PREPARED BYNAME- DHIRAJ KUMAR ROLL NO- 623/MP/10 BRANCH- MPAE SEM- IV COLLEGE- NETAJI SUBHAS INSTITUTE OF TECHNOLOGY,

DWARKA UNDER GUIDANCE OF- Mr. PRADEEP KHANNA SIR

Acknowledgement
Our sincere thanks to the Diesel shed, Shakurbasti for providing the invigorating experience. The way this colossal shed is run and managed clearly shows the tremendous growth of the Indian manufacturing Sector through the years. We are also thankful to Mr. Pradeep Khanna, our faculty member for organizing this crucial industrial visit. The entire experience of making this report was fostering not only in intellectual, rational, academic facets but also in practical and realistic facets.

About the corporation

DIESEL SHED SHAKURBASTI Diesel shed, Shakurbasti was established on 5th of April 1955 for preventive maintenance of diesel locomotives. The shed at Shakurbasti has total area of 41141 sq. m but a covered area of 15417 sq. m .It is a pioneer WDS4 shed of Indian Railways. It is the oldest maintenance shed in India. The first WDS-4A ('Indraprastha', #19057) is homed here but is due to be decommissioned soon and sent to the NRM for preservation. This shed had some (16) WDM2 locos for a brief period, before they were sent on to Tughlakabad, Ludhiana, and Bhagat-kiKothi sheds. Bahamukhi Diesel Shed, Shakurbasti of Northern Railway celebrated its Golden Jubilee recently; it is making all efforts to keep up with the times with innovations and technological development. From its humble beginnings in 1955, the Diesel Shed has evolved to become the premier shed for diesel-hydraulic locomotives over Indian Railways. Showing its commitment towards quality and environmental management, the Diesel Shed has acquired ISO 9001: 2000and ISO 4001:1996certifications. This shed has also been entrusted with the maintenance of 140T Gottwald Cranes (Break-down Cranes). It is a matter of pride to state that it is the first shed to successfully carry out trials on dual-fuel (CNG&HSD) on the DEMU. M/s IGL has commissioned a CNG filling station inside the Railway premises, it is for the first time that a CNG filling station has been erected on Railway premises. The various Workshops/Production Units of the zone worked steadily towards better maintenance practices during the year.

Brief introduction to locomotives

LOCOMOTIVES A locomotive is a railway Vehicle that provides the motive power for a train. The word originates from the Latin loco - "from a place", ablative of locus, "place" + Medieval Latin motivus, "causing motion".

A locomotive has no payload capacity of its own, and its sole purpose is to move the train along the tracks. In contrast, some trains have self-propelled payload-carrying vehicles. These are not normally considered locomotives, and may be referred to as multiple units, motor coaches or railcars. The use of these self-propelled vehicles is increasingly common for passenger trains but very rare for freight. Vehicles which provide motive power to haul an unpowered train, but are not generally considered locomotives because they have payload space or are rarely detached from their trains, are known as power cars. Traditionally, locomotives pull trains from the front. Increasingly common is push-pull operation, where a locomotive pulls the train in one direction and pushes it in the other, and is optionally controlled from a control cab at the opposite end of the train.

Contents
1. Maintenance of Diesel Locos 2. Stripping and Overhauling 3. Classification of Locomotives 1) WDS4 2) WDM2 4. Throttle Operation 5. Cooling 6. Lubrication 7. Transmission 8. Governor 9. Turbocharger 10. Braking System 1) Vacuum Brake 2) Air Brake 11. Biodiesel plant unit 12. Testing operations

1. MAINTENANCE OF DIESEL LOCOS

Maintenance schedules: The locos come here for maintenance according to the following schedule: W5- schedule: After 2 months Yearly schedule: After 3 years A loco coming here passes through a number of inspections and safety tests 1. The fuel is drained out and the fuel system is checked. 2. Then some safety items like wooden blocks are placed below the locos wheels. 3. After that various parts of the loco electrical and mechanical systems are checked and inspected manually and automatically (semi-automatic). 4. The lab parameters are verified for each loco and after that they are marked right or wrong. A new repair bay has been recently installed which can hold 6 locos at a time for repair, maintenance & cleaning. The general life span of a loco is 32-36 yrs and it needs around 4lts of fuel to run 1km. Diesel locomotives can be viewed as an assembly of sub-systems. Whenever a sub assembly requires maintenance attention which cannot be done on site or is time consuming, then it is replaced with an operational unit. The removed unit is repaired, tested in a separate place and kept ready for next repair needs. This is called Unit Exchange (UE) repair system and is widely practiced in Indian Railways. The UE systems are required during maintenance for the following cases: a) Scheduled overhauling needs of the shed b) Scheduled maintenance needs of the shop c) Non-scheduled maintenance needs arising out of line failures d) Non-scheduled maintenance needs identified during periodic maintenance

2. Stripping and overhauling

A sub-assembly sectioning is done and the various parts are checked for any repairs or defects. Pump section: Seal kits are changed. Levels of the consumables are checked. Proper lubrication of the various parts is done. Power pack (Engine): The dimensions of the connecting rods are checked for proper clearance. The surface of the cam shaft is checked for any irregularities. Cylinder Heads: Carbon deposits on valves are cleaned by dipping them in tanks. This is a manual cleaning process. The valve seats are inserted in cylindrical head holes. Liquid nitrogen is used to shrink fit these valves.

3. CLASSIFICATION OF THE LOCOMOTIVES (TYPES OF LOCOS)

Locos, except for older steam ones, have classification codes that identify them. This code is of the form '[gauge][power][load][series][subtype][suffix]' In this the first item, '[gauge]', is a single letter identifying the gauge the loco runs on: 1. W = Broad Gauge 2. Y = Meter Gauge 3. Z = Narrow Gauge (2' 6") 4. N = Narrow Gauge (2') The second item, '[power]', is one or two letters identifying the power source: 5. D = Diesel 6. C = DC traction 7. A = AC traction 8. CA = Dual-power AC/DC traction 9. B = Battery electric (rare) The third item, '[load]', is a single letter identifying the kind of load the loco is normally used for: 10. M = Mixed Traffic 11. P = Passenger 12. G = Goods 13. S = Shunting 14. L = Light Duty (Light Passenger) (no longer in use) 15. U = Multiple Unit (EMU / DEMU) 16. R = Railcar (see below) The fourth item, '[series]', is a digit identifying the model of the loco. Until recently, this series number was simply assigned chronologically as new models of locos were introduced. There are basically two types of diesel engines used in locomotives which are preventive maintained here: 1 WDS4 2 WDM2

A comparison between the two engines is given in the table below.

WSD4 Light Duty 6-cylinder 700 HP 24V DC starting battery 450 RPM mechanical governor for Shunting purpose(mainly) Heavy duty 16cylinder 2400 HP

WDM2

72 V DC starting battery 1000 RPM electrical governor For transporting freight & passengers

1. WDS4 The transmission of the engine is diesel- hydraulic. Initially only 10 nos WDS4 locos were imported from Germany. Initially holding capacity was for 50 nos till 1987 and further expansion of shed was done for holding of 100 locos in 1992 and the shed now has a total holding capacity of 108 locos. Since the shed came into existence it has given different services of WDS4 locos like passenger services in local areas, pilot, departmental, shunting within Delhi and adjacent areas. These locos are having MAK- Germany six cylinders, 700hp engine, with hydraulic transmission like L-217 imported KPC suri transmission with the latest voith transmission type L-4r2u with improved design and higher speed. This shed is also earning by rendering Engg. Services to public sector undertakings having 37 locos since 1979 & carrying out all major schedules upto periodic overhauling with total satisfaction of customers. 2. WDM2 The transmission is diesel-electric. The WDM-2A is a variant of the original WDM-2. These units have been retro-fitted with air brakes, in addition to the original vacuum brakes. The WDM-2Bis a more recent locomotive, built with air brakes as original equipment. The WDM-2 locos have a maximum speed of 120 km/h(75 mph), restricted to 100 km/h (62 mph) when run long hood forward. The gear ratio is 65:18.

DIESEL-ELECTRIC LOCOMOTIVE

Arrangement and Classification A Diesel-electric locomotive is a locomotive propelled by electric traction motors geared to the driving axles, the power for which is supplied by one or more electric generators driven by one or more Diesel engines located on the locomotive. When the Diesel-electric locomotive throttle is opened the main generators are connected automatically to the traction motors and electric power flows to the motors to move the locomotive. As the throttle is opened wider the Diesel engines speed up, delivering more mechanical power to the main generators and thus more electric power is generated for the traction motors. When the throttle is wide open the Diesel engines run at their maximum speed, and the power output of the main generators regulates itself so that the traction motors are supplied with the required horsepower up to maximum rating for any combination of speed and train load. A locomotive consists of one unit, or two or more units operating in multiple. When operating in multiple, the several units are under control from one operating cab. There may be two operating cabs on a complete locomotive, one at each end, so that the locomotive may be operated in either direction without turning. Undergoing a major restoration which is going well, the loco is now completely dismantled and the frames have been cleaned. The wheels will go away for repair soon. Motion being rebuilt and the cab and bunker are being restored.

As the diesel engine rotates the centrifugal pump, oil is forced outwards at high pressure. The oil is forced through the blades of the fixed guide wheel and then through the blades of the turbine wheel, which causes it to rotate and thus turn the axle and the wheels. The oil is then pumped around the circuit repeatedly. The disposition of the guide vanes allows the torque converter to act as a gearbox with continuously variable ratio. If the output shaft is loaded to reduce its rotational speed, the torque applied to the shaft increases, so the power transmitted by the torque converter remains more or less constant.

4. Throttle operation
The prime mover's power output is primarily determined by its rotational speed(RPM) and fuel rate, which are regulated by a governor or similar mechanism. The governor is designed to react to both the throttle setting, as determined by the engineer (driver), and the speed at which the prime mover is running. Locomotive power output, and thus speed, is typically controlled by the engineer (driver) using a stepped or "notched" throttle that produces binarylike electrical signals corresponding to throttle position.

A traction motor is a type of electric motor used to power the driving wheels of a vehicle such as a railroad locomotive, electrical multi-unit train (such as a subway or light rail vehicle train), a tram, or an automobile. Traditionally, these are DC series-wound motors, usually running on approximately 600 volts. In diesel-electric and gas turbine-electric locomotives the horsepower rating of the traction motors is usually 81% that of the prime mover. This assumes that the electrical generator converts 90% of the engine's output into electrical energy and the traction motors convert 90%of this electrical energy back into mechanical energy. Calculation: 90% x 90% = 81%. Because of the high power levels involved, traction motors are almost always cooled using forced air.

5. Cooling operation
Like an automobile engine, the diesel engine needs to work at an optimum temperature for best efficiency. When it starts, it is too cold and, when working, it must not be allowed to get too hot. To keep the temperature stable, a cooling system is provided. This consists of a water-based coolant circulating around the engine block, the coolant being kept cool by passing it through a radiator. The coolant is pumped round the cylinder block and the radiator by an electrically or belt driven pump. The temperature is monitored by a thermostat and this regulates the speed of the(electric or hydraulic) radiator fan motor to adjust the cooling rate. When starting, the coolant isn't circulated at all. After all, you want the temperature to rise as fast as possible when starting on a cold morning and this will not happen if you a blowing cold air into your radiator. Some radiators are provided with shutters to help regulate the temperature in cold conditions.

6. Lubrication operation
Like an automobile engine, a diesel engine needs lubrication. In an arrangement similar to the engine cooling system, lubricating oil is distributed around the engine to the cylinders, crankshaft and other moving parts. There is a reservoir of oil, usually carried in the sump, which has to be kept topped up, and a pump to keep the oil circulating evenly around the engine. The oil gets heated by its passage around the engine and has to be kept cool, so it is passed through a radiator during its journey. The radiator is sometimes designed as a heat exchanger, where the oil passes through pipes encased in a water tank which is connected to the engine cooling system. The oil has to be filtered to remove impurities and it has to be monitored for low pressure. If oil pressure falls to a level which could cause the engine to seize up, a "low oil pressure switch" will shut down the engine. There is also a high pressure relief valve, to drain off excess oil back to the sump.

7. Transmissions
Like an automobile, a diesel locomotive cannot start itself directly from a stand. It will not develop maximum power at idling speed, so it needs some form of transmission system to multiply torque when starting. It will also be necessary to vary the power applied according to the train weight or the line gradient. There are three methods of doing this: mechanical, hydraulic or electric. Most diesel locomotives use electric transmission and are called "dieselelectric" locomotives. Mechanical and hydraulic transmissions are still used but are more common on multiple unit trains or lighter locomotives.

Diesel-hydraulic control (Wds4)

Diesel-hydraulic locomotives use hydraulic transmission to convey the power from the diesel engine to the wheels. On this type of locomotive, the power is transmitted to the wheels by means of a device called a torque converter. A torque converter consists of three main parts, two of which rotate, and one that is fixed. All three main parts are sealed in an oil-filled housing. The inner rotating part of a torque converter is called a "centrifugal pump" (or impeller), the outer part is called a "turbine wheel" (or driven wheel), and between them is a fixed guide wheel. All of these parts have specially shaped blades to control the flow of oil .The centrifugal pump is connected directly to the diesel engine, and the turbine wheel is connected to an axle, which drives the wheels.

8. Governor
A governor is a device used to measure and regulate the speed of a machine, such as an engine. A classic example is the centrifugal governor, also known as the Watt or fly-ball governor, which uses weights mounted on spring-loaded arms to determine how fast a shaft is spinning, and then uses proportional control to regulate the shaft speed.

9. Turbocharger
In internal combustion engines a turbocharger is a turbine-driven,forced-inductioncompressor powered by the engine's exhaust gas. A turbocharger consists of a turbine and a compressor linked by a shared axle. The turbine inlet receives exhaust gases from the engine causing the turbine wheel to rotate. This rotation drives the compressor, compressing ambient air and delivering it to the air intake manifold of the engine at higher pressure, resulting in a greater amount of the air entering the cylinder. In some instances, compressed air is routed through an intercooler which cools the air before introduction to the intake manifold, as the reduced density of hot air will cause a loss in power gained through turbo charging. The objective of a turbocharger is; to improve upon the size-to-output efficiency of an engine by solving one of its cardinal limitations.

10. Intercooler
An intercooler is used to cool the air entering the engine, hence increasing volumetric efficiency.

11. Dual braking system

These days dual braking systems involved in the locos like in wdm2 1 Vacuum brake 2 Air brake

Many locos these days have Dual Braking systems (both vacuum as well as air brakes). Vacuum brakes were the older system, where vacuum is used for braking. However, this suffers from the disadvantage that is not easy to detect leaks in the brake pipes. Air braking systems, on the other hand, need to maintain a constant pressure in the pipes. Thus, any leak will be easily detectable due to the sound (hiss) of the leaking air. There are multiple options for braking. The most common ones, of course, are the A9 and the SA9. These are levers in the WDM2 control stand as shown in the below image. As is obvious, the train brake is for stopping the entire train, whereas the loco brake only gets applied to the loco. Applying the loco brakes with an entire train behind it, when in motion, is quite dangerous since it can cause banging and even derailment; the inertia of the coaches behind would result in their banging into the slowed-down loco causing great harm. Expresser (Combined compressor and exhauster) unit which produces the vacuum for the train brakes as well as compressed air. When the loco is started up, the brake pressure gauge should show 5 kg / sq.cm. Only then is enough pressure built up throughout the brake pipe (connected across all the coaches) to enable effective braking. The pressure is built up using a compressor. This also means that once the loco is cranked up, the pilot needs to wait until the appropriate brake pressure is built up. Further, if there is a (substantial) leak, the required pressure would fail to build up. To brake, the pilot simply pulls the appropriate lever (train or loco) one notch at a time. As soon as that is done, the brake pressure falls down.

12.Bio-diesel test unit

A small unit of bio-diesel production has been set up at shakurpur shed for test purpose. It has been set up for trial purpose if the trial run will be successful then Indian railways will start its production on larger scale. This plant has just capacity of 100s of litres. Here diesel is produced using jatropha oil, which are poisons in nature

13.Testing operations
1. Die penetration test- these tests reveals discontinuities that are open to the surface. The simple test involves dipping the component into kerosene, wiping it dry, and then coating it thinly with whiting; this is being produced when kerosene trapped in the cracks seeps out slowly. Dyes may be used instead of kerosene. In the fluorescent test, the sample is immersed for some time in a hot bath of a strongly fluorescent compound such as anthracence, used as a penetrating agent. The solution enters the cracks, if any, and remains there. The metal is then dried and examined under a quartz tube mercury vapour lamp. Any penetrated solution will be detected by the fluorescence caused by the ultraviolet radiation of the light. 2. Magnetic particle test- It is based on the principle that, if a crack or a flaw is present in a magnetic material through which a magnetic field is passing , the lines of force will be distorted near the fault owing to the local change of permeability associated with it .In the case of a piece without any flaw ,line of force will be uniform and straight. 3. Ultrasonic testing- It relies upon transmission and refection of ultrasonic beam or waves of frequencies between 100khz and 25khz. The ultrasonic waves are usually produced by piezoelectric effect within the crystal probe which is placed on the surface of the specimen. Discontinuities below the surface cause the reflection of the ultrasonic waves which appears as peak on the cathode-ray oscilloscope receiver as well as the transmitter. Ultrasonic techniques are useful for detecting cracks, voids and defects far below the surface as well as near the surface.

ABSTRACT
In the following report we will be studying the growth of Maruti Suzuki India Limited and its contribution to the automobile industry in India. The report elucidates the methods adopted for product excellence, operational efficiency and customer intimacy and various production practices involved in the manufacturing of the vehicles.

ACKNOWLEDGEMENT
We want to take this opportunity to thank Mr. Pradeep Khanna for making this trip to Maruti Suzuki India Limited possible and for accompanying us on this trip and also solving our various queries. We are also grateful to the professionals at Maruti Suzuki India Limited for helping us get acquainted with the various manufacturing processes in the industry.

Contents
1. 2. 3. 4. 5. 6. 7. About the corporation History of MSIL Industrial relations Authorised service station Maruti insurance Plant facility Suzuki quality management system 7.1 Quality improvement initiative 7.2 Kaizen 8. Just in time(JIT) 9. Manufacturing process 9.1 Blanking and Pressing Shop 9.2 Weld Shop 9.3 Paint Shop 9.4 Assembly Shop 9.5 Machine and engine shops 9.6 Inspection 10. Preventive Maintenance 11. Conclusion

1. About the corporation

Maruti Suzuki India Limited is a publicly listed automaker in India. It is a leading fourwheeler automobile manufacturer in South Asia. Suzuki Motor Corporation of Japan holds a majority stake in the company. It was the first company in India to mass-produce and sell more than a million cars. It is largely credited for having brought in an automobile revolution to India. It is the market leader in India. On 17September 2007, Maruti Udyog was renamed to Maruti Suzuki India Limited. The company's headquarters remain in Gurgaon, near Delhi. Maruti Suzuki is one of India's leading automobile manufacturers and the market leader in the car segment, both in terms of volume of vehicles sold and revenue earned. Maruti Udyog Limited (MUL) was established in February 1981, though the actual production commenced in 1983. Through 2004, Maruti has produced over 5Million vehicles. Marutis are sold in India and various several other countries, depending upon export orders. Cars similar to Marutis (but not manufactured by Maruti Udyog) are sold by Suzuki in Pakistan and other South Asian countries .Until recently, 18.28% of the company was owned by the Indian government, and 54.2% by Suzuki of Japan. The Indian government held an initial public offering of 25% of the company in June 2003. As of May 10, 2007, Govt. of India sold its complete share to Indian financial institutions. With this, Govt. of India no longer has stake in Maruti Udyog. The company annually exports more than 30,000 cars and has an extremely large domestic market in India selling over 500,000 cars annually. Maruti 800, till 2004,was the India's largest selling compact car ever since it was launched in 1983. More than a million units of this car have been sold worldwide so far. Currently, Maruti Alto tops the sales charts. Due to the large number of Maruti 800s sold in the Indian market, the term "Maruti is commonly used to refer to this compact car model. Till recently the term "Maruti" ,in popular Indian culture, was associated to the Maruti 800 model. Maruti Suzuki India Limited, a subsidiary of Suzuki Motor Corporation of Japan, has been the leader of the Indian car market for over two decades.

2. HISTORY OF MARUTI SUZUKI

Maruti Suzuki India Limited (MSIL) was established in Feb 1981 through an Act of Parliament, as a Government company with Suzuki Motor Corporation of Japan holding 26 per cent stake. It was entrusted the task of achieving the following: Modernization of the Indian Automobile Industry. Production of vehicles in large volumes Production of fuel efficient vehicles. Suzuki was an obvious choice because of its unparallel expertise in small cars. The Joint Venture agreement was signed between Government of India and Suzuki Motor Company (now Suzuki Motor Corporation of Japan) in Oct 1982.The company went into production in a record time of 13 months and the first car was rolled out from Maruti Suzuki India Limited Gurgaon in December,1983 and heralded a revolution in

the Indian car industry. Maruti collaborated with Suzuki of Japan to produce the first affordable car for the average Indian. At this time, the Indian car market had stagnated at a volume of 30,000 to 40,000 cars for the decade ending 1983. This was from where Maruti took over. The sales figure for the year 1993 reached up to 1,96,820. The company reached a total production of one million vehicles in March 1994 becoming the first Indian Company to cross this milestone. It crossed the two million mark in 1997.India's largest automobile company, it entered the Indian car market with the avowed aim to provide high quality, fuel efficient, low - cost vehicles. Its cars operate on Japanese technology, adapted to Indian conditions and Indian car users. Maruti comes in a variety of models in various segments. In the small car segment it produces the Maruti 800and the Zen. The big car segment includes the Maruti Esteem and the Maruti 1000.Maruti Suzuki was born as a Government of India company, with Suzuki as a minor partner, to make a peoples car for middle class India. Over the years, the product range has widened, ownership has changed hands and the customer has evolved.

3. Industrial relations
For most of its history, Maruti Udyog had relatively few problems with its labour force. Its emphasis of a Japanese work culture and the modern manufacturing process, first instituted in Japan in the 1970s, was accepted by the workforce of the company without any difficulty.

4. Authorized service stations

Maruti is one of the companies in India which has unparalleled service network. To ensure the vehicles sold by them are serviced properly, Maruti has 2628 listed Authorized service stations and 30 Express Service Stations on 30 highways across India. Service is a major revenue generator of the company. Most of the service stations are managed on franchise basis, where Maruti trains the local staff. Other automobile companies have not been able to match this benchmark set by Maruti. The Express Service stations help many stranded vehicles on the highways by sending across their repair man to the vehicle.

5. Maruti insurance
Launched in 2002 Maruti provides vehicle insurance to its customers with the help of the National Insurance Company, Bajaj Allianz, New India Assurance and Royal Sundaram. The service was set up the company with the inception of two subsidiaries Maruti Insurance Distributors Services Pvt. Ltd and Maruti Insurance Brokers Pvt. Limited This service started as a benefit or value addition to customers and was able to ramp up easily. By December 2005 they were able to sell more than two million insurance policies since its inception.

6. Plant facility
Gurgaon Facility
The plant at Udyog Vihar, Gurgaon is spread over 1203364 square meters covering 396957square meter area. This plant has 3 fully integrated production facilities with flexible assembly lines. While these three plants have a total installed capacity of 350,000 cars per year, several productivity improvements have enabled the company to manufacture nearly 650,000 cars peryear at the Gurgaon facilities. In fact on an average, one vehicle rolls out of the factory every 21 seconds and the plant has already rolled out over 6.5 million vehicles till date. The entire facility is equipped with more than 150 robots, out of which 71 have been developed in-house. More than 50 per cent of our shop floor employees have been trained in Japan.

Manesar Facility
It is rated high among Suzuki's best plants worldwide and the plant was inaugurated in February 2007. The plant has several in-built systems and mechanisms to ensure that cars being manufactured here are of good quality. There is a high degree of automation and robotic control in the press shop, weld shop and paint shop to carry on manufacturing work with acute precision and high quality. In particular, areas where manual operations are hazardous or unsafe have been equipped with robots. The plant is designed to be flexible: diverse car model scan be made here conveniently owing to automatic tool changers, centralized weld control system and numerical control machines that ensure high quality. The open layout and ergonomic design make work convenient and improve productivity. The plant at Manesar is the company's fourth car assembly plant and has started with an initial capacity of 100,000 cars per year. This will be scaled up to 300,000 cars per year. A total investment of Rs 2,500 crore will be made in this car plant by 2010.

7. Suzuki Quality Management System

Based on a method adopted by Suzuki at its manufacturing facilities, the quality of a vehicle dispatched from their facility is measured through a quality index audit on a daily basis. The quality index is a relative measure of quality based on evaluation of vehicles selected at random on a daily basis.

7.1 Quality Improvement Initiatives

For quality control Maruti had recently introduced: Tracking surveys and direct customer contact in order to better understand customer satisfaction levels and customers problems. Full -time task forces for improvement in initial quality study problems and departmental cross-functional teams to work on defined problems with challenging targets. Quality gates at various stages in order to raise alarms for correction and immediate action on defects;

 Fool -proofing, or Pokayoke in Japanese, which comprises checks conducted in order to prevent defects arising from human error during the manufacturing process; A real-time feedback system, cross-linked with overall targets. The Pica Pica system, which aligns the sequence of components and vehicles in order to prevent incorrect fitting of components.

7.2 Kaizen
Maruti had adopted the Japanese management concept of Kaizen, or continuous improvement. The Kaizen activities had resulted in the improvement of the in-house capabilities. For example, they had manufactured 25 multi-axis robots and 16 multispot welders. Group discussions among employees in different departments are conducted on a monthly basis in order to discuss and resolve problems relating to their areas of operation, an activity referred as quality circle activity. Based on the belief that individuals contribute to improvement in growth, there has been a suggestion scheme in which they promote participation of all employees at all levels. The average number of suggestions made per employee has improved by approximately 35% infiscal 2004, when suggestion received were more than 80,000, as compared to fiscal 2002. Some of the other improvements as a result of the Kaizen process have been increased automation

8. Just in Time (JIT)

JIT is an inventory strategy implemented to improve the return on investment of a business by reducing in-process inventory and its associated carrying costs where everything from procurement of raw material to dispatching of final product is done just at the time of requirement. This means that stock levels of raw materials, components, work in progress and finished goods can be kept to a minimum. This requires a carefully planned scheduling and flow of resources through the production process. Modern manufacturing firms use sophisticated production scheduling software to plan production for each period of time, which includes ordering the correct stock. Information is exchanged with suppliers and customers through EDI (Electronic Data Interchange) to help ensure that every detail is correct.

9. Manufacturing Process
The manufacturing process at Maruti facility is depicted below:

Each of the shops had a product type of layout. In this type of layout machines are arranged in order of sequence of operation. Product Layout is suited for mass or continuous production and its advantage are that the cost per product is less and work in progress inventory is less. Utilities Maruti do not have to rely on outside sources of power as they have a 60-megawatt gas turbine captive power plant, which has multi-fuel capability. They also have our own reverse osmosis water treatment plant and effluent and sewage treatment plant.

9.1 Blanking and Pressing Shop

Blanking is the operation of punching, cutting, or shearing a piece out of stock to a predetermined shape and size by die cutting the outside shape of a part for the next operation such as pressing, drawing and forming. Pressing is the process of giving blanks required shapes with dies and presses.

The press shop has five transfer presses and two blanking lines. In the press shop, steel coils are cut to the required size and panels are prepared by pressing them between various die sets such as doors, roofs and bonnet. An anti-rust coat is applied at this stage. This plant uses 400 tonne presses to press the blanked sheets. There are six passages with a capacity ranging from 1000-4000 tonnes. The plant is capable of producing pressed sheets for all the ten models manufactured by Maruti Udyog Ltd.They have in-house capability and the necessary technical knowledge for the design and manufacture of medium-size press dies.

9.2 Weld Shop

Spot welding is a type of resistance welding, which is a method of welding two or more metal sheets together without using any filler material by applying pressure and heat to the area to be welded. It is used to weld various sheet metal products. Typically the sheets are in the 0.5-3.0 mm thickness range. The process uses two shaped copper alloy electrodes to concentrate welding current into a small "spot" and to simultaneously clamp the sheets together. Forcing a large current through the spot will melt the metal and form the weld. The attractive feature of spot welding is a lot of energy can be delivered to the spot in a very short time (ten to one hundred milliseconds). That permits the welding to occur without excessive heating to the rest of the sheet.

There are three welding shops with 122 six-axis robots and 25 in-house manufactured two-to-four axis robots. In this shop, various press metal components manufactured in the previous stage are spot-welded together to form the body shell. Various parts such as the floor panel, side panel, doors and bonnet are sub assembled in this shop. Subsequently, the assembled parts undergo final welding. The welded body is sent to the paint shop through a conveyor.

9.3 Paint Shop

There are three paint shops, within one of which the final outer body is fully painted by robots. In the paint shop, the body undergoes various pre-treatment and electro deposition painting processes to provide a high corrosion resistance to the body. The car body is given an intermediate or primer coat before applying the storing topcoat paint. The intermediate and the final coat are applied by using automatic electrostatic spray-painting machines and robots, followed by a baking process.

Due to the risk of inhaling poisonous fumes in the Paint Shop no one is permitted inside the shop without proper safety equipment. The paint shop consumes about 7 hours because the conveyor is a few kilometres long. At the end of the paint shop the painted shell is taken to the assembly shop

9.4 Assembly Shop

Maruti has highly flexible assembly lines, which can simultaneously handle a large number of variants as well as adapt to sequence changes. The painted bodies proceed for final assembly in three stages. Doors are covered with coverings to prevent scratches on painted car body. The first stage is the trim line wherein various components such as roof head lining, windshield glass and interior trim components are fitted. Thereafter, the car is transferred to an overhead conveyor, the chassis line, wherein components such as the engine, gearbox and front and rear axles are assembled on the under body. The vehicle is then lowered to the final line on its own wheels and here components and parts such as seats, the steering wheel and the battery are fitted. These are done manually and the painted car moves on a conveyor belt at ground level. At each work station parts being assembled come on a line perpendicular to the conveyer. The conveyor is raised to appropriate heights for the workers comfort to increase their efficiency. The completely assembled vehicle finally rolls out of the assembly lines to the final inspection stages.

9.5 Machine and engine shops

The various raw materials for engine components are machined using automatic machining centres and these machined parts are assembled together to make engines. Assembling and testing of engines takes place at engine shops and precision machining of engine components is carried out in the machine shops.

9.6 Inspection
Sample inspection is done i.e. in a lot only a few samples are inspected. Following tests are done to inspect the manufactured car: i) ii) iii) iv) v) vi) shower test headlight test brakes test speed test test drive on test track Shower testing is done by spraying water from all sides to check for leakages. For checking wheels speed the car is raised above the ground and then is operated at different speeds and on different gears. The car is driven on a test track which consists of different terrains to check performance of car under different conditions.

If any defect is found, then all cars up to the last cleared car are checked again for defects and remedial actions are taken. The cars are then parked in the final vehicle parking area before dispatching

10. Preventive Maintenance

Preventive maintenance is a schedule of planned maintenance actions aimed at the prevention of breakdowns and failures. The primary goal of preventive maintenance is to prevent the failure of equipment before it actually occurs. It is designed to preserve and enhance equipment reliability by replacing worn components before they actually fail. Preventive maintenance activities include equipment checks, partial or complete overhauls at specified periods, oil changes, lubrication and so on. In addition, workers can record equipment deterioration so they know to replace or repair worn parts before they cause system failure. Recent technological advances in tools for inspection and diagnosis have enabled even more accurate and effective equipment maintenance. The ideal preventive maintenance program would prevent all equipment failure before it occurs. Long-term benefits of preventive maintenance include: 1. 2. 3. 4. Improved system reliability. Decreased cost of replacement. Decreased system downtime. Better spares inventory management

11. Conclusion
The industrial visit to Maruti Suzuki India Limited was very informative and gave us a fair idea of the steps involved in the manufacturing of a car. It was very impressive to see the amount of automation being used in the industry. It showed us how production, maintenance, inspection, inventory control, demand forecasting all operated simultaneously and with high efficiency. It was heartening to see practical application of a lot of our course content. To sum up we can say that the trip improved our knowledge and helped us to understand the working of a large-scale production unit.

References
1. 2. 3. 4. 5. Workshop technology by- S.K. Hajra Chaudhary Information brochure of msil www.scribd.com www.wikipedia.com www,linkedin.com