1

INTRODUCTION TO TATA MOTORS

COMPANY Tata Motors is Indias largest automobile company. It is the leader by far in commercial vehicles in each segment, and the second largest in the passenger car market with winning products in the compact, midsize car and utility vehicle segments. The company is the worlds fifth largest medium and heavy commercial vehicle manufacturer and the world's second largest medium and heavy bus manufacturer. Established in 1945, Tata Motors presence indeed cuts across the length and breadth of India. Over 3 million Tata vehicles ply on Indian roads, since the first rolled out in 1954. The companys manufacturing base is spread across Jamshedpur, Pune and Lucknow, supported by a nation-wide dealership, sales, services and spare parts network comprising about 1,200 touch points. The company also has a strong auto finance operation, Tata Motor Finance. At the core of the companys approach to doing business is the Tata Business Excellence Model. Incorporating sound business principles, like customer satisfaction, quality, attention to detail, conservation of resources and protection of the environment, this model shapes the way Tata Motors designs, manufactures and markets its products. PRODUCTS The companys main product lines are: Passenger Cars: the compact car, Indica, launched in 1998, the mid size, Indigo, launched in 2002, and the Indigo Marina, launched in 2004 in both petrol and diesel versions. Utility Vehicles: the Tata Sumo launched in 1994, the Tata Safari launched in

2 1998 and their variants Small Commercial Vehicles: the company created a new segment in 2005 by launching the Tata Ace, Indias first indigenously developed mini-truck. Light Commercial Vehicles: which include pickups, trucks and buses ranging from 2T GVW to 7.5T GVW. Medium and Heavy Commercial Vehicles: which include trucks, buses, dumpers and multi- axle vehicles from 9T GVW to 40T GVW .Through Tata Daewoo Commercial Vehicle Company Limited. It now offers a range of high horsepower trucks ranging from 220 HP to 400 HP in dump truck, tractor-trailers, mixers and cargo applications.

PASSENGER CAR BUSINESS UNIT

UNIT PROFILE

Tata Motors, one of Indias largest private sector companies, is the leading commercial vehicle manufacturer with significant presence in the multiutility and passenger cars segments.

The Passenger Car division was born out of a vision to offer the Indian customer all the comfort of a big car, at the price of a small car. The widely successful Tata Indica, a Euro 2 and Euro 3 compliant vehicle, is the countrys first indigenously designed, developed and manufactured passenger car. In December 2002, the company launched the Tata Indigo, a sedan.

A new version of Indica, Indica Vista was launched in 2006, followed by the sedan Indigo Manza, launched in October, 2009. Tata Motors Car plant has a strong client following not only in India but also in the Middle East, Asia, Africa, Australia, Europe and America.

Figure - 1

Introduction to the Shops

1. ENGINE SHOP
There are three broad operational areas here: Engine machine shop: This is where the five most critical parts of the engine are made: Cylinder block, Cylinder head, Crankshaft, Camshaft and Connecting rod. Flexible manufacturing system is an important feature of this production zone, which helps in achieving the objective of economy, productivity and profitability. The entire system is carefully harmonized in order to comply with specified close surface finish, dimensional and shape tolerances. Highly sophisticated

5 coordinate measuring machines check dimensional accuracy, surface finish, roundness and other geometrical parameters to ensure that the variation is within the range of tolerance. Engine assembly: The five critical parts and outsourced components are brought together here. The place where this is done, is among the cleanest in the plant, with the temperature maintained at 23 Deg. Celsius to guard against any expansion of the engine part metals. The cylinder block and cylinder head assemblies move in near parallel conveyor lines before being joined in confluence zone. Engine testing: Diesel and petrol engines are checked separately in testing cubicles and test beds for power, fuel efficiency, smoke, torque and leaks. After the testing operations, the engines are moved to where the will be integrated with the gearbox.

2. PRESS SHOP

The Indica, Indigo and the Indica estate have monologue steel bodies, the parts of which are pressed at fully automated press shop. The shop has four lines, which are used to manufacture the components of the car body. The blanking is carried out on blanking line, which is called the Heilbourn line. Here hot rolled or cold rolled carbon steel (uncoated or coated with zinc) coils are fed into the line and blanks are made, which are stacked on pallets. These blanks are sent to other three lines where various components like Floor panel, Wheel arch, Trunk lid, Tailgate, Inner Door, Body side, Roof etc are manufactured.

6 These manufactured components are then stacked in pallets and stored in the Super Shop, from where they are taken to the Weld Shop to be spot welded to gather. Highly sophisticated equipment imported from Germany is used in the press shop.

3. WELD (Body In White) SHOP The pressed parts are taken to the weld shop and Spot-welded together along with the bought out parts. The weld shop has extremely synchronized manufacturing lines. Robotic activities dominate work at many stations. Automatic component handling and pre and post process gauging ensure correct flush between panels during body assembly. Parts for INDICA, INDIGO and INDICA Vista are manufactured on the two parallel lines Under Body Front and Under Body Rear. These parts are then welded together at the Under Body Complete line. The Main Tack line spot-welds the body sides, UBF, UBR and the roof together. The Tack line has got pre designed spot weld cells, which have job-, defined robots and modulated fixtures. The welded components then go to the re spot line and spot welding is done again. Door Panels, Tail Gate and Hood

7 are manufactured by processes like hemming and brought to the assembly line along with the main body shell for fitment. Panel fitment and final fitting are done at the assembly line. The shell is inspected for scratches, gaps and dents and rectification if any is performed. Overhead conveyors transfer the manufactured body shell to the paint shop.

Layout of the Indica Vista (X1) line in BIW shop

UB-3

RDL UB-4 Cowl UB-2 BC-2 BC3

FDL

Fender

Hood

Slat Conveyor

RDR

FDR

Fender

TG

UB-1 BC-1 BS reinf. BS cmpl.

UBR

UBF

Figure - 2

4. PAINT SHOP

9 Various operations performed on the BIW in Paint shop are in following sequence: 1) Pre-Treatment 2) Cathode Electro coat Deposition 3) Sealant Application 4) Roof Ditch Application 5) Underbody Application (masking and sealant) 6) Body Preparation 7) Surface Feather Duster 8) Paint Kitchen 9) Surface Robot Coating 10) Body Preparation for Top Coat 11) Top Coat Feather Duster 12) Base Coat Robotic Painting 13) Clear Coat Robotic Painting 14) Inspection & Polishing 15) Cavity Waxing

10

5. TCF (TRIM CHASSIS FITMENT) SHOP

TCF (Trim Chassis & Fitment Assembly) is the final assembly Shop from which finished product i.e. car rolls out. For the purpose of assembly of the car different parts goes through the following lines & these parts are fitted on this lines. The main lines are as follows: 1. Trim Line I 2. Trim Line III 3. Trim Line II 4. Underbody Line 5. Mechanical Line Apart from these main lines there are some tests are to be done are as follows: 1. Wheel Alignment & Head Lamp Aiming Test 2. Brake test 3. Shower Test 4. Drive Test After these tests are done one more line is there i.e. Inspection Canopy. These canopies are as follows: 1. Canopy I 2. Canopy II 3. Canopy III 4. Canopy -IV

11

TECHNICAL AND PRODUCTIVITY SERVICES

Role of Technical Services in the production process is as follows: 1. Plan Plan the processes, taking into account the facilities and budget. Study inputs Resolve ambiguities and conflicting requirements Study current performance of similar process / products Finalize targets for productivity, process capability and manufacturing cost Finalize process strategy

2. Implement To Schedule, monitor and procure the implementation. Study the design changes for manufacturability

3. Co-ordinate To co-ordinate between the information, actions taken during implementation, and the agencies involved. Check available capacity, facility and manpower Check for in-house space availability Check the criticality of component Cost analysis for in-house manufacturing

4. Productionise To install the process, prove it, handover it and then have audit over it. Process design output preparation, process design review and process design verification and validation for new projects

12

Time Study and Productivity Improvement at X-1 Slat

I have taken time study for: 1) Indica Vista 2) Manza Sedan Work study 1. What is Work Study Work study is the systematic examination of the methods of carrying on activities so as to improve the effective use of resources and to set up standards of performance for the activities being carried out. It is systematic investigation of problem and development of its solution. 2. Why Work Study To raise the productivity of a plant or operating unit by the reorganization of work Contributes to the improvement of safety and working conditions Most accurate means of setting standards of performance One of the most penetrating tools of investigation available to management Relatively cheap and easy to apply Can be applied everywhere, not only in manufacturing shops but also in offices, stores, laboratories and service industries 3. Techniques of Work study Method Study It is the systematic recording and critical examination of ways of doing things in order to make improvements

13 Work measurement It is the application of techniques designed to establish the time for a qualified worker to carry out a task at a defined rate of working Method study
To simplify the job and develop more economical method of doing it

Work study Work measurement

To determine how long it should take to carry out

Higher productivity

Figure 3 Method Study 1. Select the work based on Economic or cost effective

considerations, technical considerations and human considerations. 2. Record all the facts relating to the existing method, as they will provide the basis of both the critical examination and the development of the improved method.

14

Time Study Time study is a work measurement technique for recording the times of performing a certain specific job or its elements carried out under specified conditions, and for analyzing the data so as to obtain the time necessary for an operator to carry it out at a defined rate of performance. Uses of Time Study 1. Determining schedules and planning work. 2. Determining standard costs and as an aid in preparing budgets. 3. Estimating the cost of a product before manufacturing it. 4. Determining machine effectiveness, the number of machines which one person can operate. 5. Determining time standards to be used as a basis for the payment of a wage incentive to direct labor and indirect labor. 6. Determining time standards to be used as a basis for labor cost control. Making the Time Study 1. 2. Secure and record information about the operation and operator being Divide the operation into elements and record a complete description of the

studied. method. 3. Observe and record the time taken by the operator.

15 4. Determine the number of cycles to be timed. 5. Rate the operators performance. 6. Check to make certain that a sufficient number of cycles have been timed. 7. Determine the allowances. 8. Determine the time standard for the operation. Misconceptions regarding the time study 1. People think that time study is used only to decrease the work force. 2. It causes the operators to increase their work load. Reasons for Element Breakdown 1. An operator may not work at the same tempo throughout the cycle. A time study permits separate performance ratings to be applied to each element. 2. One of the best ways to describe an operation is to break it down into definite and measurable elements and describe each of these separately. 3. Standard time values may be determined for the elements of the job. Such element time standards make it possible to determine the total standard time for an operation. 4. A time study may show that excessive time is being taken to perform certain elements of the job. Rules for Element Breakdown All manual work may be divided into therbligs which are too short in duration to be timed with a stop watch. A number of them must be grouped together into elements of sufficient length.

16

The elements should be as short in duration as can be accurately timed. Handling time should be separated from machine time. Constant elements should be separated from variable elements. Time study equipment a stop-watch a study board time study forms Stopwatch Time Study Stopwatch time study was developed by Frederick W. Taylor in 1880 and was the first technique used to set engineered time standards. The time standard is the most important piece of manufacturing information, and stopwatch time study is often the only method acceptable to both management and labor. Stopwatch time study is the most common technique for setting time standards in the manufacturing area. Element and records this time on the continuous time study form. Videotape Recorder One of the newest and best tools for studying and recording the method and time standard is the videotape recorder.

17

Another use of videotape is to tape an operation and review the tape for methods analysis and methods improvement. This is called micro motion study. The tape can be slowed, speeded, and frozen. It can be replayed to watch one hand at a time. The videotape is a great methods improvement tool. The use of videotape recording is also to use it as a stopwatch. Many recorders have time recorders built into them. The beginning time can be subtracted from the ending time, and an element or cycle time results. Time study forms Taking a time study requires the recording of substantial amounts of data. These data are in a regular form consisting of element codes or descriptions, ratings and element durations. It is more convenient to use pre-printed forms which ensure that each study is of the same consistent format, that all relevant data are recorded more reliably. There are numerous designs of forms; most work study practitioners have their own ideas on the ideal layout. The principal forms used in time study fall into two groups: Those used at the point of observation while actually making the study, and those which are used after the study, as part of the analysis process, in the study office.

18

Specially ruled sheet is for the compilation of relaxation allowances.

Figure - 4 The After taking the observed time, we rate the performance of the operator so as to get accurate. We find out the average time which we multiply by rating factor to give normal time. Normal Time = Rating Time x Average Time On adding allowance factor to unity and multiplying it to the normal time, we get standard time. Standard Time = Normal Time * (1 + Average time)

19 The number of observations to be made is an important concept as increasing them increases the accuracy but the time required for the study also increases. The formula to calculate the number of observations is: N = [(z/a)*(s/x)] 2 N is the number of observations z is statistical confidence s is the observed standard deviation x is the mean observed time to complete the task While a being the desired accuracy The following are the suggestions for improving the cycle time, cost reduction, reducing fatigue and manpower. The Time Study of the Observed Time for Cab at Door Fitting Area. LH rear door loading Sr. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Activity Go to the load assist (3-4 steps) Move it 3-4 steps to the pallet Position the load assist Load the door on the load assist A step back Rotate the load assist by 180 degrees Take a step forward Load the door on the rest fixture Go 3-4 steps to the cab Take a pneumatic gun and retighten the first screw Retighten the first screw on the upper hinge (46-48 Nm torque) Retighten the second screw on the upper hinge (46-48 Nm torque) Retighten the third screw on the lower hinge (46-48 Nm torque) Retighten the fourth screw on the lower hinge (46-48 Nm torque) Return to original position Total Time Time 2 3 3 4 1 5 1 2 3 2 3 3 4 3 3 42

20 LH rear door fitting Sr. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Activity Go to the manipulator (3-4 steps) Take it to the rest fixture Load the door on the manipulator Move 3-4 steps to the cab by rotating the manipulator by 180 degrees Take position Fix the door on the body of the car with the help of the manipulator Clamp the manipulator Take 4 screws from the box on the manipulator (M10) Take the nut runner Take 1 screw Fix 1 screw on the top hinge Take 1 screw Fix 1 screw on the top hinge Bend partially Take 1 screw Fix the screw on the bottom hinge Take the last screw Fix in on the lower hinge Put the nut runner in its place Unclamp the manipulator Bring the manipulator to original place (1-2 steps) Return to original Position (2-3 steps) Total Time Rear LH door gap setting Sr. No. 1 2 3 4 5 6 7 8 9 10 Activity Time Time 2 3 3 5 2 3 2 2 2 1 3 1 4 2 1 3 2 4 2 2 3 3 55

Take magnets and measuring gauges 3 Go to the door 3 Check the gap between the body side and the door at 4-6 different 10 places Open the door Close it Put the magnet on the boundary of the body side and the door Check the gap again by the gauge Instruct the door loading person to retighten the screws Remove the magnet Return to original position (3-4 steps) 2 2 3 8 13 3 3

21 Total Time RH Front Door Loading Sr. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Activity Go to the load assist (3-4 steps) Move it 3-4 steps to the pallet Position the load assist Load the door on the load assist A step back Rotate the load assist by 180 degrees Take a step forward Load the door on the rest fixture Go 3-4 steps to the cab Take a pneumatic gun and retighten the first screw Retighten the first screw on the upper hinge (46-48 Nm torque) Retighten the second screw on the upper hinge (46-48 Nm torque) Retighten the third screw on the lower hinge (46-48 Nm torque) Retighten the fourth screw on the lower hinge (46-48 Nm torque) Return to original position (3-4 steps) Total Time RH front door fitting Sr. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Activity Go to the manipulator (3-4 steps) Take it to the rest fixture Load the door on the manipulator Move 3-4 steps to the cab by rotating the manipulator by 180 degrees Take position Fix the door on the body of the car with the help of the manipulator Clamp the manipulator Take 4 screws from the box on the manipulator (M10) Take the nut runner Take 1 screw Fix 1 screw on the top hinge Take 1 screw Fix 1 screw on the top hinge Bend partially Take 1 screw Fix the screw on the bottom hinge Take the last screw Time 3 3 3 5 2 3 2 2 2 1 3 1 4 2 1 3 2 Time 2 3 2 5 2 3 2 2 3 2 5 3 5 5 3 47 50

22 18 19 21 22 23 Fix in on the lower hinge Put the nut runner in its place Unclamp the manipulator Bring the manipulator to original place Return to original Position (3-4 steps) Total Time Front RH door gap setting Sr. No. 1 2 3 4 5 6 7 8 9 10 Activity Time 4 2 3 3 3 57

Take magnets and measuring gauges 3 Go to the door 3 Check the gap between the body side and the door at 4-6 different 10 places Open the door Close it Put the magnet on the boundary of the body side and the door Check the gap again by the gauge Instruct the door loading person to retighten the screws Remove the magnet Return to original position Total Time 2 2 3 8 18 3 3 55

Load Chart
60 50 Time 40 30 20 10 0 1 2 3 4 5 6 Number of Operators 60 50 40 30 20 10 0

Graph -1 Man power reducing proposal at the door fitting area.

23 Currently, there are 3 people who look after the door fitting First person loads the door from the pallet to the intermediate fixture Second person takes it from the intermediate fixture and fixes it on the door Third person checks the gaps and the flushness and assists it the fixing of the door To reduce the fatigue of the operator, I suggest that a separate switch be given on the manipulator so that the manipulator will move along the rails and the person will not be spending his energy to move it. Here, the person loading the door from the trolley to the intermediate fixture can be saved as he is under loaded. Due to this I think that 1 person from each door can be saved and hence manpower saved for that entire slat will be 4.

Figure - 5 This is the trolley from where 1st operator takes the door. Using the manipulator, he puts the door on the intermediate fixture.

24

The blue fixture is the intermediate fixture. Operator2.

Figure- 6 This is the third manipulator which mounts the door on the car. Operator 3 works here. By the load chart, it is evident that their timings are well within the cycle time that is 54 second. By changing the setup of the system, their cycle time will certainly increase but would not exceed the takt time. Reduction of 1 sealant spot

There is 1 sealant spot on the X-1 line that is quite inaccessible and takes time (9 sec) to be filled by the sealant. So we can shift this spot to other point.

Scrivet and Earthing Screws

25

Figure 7 (a) accessible. 4 Scrivets are on the doors

Figure 7 (b)

From the engine compartment, 6 Earthing screws and 3 scrivets are

We can distribute the fittings so that one person gets 2 door and 9 engine compartment fittings. The second person will fit the 2 door and remaining 9 on sil and rear body fittings.

Sanding at the parcel shelf of Sedan

Figure - 8 The parcel shelf comes from the manufacturer and the speaker holes have shabby finish.

26 Due to this, we have to sander the speaker holes and hence 30 extra seconds are required. We can tell the manufacturer to improve the quality of the shelf and eliminate this spot. Cutter work time will also reduce (25 sec for 5 holes).

Roll Welding at the Tailgate

Figure 9 If we employ roll welding at the tailgate of the X-1 Vista, we can eliminate the beating done on the tailgate.

27 Roll welding is expensive and as we already have the spot welding setup, we can increase the number of spots on the corners of the tailgate to delete the tailgate beating. Sealant at the Fender pre assembly

Figure 10 Currently, the sealant application at the pre assembly is done manually. We can have an automated process and hence save almost 10-14 seconds

Trunk lid assembly fixture

28

Figure - 11 If we put the trunk lid assembly fixture on the main line, the fatigue of the operators and the time taken (15sec) will reduce.

Modification of hood fixture

29

Figure - 12 The hood fixture is very heavy (10 kg) To carry it, time taken is 10-12 sec. If we make it lightweight, the time taken and the fatigue of the operator will reduce. Material such as Aluminium can be used to make such a fixture.

Making a combined fixture

Figure 13 (a)

Figure 13(b)

If we can design a combined fixture or the hood and the fender, then the time taken for the fixing and transporting it will reduce.

30 We can insert the T jig along with this process and then tighten it later.

Load assist at the hood assembly

Figure 16 We can have a load assist or a manipulator so that the hood can be carried to the cab from its pre assembly location. The time taken and the fatigue of the operators will reduce as the hood is heavy (10 kg).

Suggestion for decreasing the through put time of the X-1 slat We can combine the following activities: Fender mounting and trunk lid setting/fitting. B mount and door sanding. (for Cab) Cutter work on door and hood hinge assembly Hood mounting and trunk lid / tail gate fitting and setting. Number printing and Scrivet and Earthing screw fitting.

31

Additional areas where I have taken time study are:

1) Underbody masking line at the Paint Shop. 2) Underbody line of Indigo at Weld Shop. 3) Main Respot line (for Indica) at the Weld Shop. 4) Closure area of X-1 Vista and Sedan at the Weld Shop. 5) Unloading lift at Paint Shop. 6) Loading Lift of Indigo CS at Paint Shop.

Suggestion for decreasing unloading time of lift at the Paint Shop

Stop chemical use if Cab goes to paint shop. When CS is loaded, simultaneously, unload the Cab. Use a winch to pull the CS. (10- 15 sec can be saved) The arms should come out simultaneously during the loading saving 20 sec. A fixture should be given on the ground so that no need to adjust the trolley. (5-10 sec saved).

32

Conceptual Design of the Load Assist

ObjectiveDesign of automated lifting system for underbody floor lifting at X-1 line weld shop. Problem identificationCurrently, 2 operators lift the underbody of the cab and put it on the fixture; they also apply sealant on a bracket mounted on the underbody. If we can use an automated system to lift the Underbody, we can save one man power. In the current system, the operators have to manually lift the underbody and it takes considerable efforts and energy to maneuver it to the required place. This is an ideal site to test my design of an automatic load assist. Concept Stage 1- Actuation Here the piston will move up and down due to the pneumatics. The movement will be controlled by a metering system. When the piston will move downwards, the probe will come in contact to the underbody and send a signal to the circuit which will stop the actuating process and start creating vacuum on the cups due to which

33 the holder system will be able to hold the tray.

Rails for Horizontal Movement

Piston Cylinder Assembly

Servo Control

Fixture Pallet containing the UB

Figure 15 Stage 2- Retraction After the stage 1 is complete, the piston will move up and the entire load assist system will go to the direction of the fixture on which the underbody is to be mounted. Stage 3- Rotate When the lift has moved to the direction of the piston, Stage 3 will commence.

34 A servo motor is used for this rotation as it will give us precise control over the total movement (rotation). The servo motor will rotate the complete piston-cylinder and underbody assembly at an angle to the vertical equal to the angle of the fixture with the horizontal. Stage 4- Actuation After the completion of stage 3, compressed air is passed through the piston-cylinder assembly due to which the piston will get actuated. This will move the underbody closer to the fixture on which it is to be mounted. Once the underbody touches the fixture, automatically the fixture will clamp it. The precise motion up to which the Underbody should move is controlled by adjusting the stroke length. Stage 5- Return to Original Position The piston-cylinder assembly retracts its move. The servo motor will bring it to its vertical place. And the assembly will again perform these same tasks when it has to lift the other underbodies.

Calculations The design of the piston cylinder assembly Stress= 5MPa F12 * 9.8*10 So d=4F*FoS / stress* TT d=29.98mm = 30 mm for FOS=3 Mass of the piston cylinder assembly Volume of piston=TTdl/4

35 Let l= 30 mm V=21195 mm M=0.169 kg Volume of the connecting rod=TTdl Let the d=12 mm M=3.14*3000*12*8000 M= 10.85 kg Total Mass= 11.02 kg

30 35 12 All dimensions are in mm Figure Not to Scale.

2700

Motor for rotation Probe

300

Figure 16 Mass of the Casing If material used is Steel M = Mass of Outer - Mass of inner casing M = Density* Volume

36 M=8000/1000000000*2700*3.14*(35-30) M=22 kg

If material used is Aluminum, Density is 2700 kg/m M=7.44 kg The movement of the mechanism The mechanism used to move the setup can be the same as that used for lifting the gears that are cut in the transaxle shop. Here, compressed air is used to extend and retract the links. The air is in pressure vessels. Motor and Suction Cups The Motor which used is a servo motor. Its rating will be 1 H.P. The suction cups used will be 4. Their diameter will be 100 mm.

Further scope This is a simple mechanism that is used to place various objects from one place to other. By having proper number and setting of the suction cups, we can even lift heavy and uneven sized components. By using the servo controls, we can even incorporate this mechanism where very precise control is necessary.

37

Cost Reduction and Study of the Underbody line at Paint shop

38 ObjectiveTo reduce the number of studs welded on the INDICA diesel and petrol version. Problem IdentificationThe main problem is at the weld shop where more studs than necessary are being fitted on the underbody of the INDICA. Issues InvolvedThe main issue involved is that there are different fittings on the underbody of the diesel and petrol version but the underbody is the same i.e. it cannot be identified. So while removing the unnecessary studs, it is important to know which the type of the vehicle is. But on the underbody line where the studs are welded, it is not known to the operator if the car is petrol or diesel. MethodologyIt is know that 11 studs are fitted on robots, 15 manually on the underbody front line and 4 manually on the underbody rear line. AnalysisIt is suggested that the studs which are common for both the variants be fitted manually while the studs which are specific to only a particular version be fitted on the robotic line. ResultIf we reduce the number of studs (15) from INDICA diesel, then we have considerable saving over a period of time. There are two

39 benefits; one is the direct benefit on the cost of the studs while the other is on the maintenance and indirect costs. The direct cost savings at the weld shop will be: 15 studs X price per stud (Rs. 0.67) =15 x 0.67 =Rs. 10.07 The direct cost savings at the paint shop will be: 15 sleeves x cost per sleeve (Rs. 0.16) =Rs. 2.4 But it has to be understood that there are not only these direct cost benefits involved but also indirect benefits like manpower saving, transport reduction, reduction in cycle time etc. Daily 400 cars are to be produced of which 90% i.e. 360 are diesel. The studs not used number to 5400. Each packet has 1000 studs. The working days in a month are 25. So total studs saved per month is 1, 35,000. This is equal to 135 packets. So here, indirect cost saving in the form of procurement cost is also there. We can put much smaller order. The cost of transporting these fewer things will also be less. We can give a monthly order for 135 less stud packets which will save the transport money. There are indirect savings in the inventory costs also. Firstly, the cost of transporting will be reduced from gate to the weld shop. Time will also be saved as there will be fewer trips. The manpower required for the store will be less. The maintenance required for fewer things will require less time and money. The space available can be used for some other equipment or we can put some new station in the area. The cost of insuring the extra studs will also be saved. If we are borrowing money to pay the vendor for the studs, then we will not have to pay interest on the same. Also, there is a big scope to reduce manpower and cycle time of the line. On the weld line of the underbody rear, one person welds 4

40 studs which are not used on the diesel version at all. So we can completely eliminate him. We can also save one manpower in the paint shop where the masking work is being done on the under body of the car. Saving manpower doesnt only mean that we are reducing one person but there are many clauses regarding the same. Here, we can only save the salary but also it will save the cost related to his insurance and other Over Head Costs. We can also save the cost of transporting him and the cost of his meals. In case he has an injury during the work, the medical facilities are availed for which there will be saving. We can ensure that the worker who is heavily under loaded can be loaded to a much greater extent (below that tact time). Then, the cost of putting the sleeves on the studs can also be reduced. Here also there is same scope related to direct and indirect cost savings. In Trim Chassis Fitting, these sleeves are removed and hence by eliminating the studs and subsequently by eliminating the sleeves, we can reduce the tact time even in the Trim Chassis Fitting. So, here, simply by eliminating unused studs on the under body of the car, we can have direct savings which per car are less but over a period of time are substantial. I am not in a position to calculate them as it is beyond my scope to do so.

Data Collection

Indica Petrol Underbody

41

Used studs 1 4 2 5 3 11 13 15 22 25 29 27 19 30 28 7 8 18 17 12 6 12 16 10 20 21 9 14 1, 2, 3 vapor line 9, 12, 14, 16, 4, 5, 17, 19, 25 fuel lines 9, 12, 14, 18, 24, 26 brake lines 10, 13, 15, 20, 21, 22 central heat shield 27, 28, 29, 30 Rear heat shield 6, 7 rear mud guard 23 AC water outlet Unused studs 11, 8

23

24

26

Figure 17

Underbody of Indica Diesel

42

1 4 2 5 3 11 13 15 22 25 29 27 19 30 28 12 16 10 20 21 9 14

23 Used studs 9, 12, 14, 16, 4, 5, 17, 19, 25 fuel lines 9, 12, 14, 18, 24, 26 brake lines 6, 7 rear mud guard 23 AC water outlet Unused studs 1, 2, 3 (vapor line) 10, 13, 15, 20, 21, 22, 27, 28, 29, 30 (heat shield) 11, 8 6 7 8

18 17 12

24

26

Figure 18

Underbody of Indica Vista

43

12 4 2 3

4 95 11 5 1011 10 21 20 20 13 22 15 25 22 23 25 24 26 13 12

9 23 12 14 14

16

16 15 18 17 17 12 19 6 19 8 8 7 12

21 24 16 24 25

Figure 19 The Circled are the 8 studs that were removed.

Future Scope-

44

If this modification in the fitting of studs is implemented, the yearly savings will account to nearly Rs. 6, 86,000. In Indica Vista, 8 studs are not currently used. These studs are welded on the robotic line and hence, there is no problem in removing them. With the removal of these 8 studs, direct cost benefits will be nearly equal to Rs. 6, 64,000.

Application of the Stirling Engine in the Automobile

45

Objective of the study To improve the efficiency of the car by using a Stirling Internal combustion Engine combined cycle. Problem definition The efficiency of the Internal Combustion engine is quite low. It is about 20% for petrol engine and 35% for the diesel engine. Identifying the issues involved The major amount of energy is lost by removing the heat by circulating the coolant and by the exhaust gases. We can use the heat which is carried by the waste gases to produce energy by the Stirling Engine. Analysis The Stirling is an external combustion engine in which the fuel is a heat source and the working is a gas. To increase the efficiency, the gas used is of low molecular weight and should be at high pressure. The Stirling Engine works on the principle of energy production by heat difference. The working gas is compressed in the colder region and expands in the hotter region resulting in net conversion of heat into work. The theoretical efficiency of the Stirling Cycle is equal to that of the Carnot Cycle. The power produced by the Stirling engine is given by

46

P = Beale Number * Pressure * Volume * Frequency P = (0.11-0.15 * P * V * F) The Beale number is generally in the range 0.11 to 0.15 but there are reports of Beale number being up to 0.22 Methodology The heat source in this case will be the escaping gases which have high heat content with in. The temperature of the exhaust gases in the IC engine is about 300C and can reach above 600C in case of diesel engines. This source can provide sufficient power for the Stirling engine. Here the ambient temperature will act as the sink i.e. the cold source. Its temperature can be considered equal to 25C. Engine Compartment IC Engine Exhaust gases Stirling Engine

Tailgate / Trunk lid Exhaust out at lower Temperature Ambient as the sink

Mechanical power as the output

Fuel + Air

The Layout Figure 20

47 The output is in the form of mechanical energy. We can directly couple this output to the main crank shaft, store this energy in the form of compressed air by using a compressor or in the form of electrical energy by using an AlternatorBattery-Motor system. The engine can also be directly coupled to the AC unit of the automobile, working as a compressor and hence reducing the load on the engine. Data Collection Temperature Exhaust in C 447 504 605 of Speed in RPM 1500 2500 4500 Load 133 135 97 Theoretical Efficiency 58.33 61.39 65.83

Test conducted on DICOR Engine, 87 HP and 1400cc. 28th November 2009. Table 1 Efficiency The theoretical efficiency of this cycle is same as the Carnot efficiency and the efficiency of the cycle at various exhaust temperatures is At 300C, = 573-300 = 47.67 % 573

At 600C, = 873-300 = 65.63 % 873

48

Power of exhaust gases P=

= Mass flow rate * Specific heat * Temperature difference (engine charge to outlet)

1400*4500*1*1*103*(1023 -878) = 15750 W = 21.11HP. 106*60

Calculated at 4500 RPM and exhaust temperature @ 600C Hence power of the exhaust gases is 21.11 HP So power produced by the Stirling engine will be = 21.11*0.656 by the efficiency calculation. So Power produced will be = 13.72 HP This is in general harmony with the fact that that the exhaust gases carry away 18 to 25 % of the energy produced by the engine. The system has the following advantages 1) Engine efficiency increases 2) Waste energy of flue gases is utilized. The system has the sole disadvantage the Stirling engines are expensive.

49 Future scope The engine can also be used in the engine testing area in Engine Shop. Here engines are tested for various loads, many conditions are simulated and an engine runs for eight minutes. Here, we can use the waste heat of the engine. It can be used when the heat source is the exhaust gases or even when the radiator water is used as a heat source. The Stirling engine can also be used where the heat source is the ambient and the sink is a cold area. In the LPG yard, when the LPG expands from 30 bar pressure to 1.5 bar pressure, due to adiabatic expansion, there is a major drop in the temperature.

Proposed Cost Reduction at Trans Axle

Objective of study

50

To reduce the electricity and oil wastage in the Trans Axle Shop.

Problem identification
Here, the conveyor of gear box assembly runs continuously. In the Soft Shop, the conveyor for removing the burr off from the machining also runs continuously. Because of this there is tremendous wastage of energy.

Identifying the issues involved

The motors used for movement of the conveyor in the gear box assembly section are induction motors. They require considerable time to go to the stable mode of operation. In constant Stop Start condition, there is a considerable amount of heating. Due to this criterion, these motors are continuously operated and the conveyor never stops.

Methodology
The main cause for the continuous running of the conveyor is that the motors are not built for this operation. Hence, we can change them and use D.C. series, Slip Ring IM, High torque motors.

Data collection

51

Electrical Energy Cost Reduction Proposals 09-10

Sr. No Annualized Proposal Brief Description of Proposal On SFT 08 the and Machine amount Oil the of drain Chip Chip time Saving Rs. Energy Saving conveyor is running continuously by 1 on Machine No studying SFT 08 in Soft Generation Shop 44034

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 10 Machine the of drain Chip Chip time

Energy Saving conveyor is running continuously by 2 on Machine No studying SFT 10 in Soft Generation Shop the and amount Oil 45486

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 11 Machine the of drain Chip Chip time

Energy Saving conveyor is running continuously by 3 on Machine No studying SFT 11 in Soft Generation Shop the and amount Oil 44034

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 12 Machine the of drain Chip Chip time

Energy Saving conveyor is running continuously by 4 on Machine No studying SFT 12 in Soft Generation Shop 5 the and amount Oil 46212

Conveyor Should be start/ Stop by the Chip 46212

timer to save power & Oil Energy Saving On SFT 13 Machine

on Machine No conveyor is running continuously by

52 studying SFT 13 in Soft Generation Shop the and amount Oil of drain Chip time

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 15 Machine the of drain Chip Chip time

Energy Saving conveyor is running continuously by 6 on Machine No studying SFT 15 in Soft Generation Shop the and amount Oil 51294

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 21 Machine the of drain Chip Chip time

Energy Saving conveyor is running continuously by 7 on Machine No studying SFT 21 in Soft Generation Shop the and amount Oil 56376

Conveyor Should be start/ Stop by

timer to save power & Oil Energy Saving On ASSEMBLY INDEX Machine the on 8 Assembly Indexing Roller TA Chip conveyor is running continuously by studying the amount of Chip Unit Generation and Oil drain time Conveyor Should be start/ Stop by 34797

10

conveyor timer to save power & Oil Energy Saving On Distance conveyor is running Distance continuously by studying the amount Conveyor of Chip Generation and Oil drain time 31897 Group 01 in Conveyor Should be start/ Stop by TA Assembly timer to save power & Oil Shop Energy Saving On Distance conveyor is running 31897 Distance Conveyor Group TA 01 continuously by studying the amount of Chip Generation and Oil drain time in Conveyor Should be start/ Stop by

Assembly timer to save power & Oil

53

Shop On TA Assembly washing machine conveyor is running continuously BY studying Generation the and amount Oil of drain Chip time 5799

Energy Saving on 11 Assembly washing machine TA

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 22 Machine the and amount Oil the of drain Chip Chip time

Energy Saving conveyor is running continuously BY 12 on Machine No studying SFT 22 in Soft Generation Shop 56376

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 23 Machine the of drain Chip Chip time

Energy Saving conveyor is running continuously BY 13 on Machine No studying SFT 23 in Soft Generation Shop the and amount Oil 74526

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 26 Machine the of drain Chip Chip time

Energy Saving conveyor is running continuously BY 14 on Machine No studying SFT 26 in Soft Generation Shop 15 the and amount Oil 44034

Conveyor Should be start/ Stop by the of drain Chip 56376 Chip time

timer to save power & Oil Energy Saving On SFT 28 Machine SFT 28 in Soft studying Shop Generation the and amount Oil

on Machine No conveyor is running continuously BY

Conveyor Should be start/ Stop by

54

timer to save power & Oil On SFT 31 the and Machine amount Oil the of drain Chip Chip time

Energy Saving conveyor is running continuously BY 16 on Machine No studying SFT 31 in Soft Generation Shop 44034

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 39 Machine the of drain Chip Chip time

Energy Saving conveyor is running continuously BY 17 on Machine No studying SFT 39 in Soft Generation Shop the and amount Oil 46212

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 51 Machine the of drain Chip Chip time

Energy Saving conveyor is running continuously BY 18 on Machine No studying SFT 51 in Soft Generation Shop the and amount Oil 43308

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 61 Machine the of drain Chip Chip time

Energy Saving conveyor is running continuously BY 19 on Machine No studying SFT 61 in Soft Generation Shop the and amount Oil 306120

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 300 Machine the Chip

Energy Saving conveyor is running continuously BY 20 on Machine No studying SFT 300 in Generation Soft Shop the and amount Oil of drain Chip time 43308

Conveyor Should be start/ Stop by timer to save power & Oil

55 On SFT 302 Machine the Chip Energy Saving conveyor is running continuously BY 21 on Machine No studying SFT 302 in Generation Soft Shop the and amount Oil of drain Chip time 43308

Conveyor Should be start/ Stop by timer to save power & Oil On SFT 306 Machine the Chip

Energy Saving conveyor is running continuously BY 22 on Machine No studying SFT 306 in Generation Soft Shop the and amount Oil of drain Chip time 43308

Conveyor Should be start/ Stop by timer to save power & Oil

Total Annualized

Saving Rs. Lakh Table 2

12.38948

Analysis
Here, there are 2 areas where cost cutting is possible. 1) Gear box assembly conveyor. *Electricity is saved. 2) Conveyor for burr carrying at soft shop *Electricity is saved. *Cutting oil is saved. We can make an arrangement so that it runs only once during its cycle time. D.C. series, Slip Ring IM, High torque IM can also be used. For the conveyor, we can change the current drive system by using the motors that have high starting torque.

56

Tm

Torque

Torque

Unstable Region

Tst

Speed

Speed

Current Motor Performance Proposed Motors Performance Induction Motor D.C. Series Motor Graph of Torque to Rotor Speed of the Motor

Graph 2

Graph 3

The current scenario is that the motor employed takes considerable time to go from the unstable region to the stable working region. The above graphs explain the working of the current motor and the proposed DC series motors. For the induction motors, T SR2 R22+ (SX2)2 T = Torque R2 = Rotor Resistance S = Slip X2 = Rotor reactance

57

At the first time, For small slip, (SX2)2 is quite small and hence T S S if R2 is constant hence the starting resembles a straight line. R It is maximum when S = Sm = R2 X2 Later for higher slip values, R22 is negligible and (SX2)2 cant be neglected. So, T 1 S While in case of DC series motors, Torque is directly proportional to flux and the current. The flux is proportional to the current. So, T Ia Ia2 Eb = V - Ia (Ra+Rse) Ia (Ra+Rse) drop is very small and Eb is nearly constant. So, N1 1 Ia T .. This justifies the second curve. and the curve becomes a rectangular hyperbola and drops down.

58

Table 3 Result If the following suggestions are incorporated, then we can save approximately Rs. 12.4 lahks. Future scope

59

Such a system can be easily implemented in other shops like the Engine Assembly Area where the conveyors are running continuously.

Study of LPG Yard

Objective of study

60 To save energy in form of LPG used for heating the water in the paint shop and used to heat up the LPG itself by using parabolic solar heaters. Problem identification Currently, water at the paint shop is heated by the Liquefied Petroleum Gas which is sent from the LPG yard. The gas expands from the cylinders from 30 bar pressure to 1.5 bars. Due to this adiabatic expansion, there is tremendous cooling, and a massive pressure drop. This cause the gas to come to the paint shop at very low pressure and hence dose not provide the required energy to heat the water 100 C

Identifying the issues involved The main issue involved while dealing with the LPG is that it is extremely explosive. Proper care should be taken when handling the gas and excess heating at the area in any circumstance should be avoided.

Methodology The basic principle of solar heating is that when the sun rays are concentrated on a single point, they produce immense heat. The above given is the proposed layout. System Design

61

Concentrator Heat Transfer to water Regulating Circuit

Heat Exchanger (From water to LPG)

To Paint shop

Figure 21 Heat is transferred to the oil from concentrating solar energy. The oil is then passed to the LPG line and heat transfer takes place through a heat exchanger. A regulating circuit is used so that temperature of oil doesnt exceed the required temperature. The oil used is re circulated and the LPG that is heated is sent to the paint shop.

The Parabolic Trough A diagram of a parabolic trough solar farm (top) and an end view of how a parabolic collector focuses sunlight onto its focal point. A parabolic trough is a type of solar thermal energy collector. It is constructed as a long parabolic mirror (usually coated silver or

62 polished aluminium) with a tube running its length at the focal point. Sunlight is reflected by the mirror and concentrated on the Dewar tube. The trough is usually aligned on a death star, and rotated to track the sun as it moves across the sky each day.

Figure 22

63

Alternatively the trough can be aligned on an east-west axis; this reduces the overall efficiency of the collector, due to cosine loss, but only requires the trough to be aligned with the change in seasons, avoiding the need for tracking motors. Heat transfer fluid (usually oil) runs through the tube to absorb the concentrated sunlight. Oil can be heated up to 400C. The process is economical and, for heating the pipe, thermal efficiency ranges from 60-80%. Result If we employ this technique, then we have the following advantages.

No need to have additional system for Hot Water Generation which can be used as per requirement & a direct saving on running cost. Subsidy to the tune of 50% from MNRE. Revenue / Income generation can start from 3rd year itself by way of saving of the operational energy cost as well as the energy saved to generate hot & cold water.

User entitled for getting world recognized Eco-friendly awards. Can easily be configured to existing conventional system with a quick changeover mode.

Future scope This technology has immense potential where we require heating. The paint shop is an ideal place where such technology can be implemented.

64