Six months Industrial

TRAINING
at
SWARAJ ENGINES
LIMITED

SUBMITTED TO:
Er. A.P. Singh

PRESENTED BY

Satnam Singh Sukhjit Singh
UE109066 UE109073
MECHANICAL MECHANICAL
8
th
sem. 8
th
sem.



INTRODUCTION TO SWARAJ GROUP



Swaraj group came into existence with the establishment of Punjab Tractors
Limited. company, Indias first large scale on based totally indigenous design and
technology, was promoted by Punjab State Industrial Development Corporation
PSIDC with the help of govt. of India and Public financial industries.








MAJOR COLLABORATIONS OF SWARAJ GROUPS

Swaraj group has entered into technical and financial collaborations with various
national and international companies. The maximum share holder of swaraj is
now Mahindra and Mahindra. Swaraj Mazda Limited was set with technical and
financial collaborations with Mazda Motors corporation of Japan. Technical
collaboration was entered into Komatsu Forklift Company of Japan for
manufacturing fork lifters at swaraj combine Division. Swaraj
Engines Limited was set up in technical and financial collaboration with kirloskar
Oil Engines Limited, pune for Manufacturing diesel engines.

VARIOUS DIVISIONS OF SWARAJ GROUPS

Swaraj consists of six divisions:

Swaraj Tractors Division.

Swaraj Mazda Limited.
Swaraj Automotive Limited.
Swaraj Engines Limited.
Swaraj Foundry Limited.
Swaraj Combine Division.

SWARAJ TRACTORS DIVISIONS

It is located in phase IV, SAS Nagar. It started with an annual capacity of 5000
tractors with capital of Rs. 37 million. In 1974 it went into commercial production
with swaraj 724 a 26.5 BHP tractor as its first model. During its 22 years of
production it has not only expanded its manufacturing capacity to more than
24000 tractors per annum but also added more products into its manufacturing
range. Its product range includes the following

YEAR OF

MODEL POWER

INTRODUCTION

SWARAJ 724

26.5 BHP

1974

SWARAJ 735

39.0 BHP

1975

SWARAJ 720

19.5 BHP

1978

SWARAJ 855

55.0 BHP

1983

SWARAJ 922

22.0 BHP

1995

SWARAJ 744

44.0 BHP

1999

SWARAJ ENGINE LIMITED

Keeping in view the need to meet various emissions norms SEL
has produce emission measurement equipment and various
standards are stringently followed.
SEL represents fruition of the technology and commercial
relationship of two decades of two Indian companies, both
pioneers in Indian R & D and engineering, KOEL AND PTL. In this
background the factory is quite competitively modernized with
regard to manufacturing technology. It has the unique
distinction of employing the maximum number of CNCs north
of Delhi.

DEPARTMENTS OF S.E.L.

INDUSTRIAL ENGINEERING

MACHINE SHOP

ASSEMBLY AND TESTING SHOP

QUALITY SHOP

MAINTENANCE SHOP

TOOL ROOM

STANDARD ROOM AND TOOL CRIB

STORES


TYPES OF ENGINES
MANUFACTURING IN SEL


The Plant Manufactures five types of engines,
which engines are sent to the swaraj tractor
division, S.A.S. NAGAR. One of these is a single
cylinder engine exclusively designed R&D plant
of Swaraj. Out of rest one is two cylinder and
others three cylinder engines. All the engines are
Euro-3 and SEL is planning for modifications to
be introduced, so that its engines may be Euro-4
compatible. The specifications of these engines
are:

1. S-15, Single Cylinder:
2. RV-2, Two Cylinder:
3.RV-3, Three Cylinder:
4. RB-30, Three Cylinder:
5. RB-33, Three Cylinder:
MACHINE
SHOP

MACHINES USED IN MACHINE
SHOP:

Vertical milling machine

Horizontal milling machine

Radial drilling machine

Gang milling machine

Rough boring machine

Semi-finish boring machine

Finish boring machine

Honing machine


Gun drilling machine

Washing machine

Rotary grinder

Rough milling machine

XLO valve lapping machine

Line boring machine

MACHINES

MILLING MACHINE

DRILLING MACHINE

CNC MACHINES

UPSETTER

ASSEMBLY
SHOP

ASSEMBLY PROCESS.

CRANK SHAFT FITMENT

CAM SHAFT FITMENT

GEAR CASING FITMENT

CRITICAL AREA PISTON ASSEMBLY

CYLINDER BLOCK FITMENT

OIL SUMP FITMENT

CYLINDER HEAD FITMENT

WATER PUMP FITMENT

FIP [FUEL INJECTION PUMP] FITMENT

FUEL TIMING


CRANK SHAFT FITMENT


The crankshaft, sometimes casually abbreviated to
crank, is the part of an engine which translates
reciprocating linear piston motion into rotation.

CAM SHAFT FITMENT

A camshaft is a shaft to which a cam is fastened or
of which a cam forms an integral part.

GEAR CASING FITMENT

A gear is a rotating machine part having cut teeth, or cogs, which
mesh with another toothed part in order to transmit torque. Two
or more gears working in tandem are called a transmission and can
produce a mechanical advantage through a gear ratio and thus
may be considered a simple machine.

CRITICAL AREA PISTON
ASSEMBLY

In an engine, its purpose is to transfer force from expanding
gas in the cylinder to the crankshaft via a piston rod and/or
connecting rod.

CYLINDER BLOCK FITMENT

The cylinder block or engine block is a machined casting (or
sometimes an assembly of modules) containing cylindrically
bored holes for the pistons of a multi-cylinder reciprocating
internal combustion engine, or for a similarly constructed
device such as a pump.

OIL SUMP FITMENT

Oil Sump is used to store the lubricating oil which is supplied
oil which is supplied for lubrication to different engine parts
through section tube.
CYLINDER HEAD FITMENT

In an internal combustion engine, the cylinder head (often
informally abbreviated to just head) sits above the cylinders
on top of the cylinder block. It consists of a platform
containing part of the combustion chamber (usually, though
not always), and the location of the poppet valves and spark
plugs.

WATER PUMP FITMENT

Water pump is used to supply water in different parts
of engine for cooling purpose.


FIP FITMENT

Fuel injection pump is used to supply the fuel for combustion.


COMPLETE ENGINE

ENGINE TESTING
ENGINE TESTING
1.Fix engine clutch plate.
2.Clamp the engine.
3.Loosen throttle rod from throttle motor side.
4.Engage throttle with FIP lever at zero position.
5.Tighten throttle at dynamo end.
6.Check power is ON at panel.
7.Keep throttle controller at external at panel.
8.Check & assure switch is at push side.
9.Put switch to set position.
10.Pause for few seconds & press green limit button until it is
ON.
11.Set the knob to run position.
12.Start the engine.
13.Start button on panel should be in ON position.
14.Assure external mode.

15.Open the software.
16.Fill up proper engine no. code, FIP no. etc. & click save button.
17.Click on start button in software.
18.After testing fill up all operator check points.
19.Save the data.
20.For rework click on C hold.
21.After rework click resume if engine is not stopped.
22.Af engine is stopped, click resume & double click on step from
which engine was stopped.


SOP for Engine Testing

S No. RPM Load (in %) Time
(in min)
Check Points
1. Idle NIL 3 Check oil pressure, oil through rocker lever & any
abnormal noise.
2. 1300 20 4 Clean all fuel banjoes &check for any leakage.
3. 1500 40 4 Check for any leakage from water connection
points.
4. 1800 60 4 Check for any lubricant oil leakage, leakage from
banjoes and joints.
5. NLFT NIL 1 Check no load full throttle RPM
6. NLFT Setting
&1800
100 9 Adjust NLFT if required. Check load on engine &
fuel time adjust if required. Spray water on
engine, dry engine using air and check for
leakages using special torch.
7. 1200+/-100 OVER LOAD 2 Check peak torque points.
8. Low Idle NIL 1 Check for un usal noise. Check for hunting at idle
RPM & Oil pressure. Also check for any leakage
from flywheel end side main oil seal.
Check difference in oil pressure at idle and NLFT.
It should be minimum 0.8 kg/cm
2
.
Test Bed Passing Range for XM Engines
S No. Parameters RV2
XM
RV3
XM
RV30
XM
RV2 XM
+3A (AVL)
RV3
XM
+3A
(AVL)
RV30XM
+3A
(AVL)
1. Engine BHP
(Declared)
24 35 31 24 35 31
2. Test bed BHP
passing range
23.3-
25.2
34-
36.8
30.1-32.6 23.3-25.2 34-36.8 30.1-32.6
3. Fuel delivery 46
+/- 2
45
+/- 2
40
+/- 2
46
+/- 2
44
+/-2
40
+/- 2
4. S.F.C. 180
max
175
max
176 max 180 max 175 max 176 max
5. Rated RPM 1800 1800 1800 1800 1800 1800
6. NLFT 1950
+/- 50
1950
+/- 40
1950 +/ -
40
1950 +/-
50
1950+/-
40
1950 +/-
40
7. Idle RPM 650
+/- 50
650
+/- 50
650+/-50 650+/-50 650+/-50 650+/-50
8. % B.U.T MIN.
15% @
1100+
/- 100
rpm
MI%
12-20
%
@
1100+
/- 100
rpm
Min.
15%@
1100+/ -
100 rpm
Min15%@
1100+/-
100 rpm
Min12-
20%@11
00+/-
100 rpm.
Min
15%@11
00+/- 100
rpm
9. Smoke FL/OL 2/3.5 2/3.5 2/3.5 2/3.5 2/3.5 2/3.5
Test Bed Passing Range for Green Engines

S No. Parameters RB30 TR+ RB33 TR+ S-15 TR+
1. Engine BHP
(Declared)
45 50 21.2
2. Test bed BHP
passing range
41.6- 46.5 46.5 - 52.0 20.3-20.7
3. Fuel delivery 54
max
62
max
84.5
max
4. S.F.C. 182
max
182
max
194
max
5. Rated RPM 2000 2000 1900
6. NLFT 2150
+/-
50
2150
+/-
40
2020
+/-
40
7. Idle RPM 650
+/-
50
650
+/-
50
650
+/-
50
8. % B.U.T 12
Min.
@
1200
rpm
12
Min.
@
1200
rpm
10 to 15
%
9. Smoke FL/OL 2.0/3.8 2.0/3.8 3.2/4.0
PROJECTS
UNDERTAKEN
ASSEMBLY SHOP

1. Time study of RB cylinder block leak test.

ACTIVITY
Pick up the Component from Conveyor using tackle
Load the component on fixture of Leak testing unit
Remove the tackle from component & move hoist side
Locate the component from 2 locating pins
Put 3 clamps in position & ensure the location of rubber washer
in push rod holes
Switch on the clamping lever upward to clamp the component
hydro-pneumatically.

Ensure the drain pipe in vertical position & fill the tank with
coolant up to level marked
Observe the unit for 30 seconds for any air bubbles occurrence
After 30 seconds drain the coolant by operating the lever
downward
Close the air inlet valve
Down the lever to declamp the component
Pick up the component from unit by inserting tackle & lifting up
from unit
Move the hoist to conveyors & unload the component on
conveyor & draw back the tackle & move towards starting
position


2. BUMPING:
It is a process in which T.D.C. of engine cylinder or clearance
between piston and cylinder head is set by placing shims
between liner and cylinder head.

Detailed Study of Bumping
Clearance volume or bumping clearance is the space between the
top of the piston and the cylinder head of an air compressor. This
clearance is an important aspect of the compressors and should be
as less as practically possible to improve the volumetric efficiency
of the compressor. The clearance volume should not be too less or
too more. Moreover, it affects the efficiency of the machinery and
thus should be checked at regular intervals of time.

Significance and Effects of Bumping Clearance
In an air compressor, when the discharge valve closes in the end of
the compression cycle, a small amount of high pressure air is
trapped in the clearance volume.
Before again taking suction, the air trapped in the clearance
volume must expand below the suction pressure i.e. below the
atmospheric pressure.
The expansion of this trapped air in the clearance volume causes
effective loss of stroke due to which the volumetric efficiency of
compressor drops. Therefore, the clearance volume has a
significant effect on the efficiency of the compressor.


Marking T.D.C:

When the first piston from flywheel side is at its T.D.C. then a point is marked
below the pointer on pulley.

Shim
Shims are the spacer of big size which are inserted between liners and cylinder
head in order to lift the cylinder head to avoid head noise.

Bumping shim and CV shim
The shim which is bigger in size and placed at outer surface of liner is known as
bumping shim. This shim is used to support the cylinder head.
The shim which is smaller in size as compared to bumping shim and placed at
inner surface of liner is known as CV shim. This shim is used to provide clearance
between piston and cylinder head.

Effects Due to Less Clearance
Small clearance volume may result in piston banging or
colliding to the cylinder head.
This is dangerous when the compressor when is running in
unloaded condition without any resistance to the movement of
the piston.
Effects Due to Large Clearance
Large bumping clearance retards the formation of vacuum on
the suction stroke and thus less air is drawn inside for
compression and accordingly the weight of the air delivered is
reduced proportional to the clearance volume.
Compressor has to run for a longer period to provide the
necessary compression pressure.
Reasons for Change in Clearance Volume
During overhauls of the air compressor, if the gasket fitted
between the cylinder head joints is of the wrong type, then the
bumping clearance will increase, resulting in wear down of
bottom bearings or wrong bearings are put in place.

How Bumping Clearance is checked?
Bumping clearance is checked by putting a lead ball or plastic
gauges over the piston and then turning the compressor one
revolution by hand.
By doing this the lead ball will compress and the thickness obtained
is the clearance volume.
This thickness is measured with venire caliper or micrometer and is
then compared with the manufacturers value. Adjustments are
made in case there is an offset in the value.
Adjustment of bumping clearance
Bumping clearance can be adjusted with the help of inserting shims
(thin metallic plates) in the bottom bearings. Inserting shims will
move the connecting rod and the piston which will change the
clearance.
What should be the Bumping Clearance?
Generally bumping clearance depends on the manufacturer but as a
thumb rule it should be between 0.5% to 1% of the bore of the
cylinder.

Shims used of various thickness according to various reading:
READING THICKNESS OF SHIM
For positive reading 1.2mm
0 to -0.10 1.2mm
-0.10 to-0.20 1.2mm
-0.20 to-0.30 1.3mm
-0.30 to-0.40 1.4mm
-0.40 to-0.5 0 1.5mm

These are the readings for Bombay engine.



PROJECT WORK :
Before shims are inserted on liners, oil is applied on shims in order
to prevent rusting. Then these shims are placed on a inclined rod.
In this arrangement shims get stick to each other. When they are
inserted on liners then sometimes worker put two shims instead of
one. This results in rejection of engine during testing. The naming
of positions of different shims on stand was also not done properly.

1. We have made a new arrangement of shims in which stand is not
inclined, it becomes vertical and rods becomes long and horizontal and a
stopper is fixed at the free end of rod. The naming of positions of different
shims on stand is done properly.
2. We have used a pressure gun in order to apply air pressure on shims
arrangement on horizontal stand so that their stickiness should not take
place. By using these methods in arrangement of shims, the rejection of
engine can be decreased up to a great extent.

Air pressure applied on
shims.
ENGINE TESTING SHOP

3. Engine Test Report (RV Model)

Date 28/03/2014
Shift B
Test Bed No.9
Tester E.No.2570
Inspector E.No.2596
Engine No. STD004874
Engine Model RV3 XM +3A (AVL)
Engine Code 39.1354
FIP No. 41821305
Test Started @ 9:14:02
Test Stopped @ 9:43:48
Total Run 00:29:46

S No. Check points Specif- ications Actual Remarks
Min. Max.

Ok/ not ok
1. Engine idle
speed
600 700 683 Ok
2. Engine fly up
speed
1900 2000 1943 Ok
3. Max power
(BHP)@rate
d speed
33.33 36.8 34.4 ok
4. SFC value@
rate speed
100 175 172.2 ok
5. Fuel delivery 42 46 43.9 0k

S
No.
Speed
rpm
Torque Engine
Power
Fuel
Delivery
Flow
Rate
Fuel
Time
Fuel
Wt.
SFC
1. 1299 3.8 5.1 0 0 0 0 0
2. 1499 8.34 12.5 0 0 0 0 0
3. 1799 12.72 22.9 0 0 0 0 0
4. 1943 0.19 0.4 0 0 0 0 0
5. 1799 18.82 33.9 42.7 5.78 62.3 100 170.7
6. 1801 18.79 33.8 42.3 5.72 63.01 100.1 169
7. 1802 19.09 34.4 43.9 5.93 60.84 100.3 172.7
8. 1100 22.32 24.6 0 0 0 0
9. 1965 0.23 0.5 0 0 0 0
10. 683 0.12 0.1 0 0 0 0
S No. Ext
Temp
Water
outlet
temp
Lub. Oil
Temp
Lub.
Oil Pr.
Pr. 2 Atm
Pr.
Pr.4 CF DIN Smoke Step Time
1. 709 44.3 30.3 5.39 .006 .965 0 1.06281 0 9:21:66
2. 702 45.8 30.2 5.47 .007 .965 0 1.06281 0 9:25:07
3. 686 47 30.3 5.66 .007 .965 0 1.06281 0 9:29:05
4. 680 46.7 30.3 5.77 .008 .965 0 1.06281 0 9:30:04
5. 690 46.5 30.4 5.58 .008 .965 0 1.06281 0 9:31:58
6. 677 47.5 30.4 5.54 .008 .8 0 1.06281 0 9:33:37
7. 694 48.4 30.5 5.48 .008 .965 0 1.06281 0 9:35:37
8. 685 48.5 30.7 4.78 .008 .965 0 1.06281 0 9:42:45
9. 682 48.2 30.6 5.54 .007 .965 0 1.06281 0 9:43:14
10. 686 48.2 30.6 4.49 .006 .965 0 1.06281 0 9:4:.41
4. ENGINE TEST REPORT ( RB Model)
Date 3/3/2014
Shift A
Test Bed No.8
Tester E No.3274
Inspector E No.2596
Engine No. STB04393
Engine Model RB33 TR+
Engine Code 47.1409
FIP No. 41769823

Test started @ 6:26:31
Test stopped @ 6:54:08
Total Run 0:27:37

S No. Check points Specifications Actual Reading Remarks
Min Max
1. Engine Idle Speed 600 700 669 Ok
2. Engine Fly up
speed
2100 200 2156 Ok
3. Max. power
(BHP) @ rated
speed
47.5 52.5 52.5 Ok
4. SFC value @
rated speed
170 175 167.6 Not Ok
5. Fuel Delivery 1 62 58.4 Ok
S NO. Measured Values
Speed Torque Engine
Power
Fuel
delivery
Flow
Rate
Fuel
Time
Fuel wt. SFC
1. 665 0.19 0.1 0 0 0 0 0
2. 1302 5.43 7.1 0 0 0 0 0
3. 1502 10.35 15.5 0 0 0 0 0
4. 2156 0.17 0.4 0 0 0 0 0
5. 2000 27.62 55.3 63.9 9.6 37.56 100.2 173.8
6. 2001 26.19 52.4 58.4 8.78 41.01 100 167.6
7. 2002 26.21 52.4 58.4 8.78 41.17 100.4 167.6
8. 2000 26.27 52.5 58.4 8.78 41.17 100.4 167.6
9. 1202 31.19 37.5 0 0 0 0 0
10. 2160 0.16 0.4 0 0 0 0 0
S No. Temperature Pressure CF
DIN
S
m
o
ke
Step
Time
Ext Wtr
out
Lub.
oil
Lub.
oil
Pr. 1 Pr. 2 Atm Pr. 4
1 30 11 19.5 4.53 0 1.994 .965 0 1.0628
1
0 6:29:18
2. 30 11.4 19.6 5.07 0 1.994 .965 0 1.0628
1
0 6:33:09
3. 30 11.4 19.8 5.11 0 1.995 .965 0 1.0628
1
0 6:37:03
4. 30 10.8 20.2 5.48 0 1.994 .965 0 1.0628
1
0 6:41:57
5. 30 13.8 20.6 5.14 0 1.994 .965 0 1.0628
1
0 6:45:24
6. 30 12.3 21.2 5.01 0 1.994 .965 0 1.0628
1
0 6:48:21
7. 30 12 21.4 4.95 0 1.994 .965 0 1.0628
1
0 6:49:50
8. 30 11.6 21.5 4.91 0 1.995 .965 0 1.0628
1
0 6:51:03
9. 30 11.7 22 4.28 0 1.994 .965 0 1.0628
1
0 6:55:03
10. 30 11.7 22 5.04 0 1.995 .965 0 1.0628
1
0 6:55:33
CHECK POINTS
FIP Model
FIP Hunting
Engine No. & Code
Lub. Oil level
Compressor Leakage
Valve Leakage
Tappet Noise
Gear Noise
Valve Touch
Humming Noise
FD Noise at overload

Water Mixing with Lubricating Oil
Diesel Mixing with Lubricating Oil
Engine Overheating
Unusual Vibrations
Seating Rubber Bush Bottom
Lub Oil Leakage
Fuel Leakage
Blow by
Engine washing

MACHINE SHOP

5. Valve leakage in RB cylinder head.

The main reason for leakage in cylinder head valves is wrong seat generation.
The PROBABLE CAUSES were proposed for this problem were :-

Pallet station Interference between outer dia. of seat & internal dia. of
exhaust valve.

Improper clamping

Faulty casting design
ANALYSIS OF ALL THE CAUSES:-

Pallet station :
It would have been possible that the leakage in the heads was
specific to a particular pallet and station in the machines.
The Makino machine a51 comprises of 2 pallets with 3 stations
each. These were known as top , left & right pallet station and for
analysis of this cause the components were coded when they
were machined so as to determine if this problem was specific to
a pallet station. The coding was done as follows according to
PALLET (1 or 2) _STATION (T, L or R)
For e.g. The top station of pallet 1 was written as 1T

The right station of pallet 2 was written as 2R and so on.



TABLE- PALLET STATION ANALYSIS
CONCLUSION-
It was found out that the leakage problem was
independent of the pallet and station at which the
component was machined. Therefore this was justified that
the problem is not in any particular pallet but in the
process on the whole.

Improper clamping
The clamping system is responsible to hold the component
in its place while machining operations take place on it. The
clamps used were flat surface therefore they could not
incorporate for any irregularities in the casting of head. To
minimize this effect, ROLLER clamps by TESA are used so
that even if there is any variation in flatness of the casting,
the clamps will hold the component in position.

BEFORE
AFTER
FLAT CLAMPS
ROLLER CLAMPS BY TISA
ANALYSIS:
0
10
20
30
40
50
60
70
80
FLAT CLAMP ROLLER CLAMP
% of leaked components
% of leaked components
CONCLUSION-
The bar graph describes that the percentage of failed or
rejected components fell steeply in general after changing
the clamps of pallet 2 in machine 499.01 . This justified that
the clamping of components was not proper earlier and that
this issue needed to be addressed and changing the clamps
was a positive move.
Faulty casting design
On further exploring the scenario it was found out that the
casting design was not adequate according to the
requirement for the clamps and needed modification.
CASTING MODIFICATION
CONCLUSION-
The modifications in casting to increase the surface
uniformity lead to better clamping of the component in the
pallet station. The clamps were able to hold the
component completely under all vibrations.
RESULT AND FUTURE SCOPE
The 2 major causes for cylinder head leakage were
Improper clamping
Faulty casting design

After addressing to these problems, there has been a drastic change in a positive
direction in the no. of rejected cylinder heads.

As on 28/04/2014 morning A shift, only 3 components out of 96 pieces were
found to be leaking.

FUTURE SCOPE:
Efforts are still on to further minimize the rejection due to leakage of cylinder
heads to < 1%.



BIBLIOGRAPHY

Daily dairy.
Operators.
www.swarajenterprise.com




THANKS.