SUMMER INTERNSHIP PROJECT REPORT

ON
STEM CYLINDRICITY ANALYSIS AND REDUCTION

SHRIRAM PISTONS & RINGS LTD

PATHREDI (RAJASTHAN)
SUBMITTED TO -
PROJECT GUIDE- FACULTY GUIDE-
Mr SATISH VERMA Dr RAHUL SINDHWANI
PROJECT MENTOR-
Mr KULDEEP KUMAR

SUBMITTED BY
AAKASH UPADHYAYA - [E.V PLANT]
6th SEMESTER (6MAE4-X)
MAE DEPT, ASET, AMITY NOIDA

ASET, NOIDA

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 CERTIFICATE

THIS IS TO CERTIFY THAT MR. AAKASH UPADHYAYA STUDENT OF B.TECH. IN MAE (ASET)
HAS CARRIED OUT THE WORK PRESENTED IN THE PROJECT OF SUMMER INTERNSHIP
TRAINING ENTITLE "STEM CYLINDRICITY IN ENGINE VALVE, REJECTION ANALYSIS
AND REDUCTION" AS A PART OF THIRD YEAR PROGRAMME OF BACHELOR OF
TECHNOLOGY IN (MAE) FROM AMITY SCHOOL OF ENGINEERING & TECHNOLOGY , AMITY
UNIVERSITY, NOIDA, UTTAR PRADESH (AUUP) UNDER MY GUIDANCE AND SUPERVISION.

NAME & SIGNATURE OF THE CORPORATE GUIDE

Sr. ENGINEER, SPRL, PATHREDI, BHIWADI

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 ACKNOWLEDGEMENT

Sometimes words fall short to show gratitude, the same happened with me while working on the project.
The immense help and support received from every person overwhelmed me during the project. It was a
great opportunity for me to work with SHRIRAM PISTONS AND RINGS, pioneers in the field of engine
equipment manufacture. I am extremely grateful to the entire team of Shriram pistons, Mr. SATISH
VERMA (MY GUIDE) who has shared his expertise and immense knowledge with me and without that
guidance the completion of this project and my industrial training would have been virtually impossible.
My sincere gratitude to Mr. KULDEEP KUMAR (MY MENTOR), Engine Valve division, Shriram
piston and rings who gave me a marvellous opportunity by giving this project. I would also like to express
my special thanks of gratitude to Mr. MM NAIR (HOD EV-PLANT) who gave me the golden
opportunity to work on this wonderful project

I am also thankful to Dr RAHUL SINDHWANI whose guidance and effort help in completion of this
report. I am also thankful to Shriram pistons and rings and their work team members for providing me
with an opportunity to work with them as a trainee who has provided me with the necessary information
and their valuable suggestions and comments on bringing out this report in the best possible way. I am
also very thankful to other trainee partners during the training period and all the workmen at engine valve
plant and who helped me in the completion of my projects.

I am acknowledged while working with the members of the plant. Workers nature towards their work is
very dedicated and their treatment for trainees is remarkable. I am unspoken after the completion of my
project as I came to know how large production being produced here. It was my first visit to any industry,
after visiting I saw a new era (big machines , functionalities, coordination in mass, etc.) and like I(myself)
being part of the company. I am thankful to the power that always inspires me to take right step in the
journey of success my life.

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 INTRODUCTION

I, AAKASH UPADHYAYA perusing Bachelor of Technology in Mechanical And Automation Engineering

from AMITY INSTITUTE OF ENGINEERING TECHNOLOGY, AMITY UNIVERSITY, NOIDA

(AUUP).

I have joined SHRIRAM PISTON AND RINGS LTD. as a summer trainee in Engine Valve Plant on 16

MAY 2016. My project is Reduction in stem cylindricity in engine valve in model #7107

(HONDA FAMILY). Two years of my professional course has been completed and I came to Shriram

Pistons and Rings for my summer industrial training.

As I am here to enhance my skills and to modify myself in technically and practically. Machines being used

by me are all fully automated that created a space of interest in completing the project.

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 COMPANY PROFILE

Shriram Pistons and Rings Ltd (SPRL), a part of USHA-SHRIRAM GROUP, is one of the largest and most
reputed industrial houses in India. SPRL is one of the largest and most sophisticated manufacturer of
Precision Automobile Components i.e. pistons, piston rings, pistons pins and engine valves in India. The
products are sold under the brand name USHA/SPR in the markets.

SPRL manufacturing unit is located at the Meerut Road in Ghaziabad and a new plant stabilized in Pathredi,
Rajasthan. The plant has been recognized as one of the most modern and sophisticated plants in North India
in the field of Automobile.

In its manufacturing system and processes, SPRL combines the best practices along with inputs from its
collaborator's highly advanced manufacturing techniques.

The company has Technical Collaboration with:

M/s Kolbenschmidt, Germany to produce pistons

M/s Riken Corporation, Japan for Piston rings

M/s Fuji Oozx, Japan for engine valves

M/s Honda Foundry, Japan for technical support

The company is also an exclusive supplier of the three Honda original joint ventures: M/s Hero Honda,
Kinetic Honda & Shriram Honda

The company supplies its products to several Original Equipment Manufacturers (OEMs) including Defence
Vehicle Factories, Tata Cummins, Maruti Suzuki, Mahindra, Bajaj Autos, HERO , Honda Cars, Honda
Scooter, Ford.

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 COMPANY QUALITY POLICIES

Total Customer satisfaction through Quality Management and continuous

Improvement

QUALITY OBJECTIVES

1) Organization which is sensitive and interactive to the needs of customer.

2) Continuous upgrading of quality and process to meet changing needs of customer.

3) Optimization of return on investment by-

Continuous improvement

Technology Development
Organizational and Personnel Development
Effective use of all resources
Harmonious and safe working conditions
Cost Reduction efforts

4) Work to international norms of Quality & management.

5) The company has successfully practiced the best work ethics and technology along with the TPM &
Kaizen approach and harmony through teamwork.

BASIC AWARENESS ABOUT SHRIRAM PISTONS AND RINGS LTD.

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Company was established in 1972.

The current CEO of the plant SPRL is Mr AK Taneja.

It is Located at Ghaziabad & new plant in Pathredi, Rajasthan.

Company's products are pistons, rings, engine valves & gudgeon pins.

Company sells its products under the brand name of USHA in Indian market &USHA/SPR for foreign

market.

Company is exporting products to 35 countries including Nigeria, Egypt, Iran, Dubai, Sri Lanka, Malaysia,

Singapore, Australia, U.K, Syria, Chile, Columbia, Greece etc.

The Govt. of India has also recognized SPRL as an Export House.

SPRL is the only licensee of Honda foundry in the world.

SPRL is one of the largest exporters of Pistons and Pistons Rings.

TABLE OF CONTENTS
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S.NO CONTENTS PAGE NO:

INTRODUCTION 8-11
1.

2. PROJECT UNSERSTANDING THE PROBLEM 12-18

3. MEASURE AND ANALYSE 19-24

4. VALIDATION ON OPTIMUM SETTINGS 25

5. 25
STANDARDISATION

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6.
LEARNING EXPERIENCE

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 1. INTRODUCTION

For the past three or four decades the automotive industry substantial reductions in the number of valve
servicing operations being performed. Today the picture is changing. Lower compression ratios and
unleaded fuels are the order of the day. They are the result of the need to reduce air pollution. And with these
new conditions comes for maintaining high efficiency engines if performance and emission control
standards are to be maintained.

1.1 WHAT IS AN ENGINE VALVE

The Engine Valve is a very precisely machine component in the I.C. engine. The engine valve is designed to
meet the toughest condition inside the engine for the long lasting life. The performance of an engine greatly
depends on it. The compression in the engine is mainly the result of tight sealing provided by the engine
valve in closed position.

The valve must be opened & closed periodically to permit the intake & exit of the air fuel mixture & burnt
Gases respectively. The two types of engine valve are intake valve & exhaust valve.

Fig 1 - An Engine Valve

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Valves are mechanical control elements needed to admit fresh charge and allow the burnt gasses to escape
out of the cylinder. Two valves, an inlet and the other exhaust are used for this purpose. Fresh mixture of
fuel and air enters the inlet valve through the inlet manifold, and the burnt gases pass through the exit valve
and go to the exhaust manifold.

On the basis of application engine valve are classified as inlet and exhaust valve.

On the basis of they can be monometallic or bimetallic.

1.2 NOMENCLATURE OF ENGINE VALVE

An Engine valve has many parts and each has different purpose and dimension according to the need of an
Engine. Here is the general nomenclature of a valve.

Fig 2- Nomenclature of Engine Valve

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1.2.1 MAIN PARTS

1. Head
2. Tip
3. Stem
4. Seat
5. Groove (Cotter)
6. Carbon Relieve (C.R)
7. Stem Diameter
8. Stem cylindricity

1.3 FUNCTIONS OF ENGINE VALVE

Engine valves are located in the cylinders head. The function of the engine valves is to let air in
and out of the cylinders. That air is to help ignite the fuel which will drive the pistons up and
down.
There are two types of engine valve; INTAKE & EXHAUST valves.
The intake valves of course let air in, and the exhaust valves let air out. The more air you can move in and
out of the engine the more efficient, and therefore power the engine will have. This is why the engine valve
plays a very critical role in an engines performance.

Fig3- Working of Valve

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Pistons travel up and down inside cylinders. At the top of the pistons journey are the valves. There
are a varying number of valves depending on the manufacturer. As the piston is at the bottom of
the cylinders, the intake valve opens to let air in, it then closes so the cylinder is air tight to build
the compression. Once the piston goes through the compression and firing stroke, the exhaust
valve will open and let the exhaust out. It then closes immediately after. There is a shaft that
pushes on the all the valves called a cam shaft.

INLET VALVE OPENS EXHAUST VALVE OPENS

DURIG SUCTION STROKE DURIG EXHAUST

Fig 4-Position of valve during Engine run

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 PROJECT

OBJECTIVE: STEM BEND REDUCTION (STEM CYLINDRICITY) IN

MODEL#7107 (HONDA 2 WHEELER)

TARGET: TO REDUCE STEM BEND (STEM CYLINDRICITY OVER) FROM

4.05% (AVG.) OF LAST 4 MONTH TO 0.81%.

2. UNDERSTANDING THE PROBLEM

2.1 WHAT IS THE PROBLEM

Stem bend or stem cylindricity over is the problem in which we observe a bend on the stem of the valve.
Generally the bend we see is not visual and are in microns only but they also causes many problem in during
the working of an engine. In the model (7107) the tolerance of stem cylindricity is 5 and any valve having
stem cylindricity more than 5 is considered as rejected valve.

Fig 5- Stem run out checking procedure Fig 6- Gauge Use for checking cylindricity/runout

2.6 REASON FOR SELECTION OF THE PROJECT

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 There was monthly average 8 lots hold due to stem cylindricity in model 7107 during quality audit for
last 4 month.

2.7 REJECTION TREND AFTER SEGREGATION OF HOLD MATERIAL

(This graphs shows the percentage of Rejection due to stem cylindricity for the past 4 months)

2.5 PROCESS FLOW DIAGRAM (PFD)

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 EXTRUSIO- HEAT
SLUG
TUMBLING N AND TREATMEN
SHEARING
FORGING T

STRAIGHTE
TIP TIP STEM CUT NING
STELLITE DRILLING OFF

ULTRASONIC RCLG
END
INSPECTION
STRESS
GRINDING
GRINDING
RELIEVING

FCLG
MUG CNC
TUFFTRIDI GRINDING
NG TURNING

WIPRO SEAT DP LEAK

POLISHING GRINDING TEST TESTING

CRI
DELIEVER PACKING INSPECTIO CLEANING
N

Note: The Red circles denote the suspected problem generated operation & Green is the
detection.

2.2 STRESS RELIEVING

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Stress relieving is process used to reduce residual stress in large castings, welded parts, and cold work. Such
parts are tend to have stress due to thermal cycling or work hardening. Parts are heated to a temperature of
650 C and held for 90 min. and then cooled in air.
Stress relieving is applied to both ferrous and non-ferrous alloys and is intended to remove internal residual
stresses generated by prior manufacturing processes such as machining, cold rolling and welding. Without it
subsequent processing may give rise to unacceptable distortion or bend. The treatment is not intended
produce significant changes in material structures or mechanical properties, and is therefore normally
restricted to relatively low temperatures.

Fig 7- Basket inside Furnace (S.R) Fig 8- Furnace

Fig 9- Loading of basket before SR

2.3 CENTRELESS GRINDING (CLG)

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Centreless grinding is a machining process that uses abrasive cutting to remove material from a work piece.
Centreless grinding differs from centred grinding operations in that no spindle or fixture is used to locate and
secure the work piece, the work piece is secured between two rotary grinding wheels and the speed of their
rotation relative to each other determines the rate at which material is removed from the work piece.

VALVE

Fig 10- Centreless Grinding machine

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Fig 11- Valve b/w Grinding and regulating wheel (STOP) Fig 12- Valve b/w Grinding and regulating wheel (RUNNING)

In Centreless grinding, the work piece is held between 2 grinding wheels, rotating in same direction at
different speeds, and a work holding platform. One wheel, known as grinding wheel is on a fixed axis and
rotates such that the force applied to the work piece is directed downward, against the work holding
platform. This wheel usually performs the grinding action by having a higher tangential speed than the work
piece at the point of contact. The other wheel, known as regulating wheel, is movable. This wheel is
positioned to apply lateral pressure to the work piece, and usually has either a very rough or rubber- bonded
abrasive to trap the work piece.

2.3.1 ROUGH CENTRELESS GRINDING

As name suggest RCLG produces rough grinded surface. It is done after SR and removes
Required layer material from stem.

2.3.2 FINISH CENTRELESS GRINDING

FCLG is done to improve the surface finish of the stem of the given engine valve.
It is done after RCLG with many other operations in between.

Specification of grinding wheel= aA60L5V

Specification of regulating wheel=A120R1R

Pulling angle =1 to 4

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2.4 TUFFTRIDING

Tufftriding is a salt bath process which can be carried out to most ferrous materials. It improves component
quality by retarding wear, increasing fatigue strength, resisting corrosion, increasing hardness, enhancing
appearance and achieving specific properties.
Reactions involved in tufftriding are

Cynate (CNO) Nitrogen (N) + Carbonate (CO32-)

Nitrogen (N) + Iron (Fe) Iron Nitride (FexN)

Carbonate (CO32-) + REG 1 Cynate (CNO)

Fig 13- Empty Fixture Fig 14- Loaded Fixture

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 3. MEASURE AND ANALYSIS

3.1 FISHBONE DIAGRAM

(Its one of the 7QC Tool)

Fishbone diagram or Ishikawa or Cause effect diagram are casual diagram that show the causes of a specific
event. Its purpose is to break down in successive layer of detail or root causes that potentially contribute to a
particular effect.
Common uses of Ishikawa or fishbone diagram are product design and quality defect prevention to identify
potential factors causing an overall effect. Each cause or reason for imperfection is a source of variation.

MAN MACHINE

LACK OF SKILL DRESSING

FREQUENCY

TUS OF SR FURNANCE

STEM BEND OR
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EXCESS STEM
MATERIAL METHOD CYLINDRICTY
 RUNOUT AFTER FCLG LOADING NOT

OPERATION PROPER

IMPROPER STRESS

RELIEVING TEMP

Fig 15- FISHBONE DIAGRAM OF PROBLEM

3.2 ROOT CAUSES FINDING AND ELIMINATION

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S.NO PROBLEM CORRECTIVE STATUS
ACTION

LACK OF TRAINING QUALIFIED OPERATORS

1. AND SKILL OF THE ARE AVAILABLE SO NO
OPERATOR FOR SR CA REQUIRED OK
OPERATION

2. LOADING OF VALVE NOT OVERLOADING IS IN PROGRESS

PROPER OBSERVED.
LOADING TO BE
STUDIED

3. AS PER WI SO NO CA
DRESSING FREQUENCY OK
REQUIRED

4. SR TEMPERATURE TO BE STUDIED IN PROGRESS

(HIGH/LOW)

5. RUNOUT AFTER FCLG TO BE STUDIED IN PROGRESS

OPERATION

ANNUAL TUS IS DONE

TEMPERATURE
& FOUND
6. UNIFORMITY OF SR OK
SATISFACTORY SO NO
FURNACE
CA REQUIRED

BEFORE AFTER

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Fig 16- LOADING OF VALVE IN SR Fig 17- *LOADING OF VALVE IN SR

(300NOS. /BASKET) (250NOS. /BASKET)

Note: * For proper loading so that valve do not overlie on each other.

3.3 TRIALS

3.3.1 FIRST TRIAL

(a)STRESS RELIEVING
MODEL - 7107
NUMBER OF ENGINE VALVES 500 Nos.
SR TEMPERATURE - 700 C
SAFETY TEMPERATURE - 705C
STRESS RELIEVING TIME 90 minutes
VALVE PER BASKET 250 VALVE/BASKET

Hardness Observed was 24~26HRc against requirement of 26~34HRC

So, this temperature is not acceptable as hardness doesnt meet the specification.

3.3.2 SECOND TRIAL

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(a) STRESS RELIEVING
MODEL - 7107
NUMBER OF ENGINE VALVES 1500 Nos.
SR TEMPERATURE - 690 C
SAFETY TEMPERATURE - 695C
STRESS RELIEVING TIME 90 minutes
VALVE PER BASKET 250 VALVE/BASKET

Hardness Observed was 27~29HRC against requirement of 26~34HRC

So, this temperature is acceptable as hardness meets the spec.

(b) TUFFTRIDING
MODEL 7107
INPUT STEM RUNOUT- BELOW 1
NUMBER OF ENGINE VALVES 1500 Nos.
VALVES PER FIXTURE 1500 Nos.

(C) RESULT
REJECTION % = 0.0%

3.3.3 THIRD TRIAL

(a) STRESS RELIEVING

MODEL - 7107
NUMBER OF ENGINE VALVES 3000 Nos.
SR TEMPERATURE - 690 C
SAFETY TEMPERATURE - 695C

STRESS RELIEVING TIME 90 minutes

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VALVE PER BASKET 250 VALVE/BASKET

Hardness Observed was 27~29HRC against requirement of 26~34HRC

So, this temperature is acceptable as hardness meets the spec.

(b) TUFFTRIDING
MODEL 7107
INPUT RUNOUT- BELOW 1
NUMBER OF ENGINE VALVES 3000 Nos.
VALVES PER FIXTURE 1500 Nos.

(C) RESULT
REJECTION % = 0.26%

3.3.4 FOURTH TRIAL

(a) STRESS RELIEVING

MODEL - 7107
NUMBER OF ENGINE VALVES 3000 Nos.
SR TEMPERATURE - 690 C
SAFETY TEMPERATURE - 695C
STRESS RELIEVING TIME 90 minutes
VALVE PER BASKET 250 VALVE/BASKET

Hardness Observed was 27~29HRC against requirement of 26~34HRC

So, this temperature is acceptable as hardness meets the spec.

(b) TUFFTRIDING

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MODEL 7107
INPUT RUNOUT- BELOW 1
NUMBER OF ENGINE VALVES 3000 Nos.
VALVES PER FIXTURE 3000 Nos.

(C) RESULT
REJECTION % = 0.2%

Fig 18- UNIFORM LOADING ON TUFF FIXTURE (1500/FIXTURE)

4. VALIDATION

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 4.1 B Vs C
(It is comparing the current trend of rejection of valve due to stem cylindricity to the trial valves)

Better Current
(Rejection %) (Rejection %)

0.0 3.2

0.2 4.3

0.26 3.9

So, there is 95% confidence level that improvement has taken place.

4.2 CONCLUSION:
So, after validating we can conclude that rejection due to the stem cylindricity can be reduced by
deploying the following parameters/conditions-

1. SR TEMPERATURE-690C X 90 mins.
2. LOADING IN SR FURNACE 250 VALVES PER BASKET
3. LOADING IN TUFF. FIXTURE- 1500 VALVES PER FIXTURE

5. STANDARDISATION
Control plan & WI will be revised for the same.
Training shall be given to associates.

6. LEARNING EXPERIENCE

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During my probation, I got a lot of knowledge & experience as mentioned as
under -:

How to work in a large scale company.

How to manage our time.

How to use available resources.

Learning about product & Process parameters in Engine Valve. Learning about QUALITY SYSTEM

& EQUIPMENTS.

All parameter checking of Engine valve.

Awareness about 5S.

Awareness about different type of rejection.

How punctuality of time is important for better growth

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THANK
YOU

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