly

Cab Trim Shop

Overall capacity to manufacture 66000

sets per annum( to cater all variantsLD/HD/MAV/Non-Auto),
All critical fastening torques are ensures
through dc nut runners.
Key in process verification(IPV)- shim
selection, end play check etc.
Axle assembly is done on the fully
automatic "Toe-chain with bottom
trolley return" system.

Overall capacity to manufacture 75000

cabins per annum.(both legacy and new
cabin).
State of the art cabin trim line with
conveyorised assembly of cabin by
taking care of efficient ergonomic.
In-process verification through key
electrical checks and vehicle ECU
flashing.
Key torque tightening with use of
battery operated tools, assembly and
handling of cockpit through ergo device.
Ensure 100% fit finish and gaps through
quality gates.
Supply of trimmed cabins to chassis line
by overhead conveyorised system.

PAGE 7

Paint Shop

Vehicle Assembly

State of the art CED

paint shop with capacity
to paint 72000 cabins per
annum, expendables to
100,000 per annum.
for better cabin life
through Ro-Dip Electrodip mechanism. (to meet
world class paint quality)
world's best paint
technology used at a very
optimal cost with Volvo's
expert support.
Cabin exterior painting
by robots and baking
with energy efficient
ovens.
lead free, water based
paint, eco technology.
cabin handling is done
through - automated
cabin trim shop by
automated retrieval and
storage system.

Seperate chassis lines of

LMD with capacity of
15000 vehicles per
annum.
Key torque tightening is
ensured with DC nut
runners - U bolt, wheel
nut atc.
All key aggregates are
supplied through
overhead conveyorised
system and AGV
(Automated Guided
Vehicles).
100% functional, routing,
clamping and leakage
checking is ensured
through quality gates
100% verification of
vehicles are checked
dynamically at end of
line tester (EOLT) and all
key alignment through
truck cam machine
before delievery to
customer.
Quality verification is
done at FVI, CVES.

Transmission
Assembly
Overall capacity to
manufacture 66000 per
annum. (includes 5 and 6
speed transmission to
cater all variantsLMD/HD/Non-Auto).
100% end of line testing
of transmission for noleakage & performance.
Planning & in-process
quality check through
kiosk system to handle
multi variant.
Hydraulic press for
pressing of bearings,
companion flange bolts.
100% quick dry(QD)
painting for coupled
engine transmission.
Coupled engines are
supplied to chassis line
through over head
conveyor system.

PAGE 8

Cab Trim shop-

Cab Weld Shop -

PAGE 9

10

Paint Shop-

PAGE 10

11

Assembly line-

PAGE 11

12

PAGE 12

13

Paint Shop:Paint application is one of the most demanding aspects of automobile

manufacturing. Not only does the paint coating protect the body surface from
corrosion, it also enhances visual appeal by adding color and gloss Important
selling points. The technology used must meet high expectations of quality and
cost efficiency while remaining environmentally responsible.
Eicher has indigenous Paint Shop with state of the art technologies such as Roller
bed conveyers, robotic painting and CED methods. This provides superior quality
and high productivity. This paint shop is predominantly working on Automation
with PLC controls.
The paint shop is divided further into two departments- Production and Process.
This paint shop uses CED (Cathode Electrode Deposition) method which deposits
primer on the cabin of negatively charged (cathode). The paint itself containing
positive charges gets adhere to the cabin. This method ensures precision painting
with minimum consumption of the paint.
Some main features of paint shop
Production (average of 2015) : LMD - 36,223
HD - 10,446
Paint Cost
: Rs. 550 per cabin
Plant Utilization
: 91%
Water consumption
: 1,800 liter per cabin
Fuel (LNG) consumption
: 1.20 mmbtu per cabin
Cycle time
: 5 minutes
Image of the first cabin produced

PAGE 13

14

Plant layout
PAGE 14

15

Process Layout of paint shop:-

Pre
treatment

tag-o-rag

Paint spray

CED

Sanding

Top Coat
Oven

EC Oven

Sealing oven

Inspection

Sealing

UBS spray

Wax Booth

Process description:1.

Pre Treatment (PT) :Before the metal surface can be painted, it needs to be prepared for the
paint layer. It is similar to laying the foundation. It is similar to laying the
foundation for making a building. Pretreatment process includes cleaning,
degreasing, rinsing, and surface activation. First the cabin enters into the
paint shop after cab weld process, this cabin containing oil and dirt
particles on it is needed to be degreased. Impurities on the surface are
removed and surface is being activated for next CED process. PT line of this
paint shop includes 10 tanks, each of which have a different use.

PAGE 15

16

1. Hot
Water
Rinse

Hot water at 55-65 oC is sprayed on the cabin through nozzles for 120 seconds. It
removes the dirt and oil particles from the surface. De-ionised water is used to reduce
chances of corrosion. It has tank capacity of 12 m3.

In Knock off degrease the water is sprayed at 50- 60 oC for 180 seconds. The oil is
completely removed from external surfaces and it is seperated from water using oil
2. KO
cracking. This recovered oil is reused for other operations. Tank capacity of KO
Degrease Degrease is 58 m3.

3. Dip
Degrease

Water spray in KO degrease is unable to reach far away interior surfaces of the cabin
hence the cabin is dipped into the hot water at 55-65 oC for 180 sec so that each every
part is cleaned.

Water is now sprayed at room temperature for 60 seconds. This process is prepatory
process for surface activation. Basically the previous process had alkaline solution and
4. Water next process is of acidic nature hence water is used to neutralise the effect.
Rinse 1
(Spray)

5. Water
Rinse 2
(Dip)

6. Surface
Activati0
n
7.
Phosphat
ing

8.Water
Rinse 3

9.Water
Rinse 4

10. Water
Rinse 5

The cabin is again dipped in water but this time at room temperature for inner surface.

In the process surface is activated and the surface is being ready for phospating in the
next phase.

phosphate coats are used on metal surface for corrosion resistance, lubricity or as a
foundation for subsquent coatings or paintings.It serves as conversion coating. Zinc,
nickle, manganese. The layer is of 2m thickness.

The water is now used to nuetralise the acidic solution on the surface by using spray.

The cabin is now dipped into the water tank to remove chemicals from inside surface.

Dip/ DI Spray is used in this last stage of PT to completely remove any excess chemicals
from the surface.

PAGE 16

17

2.

Cathode Electrode deposition (CED):After the PT process the cabin now enter into CED line where the body is
dipped into the Electro Coat Paint operation (E-coat), then a high voltage is
applied. The E-coat is nothing but primer to the paint. The body works as
cathode and the paint as an anode sticking on the body surface. It is an ecofriendly painting process. In E-coat, also called as CED paint, utilization is
approx. 99.9% and has greater lifetime as compared to other painting
process. This Electro deposition can be of two type AED and CED. The
charged particles from the paint emulsion moves towards anode (AED) and
towards cathode (CED) under electrical forces. The layer is of 18-20 m
thickness.
Just after the ED the Ultra Filtration (UF) rinse is used to remove the excess
chemical which is not forming any layer. This helps in saving costly paint
which otherwise have been wasted in ED process. A UF membrane is used
to separate out permeate from the paint and water solution, which is used
to again prepare E-coat paint. Impurities which might come due to
pretreatment like salts, solubilizers etc. The entire CED process is divided
into five zonesEC
Dipping

UF Rinse 1
(Spray)

UF Rinse 2
(Dip)

UF Rinse 3
(Spray)

RCDI
Rinse

PAGE 17

18

3.

EC Oven :In Electrode coating oven the cabin with E-coat is baked to a temperature
of 192 oC for 30 minutes. This ensures the permanent coating of the e-coat
on the cabin surface which prevents it from corrosion, UV rays, heat
differences etc. The heating in the oven is done by convection by hot air.
The air is heated inside the Heat Boxes using LNG fuel and is then supplied
to ovens.

4.

Sealing :In this the process the gaps between the welds and two sheets of metals is
filled by a sealant. The sealant used is Phirol PVC undercoat. This is a
polymer which hardens on heating. Sealant is used to secure gaps which are
most prone area to rusting. The sealant is applied manually either by brush
or by a sealant gun which injects sealant with a pressure of 1250 kg/cm2. Just
after sealing sound deadeners are kept in the bottom of cabin which is
nothing but rubberized pads laying at bottom which reduces the noise and
vibrations.

PAGE 18

19

5.

UBS Spray:UBS stands for Under Body Spray which is a thick PVC sprayed on the
bottom surface of the cabin. On drying it acts as padding to bumps created
by the stones and aggregates hitting the lower part of the vehicle. UBS is
necessary to prevent the lower surface from wear out and also reduces the
noise created. UBS is sprayed upto a large thickness of 300m.

6.

Sealing Oven:Sealing oven is used to harden the seal and sound deadener. The sealant of
baking is converted into a rubber type compound which performs packing
action.

7.

Sanding:Sanding is the process in which exterior surface of cabin is made rough by

using sand paper either manually or by using rotating sanding machine.
This process is necessary to give a rough texture to surface which will be
able to hold the paint.

8.

Tag-O-Rag:At this station the cabin is wiped out by using a tack cloth to remove all the
dust and other particles just before the painting. The tack cloth is sticky in
nature and contains some organic resin mostly petroleum based which is

PAGE 19

20

able to wipe out all particles. This is necessary as if cleaning is not done the
particles will not let the paint to adhere to the surface and there will not be
proper painting of surface.
9.

Paint Spray/Top Coat:In this process the final paint is sprayed which is also called top coat. This
process is first done manually and then by automatic robots. The inner part
of the cabin is painted by spray gun because the robotic arms are unable to
reach the inside surface because of less space available for arm movement.
Eicher is planning to fully automatize the painting process as it will improve
the efficiency of process by reducing the usage of paint and also for uniform
thickness of paint over the entire surface
The exterior surface painting is done by automated robots running on PLC
control. This robots spray paint in more efficient manner than any other
method of painting.

PAGE 20

21

10.

Top Coat Oven:Top coat oven is used to dry up the paint on the cabin surface which gives
final painted surface which further requires no coating. Eichers painting
process is so efficient that it further requires no polishing as surface after
top coat oven is already has very glossy and superior appearance.

11.

Inspection:The painted cabin is finally send for the inspection purpose. At this station
the quality inspection is performed manually. Since the process is so
superlative or flawless that only a little inspection is required hence it is

PAGE 21

22

done manually only. Still if there is some touch-up required the cab is send
to wax booth.
12.

Wax Booth:Although the last station is inspection but if there is some rework or touchup is required the cabin is send to wax booth. After correction the cabin is
again send for inspection.
Once the cabin is passed by inspection area it is send either for storage or
send directly to assembly line as per the need.

Available color options

1.
2.
3.
4.
5.
6.

Coke red
Bright red
Port side blue
Dazzling white
Terra yellow
Golden brown

PAGE 22

23

Technologies:Eicher is having many state of the art technologies such as1. Roller Bed Conveyors: Roller bed conveyors are one of the most advanced conveyor systems. In
roller bed conveyers there are various independent sets of rollers which are
driven by motors independently. In conventional conveyor systems the
power is given to the entire length of conveyor such as in belt or chain
conveyors, while in this system the rollers which are carrying the cabin &
skids are only provided with power and others stay idle at that time i.e.
rollers are independently run by drives. This motion is controlled by PLC
systems. This reduce much of power consumptions and increases overall
power consumption of plant to much extent.

2. Wireless power transmission of Carriage

The carriage used in Paint Shop are designed by DURR. This carriage are
used to take the cabins into pretreatment and CED line. This carriage uses
wireless communication and wireless power transfer. The wireless
communication is done through Wi-Fi. The noticeable thing is wireless
power transmission. This is necessary because the carriage is going through
a large circuit and handling wires for such a large circuits is much
cumbersome. Also wires may cause trouble at turn table during turning of
carriage. Another reason for inhibiting this system as it reduces the chances

PAGE 23

24

of short circuiting due to moisture present due to various chemical & water
application.
The carriage moves over a closed path which have four channels which
carry high frequency current. The frequency is of order of 25,000 Hz (25
KHz). This power is emitted by these channels which are which are received
a receiver within its close proximity. The receiver receives the signal and
again converts it into the normal working voltage, which is used to run the
drives which caused movement of the carriage. The one of the four channel
is used for communication.

3. PLC control systems

A programmable logic controller (PLC) is an industrial solid-state computer
that monitors inputs and outputs, and makes logic-based decisions for
automated processes or machines. PLCs are robust and can survive harsh
conditions including severe heat, cold, dust, and extreme moisture. Their
programming language is easily understood, so they can be programmed
without much difficulty. PLCs are modular so they can be plugged into
various setups. Relays switching under load can cause undesired arcing
between contacts. Arcing generates high temperatures that weld contacts
shut and cause degradation of the contacts in the relays, resulting in device
failure. Replacing relays with PLCs helps prevent overheating of contacts.
Also these systems are much faster and responsive than relay systems.
The PLC system of VECV paint shop are designed by durr. This are
employed in form of 5 stations. These systems are responsible for the
automation of various operations of paint shop such as conveyor system,
ASRS, robotic painting etc.

PAGE 24

25

4. RoDip and CED

Cathode electrode deposition (CED) is a derivative process of
Electrophoretic deposition (EPD), which includes many industrial process.
In this process, colloidal particles suspended in a liquid medium migrate
under the influence of an electric field (electrophoresis) and are deposited
onto an electrode. All colloidal particles that can be used to form stable
suspensions and that can carry a charge can be used in electrophoretic
deposition. This includes materials such as polymers, pigments, dyes,
ceramics and metals. The process is useful for applying materials to any
electrically conductive surface.
Based on the nature of electrode chosen to be kept on surface to be painted
the electrode deposition process is classified into two categoriesi.
Cathode electrode deposition (CED)
ii.
Anode electrode deposition (AED)

CED process is better than AED, because in CED the surface to be painted is
kept cathode (negative charged) and the paint itself is anodic (positive
charged), due this smaller particles of paint (positive charged) comes closer
to make contact with surface which causes less hindrance which would be
large if other way around also it gives uniform coating over entire surface.
Here at VECV, CED process is used hence the cabins are made negatively
charged.
RoDip (Rotational dipping) is a sophisticated technology indigenously
developed by durr systems. This includes a carrier/carriage which takes the
cabin into the PT/CED line in which is cabin is it is dipped into chemicals
and paints by rotating it to 360 degree rotation. This process ensures that

PAGE 25

26

the electro coat reaches every corner and every joint of the cabin which was
very difficult to achieve conventionally.
RoDip, a rotational pretreatment and dip painting method, has clear
advantages:
Optimum coverage of all body surfaces and cavities
Less deposits of dirt on the body surface so less repair work is necessary
Compact design
Ability to handle large volume requirements
Attractive operating and maintenance costs

5. 6 Axis Robotic painting

Six-axis industrial robots are one of the most powerful tools available today.
This type of robots performs a wider range of applications with greater
flexibility. In their simplest terms they consist of two units; the robotic arm
and the control system. It is called as six degrees of freedom or six-axis
robot because the arm has 6 axis which allow it to move to any point within
a working envelope. The following list specifies the functions of each axis.

PAGE 26

27

Axis 1 It is located at the base of a robot, and allows it to rotate from

left to right.
Axis 2 It helps the lower arm of a robot to extend forward and
backward.
Axis 3 It allows the upper arm of a robot to raise and lower.
Axis 4 This axis is known as wrist roll, and it rotates the upper arm of a
robot in a circular movement.
Axis 5 It permits the wrist of the robots arm to raise and lower.
Axis 6 It allows the wrist of the robots arm to rotate freely in a circular
motion.
A 7th axis can also be incorporated if needed, again there are a full range of
sizes to be selected. When working on complex parts, or with complex
processes like arc welding, 6 axis may just not be enough. 7th axis is purely
translational.

Movement is driven by servo motors. The control system is a computer that

allows precise movement of the arm by controlling the power supplied to
the motors. 6-axis robots can be integrated with e.g. injection molding
machines, die cast machines, clipping presses, flame treatment, spraying
and welding equipment. The main robot manufacturers are among other
Durr, ABB, Fanuc, Kuka, Motoman, Nachi, and Kawasaki.

PAGE 27

28

6. Eco Cyclone Filter :-

The EcoMultiCyclone is used for the separation of solid particles from the
pre-treatment baths in automotive paint finishing. Compared to
conventional bag filter systems, the use of the EcoMultiCyclone
significantly reduces the dirt particles in the entire system peripherals. Its
immediate impact is to significantly improve surface quality, reduce manual
rework and provide savings in energy consumption and costs.

PAGE 28

29

7. ASRS :-

Automatic Storage retrieval system (ASRS) is a retrieval system used in

paint shop. The cabin entering the paint shop from the cab weld is first
stored to a buffer storage of about 40 cabins. This storage ensures the
material supply (cabin in this case) to paint line in the case of stoppage of
incoming of cabins. The cabins are then fetched through this storage area in
a predetermined order. This system is advantageous as the line is never held
stationary due shortage of cabins. The system uses roller bed conveyors,
turn cars, pneumatic lift and plc controls.
8. VSDs and VFDs:VSDs are Variable speed drives and VFDs stands for Variable frequency
drive. VSDs allow pump speed adjustments over a continuous range,
avoiding the need to jump from speed to speed as with multiple-speed
pumps. VSDs control pump speeds using several different types of
mechanical and electrical systems. Mechanical VSDs include hydraulic
clutches, fluid couplings, and adjustable belts and pulleys. Electrical VSDs
include eddy current clutches, wound-rotor motor controllers, and variable
frequency drives (VFDs). VFDs adjust the electrical frequency of the power
supplied to a motor to change the motors rotational speed. VFDs are by far
the most popular type of VSD.
In contrast, pump speed adjustments provide the most efficient means of
controlling pump flow. By reducing pump speed, less energy is imparted to
the fluid and less energy needs to be throttled or bypassed. There are two
primary methods of reducing pump speed: multiple-speed pump motors
and variable speed drives (VSDs).

PAGE 29

30

Task I: To Calculate Takt time for the stations with manual operations.

Takt time, derived from the German word Taktzeit, translated best as measure
time, is the average time between the start of production of one unit and the start
of production of the next unit, when these production starts are set to match the
rate of customer demand.
For example, if a customer wants 10 units per week, then, given a 40-hour work
week and steady flow through the production line, the average time between
production starts should be 4 hours, yielding 10 units produced per week. Note, a
common misconception is that takt time is related to the time it takes to actually
make the product. In the previous example, whether it takes 4 minutes or 4 years
to produce the product, the takt time should be 4 hours (of course, the time it
takes to produce the product will impact the magnitude of the number of units
actually in production at any point in time).
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 mins), 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 were 400 units a day and one shift were being run, then the
line would be required to output at a minimum rate of one part per minute in
order to be able to keep up with customer demand.
In reality, people and machines cannot maintain 100% efficiency and there will 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.
For example, if one department delivers parts to several manufacturing lines, it
often makes sense to use similar takt times on all lines to smooth out flow from
the preceding station. Customer demand can still be met by adjusting daily
working time, reducing down times on machines and so on.
Some of the early literature uses cycle time for takt time.

PAGE 30

31

Implementation:Takt time is calculated on virtually every task in a business environment. It is used

in manufacturing (casting of parts, drilling holes, or preparing a workplace for
another task), control tasks (testing of parts or adjusting machinery), or in
administration (answering standard inquiries or call center operation). It is,
however, most common in production lines that move a product along a line of
stations that each performs a set of predefined tasks.
Once a takt system is implemented there are a number of benefits:
The product moves along a line, so bottlenecks (stations that need more time than
planned) are easily identified when the product does not move on in time.
Correspondingly, stations that don't operate reliably (suffer frequent breakdown,
etc.) are easily identified.
The takt leaves only a certain amount of time to perform the actual value added
work. Therefore there is a strong motivation to get rid of all non-value-adding
tasks (like machine set-up, gathering of tools, transporting products, etc.)
Workers and machines perform sets of similar tasks, so they don't have to adapt to
new processes every day, increasing their productivity.
There is no place in the takt system for removal of a product from the assembly
line at any point before completion, so opportunities for shrink and damage in
transit are minimized.

PAGE 31

32

Calculation of takt time:-

Takt time can be 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]

Ta = 1290 min per day

= 450 min per shift
D = 96 (maximum demand)

T = Ta/D
= 430/96
= 4.479 min = 4 min 28 seconds (268 seconds)

This value of takt time is theoretically calculated but this value is not applied to
the line as the demand taken is maximum demand which is not always required
demand. The actual demand is much less and varies on daily basis. So the takt
time calculated might be changing from day to day basis. But we need to
determine the takt time for the maximum demand case as in this case line would
be the most occupied.
The variation of the takt time can be calculated manually by taking time readings
at various station.

PAGE 32

33

Observations:a) For tag-o-rag:

S.No.
1.
2.
3.
4.
5.
6.
7.

Model Type
LD
Cowl
Cowl
LD
LD
LD
LD

Model No.
A0003146
MSRTC
MSRTC
417603
417616
417610
417613

Takt Time
06 min :30 sec
06 min :40 sec
07 min :14 sec
05 min :03 sec
07 min :51 sec
05 min :02 sec
03 min :58 sec

8.

LD

417614

03 min :53 sec

9.

LD

417612

04 min :02 sec

10.

LD

416617

03 min :59 sec

11.

LD

417609

03 min :58 sec

12.

LD

417583

03 min :55 sec

13.

LD

417625

04 min:00 sec

14.

LD

417621

04 min :01 sec

For Tag-o-rag station the average takt time manually calculated is 5 min 01
sec.
But once the cowls exited the line became balanced again (See reading no. 7
to 14) and the time between entries of two consecutive cabins is reduced to
4 min 01 sec, which is less than required takt time 4 min 28 seconds.
But if different types of cabins are in WIP then this station could be a
possible bottleneck point as it is taking 33 extra seconds than the required
takt time.

#Variation of takt time at tag-o-rag station:For unbalanced line (HD + LMD + Cowl): v = Tact - Tobs
= 4 min 28 sec 05 min 01 sec
= 268 sec 301 sec
= - 33 sec
33 seconds are extra needed.
For balanced line (only LD): v = Tact - Tobs

PAGE 33

34

= 4 min 28 sec 04 min 01 sec

= 268 sec 241 sec
= 27 sec
27 seconds are saved which can be used for other purpose.
b) For sealing line:
S.No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.

Model Type
LD
LD
LD
LD
LD
LD
HD
Condour
LD
LD
HD
LD
Cowl
Cowl
Cowl
Cowl
HD
HD

Model No.
417628
417729
417732
417725
417730
417731
417725
A0003147
417679
416674
47377
417742
46848
46853
64847
64845
47376
47678

Takt Time
04 min :41 sec
04 min :29 sec
02 min : 55ec
06 min :58 sec
04 min :16 sec
04 min :23 sec
04 min :20 sec
04 min :26 sec
03 min :50 sec
04 min :22 sec
04 min:23 sec
04 min :33 sec
04 min :22 sec
04 min :22 sec
05 min :50 sec
04 min :18 sec

remarks

Bcz of Condour

UBS Breakdown
Maintenance check

Maintenance check

As we can from above readings that the average time between entries of
two consecutive cabins at sealing station is about 4 minutes 19 seconds
with a very little variation(See readings 9 t0 18).
HD cabins take more time (4 min 58 sec) as they have a larger length and
area for sealant to apply. But production of HD is less as compared to LMD
vehicles (1 out of 5) hence the average takt time is 4 min 25 seconds of
combined production which is again less than required takt time.
This process is almost idealized as the value added time is exactly
calculated as 180 sec which is equal to theoretical value.
Still the line at this station becomes unbalanced if there is entry of a HD or
Condour into the station as these cabins require more time for sealing
process.

PAGE 34

35

#Variation of takt time at sealing station:For unbalanced line (HD + LMD + Cowl): v = Tact - Tobs
= 4 min 28 sec 04 min 58 sec
= 268 sec 298 sec
= - 30 sec
30 seconds are extra needed.
For balanced line (only LD): v = Tact - Tobs
= 4 min 28 sec 04 min 19 sec
= 268 sec 259 sec
= 9 sec
09 seconds are saved which can be used for other purpose.

Downsides of takt time organization include:

When customer demand rises so much that takt time has to come down, quite a
few tasks have to be either reorganized to take even less time to fit into the shorter
takt time, or they have to be split up between two stations (which means another
station has to be squeezed into the line and workers have to adapt to the new
setup)
When one station in the line breaks down for whatever reason the whole line
comes to a grinding halt, unless there are buffer capacities for preceding stations
to get rid of their products and following stations to feed from. A built-in buffer of
three to five percent downtime allows needed adjustments or recovery from
failure.
Short takt time can put considerable stress on the "moving parts" of a production
system or subsystem. In automated systems/subsystems, increased mechanical
stress increases the likelihood of breakdown, and in non-automated
systems/subsystems, personnel face both increased physical stress (which
increases the risk of repetitive motion (also "stress or "strain") injury), intensified
emotional stress, and lowered motivation, sometimes to the point of increased
absenteeism.
Tasks have to be leveled to make sure tasks don't bulk in front of certain stations
due to peaks in workload. This decreases the flexibility of the system as a whole.

PAGE 35

36

Assessment-I:
Line balancing at sealing station might be done by rearranging the works over the
stations. The HD cabins and the Condour due to having bigger size requires more
time to apply sealant while the LMD requires less time. The possible ways of time
reduction are-

At sealing high level apart from working on higher areas of cabin, workers
are also doing sealing of back side which requires lowering and lifting of
the pneumatic lift. This movement of lift takes time and hence non value
added time is increased. So the workers at this station must work on the
upper part of the cabin only.

An Extra worker can also be assigned to job of sealing of inside portion of

cabin of HD vehicles as it requires much more time.

Sound deadener pads can be placed inside cabin during sealing only as
workers got ample amount of time between two cabins, there is no need of
a different station for the same purpose.

Regular maintenance of the sealing guns and sealing lines must be done to
avoid any unnecessary interruptions during operation.

Sealing operation can be automated by use of 6 axis robots, though this

method is cost adding to the company but this ensures refinement of
process and also reducing takt time.

Assessment-II:
To reduce manual operations at sanding station the sanding tool must be used
instead of doing manually by hands. Similarly the tag-o-rag operation can be
improved by automating or semi automating the operation. For this purpose an
automatic duster can be used similar to the auto body washers/cleaners. A similar
kind of industrial cleaner is provided by EMU-feather duster system by Reiter,
although it would cost to the company but this will remove the bottleneck of the
paint shop hence if the any future expansion of the plant capacity is done this
process will not obscure it. The only problem while incorporating this system is
that it used ionized air which would the neutralization of the negative charge of
cabin given by CED process hence the paint will not stick properly.

PAGE 36

37

Task II: To analyze and to find motor rating the centrifugal pumps
used in hot water spray process.
Hot water spray is the first process in pre-treatment line, where hot water at 60o C
is sprayed through nozzles over the cabin which removes dirt and oil particles or
to clean surface. For this purpose the hot water is needed to be pumped to nozzles.
In principle, any liquid can be handled by any of the pump designs. Where
different pump designs could be used, the centrifugal pump is generally the most
economical followed by rotary and reciprocating pumps. Although, positive
displacement pumps are generally more efficient than centrifugal pumps, the
benefit of higher efficiency tends to be offset by increased maintenance costs.
Hence the job is done by using centrifugal pump which transfers water from sump
to the tank above.
Why analysis of pumps is necessary?
There are many similar pumps working in the PT/CED line which delivers water or
chemicals to various tanks hence the study of pump is essential for the efficient
working of plant and to idealize the utilization of electrical consumption. Given
the significant amount of electricity attributed to pumping systems, even small
improvements in pumping efficiency could yield very significant savings of
electricity. The pump is among the most inefficient of the components that
comprise a pumping system, including the motor, transmission drive, piping and
valves.
About centrifugal pumps:A centrifugal pump is of a very simple design. The two main parts of the pump are
the impeller and the diffuser. Impeller, which is the only moving part, is attached
to a shaft and driven by a motor. Impellers are generally made of bronze,
polycarbonate, cast iron, stainless steel as well as other materials. The diffuser
(also called as volute) houses the impeller and captures and directs the water off
the impeller.
Water enters the center (eye) of the impeller and exits the impeller with the help
of centrifugal force. As water leaves the eye of the impeller a low-pressure area is
created, causing more water to flow into the eye. Atmospheric pressure and
centrifugal force cause this to happen. Velocity is developed as the water flows
through the impeller spinning at high speed. The water velocity is collected by the
diffuser and converted to pressure by specially designed passageways that direct

PAGE 37

38

the flow to the discharge of the pump, or to the next impeller should the pump
have a multi-stage configuration.

The pressure (head) that a pump will develop is in direct relationship to the
impeller diameter, the number of impellers, the size of impeller eye, and shaft
speed. Capacity is determined by the exit width of the impeller. The head and
capacity are the main factors, which affect the horsepower size of the motor to be
used. The more the quantity of water to be pumped, the more energy is required.
A centrifugal pump is not positive acting; it will not pump the same volume
always. The greater the depth of the water, the lesser is the flow from the pump.
Also, when it pumps against increasing pressure, the less it will pump. For these
reasons it is important to select a centrifugal pump that is designed to do a
particular job.
Since the pump is a dynamic device, it is convenient to consider the pressure in
terms of head i.e. meters of liquid column. The pump generates the same head of
liquid whatever the density of the liquid being pumped. The actual contours of the
hydraulic passages of the impeller and the casing are extremely important, in order
to attain the highest efficiency possible. The standard convention for centrifugal
pump is to draw the pump performance curves showing Flow on the horizontal
axis and Head generated on the vertical axis. Efficiency, Power & NPSH required
(described later), are also all conventionally shown on the vertical axis, plotted
against Flow, as illustrated in Figure

PAGE 38

39

Effect of oversizing the pump:Pressure losses to be overcome by the pumps are a function of flow the system
characteristics are also quantified in the form of head-flow curves. The system
curve is basically a plot of system resistance i.e. head to be overcome by the pump
versus various flow rates. The system curves change with the physical
configuration of the system; for example, the system curves depends upon height
or elevation, diameter and length of piping, number and type of fittings and
pressure drops across various equipment - say a heat exchanger.

A pump is selected based on how well the pump curve and system head-flow
curves match. The pump operating point is identified as the point, where the
system curve crosses the pump curve when they are superimposed on each other.
In the system under consideration, water has to be first lifted to a height this
represents the static head.

PAGE 39

40

Then, we make a system curve, considering the friction and pressure drops in the
system- this is shown as the green curve.
3

Suppose, we have estimated our operating conditions as 500 m /hr flow and 50 m
head, we will chose a pump curve which intersects the system curve (Point A) at
the pumps best efficiency point (BEP).
3

But, in actual operation, we find that 300 m /hr is sufficient. The reduction in flow
rate has to be effected by a throttle valve. In other words, we are introducing an
artificial resistance in the system. Due to this additional resistance, the frictional
part of the system curve increases and thus the new system curve will shift to the
left -this is shown as the red curve. So the pump has to overcome additional
pressure in order to deliver the reduced flow. Now, the new system curve will
3

intersect the pump curve at point B. The revised parameters are 300 m /hr at 70 m
head. The red double arrow line shows the additional pressure drop due to
throttling. You may note that the best efficiency point has shifted from 82% to 77%
3

efficiency. So what we want is to actually operate at point C which is 300 m /hr on

the original system curve. The head required at this point is only 42 meters.
What we now need is a new pump which will operate with its best efficiency point
at C. But there are other simpler options rather than replacing the pump. The
speed of the pump can be reduced or the existing impeller can be trimmed (or new
lower size impeller). The blue pump curve represents either of these options.
Other performance curve variations -

PAGE 40

41

Calculations of pump:Hydraulic power, pump shaft power and electrical input power
3

Hydraulic power Ph = Q (m /s) x Total head, hd - hs (m) x (kg/m ) x g (m/s ) /

1000
(Where hd - discharge head, hs suction head, - density of the fluid, g acceleration
due to gravity)
Pump shaft power P = Hydraulic power, P / pump efficiency,
s

Pump

Electrical input power = Pump shaft power Ps

Motor
Pump is designed by considering various parameters. The first thing which is kept
in mind while designing a pump is the gross head (Hg) against which the pump
needs to work and the flow rate required (Q). The friction losses through pipe can
be calculated by Darcy weishback equation and losses at bends and valves can be
calculated similarly. Velocity of flow can be determined by the velocity at the
nozzle jet required. Hence by keeping the frictional losses minimum and required
velocity the diameter of the pipe can be decided. Once this is obtained Flow rate
calculation are completed. After that hydraulic power can be calculated and
considering motor efficiency and pump efficiency the motor rating can be
calculated.

Given Flow conditions:

PUMP 1
This pump1 is used to supply water in Hot water tank to a head of 11 meters.
Velocity of flow through pipe = 2m/s
Static head = 11m
Diameter of pipe = 4 = 0.101m
Max rpm = 2900 rpm,

Flow rate = Area x velocity (Equation of continuity)

=

2
4

PAGE 41

42

= 3.14* (0.101)2 /4 * 2
= 0.0162 m3/s
= 58.37 m3/hr

Specific Speed, at N = 2900 rpm

Ns =

= 2900 0.0162 /110.75

Ns = 60.1 RPM

Hydraulic power Ph = Q (m /s) x Head H(m) x (kg/m ) x g(m/s ) / 1000

= 0.0162 x 11 x 1000 x 9.81 / 1000
= 1.73 KW

Overall Efficiency o = pump efficiency, Pump x motor efficiency, Motor

= 77% - 82 %

Taking overall efficiency as =77%

o = 0.77

Electrical input power = Hydraulic power Ph

o
= 1.73 / 0.77
= 2.245 KW
= 2.245/ 0.746 = 3HP
Hence a 3HP motor is required.

Pump 2:This pump2 is used to take water from hot water tank and supply same amount of
water to nozzle and between these two points hot water is also passed through two

PAGE 42

43

filtration process and one heat exchanger. Hence a higher rating motor will be
required for this process.
Velocity of flow through pipe = 2.3m/s
Equivalent Static head = Static head + head loss due to filtration process & heat
exchanger
= 32m
Diameter of pipe = 4 = 0.101m
Max rpm = 2930 rpm,

Flow rate = Area x velocity (Equation of continuity)

2
4

= 3.14* (0.101)2 /4 * 2.3

= 0.01843 m3/s
= 67 m3/hr

Specific Speed, at N = 2900 rpm

Ns =

3
4

= 2930 0.01843 /320.75

Ns = 29.6 RPM = 30 RPM (approx.)

Hydraulic power P = Q (m /s) x Head H (m) x (kg/m ) x g (m/s ) / 1000

h

= 0.01843 x 32 x 1000 x 9.81 / 1000

= 5.788 KW

Overall Efficiency o = pump efficiency, Pump x motor efficiency, Motor

= 77% - 82 %

PAGE 43

44

Taking overall efficiency as =77%

o = 0.77
Electrical input power = Hydraulic power Ph

o
= 5.788 / 0.77
= 7.51 KW
= 7.51/ 0.746 = 10HP
Hence a 10HP motor is required.

Assessment III:
Since the pumps used here are working at low efficiencies (~77%) hence they can
be replaced by higher efficiency pumps, since the operations cost of pump per
annum is much higher than the original cost of pumps. In the case of over
designed pump, provide variable speed drive, or downsize/replace impeller or
replace with correct sized pump for efficient operation. Pumping head can be
reduced by using Siphon effect with a free-fall return (gravity). Hence pipes
network can be redesigned to look like a siphon. But piping losses must be kept in
mind during redesign of network.
Symptoms that Indicate Potential Opportunity for Energy Savings
Symptom

Likely Reason

Best Solutions

Throttle valve-controlled
systems

Oversized pump

Trim impeller, use

smaller impeller, variable
speed drive, two speed
drive, lower rpm

Bypass line (partially or

completely) open

Oversized pump

Trim impeller, use

smaller impeller, variable
speed drive, two speed
drive, lower rpm

Multiple parallel pump

system with the same
number of pumps always
operating

Pump use not monitored

or controlled

Install controls

Constant pump operation

in a batch environment

Wrong system design

On-off controls

High maintenance cost

(seals, bearings)

Pump operated far away

from BEP

Match pump capacity

with system requirement

PAGE 44

45

Task III: To understand operations at various stations of Rear Axle

assembly line.
Rear axle transmits power from differential to the wheels so that vehicle may
move. Rear axle is not a single piece but it is in two parts which are connected by
the differential. Each part of rear axle is called the half shaft. Outer end of the rear
axle carries the wheel while inner end is connected to sun gear of the differential.
In vehicles which employ rear wheel drive, rear wheels are driving wheels.
However, in front wheel drive vehicles, front wheels are driving wheels. Rear axles
and differential are completely enclosed in a housing to protect them from dust,
dirt, water and any possible damage.

Rear axle classified by two methods

1. According to the design of axle:
a) Banjo axle:
This type of axle is a single shaft and final drive assembly is carried in a separate
casing which is bolted to the axle housing. The banjo construction is often used for
smaller and lighter vehicle.
b) Split axle:
In this type of axle split shaft are used with the central housing contain the
differential gear and it is fitted with a tube on each side to carry the half axles and
bearing.
2. According to the method of supporting:
a) Half floating rear axle:
In this axle the bearing which support the axle, are inside the casing. The axle of
the wheel is at the center of the axle casing.
The whole weight of the vehicle is first transmitted to the suspension spring then
to the axle casing, rear axle, wheel and ground.

PAGE 45

46

b) Three quarter floating rear axle:

In this axle bearing are on the outer side of casing between the wheel and the axle
casing. The wheels are fitted at the end of the axle by means of a key, bolt or nut.
The weight of the vehicle is supported partly by the axle casing and partly by the
axle. The main advantage of this type of axle over the half floating axle is that the
major part of the load is taken by the axle casing and not by axle. Axle only takes
care of the rotating and transmits the power.
Example- tractor rear axle
c) Full floating rear axle:
In this type of axle bearing are on the outer side of casing between the wheel and
the axle casing. The axle is not supported by the bearing at entire end and its
position is maintained by the way that it is supported at both ends. The wheels are
fitted at the end of the axle by means of a key, bolt or nut.
Thus the entire weight of the vehicle is supported by the wheel and axle casing.
The axle is relieved of all strain caused by the weight of the vehicle on end thrust.
It transmits only driving torque.

PAGE 46

47

VECV Axle assembly line:

The Axle Line produce 7500 Axle per month and it produce 4.24 minute per axle.
The Axle produce in Axle Assembly line are Banjo type fully floated Rear Axle. The
Axle are made according to the Vehicle.
Light duty vehicle (LD)

5 ton - 9 ton

Medium duty vehicle (MD) -

10 ton- 14 ton

Heavy duty vehicle (HD)

16 ton- 40 ton

Multi Axial Vehicle (MAV) -

25 ton, 31 ton, 40 ton

Exploded view of Rear axle:

PAGE 47

48

Rear Axle Assembly Layout

Paint booth
Diagram
Hub Sub Assembly Line

Main Assembly Line

Differential Sub-Assembly Line

Axle shaft & Drum

tightening

Hub & Brake Drum

LH
W/M loading

Diff. case assem

Axle Shaft & Dowel

Hub Race Pressing

Case assem tight

Differential Fitment
Diff. Crown assem.

Hub Shim Selection

Quality gate

Hub Bearing
Greasing

Hub locking & nut

tightening

Hub Oil Seal & Dust

Cover Fitment

Hub Fitment

Carrier Final
Assembly

Pinion nut tightning

Retainer assem.

Spacer & Slack

adjustment

Brake bolt tightening

HD

Collar Selection

Washing Machine

Oil filling

Brake assem.
fitment

Material Storage

Number Punching
LH

RH
Washing machine
PAGE 48

LMD

49

Need of Differential:
Wheels receive power from the engine via a drive shaft. The wheels that receive
power and make the vehicle move forward are called drive wheels. The main
function of the differential gear is to allow the drive wheels to turn at different
rpms while both receiving power from engine.
Consider this wheels, which are negotiating a turn. It is clear that the left wheel
has to travel a greater distance compare to the right wheel.
This means that the left wheel has to rotate at a higher speed compare to the right
wheel. If these wheels were connected using a solid shaft, the wheels would have
to slip to accomplish the turn. This is exactly where differential comes in handy.
The ingenious mechanism in differential allows the right wheels to turn at
different rpms, while transferring powers to both wheels.

Key facts about vecv rear axle line

Overall capacity to manufacture 66000 sets per annum( to cater all

variants- LD/HD/MAV/Non-Auto),

All critical fastening torques are ensures through dc nut runners.

Key in process verification (IPV) - shim selection, end play check etc.

Axle assembly is done on the fully automatic "Toe-chain with bottom

trolley return" system.

PAGE 49

50

Conclusion:
Internship at VECV has been a fulfilling experience to me, here I gained knowledge
about various operations of manufacturing and assembly. During this internship I
got an opportunity to know many sophisticated technologies which works
seamlessly to produce an output. Here I learned how theoretical knowledge is
implemented on the systems practically, for their refinement and how they work
in synchronization.
Apart from the knowledge that I gained working here, I learned how industrial
problems are like and how to face the day to day challenges in an industry. The
nature of the problem is always not predictable hence we need to do regular
checkups, quality tests at different intervals. I have understood the importance of
involvement of all the employees from a shop floor worker to the top level
management.
The thing which inspired me the most during this internship at VECV is theirKaizen ideology. It means continuous improvement of a process no matter how
small its impact is. I observed how all the employees and workers here work to
their fullest to improve the whole process. I would surely try to apply this in my
professional life.
This internship inculcated in me the industrial environment and corporate work
culture. The work ethics at VECV are highly professional and to deal with a daily
rigor of a professional engineer is in itself a consuming task. Working with my
fellow interns I learned to work in a team. This training just not only improved my
technical skills but also my interpersonal skills. With all of these experience I am
now confident enough to step into the corporate world.

PAGE 50

51

References:
a)
b)
c)
d)

Wikipedia- www.wikipedia.com
Bureau of Energy Efficiency
Durr website www.durr.com
International Journal of Mining, Metallurgy & Mechanical Engineering
(IJMMME) Volume 1, Issue 1 (2013) ISSN 23204060 (Online)
e) Fluid mechanics by Cengel (TMH)- for pump
f) www.team-BHP.com (For images)

Contact:
Sandeep Chouhan,
BE Mechanical engineering, IES IPS Academy, Indore
Mob- 08349209895
Email id: Chouhans121@gmail.com

PAGE 51