CHAPTER-1

ABOUT THE ORGANIZATION

1.1

About sudhir Gensets:

Sudhir is a name synonymous with Power. An Industry leader in the field of setting
up Diesel base Captive Power Plants up to 20MW having its corporate office in
Gurgaon & revenue of over 300 Million USD, it stands tall in the Indian Power
Generation Sector, providing complete turnkey Electrical solutions from
"GENERATION, DISTRIBUTION to ELECTRIFICATION".
Founded in 1973, Sudhir Group is committed to new and innovative technology and
strives to develop breakthrough products to meet the ever changing need of power
industry. The Company has a wide blue-chip customer base and operates through
multiple manufacturing facilities across India. The product line focuses on 7.5KVA
3000 KVA Diesel & Gas Generators, 100 KW Solar Panels, Oil & Dry Type
Transformers, HT 11KV & 33KV Panels & LT Panels, Packaged Substations and
Turnkey EPC contracts covering electrical and mechanical services.
Significant collaborations, technical know-how support and license agreements with
selected industry giants, including Cummins for Generators, Schneider for Packaged
Sub Stations, Schneider for HT Panels and DuPont for Dry Type Transformers, and
Tesar for Cast Resin Transformers have helped Sudhir to achieve unprecedented
growth and become a name to reckon with.
Sudhir has also forayed into Hotel business by leveraging its relationship with
Carlson group and setting up luxurious property Country Inn & Suites in the fastest
growing Gurgaon city.
Backed by a talent pool of experts of over 2500 employees, 8 state of art
manufacturing facilities, 14 Branch offices, international presence and dedicated
training & service centers, Sudhir is continuously serving the width and depth of the
Indian industry with its power solutions.
Indeed, Sudhir have achieved and leapfrogged towards this unprecedented growth.
For us, this is just another step in our ongoing journey to greater goals and broader
horizons.
Sudhir Power Ltd. stands in the vanguard of progress, in each one of its chosen
spheres. It dominates its segment with best-of-the-breed, silent diesel and gas
Gensets ranging from 7.5 kVA 3000 Kva, powered by Cummins engine. Sudhir has
forged a formidable 30 years partnership with Cummins to become Indias largest
Gensets manufacturer.

Sudhir has the distinction of being the first Gensets company in the country to
comply with the latest CPCB II norms for air and noise pollution. These are
1

complimented by an alliance with Schneider Electric , France for HT 11kV & 33kV
Panels & LT Panels and BIOSCO designed Packaged Sub Stations up to 24 kV .
Considering the need and large demand for renewable energy solutions in India, and
abundant availability of its resources, Sudhir is also developing large commercial &
utility scale photovoltaic (PV) solar power plants.

Fig :1.1
Sudhir inventory at Bari Barahmana (J&K)

1.2

About Cummins India pvt. ltd.:

Cummins in India, a power leader, is a group of complementary business units that

design, manufacture, distribute and service engines and related technologies,
including fuel systems, air handling, filtration, emission solutions and electrical
power generation systems. Its technology and pioneering initiatives are bringing
innovative solutions and dependable services at the best possible value to users
across the country. Its high performance outlook is based on customer focus,
integrity and capability of its people. Part of the US $19.2 billion Cummins Inc.,
Cummins in India is a Group of eight legal entities across 200 locations in the
country with a combined turnover of Rs. 9,285 crores in 2014 and employing close
to 9,700 individuals.

Cummins India Limited, the countrys leading manufacturer of diesel and natural gas
engines is one of the eight legal entities of the Cummins Group in India. Comprising
of four business units - Industrial Engine, Power Generation, Distribution, and
Automotive, Cummins India Limited is also the largest entity of the Cummins Group
in India.
2

The Industrial Engine Business caters to the industrial sector with its broad
spectrum of diesel engines ranging from 65 HP to 3500 HP. The range is
designed to power varied market segments such as Construction, Mining,
Compressor, Marine, Rail, Agriculture, Pumps, Oil & Gas, Power Generation
and Defense.

The Power Generation Business addresses standby and prime power needs
through the design and manufacture of pre-integrated generator sets, transfer
switches, paralleling equipment and controls.

The Automotive Business integrates Cummins diesel and natural gas engines
with related technologies such as filtration, exhaust, turbo, fuel and coolant
systems and lube oil to serve the commercial vehicle segment in India.

The Distribution Business was acquired in 1967, with the objective of

providing products, packages, services and solutions for uptime of Cummins
equipments. It has since been engaged in the business of sale of engines, and
providing after-market support to customers in India, Nepal and Bhutan.

Established in 1987, Fleet guard Filters Pvt. Ltd. is India's leading manufacturer of
heavy-duty air, fuel, lube and hydraulic filters and coolants for on and off highway
applications.
Established in 1991, Cummins Generator Technologies India Pvt. Limited is a
market leader in the Brushless A. C. Generator (Alternator) product range. The
Company has consistently set new standards of quality and business excellence
offering premium quality AC generators in the range 0.6 to 20,000 kVA.

Fig no. 1.2

Cummins engine installed in sudhir generators

1.3 Main sections in the industry :

1) Engine section

2) Assembly line

3) Machine and Pre-treatment section

4) Electrical division

5) Paint section

6) Testing cell

7) Fabrication section

CHAPTER-2
SECTIONS UNDERGONE TRAINING
2.1

Engine section :

Cummins Power Generation is a worldwide provider of electrical generators and

power generation systems, components and services in standby power, distributed
power generation, as well as auxiliary power in mobile applications to meet the
needs of a diversified customer base. Cummins Power Generation products include
diesel and alternative-fueled electrical generator sets from 2.5 to 2,700 kW.
As a mature technology ,Cummins clean and ultra modern diesel powered generators
offer key benefits:

Rapid product availability

Proven reliability and low life-cycle cost.

High efficiency and operational flexibility

High quality electrical performance.

Well established service and fuel supply infrastructure.

Operational factory- integrated exhaust after treatments reduce emissions for high
hour use in environmentally sensitive locations

Table no. 2.1

Specification of the engine required for the generator of different capacity
5

2.1.1

Procedure for assembling an engine :

For the beginner, assembling an engine at home is most certainly an intimidating

prospect. There are plenty of parts that have to fit precisely and there are plenty of
dimensions that must be checked and double-checked (and some triple-checked).
There are all sorts of seemingly foreign pieces that somehow have to work in
perfect harmony. For the beginner, it seems like an impossible task to put it all
together.

s.no

Capacity
generator
KvA

of Power
in generated
by engine

No.
of Type of engine
cylinders of
engine

15-25

7.5-25 kW

Diesel powered

30-40

35-500kW

Diesel powered

Above 125

600kW2.7MW

Diesel powered

Engine assembly is like any other major project. There are various parts and
subassemblies that are completed first, and then each builds upon the last. Building
an engine at home is a skill just about anyone can learn. Sure youll need a good
collection of specialized tools (well help you with tool selection throughout the
entire series), but the reality is that anyone can assemble an engine. If you take your
time and are meticulous with your work, pretty soon youll be rewarded with a
complete ready-to-run engine.
Pros for the assembling an engine:
1) A clean working environment:
While its possible to build an engine almost anywhere, a clean environment is a
must. In our garage, we stop any car maintenance activities that create dust and grit.
For example, if another project requires grinding then we either move the operation
to another spot or figure out another time to get it done.
When it comes to using tools, we always clean them after use. Weve found a quick
shot of brake cleaner (aerosol) and a wipe down with a clean paper towel goes a long

way toward keeping the project clean. It also makes it more enjoyable to work with
the tools.
2) Cleaning the pieces:
When it comes to assembling an engine, one of the biggest mistakes a novice can
make is to contaminate the components. Any piece of grit that turns up during the
assembly process can (and regularly will) scratch internal surfaces such as the
cylinder walls or reciprocating components. Were convinced contamination is one of
the leading causes of premature engine failure. Because of this, once the parts return
from the machine shop (obviously something you cant do in your own garage), they
must be thoroughly cleaned and kept clean during the entire assembly job.
3) Cylinder block preparation
First things first: Hot water and soap is mixed into a bucket and the pressure washer
is hooked to a hot water tap. We use a conventional car wash scrub brush for the
6

initial cleaning. Once thats done, remove the cylinder block main caps and go
through all of the oil galleries with the B&B Performance brush kit. Once you think
everything is clean, start all over again and rescrub the entire works.
(4) After drying :
Once the block is blown dry, you must oil all of the machined surfaces. There are a
couple of ways to accomplish this: A clean rag soaked in clean light oil (for example,
10W-30) or automatic transmission fluid works. So does a light mist of spray
lubricant, followed by a wipe down with a clean shop towel. Spray lubricants will
naturally displace water so it works in your favor. We always clean the machined
surfaces until the shop towels show absolutely no trace of dirt. The preferred towel
here is actually a roll or two of paper towels. We prefer the mechanic-style blue jobs
since they dont tear or shed as easily as kitchen towels.
5) Plugging the holes
All engine blocks are equipped with a series of pipe plugs. Theyve most likely been
removed during the machining and hot tanking process, and obviously should not be
present during your cleanup. Youll need to replace them during engine block
preparation. Your local auto parts store, car dealer or machine shop can help you with
the respective plugs youll need. For a cleaner look, we prefer AN (aluminum) plugs
with internal hexes, but brass plugs will work, too. For some applications, a rear cam
plug will have to be installed as well. Most of these are of the drive-in (with a
hammer) variety. Its best to leave the cam plug out until later (after the camshaft has
been installed). In addition, some engine stand configurations dont allow access to
the back of the block, so you wont be able to install the plug until the engine is off
the stand.

2.1.2 Tools used for this part of the assembly

Dial bore gauge

Dial indicator and magnetic base

Two-third-inch micrometer

Half-inch drive torque wrench

Three-quarter-inch and half-inch drive sockets

Seven-sixteenths-inch 12-point half-inch driver socket

Large pry bar

Deadblow hammer

2.1.3 Steps for assembling the engine block:

1) The first step in determining bearing clearances is to measure the crankshaft main
journal diameter. Here were using an outside micrometer to get the measurement.
The article text offers details on how its done and tips on using a mic . Check all
crankshaft main bearings and record your figures.

Fig 2.1.1
Measuring rod bearing clearances
2) Next, install the main bearing insert for journal number one in the cylinder block.
Note the orientation. The oil hole in the bearing half aligns with the oil hole in the
main bearing.

Fig No.2.1.2
Installation of main bearing insert

3) The matching bearing insert for the main cap is installed next. Because of the need
for bearing crush, the insert will seem marginally too big, and a minute portion of the
insert will protrude past the edge of the cap (the same applies to the insert in the
block).

Fig no. 2.1.3

Installation of main bearing insert
4) Install the cap and torque the main bearing cap to specs. Typically, we begin with
the inside bolts and work outward. In addition, its best to use three steps on each of
the fasteners in order to sneak up on the final torque figure.

Fig no 2.1.4
Installation of cap and torquering of main bearing
5) With the bearing installed in the cap and the fasteners torqued to specifications,
you can measure the main bearing inside diameter. Here, were using a B&B
Performance dial bore gauge for the measurement. Subtracting the crankshaft
9

journal figure from this measurement provides the bearing clearance. Record all
measurements and repeat this process for all bearings except the rear main.

Fig No. 2.1.5

Measuring main bearing inside diameter
6) Before measuring the rear main bearing inside diameter, install the oil pump and
torque to specifications. The reason is there is always the chance for some distortion
of the cap once a heavy oil pump is installed. Here, a huge Titan G-Rotor oil pump is
installed and torqued to specs.

Fig no.2.1.6
Lowering crank into main bearing saddle

10

7) Once youve checked all of the main clearances (and theyre all within
specification), you can install the crankshaft. You can use conventional engine oil for
the installation or assembly lube. Apply a light coating to the lower main bearing
halves.

Fig no. 2.1.7

Application of assembly Lubricant in crank case assembly
8) Next, the rear main seal is installed. With a one-piece seal such as this, it must be
slipped over the rear of the crank prior to lowering the crankshaft into the block. The
article text offers more detailed info, but in this photo you can see the installed seal.

Fig no. 2.1.8

Main seal installation

11

9) With all of the lower bearing inserts in place, you can gently lower the crank into
the main bearing saddles. You can reinstall the rear main bearing and cap along with
the first (front) bearing cap.
10) Checking the crankshaft thrust dimension is next. Youll need a dial indicator
setup to read front-to-rear movement on the crankshaft. Depending on how you
choose to perform the job, the dial indicator can be set up on the nose of the crank or
on the rear flange. For this job, we have access to the flange on the engine stand (it
needs to be tapped with a hammer), so we set the dial indicator up on the nose. The
text offers details on how this job is accomplished.

Fig no.2.1.9
Crank thrust dimension check

11) All of the main bearing cap bolts (or studs) can be torqued in place. We use a
half-inch drive torque wrench for the job, and while we have three other torque
wrenches in our tool collection, this long handle one makes torquing large numbers
easy. That way you cant forget if youre called away.

Fig no. 2.1.10

Main bearing studs torqueing cap bolts
12

12) Measuring the rod bearing clearances is next. Here, the number one and two rod
journals on the crankshaft are measured using a micrometer. Much like the main
journal measurements, its a good idea to check in multiple places around the journal.
This determines if the journal is in fact round. Repeat the process on all of the
bearing journals and record the measurements.

Fig no.2.1.11
Measuring rod bearing clearances
13) At this point, the connecting rod bearings can be installed. Note the chamfer on
the bearing is designed to match the chamfer on the connecting rod. Youll also note
the bearing tangs are next to one another. If the connecting rod (and cap) is
unmarked, this orientation ensures the cap is installed correctly. When assembling
the engine, the chamfer faces the large fillet radius on the crankshaft.

Figno.2.1.12
Installation of connecting rod bearing
14) With the bearing installed and the cap correctly oriented, you can torque the
connecting rod fasteners to specification. In this case, the GM Performance Parts
connecting rods mandated 30W oil as the lubricant during tightening. Sneak up on
13

the final figure just as you did with the main bearing caps.

Fig no.2.1.13
Torquing connecting rod fasteners
15) Here, were using our B&B Performance dial bore gauge to determine the inside
diameter of the rod bearing (installed within the connecting rod). Once this figure is
determined for each connecting rod, subtract the crankshaft rod journal dimension to
determine the oil clearance. FYI, the best way to measure bores such as this is by
way of a dial bore gauge.

Fig no. 2.1.14

Dial bore gauge determine inside diameter rod bearing

14

2.2 Assembly line

In assembly units different parts of generators are assembled to make a generator.
The main parts of the generator which are assembled in assembly line are

Engine , radiator ,fuel filter , air filter etc.

Base frame

AVM pad (auto vibration module)

Alternator

Fuel tank

Canopy

Control panel

Sensors

Battery charging alternator

Fig no. 2.2.1

Assembling of engine with the alternator

15

2.2.1 EOT cranes:

The most adaptable and most widely used type of power of power driven crane for
indoor service is undoubtedly the three motion EOT crane. It serves a larger area of
floor space within its own travelling restrictions than any other permanent type
hoisting arrangement.
As the name implies ,this type of crane is provided with movement above the floor
level. Hence it occupies no floor space and this can never interference with any
movement of the work being carried out at the floor of building.
The three motions of such are the hoisting motion and the cross ravel motion. Each
of the motions is provided by electric motors.
A EOT (Electrical overhead travelling) crane consists of two distinct parts :
1. Bridge
2. Crab
1.Bridge:

Fig No. 2.2.2

Bridge of the EOT CRANE

The bridge consists of two main girders fixed at their ends and connected to another
structural components called the end carriages. In the two end carriages are mounted
the main runners or wheels (four or more) which provide the longitudinal motion to
the main bridge along with the length of the workshop. The motion of the
16

bridge is derived from an electric motor which is geared to a shaft running acrossthe
full span of the bridge and further geared to a wheel at each end. In some design
separate motors may be fitted at each corner of the main bridge. The wheels run on
two heavy ails fixed above the floor level along the length of the shop on two
girders , called gantry girders.
2. Crab:
The crab consists of the hoisting machinery mounted on a frame, which in turn
mounted on at least four wheels and fitted with suitable machinery for traversing the
crab to and fro across the main girders of the crane bridge .Needless to mention that
the crab wheels run on two rail sections fixed on the top of flange of the main
bridge .Thus load hook has three separate motions, these being the hoisting, cross
transverse of the crab and longitudinal travel of the whole crane .Each motion is
controlled independently of the other motion by separate controllers situated in a
control cage or in a suitable position for controlling from floor of the pendent chains.

Fig No. 2.2.3

Main parts of crab

17

S.No.

Name of the part

No. of parts

End carriage

Wheels on bridge

The bridge

Crab(without auxiliary hoist )

Hoisting machinery set

Wheels on crab

4(not less than 4)

Bottom block(Without
auxiliary hoist)
Lifting hook

Rail on the girder for crane

movement
Rail on the bridge for crab
movement
Operator cabin

1
2
3
4
5
6
7

8
9
10
11

2
1

Tale no. 2.2.1

Essential parts of Electrical overhead travelling crane

2.3

Pre-treatment and machine section:

There are different type of machine in the machine and pretreatment section . These
machine are operated by different operators . Different types of machines are:

CNC cutting machine

CNC lathe machine

Pre treatment chamber

Conveyer

Painting chamber
18

2.3.1 CNC cutting machine:

In an "NC" (Numerically Controlled) machine, the tool is controlled by a code system that
enables it to be operated with minimal supervision and with a great deal of repeatability.
"CNC" (Computerized Numerical Control) is the same type of operating system, with the
exception that a computer monitors the machine tool. The same principles used in operating
a manual machine are used in programming an NC or CNC Machine. The main difference is
that instead of cranking handles to position a slide to a certain point, the dimension is stored
in the memory of the machine control once. The control will then move the machine to these
positions each time the program is run.

The CNC machine comprises of the computer in which the program is fed for cutting
of the metal of the job as per the requirements. All the cutting processes that are to be
carried out and all the final dimensions are fed into the computer via the program.
The computer thus knows what exactly is to be done and carries out all the cutting
processes. CNC machine works like the Robot, which has to be fed with the program
and it follows all your instructions.
Main parts of CNC cutting machine:

Computer

Breakout board

Motors

Power supply unit (PSU)

Limit switches

Fig No. 2.3.1

CNC machine in plant
The computer will run your program send the programs signal to the breakout board,
the board will turn those signals into a new signal that will run the motors.
19

The PSU is there to power your motors and or breakout board limit switches, and all
the other nice stuff you can mount on the machine. The limit switches are not a
requirement, but they are nice to have, since your machine will then know when and
where to stop, before it runs in to itself, which may damage the machine
Main Mechanical parts of the CNC cutting machine are:
The Frame :
The frame of the machine is pretty obvious, it holds all the other components in
place, and also gives the machine the stiffness it will need to work on objects, the
transmission is to transfer movement of the motors to your axis, this will be covered
a bit later.
The Bearings:
The bearing keeps the spindles where it should be, and if you use the right bearing
type, they will even help reduce strain on the spindles.
Couplers:
Couplers are the actual coupling between motor and spindle.
The guides
The guides are for guiding your linear movement and keep your machine steady
while it works. Depending on the machine will most commonly have 3-4 axis to

worry about, an X-, Y,- Z-, and C-axis. It works just like a coordinate system where
you have X to the forward and backwards motion, Y to the left, and right motion, Z
is for the ups and downs, and if you have the fourth axis it will control the rotations
of your working object, as seen in the first picture.
This is pretty much the basics of the CNC machine itself, they may vary a bit from
machine to machine, but all this will be cover a bit later.
Basic operation of the computer:
This is a bit more complicated, but in short you will need a program that can
interpret drawings and generate the code needed. There are different programs
capable of doing this, but what you need to be looking for is something that can
generate a G-code or an M-code, this is either done in your drawing program or a
program known as a Computer Aided Manufacturing program (CAM) the code is
then transferred to your control software, where it can be used to run from there.

20

2.3.2 CNC Lathe machine :

The machine is controlled electronically via a computer menu style interface, the
program may be modified and displayed at the machine, along with a simulated view
of the process. The setter/operator needs a high level of skill to perform the process,
however the knowledge base is broader compared to the older production machines
where intimate knowledge of each machine was considered essential. These
machines are often set and operated by the same person, where the operator will
supervise a small number of machines (cell).The design of a CNC lathe varies with
different manufacturers, but they all have some common elements. The turret holds
the tool holders and indexes them as needed, the spindle holds the work piece and
there are slides that let the turret move in multiple axis simultaneously. The machines
are often totally enclosed, due in large part to occupational health and safety (OH&S)
issues. With rapid growth in this industry, different CNC lathe manufacturers use
different user interfaces which sometimes makes it difficult for operators as they
have to be acquainted with them. With the advent of cheap computers, free operating
systems such as Linux, and open source CNC software, the entry price of CNC
machines has plummeted.

Fig No.2.3.2
Operation of CNC Lathe
21

2.3.3

Pre treatment chamber :

Here by pretreatment, we mean metal pretreatment as the powder coating is

predominantly applied to metals. Surface preparation includes :
1.)

Cleaning mechanical or chemical:

Mechanical cleaning includes methods like scratch brushing and sand blasting. This
by abrasive action not only removes the surface impurities but also eliminates
scratches and surface irregularities. Cleaning is very good, however, coating must be
done immediately because the cleaned surface is in a highly reactive state and
corrosion occurs very soon.
2.)

Application of conversion coating.

These are applied for three purposes:

1) Provide temporary in process corrosion protection before application of powder
coating.
2) Promote good adhesion of the powder coating to the substrate.
3) impart under paint corrosion & thereby improve the life of the powder coating.
The type of the conversion coating used also depends upon the base metal.
3.) Reason for pre treatment

1) Tendency of the material:Aluminum is known for its tendency of undergoing natural oxidation forming a thin
layer of aluminum oxide on the surface.
2) Need of cleaning:To remove oil or lubricant from metal surface. Aluminium has a tendency to undergo
natural oxidation forming a thin layer of aluminium oxide on the surface. Apart from
this, commonly known process of anodizing also leaves layer of aluminium oxide
under the influence of electric current. This is not a good base to apply powder or
any other coating. Hence, it must be removed before powder coating. Apart from
this, there may be oil on the surface which may have come during fabrication
process. This must be removed to have proper bonding of powder coating.
Need of conversion coating :- To prevent oxidation of metal surface.
This include :

Alkaline Cleaning & Acidic Cleaning

22

Strong alkaline cleaners

Mild alkaline cleaners

The aluminium material is very sensitive to alkaline attack. There for alkaline
cleaners are milder for aluminium than for mild steel. However, if there is anodizing
layer on aluminium, caustic soda based strong alkaline cleaner has to be used.
However, this leaves black smut on the surface. To remove this aluminium is dipped
in weak bath nitric acid.

Fig no 2.3.3
Pretreatment chamber

2.3.4

Process of pretreatment:-

e-greasing Process

Water-Rinse

De-rusting

Water rinse

Activation

Conversion Coating

Water rinse

23

Fig no.2.3.4
Tanks in the pretreatment chamber
De-greasing Process:
Chemical de-greasing methods used in any particular application is closely related to
the nature of the surface being cleaned and the amount and type of contamination.
The various chemical decreasing processes applicable to Mild steel, Galvanised Steel
& aluminum substrates, are as follows:

Solvent Cleaning:
1. Solvent Wipe: Solvent cleaning is the cheapest and best method to remove
heavy or sticky oil/grease like substances from any surface. Since all solvents
are almost neutral they do not attach to the base metal. In this process, the
parts to be cleaned are wiped with rag of cotton soaked in a suitable solvent
such as Kerosene, Benzene, Naphtha etc. The following are the advantages
and disadvantages of solvent wipe method.
Advantages:

Cheapest cleaning method available in the industry to remove heavy oils,

greases or sticky press compounds.

Skilled labour and costly plant installation is not required.

Suitable for the smallest job coater as well as for the OEM industry.

24

Disadvantages:

The process is labour intensive.

Since all the solvents are flammable, a greater fire risk is associated with the
solvent cleaning.

Frequent change of cloth and solvent is essential or otherwise it can affect the
quality of cleaning

Solvents going into the drainage system can cause effluent disposal problems.

Vapour De-greasing:
Vapour de-greasing is quite a sophisticated method of cleaning. In this method, a
special type of solvent is used which has the following advantages.

Mineral & veg. Oils removal is faster

Has lower boiling point than water

Non-toxic to human beings

This process requires a closed system in which the item to be cleaned is exposed to
the condensing vapours of the solvent. This method effectively removes light
oils/greases but cannot remove heavy oils, greases, and sticky press compounds.

Advantages:

Very good method for cleaning light oils, greases.

Less risk of fire hazard, minimum pollution as it is a closed system.

Since the solvent used is a non-toxic there is no danger for the operating
worker

Disadvantages:

Require costly plant installation and skilled labour

Frequent removal of oil & grease is required or otherwise they increase the
boiling point of solvent

Thin sheets having heavy oil grease or sticky press compounds can not be
removed by the process as there is no mechanical action on the parts

Costly process

25

Emulsion Cleaning:
Emulsion cleaners are popular as they are based on mild Alkalis and hence they are
suitable to all substrates (Iron, Galvanized steel Mazak etc.) and operate at room
temperature. Emulsion cleaners are generally based on either kerosene-emulsifier or
turpentine-emulsifier. These cleaners are generally milky in appearance. Emulsion
cleaners have a limited cleaning tendency and they leave a very thin film of
solvent/emulsifier over the substrate even after water rinsing. Hence, Emulsion
Cleaning is always followed by Alkali cleaning. In case of spray process the parts to
be cleaned are suspended in a funnel wherein they are constantly exposed to the
spray solution for 2 to 5 minutes at a pressure of 2-3 Kgs/cm2 for better results. In the
dip process, the parts to be cleaned are simply immersed in a bath of the cleaning
solution.
This process has the following advantages and disadvantages:
Advantages:

Operates at a lower temperature (45-50 degrees C) hence consuming less

energy.

Suitable for all the substrates such as Mild steel, Mazak, Aluminium,
Galvanized etc.

Disadvantages:

Limited cleaning ability as it cannot remove heavy grease, oil etc.

Not suitable for higher temp. as the emulsions are based on solvents which
get separated above 70% from the emulsion phase.

Alkali Cleaning:
Alkali cleaners enjoy superior position in the pre-treatment industry due to following
advantages.

They operate at room temperature

Simple bath control

Costly plant installation is not always required

High capacity to absorb oil

Bath stability is higher compared to all other degreasing processes, low

foaming tendency

26

These cleaners are based on strong alkalis such as Sodium hydroxide, Sodium
silicates, other filters and builders such as soda ash etc, surfactants and additives. The
parts to be cleaned are immersed in this bath at a recommended temperature and
time. Strong alkaline cleaners are avoided in case of Manganese phosphate process
as they can cause inferior quality coating.

Fig no.2.3.5
Flow process of pretreatment chamber

Strong alkaline cleaners are also not suitable for non-ferrous substrates such as Zinc,
aluminum, Brass, Copper, Glass, Galvanized Steel, because all of these metals
readily get attacked by strong alkalis.
De-rusting:
Corrosion is common phenomenon for metals. When Iron or steel is exposed to
humid atmosphere the corrosion process is initiated resulting in rust formation. Rust
is the oxide of iron which is loosely adhered to the substrate and hence it is very
dangerous if overheated by any surface coating. Rust is readily soluble in acids such
as Hydrochloric acid, Sulphuric acid, Phosphoric acid and hence it can be removed
by acid cleaning.
De-Rusting Process:
Advantages:

Cheaper process than blast cleaning or flame cleaning

Can be done anywhere, no big plant or sophisticated equipment is required

Remove rust, Mills scale

Makes the surface reactive for the next Phosphating stage

27

Disadvantages:

If Hydrochloric acid or hot Sulphuric acid is used for derusting it can create a
corrosive atmosphere in the plant

Not suitable in case of spray application

Carry over can create problem in next stage (i.e.) in phophating bath

De-rusting can be done with the following acids/acid combinations :

Hydrochloric acid Pickling:
Hydrochloric acid is a fuming acid and is mostly used for Pickling, as it readily
dissolves the mill scales formed during the hot rolling operations. Hydrochloric acid
pickling is the cheapest de-rusting process. The use of Hydrochloric acid is very
limited in the industry due to the corrosive nature of the Hydrochloric acid fumes
which can create problems in the coating plant and secondly, the carryover of
Hydrochloric acid to the next pre-treatment stage (i.e.) either activation or
phosphating, can damage the bath permanently.

In the case of Pure Hydrochloric acid de-rusting the tank should be of Stainless Steel.
Sulphuric Acid:
Sulphuric Acid is a stronger acid and it is most suitable for heavily rusted
components. Sulphuric Acid at an elevated temp.(50-60 degrees C) gives outstanding
results in a short time. The use of a hot process is limited in the industry due to the
corrosive nature of Sulphuric acid fumes. The use of an inhibitor is a must in hot
process to avoid the excess attack of acid on the base metal. The carryover of
Sulphuric Acid can permanently damage the phosphating bath. For Sulphuric acid
based de-rusting, the tank should be of either stainless steel or Mild steel with lead
lining.
Phosphoric Acid:
Phosphoric acid based de-rusting process is more popular in the finishing inquiry due
to its following advantages.

It gives a uniform & fine de-rusting pattern which ultimately gives less
coarser coating in phosphating

It has less pitting tendency than Hydrochloric acid & sulphuric acid based derusting

It does not emit any corrosive hazardous fumes

28

Carry over of bath solution does not create much problem

Phosphoric acid based do-rusting is costly as compared with Hydrochloric acid or

Sulphuric acid. For Phosphoric acid based de-rusting, the bath should be of Stainless
steel.
Activation Process:
This process provides fine active crystal centres on the surface of the metal which
ultimately results into tine phosphate coating Layer in phosphating stage. This
process helps to attain a uniform phosphate coating. There are two types of activation
processes:

Acidic Activation

Basic Activation

Acidic activation :

This is a cheaper process. Here bath testing and control is not required. Bath can be
prepared in hard water. The process results into coarser bigger crystalline coating.
Not suitable for non ferrous substrates such as Aluminium.
Basic:
This process is based on titanium based compounds which are most suitable for
Ferrous & non Ferrous substrate. It gives more compact, uniform fine crystalline
coating having better corrosion resistance.
Disadvantages are:
1. The bath is unstable (Titanium forms colloids in aqueous solutions)
2. Bath cannot be prepared in hard water
Conversion Coatings:
Phosphating is universal method of metal Pre-treatment. Phosphating consist of the
deposition on the metal surface of insoluble metal phosphates which are actually
chemically bonded to the substrate, Since this is a chemical reaction, it gives good
adhesion for paint film. Phosphating can be either crystalline or amorphous.
This process provides the following:

A clean, grease/oil free surface

A corrosion inhibitive base for powder coating

29

A non-conductive bond between base metal and powder coating

A chemically inert surface which prevent the reaction between the base metal
and powder/paint ingredients

Phosphating process is divided into 2 types:

Zinc Phosphating (sub-divided into Mono, Di, Tri Carbonic Process)

Iron Phosphating

Zinc Phosphating:
Zinc phosphating process is widely in the automobile, hardware, home appliance
industry. zinc Phosphating bath solution contain a saturated solution of phosphoric
acid along with Zinc phosphate. On immersion of an article in such a bath the iron
gets attacked by the acid component of the bath, by lowering its concentration at the
metal surface.

After certain time (within 2min. Maximum) the phosphate crystallites on the metal
surface. Since this is a chemical reaction between the metal and the phosphating
solution, it stops after the formation of crystalline phosphate layer. It is not advisable
to keep the parts/components in the phosphating bath for more than 10 minutes
because the bath pH is acidic (between 4.8 to 5.5, depending on the bath
concentration) and at this pH the coating formed gets dissolved slowly thereby
leaving the bare metal, which is again attacked by the phosphating solution forming
fresh crystalline layer of phosphating This process may go on till the end of the metal
and it unnecessarily increases the chemical consumption.
Zinc phosphating is sub-divided into 3 types:
Mono-cationic:
Cations are positively charges ions. Zinc is the basic cation in all crystalline
phosphating processes. Mono-cationic processes are comparatively cheaper than di
& tri cationic processes. The bath solution contains only zinc as a cation. These
processes find a very limited use in the industry as they have a limited corrosion
resistance.
Iron Phosphating:
Iron phosphating is of limited use in the pre-treatment industry although this has got
its own segment. Iron prospecting do not contain any zinc like cation. They are based
on sodium or dihydrogen phosphate as amajor ingredient along with accelerators
such as molybdate, The coating formed is non-crystalline (amorphous) and having
dark bluish colour. The major advantage of Iron phosphating is (due to its noncrystalline nature) iron phosphates parts can be welded prior to powder
30

coating. Iron phosphates parts when powder coated give outstanding mechanical
properties.
Conversion coating for Aluminium: Aluminium can be pre-treated by the following
ways.

Phosphating ( tri-atomic Zinc)

Phosphating ( Green, Yellow or colourless)

Phosphating :
Aluminium parts can be phosphates like mild steel, For Alumnium mild degreasing
chemicals should be used. Heavy, strong degreasing chemicals can cause excessive
etching to the base metal, De-rusting process should be avoided in phosphating
sequence, which should be re-placed by permuting process (parts to be dipped in
10% Caustic Solution for 1 to 2 minutes ).

Phosphating process is not popular in Aluminium pre-treatment because Aluminium

ions beyond a limit can cause poisoning to the phosphating bath.

2.4

Paint section

The canopies of the Gensets are painted with the help of spray painters in a
chamber .There are 3 guns in the spray painting machine chamber and one is the
manual gun of solid spray paint. The surface of the metal sheet is charged by the
means electric charged and the paint particles are charged opposite so that the paint
particles penetrate the metal surface.
The most common way of applying the powder coating to metal objects is to spray
the powder using an electrostatic gun, or corona gun. The gun imparts a positive
electric charge to the powder, which is then sprayed towards the grounded object by
mechanical or compressed air spraying and then accelerated toward the workpiece by
the powerful electrostatic charge. There are a wide variety of spray nozzles available
for use in electrostatic coating. The type of nozzle used will depend on the shape of
the workpiece to be painted and the consistency of the paint. The object is then
heated, and the powder melts into a uniform film, and is then cooled to form a hard
coating. It is also common to heat the metal first and then spray the powder onto the
hot substrate. Preheating can help to achieve a more uniform finish but can also
create other problems, such as runs caused by excess powder. See the article "Fusion
Bonded Epoxy Coatings"
Another type of gun is called a tribo gun, which charges the powder by
(turboelectric) friction. In this case, the powder picks up a positive charge while
rubbing along the wall of a Teflon tube inside the barrel of the gun. These charged
31

powder particles then adhere to the grounded substrate. Using a tribo gun requires a
different formulation of powder than the more common corona guns. Tribo guns

Fig no. 2.4.1

Paint guns
are not subject to some of the problems associated with corona guns, however, such
as back ionization and the Faraday cage effect.
Powder can also be applied using specifically adapted electrostatic discs. Another
method of applying powder coating, called the fluidized bed method, is by heating
the substrate and then dipping it into an aerated, powder-filled bed. The powder
sticks and melts to the hot object. Further heating is usually required to finish curing
the coating. This method is generally used when the desired thickness of coating is to
exceed 300 micrometres. This is how most dishwasher racks are coated.

2.5

Oven

The oven is maintained at the temperature of 260-300 degree Celsius and the
canopies of the generator are heated for 30-40 minutes in it and then it is allowed to
cool up on the conveyer.

32

2.6 Fabrication section:

In the fabrication section the base frame and the canopies are welded with the help of
following 3 types of fabrication process:

MIG(Metal inert gas) Welding

Electric arc welding

TIG(Tungsten inert gas) welding

2.6.1MIG welding

The basic technique for GMAW is quite simple, since the electrode is fed
automatically through the torch (head of tip).The welder must handle a welding torch
in one hand and a separate filler wire in the other, and in shielded metal arc welding,
the operator must frequently chip off slag and change welding electrodes. GMAW
requires only that the operator guide the welding gun with proper position and
orientation along the area being welded. Keeping a consistent contact tip-to-work
distance (the stick out distance) is important, because a long sickout distance can
cause the electrode to overheat and also wastes shielding gas. Stickout distance
varies for different GMAW weld processes and applications. The orientation of the
gun is also important it should be held so as to bisect the angle between the work
pieces; that is, at 45 degrees for a fillet weld and 90 degrees for welding a flat
surface.
The travel angle, or lead angle, is the angle of the torch with respect to the direction
of travel, and it should generally remain approximately vertical. However, the
desirable angle changes somewhat depending on the type of shielding gas used with
pure inert gases, the bottom of the torch is often slightly in front of the upper section,
while the opposite is true when the welding atmosphere is carbon dioxide.

33

Fig no. 2.6.1

MIG welding

Main pats of MIG welding setup are:

Welding gun and wire feed unit

Tool style

Power supply

Electrode

Shielding gas

Fig no 2.6.2
Beads of MIG welding

34

2.6.2 Electric arc welding

In arc welding, the intense heat needed to melt metal is produced by an electric arc.
The arc is formed between the actual work and an electrode (stick or wire) that is
manually or mechanically guided along the joint. The electrode can either be a rod
with the purpose of simply carrying the current between the tip and the work. Or, it
may be a specially prepared rod or wire that not only conducts the current but also
melts and supplies filler metal to the joint. Most welding in the manufacture of steel
products uses the second type of electrode.

Fig No.2.6.3
Operator performing arc welding operation

Main parts of Electric arc welding:

Consumable electrode

Power supply

Electrode holder

35

Fig No. 2.6.4

Beads of electric arc welding

2.6.3 TIG welding:

TIG welding requires three thing, heat, shielding, and filler metal. The heat is
produced by electricity passing through the tungsten electrode by creating an arc to
the metal. The shielding comes from a compressed bottle of gas that flows to the
weld area to protect it from air. The filler metal is just a wire that is dipped by hand
into the arc and melted. The way these three things come together is pretty simple.
First the welder turns on the gas flow, many times by a valve on the TIG torch itself.
The gas begins to flow and starts protecting the weld area from the air. The torch is
held over the weld joint just far enough for the torch not to touch the metal. Then the
welder presses a foot pedal and the TIG torches tungsten electrode starts an arc. Once
the arc is started the two pieces of metal begin to melt by creating a puddle of metal.
Once the puddle is established the welder with the other hand starts filling the joint
by manually dipping a welding wire into the arc to fill the joint. Ultimately this
process creates a single piece of metal.

36

Fig No.2.6.5
TIG welding

Main parts of TIG welding:

Welding electrode

Shielded gas

Welding torch

Power supply

Fig No.2.6.6
TIG welding joint

37

2.7

Testing cell:

In testing cell the engine and the alternator are tested simultaneously and then the
Gensets are ready to dispatch . To verify that installation has been properly done, it is
important to observe the drive belt or belts to confirm that the belts are properly
seated in all the grooves while the engine is running.
1. Connect the negative terminal cable to the battery using an insulated wrench .
2. If equipped , connect the battery charger and turn it on.
3. In order to purge air from the cooling system , start the engine and allow it to
warm up.
4.Verify that the v-belt are not squealing under the peak load conditions, and
observer the drive belts to confirm that the belts are properly seated.
5. If any of the belts need to be corrected, or a coolant leak occurs, stop the engine
and when it is cooled down, disconnect the negative terminal lead of the starting
batteries using an insulated wrench .
Following tests are done in testing cell:

Sensitivity test

Response time test

Maximum power load capacity test

Fuel consumption on full load

2.7.1

How to make a Mechanical field test of a DG set:

First round up your jumper wire. To check the regulator, start the DG set with the
Turn the idle speed up to about 1000 or 1100 rpm. (This is the speed that your
generator will begin to charge, also known as the cut-in speed.)
Start by checking the ground of the regulator. One end of your jumper wire will
connect to the frame of the regulator; the other end to a good ground. If things begin
to charge again, you have found your problem--poor ground. (This is quite common.)
If you still have a no-charge condition, connect one end of your jumper wire to the
field terminal of the regulator, and the other end to a good ground (like the intake
manifold or the engine block). What you are doing is bypassing the regulator to see if
the generator is working.
38

Now look at your dash gauge. If the dash gauge shows an increase in the output, the
chances are quite good that your regulator is at fault. But if there is no increase in

output, the chances are good that your generator is at fault. To be sure, you can
remove the jumper wire ground from the engine block, and strike it against a metal
surface. No sparks will confirm that the generator is indeed not working.
This test should take just a few minutes at most, then you will want to remove your
jumper wire. The test you have just completed is called Full Fielding the Generator.
What you just did was allow the generator to charge at its maximum capacity for a
brief time, just as if there was not a regulator attached in the circuit, to see if the
generator was still working.
2.7.2

How to conduct maximum load capacity test:-

If the generator field terminal was directly grounded, you would get full charge, if it
was grounded through the resistor, you would get a partial charge. Since it didn't
have any automatic control to allow for unusual conditions, inattention by the
operator could easily let the battery get lower and lower over time or worse
overcharge and damage the battery.
The third brush system had one other drawback. Since the fixed position of the third
brush was the only limiting device provided to make sure the generator didn't run
wild and burn itself out, it could not put out full current on high charge. It would not
charge at all at low RPM and at high RPM would dramatically drop in its charging
output. The two-brush generator was applied to tractors in the late fifties to overcome
these deficiencies. Unlike the three-brush system, the two-brush generator could
achieve its true maximum output when the field was grounded. This meant that
external controls would be required to keep it from burning itself out. This was
accomplished by placing the current and voltage limiting controls into the regulator.

39

Fig no.2.7.1
Capacity of engine required for two types of generator
The two-brush system was designed with a simpler generator by eliminating the
third-brush, its spring, carrier and its wiring. As stated earlier, without that third
brush, the generator (by itself) had nothing to stop it from producing full voltage at
the current necessary to keep up with difficult demands like when you fire up a hardstarting tractor at night and immediately turn on the lights. This high output
capability sounds too good to be true when coupled with the fact that it had less parts
to wear out and was less complex. Unfortunately it is! This simplicity was more than
offset by the complexity of the regulator. The third-brush system had merely a cutout
relay to prevent battery discharge through the generator when it wasn't producing
sufficient output. Beside that there was only the light switch resistor or a resistor in
the regulator casing (you may have wondered why the regulator was so small on the
old systems). The two-brush system needed more relays in the case and the wiring of
the relays needed to interact. Lastly, the relay in the simple regulator on the thirdbrush system would occasionally kick in or out depending on the battery state or
RPM while the voltage and current relays of the two-brush system would open and
close up to 250 times a minute (later third-brush systems occasionally had this type
of regulator also but on most tractors only a cutout relay was used). In general the
two-brush system complexity boils down to the regulator being less user-friendly
than those used on a three-brush system.
The two-brush generator was created by simply taking the wire coming from the
field coils that would normally connect to the third-brush and connecting it directly
to the wire coming from the brush on the output or A side brush (for this reason, it is
called a shunt generator). By manipulating the ground on the field terminal side
40

with relay-operated points, current would flow at full charge or not at all in rapid
cycles. These cycles increased in frequency as current requirements dropped. From a
visible wiring standpoint, nothing changed. It has a field (F) terminal and an output
terminal (A). The field goes to the regulating device and the Battery terminal goes to
the battery by way of the current relay, cutout relay and Ammeter. The main
noticeable difference is that the regulating device was now in the regulator and not in
the light switch.
On occasion, some machines had three generator terminals. The third is a ground
terminal that is provided to allow external grounding. Normally the ground for the
second brush is internal through the generator casing. Due to the high resistance
experienced from the generator mounting connection (rust, dirt and grime), using a
separate wire ensured a superior ground. This was used on high (24v) charging
systems such as those used on large John Deere machines and many crawlers. Note
that most references will refer to this type of generator as a two-wire even through
there are three protruding from the case.
Regulator:
The regulator on a two brush system has extensive interaction between the relays
because they help trigger one another's opening and closing state. Now the
complexity of the two-brush system becomes evident. It takes three seperate
functions to make the system work to handle first the fully charged battery, second
having a load such as lights turn on when the battery is up and last having a load and
a discharged battery. To perform these functions there is a Cutout Relay, a Voltage
Relay, and a Current Relay. These devices are all very similar in design being
electromagnet relays. Depending on the direction of flow through their windings,
they open or close. Though it is possible to combine the functions of the Current
Relay and the Voltage Relay into one relay (called a two-unit regulator), it is best to
see the functions discretely and so we well discuss the three-unit regulator.
Cutout Relay:
The cutout relay is identical to that used in our old three-brush systems. It still opens
when generator output drops below battery level to stop reverse discharge but in
addition a shunt or wire to the voltage relay causes it to simultaneously close it's
points and ground the field wire. This action causes the generator to increase its
output which will theoretically will result in the cutout reaching its magnetic
potential and closing its points again. It is important to realize that that shunt is not
sufficient to cause the Voltage relay to kick in. It only helps. The primary thing that
will make the voltage regulator kick in is discussed below.

41

Voltage Relay:

The voltage relay, when open, allows the generator to have it's field grounded
through a resistor. The charging rate of the generator is determined by "how much"
the field is grounded. If through a resistor, a "low amount of ground" is provided to
the generator and it charges less. When the field is connected directly to ground, the
generator starts charging to its full rate. The voltage relay depends primarily on the
voltage output of the generator to cause its points to open and reduce the ground by
going to ground through a resistor. This happens because when the voltage passing
through the electromagnet reaches the preset maximum for the windings, the opening
of the points causes it to drop off in voltage until the cutout relay opens helping it to
return to its closed state. This cycle is the normal one repeated during times when the
battery is up or the load is light.
Note: The voltage relay connects to the F terminal of the generator to apply voltage
to its windings.
Current Relay:
Basically, when the current draw is very high (such as a low battery and high load),
the voltage will never reach the level necessary to open the voltage relay points and
relieve the poor generator. As with any "wide-open" running, the generator would
meltdown. This is where the current relay comes in. It's points are wired in series
with the Voltage Relay's points and will handle these unusual times by opening its
points when the current reaches a certain level. During these load times, the current
relay breaks the direct ground and runs to the resistor in the same way the Voltage
relay would have under normal conditions. This allows the generator to rest which
causes the generator voltage to fall below battery voltage and opens the cutout relay.
The current relay then closes again (current has fallen) and the generator starts
kicking itself up again. You can see the the current relay and voltage relay do exactly
the same thing, but do it for different conditions and never do it at the same time.
Either the voltage relay is working or the current relay and the points of the one not
working are always closed.
The cutout relay is adjusted as follows. The air gap is adjusted by a screw or set of
screws that allow you to move the upper plate up or down. The points are adjusted by
bending the upper armature stop and of course must be filed squarely with no nipple.
These two adjustments require knowing and using the proper sized feeler gauge. The
last adjustment is the closing voltage. This requires more specialize equipment. You
will need an ammeter and voltmeter to determine if the points close at the
manufacturer-specified voltage. The spring or more accurately, Armature Spring Post
is bent to control what voltage triggers closure. The end result of setting the cutout
relay is that it will open when the generator output is lower than the battery voltage
and close when generator voltage exceeds battery
42

voltage. The cutout voltage for closing will usually be slightly above battery voltage
(e.g., one 6 volt generator/cutout combination I have calls for the points to open
when generator output falls below 6.5 volts)
The voltage regulator has two adjustments plus making sure the points are filed
squarely. The two adjustments are the air gap and voltage setting. The air gap is
measured once again with screw adjustments and the feeler gage is inserted with the
contact points closed. To adjust the voltage setting bend the spring away to increase
voltage adjustment (the relay will take more voltage to close the points) or closer to
decrease the required voltage. Remember that decreasing the voltage means it will
kick in the ground thus raising the charging rate sooner.
Like the voltage regulator, the current regulator has two adjustments, the points and
the current required to open the points. Make sure the points are filed squarely and
adjust the air gap in the same manner as the voltage regulator (closed). The big
difference is that the current adjustment must be made with a discharged battery and
a load. This can be simulated by cranking the engine over without starting (such as
with the coil wire removed... don't do this if you have installed an electronic ignition
kit and never more than 30 seconds). By placing an ammeter in between your
regulator's battery output, and the battery wire, you can determine at what current the
current regulator is opening. Adjust to the manufacturer specification by bending the
lower spring down to increase the point where it opens or up to decrease it.
Increasing it means it will take more current to limit the charging.
With all these adjustments, be careful not to overdo the settings. The tendency can be
to just get your machine charging but your battery and generator can easily be
destroyed by too much of a good thing. Let me repeat this, get the manufacturers
recommended settings prior to adjustment. It's impossible to shoot from the hip on
this one. If your settings aren't correct, the generator will heat up excessively which
in turn will melt and spin off the solder. This will probably mean replacement of the
generator.
All that difficult stuff aside, the most needed information on setting up this type of
system is usually the wiring. Most of us have functional generators and regulators
but when we do our restorations and refurbishments we may have forgot to write
down which wire went where when we pulled it all apart Hopefully the following
will help in this case. If your generator has no markings as to which is the field and
which is the A terminal, open it up and see which terminal goes to a brush, this one
will be the A or the terminal that provides the output. The field will go directly and
only to the field coils. That covered, the following diagram should help with the rest.

Fig no. 2.6.2

Two Brush charging system

The generator windings are intact

The commutator surface is smooth

The insulators between the commutators are cutback to allow the brushes to
ride correctly

The brushes are in good condition and there is material left

The wires to the brushes are intact and correctly insulated

44

CHAPTER-3
DETAILS OF PROJECT
3.1

Project title :

Quality level improvement of engine before the installation of the engine with the
alternator

3.2 : Problem identification :

1.)Supply of extra or less part in part kit.
2.) Missing of parts in part kit are the common problem faced by operators in the
assembly line.
3.)Due to above problems assembly line gets stop which leads to loss in production.

3.3 : Solution of the problem :

1) Yellow card implementation :Yellow card is yellow tag which is used in the part
kit zone and engine assembly. It is used to avoid the following two things :

To part
avoid
supply
of
part
extra
to kit.
part
and
kit.
less
missing
of
parts
in

3.3.1

To avoid supply of extra and less part to part kit.

To avoid missing of parts in part kit
Rule of yellow card:

1.)Yellow plate should be used in every stage ,whenever there is stop in a line like:lunch break, tea-break, shift change etc.
2.)Yellow plate availability should be ensure by group leader/line in charge.
3.) In case of replacement, contact to line in charge.
4.) Location of yellow plate should be proper.
5.) Yellow plate should only be used 5mins after the line stopped.
6) Ensure yellow plate availability on your respective stage.
7) If it's not then keep it on proper location.
8) Use when-ever line stop.
9)Cross check by group leader.
45

3.3.2

Implementation:

1) Operator: Yellow plate has to use, whenever line-stop.

2) Group leader: Cross check during line STOP.
3)Line-in-charge: Check availability and condition of yellow plate by his/her check
sheet.
3.3.3 Benefits after yellow card implementation:
1)After implementation of yellow card supply of parts are accurate.
2)Problem faced by operator of missing parts in part kit is solved.
3)Production of engine assembly is increased.

Rejections

Defective parts 60
not proper working
appaerance
leakage

Fig no .3.1
Chart of the rejections of engine in quality test

46