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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.
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
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.
UB-3
FDL
Fender
Hood
Slat Conveyor
RDR
FDR
Fender
TG
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
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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
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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
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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
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.
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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.
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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.
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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.
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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
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.
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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.
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Figure 7 (b)
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.
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).
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
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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.
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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.
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.
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.
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32
Servo Control
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
2700
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.
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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
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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
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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
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
Future Scope-
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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.
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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
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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
Fuel + Air
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
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= Mass flow rate * Specific heat * Temperature difference (engine charge to outlet)
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.
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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.
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
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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
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
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
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Shop On TA Assembly washing machine conveyor is running continuously BY studying Generation the and amount Oil of drain Chip time 5799
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
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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
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
Total Annualized
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.
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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
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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.
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Table 3 Result If the following suggestions are incorporated, then we can save approximately Rs. 12.4 lahks. Future scope
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Such a system can be easily implemented in other shops like the Engine Assembly Area where the conveyors are running continuously.
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
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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
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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.
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