SUMMER TRAINING AT TATA MOTORS

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SUMMER TRAINING PROJECT
AT
TATA MOTORS, JAMSHEDPUR
23rd
JUNE 2018- 23rd
JULY 2018

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Project Title: ROOT CAUSE ANALYSIS OF CAM
LOBE 1 ANGLE VARIATION WITH RESPECT TO
CENTER LINE
PROJECT GUIDE:- MR AJAY KUMAR JAIN
DIVISIONAL GENERAL MANAGER
, CRANKSHAFT AND CAMSHAFT
SUBMITTED BY:- ROHIT BABU (BTECH PRODUCTION
ENGINEERING,BIRSA INSTITUTE OF
TECHNOLOGY,SINDRI) AND
ROHAN SAHAY (BTECH MECHANICAL
ENGINEERING,DAYANANDSAGAR
COLLEGE OF ENGINEERING,BANGALORE)

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ACKNOWLEGEMENT
I, hereby declare that project entitled
“ANALYSIS AND TROUBLESHOOTING OF CAM LOBEANGLEVARIATION”
conducted at Foundry has been done by me during the academic year
2018 under my project guide Mr AJAY JAIN
(Divisional General Manager in Department of CAMSHAFT AND
CRANKSHAFT and other employees.)
I affirm that the DATA carried out by me, presented in this project
report is entirely original and has been carried out entirely by me and
hold true to my knowledge.

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CERTIFICATE
This is to certify that the Mini-Projectreport on“ROOT CAUSE
ANALYSIS OF CAM LOBE ANGLE VARIATION”done by ROHIT
BABU,THIRD year student of Department of Production Engineering, BIRSA
INSTITUTE OF TECHNOLOGY,SINDRI has successfully completedhis project.
This report is done as part of curriculumfor partial fulfilment of obtaining
Bachelor of Technology Degree tobe awardedby govt of INDIA.
During the periodof 23rd
JUNE 2018 to 23rd
JULY 2018 under my guidance at
ENGINEFACTORY, TATA MOTORS, JAMSHEDPUR.
During the project period, he has shown keeninterestandsincerity towards
the accomplishment of his project.
I wishhim success inhis future endeavours.
Mr. AJAY JAIN
Deputy General MANAGER
CRANKSHAFTAND CAMSHAFT

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CERTIFICATE
This is to certify that the Mini-Projectreport on“ANALYSIS AND
TROUBLESHOOTING OF CAM LOBE ANGLE VARIATION”done
by ROHAN SAHAY THIRD year student of Department of Mechanical
Engineering,DAYANAND SAGARCOLLEGEOF ENGINEERING,BANGALORE has
successfully completedhis project. This report is done as part of curriculum
for partial fulfilment of obtaining Bachelor of Technology Degree tobe
awarded by govt of INDIA.
During the periodof 23rd
JUNE 2018 to 23rd
JULY 2018 under my guidance at
ENGINEFACTORY, TATA MOTORS, JAMSHEDPUR.
During the project period, he has shown keeninterestandsincerity towards
the accomplishment of his project.
I wishhim success inhis future endeavours.
Mr. AJAY JAIN
Deputy General MANAGER
CRANKSHAFTAND CAMSHAFT

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CONTENTS
 ABOUTTATA MOTORS
1. Divisions
 Cab and Cowl factory
 Paint Shop
 Fitment of the Cab
 Prima(Vehicle factory III)
 Truck factory(vehicle factory I&II)
 The Foundry
 Patternshop
 Loramendi
 Sand plant
 HDML line
 Engine factory
2. Cam Operations
3. Root Cause Analysis
4. Recommendations

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ABOUT TATA MOTORS
TATA MOTORS LIMITED IS INDIA’S LARGEST AUTOMOBILE COMPANY, WITH STANDALONE
REVENUE OF INR 294K CRORES IN THE FINANCIAL YEAR 2018 IT IS THE LEADER IN COMMERCIAL
VEHICLES IN EACH SEGMENT, AND AMONG THE TOP THREE IN PASSENGER VEHICLES WITH
WINNING PRODUCTS IN THE COMPACT, MIDSIZE CAR AND UTILITY VEHICLE SEGMENTS.
THE COMPANY IS THE WORLD’S FOURTH LARGEST TRUCK MANUFACTURER, AND THE
WORLD'S THIRD LARGEST BUS MANUFACTURER. THE COMPANY’S 81,090 (2018) EMPLOYEES

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ARE GUIDED BY THE VISION TO BE ''BEST IN THE MANNER IN WHICH WE OPERATE BEST IN THE
PRODUCTS WE DELIVER AND BEST IN OUR VALUE SYSTEM AND ETHICS.''
ESTABLISHED IN 1945, TATA MOTORS'' PRESENCE INDEED CUTS ACROSS THE LENGTH AND
BREADTH OF INDIA. OVER 4 MILLION TATA VEHICLES PLY ON INDIAN ROADS, SINCE THE FIRST
ROLLED OUT IN 1954. THE COMPANY’S MANUFACTURING BASE IN INDIA IS SPREAD
ACROSSJAMSHEDPUR (JHARKHAND), PUNE (MAHARASHTRA), LUCKNOW (UTTAR PRADESH),
PANTNAGAR (UTTARAKHAND) AND DHARWAD (KARNATAKA). FOLLOWING A STRATEGIC
ALLIANCE WITH FIAT IN 2005, IT HAS SET UP AN INDUSTRIAL JOINT VENTURE WITH FIAT GROUP
AUTOMOBILES AT RANJANGAON (MAHARASHTRA) TO PRODUCE BOTH FIAT AND TATA CARS
ANDFIAT POWER TRAINS. THE COMPANY IS ESTABLISHING A NEW PLANT AT SANAND
(GUJARAT). THE COMPANY'S DEALERSHIP, SALES, SERVICES AND SPARE PARTS NETWORK
COMPRISES OVER3500 TOUCH POINTS; TATA MOTORS ALSO DISTRIBUTE SAND MARKETS FIAT
BRANDED CARS IN INDIA. TATA MOTORS, THE FIRST COMPANY FROM INDIA’S ENGINEERING
SECTOR TO BE LISTED IN THE NEW YORK STOCK EXCHANGE (SEPTEMBER 2004), HAS ALSO
EMERGED AS AN INTERNATIONAL AUTOMOBILE COMPANY. THROUGH SUBSIDIARIES AND
ASSOCIATE COMPANIES, TATA MOTORS HAS OPERATIONS IN THE UK, SOUTH KOREA,
THAILAND AND SPAIN.
IN JANUARY 2008, TATA MOTORS UNVEILED ITS PEOPLE’S CAR, THE TATA NANO, WHICH
INDIA AND THE WORLD HAVE BEEN LOOKING FORWARD TO. THE TATA NANO HAS BEEN
SUBSEQUENTLY LAUNCHED, AS PLANNED, IN INDIA IN MARCH 2009. A DEVELOPMENT, WHICH
SIGNIFIES A FIRST FOR THE GLOBAL AUTOMOBILE INDUSTRY, THE NANO BRINGS THE COMFORT
AND SAFETY OF A CAR WITHIN THE REACH OF THOUSANDS OF FAMILIES. THE STANDARD
VERSION HAS BEEN PRICED AT RS.100, 000 (EXCLUDING VAT AND TRANSPORTATION COST).
THE TATA TRUSTS ARE PROBABLY THE MOST WELL KNOWN IN INDIA.USING TRUSTS, EITHER
CHARITABLE ONES LIKE THESE OR PRIVATE ONES WITH PRIVATE BENEFICIARIES, WAS POPULAR
IN INDIA TILL THE ’80S TO BEQUEATH ASSETS TO PROGENY. BETWEEN THE 80S AND THE
’90S, PRIVATE TRUSTS WENT THROUGH A PERIOD OF HIGHEST TAXATION AND LOST THEIR
POPULARITY. TODAY, THEY SEEM TO BE THE FLAVOUR OF THE SEASON AGAIN. ALONG WITH
POPULARITY HAVE COME SERVICES THAT SET UP TRUSTS AND HELP MANAGE THEM

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A section of the TATA family tree

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TATA MOTORS: THE JAMSHEDPURPLANT
Established in 1945, the Jamshedpur unit was the company’s first unit and is spread over an
area of 822 acres. It consists of 6 major divisions- Truck Factory (vehicle factory I & II),
Engine Factory, Cab and Cowl Factories, Foundry, Prima (vehicle factory III) and Central Tool
Room (CTR) and Forge Division. The divestment in March 2000 hived off the Axle and Engine
plants into independent subsidiaries viz. HVAL and HVTL respectively.
The Cab and Cowl Factory:-
The fabrication and the fitment of the cab/cowl are done in the Cab and Cowl Factory of the
plant. Different procedures of manufacturing are used for different models of trucks.
Fabrication refers to the process in which the steel structure is made with all the welding
which are then tested and painted and then sent for the fitment, which refers to the process
in which the other parts and auxiliary items are fitted in like the seats the dashboard, the
headlights and blinkers, the mirrors etc.
World Truck cabs are manufactured in fully robotic assembly lines inside the vehicle factory
III. The various segments used for making the cab are supplied from CTR. The robots are pre-
taught on procedures to be followed for assembling the parts (roof, doors, and body). Spot-
welding during the assembling of the parts is done by ABB robots and that of the doors of
the cab is done by a Fanuc robot. Since the World Truck cabs are completely assembled by
robots, the finishing is of superior quality. Other models are manufactured by partially using
robots and partially assembled manually. The finishing is not as superior as that of World
Truck- since manual welding differs from the perfection of robotic welding.
The Paint Shop:-
After the cab/cowl’s steel structure is completely assembled, it is shifted to the painting
area in the shop.
The process of Painting involves the following steps:-

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The cab/cowl is washed with high speed jet of water to remove all the dust particles.
Then it is passed through jets of chemicals to eliminate the dirt
Fitment of the cab:-
This final process involves the attachment of seats, handles, lights, steering wheel and other
necessary parts to the cabins. The cabs or cowls move on a conveyor that runs through a
stretch that is divided into marked regions. The conveyor moves with such as speed, that
the cab/cowl remains in a certain marked region for three minutes. Within these three
minutes, the assigned operator has to finish attaching the parts of the cabin that he is
responsible for. At the end of the process a quality check is done.
The PRIMA (Vehicle Factory III):-
The Prima section of the plant handles the making of World Trucks solely. The welded and
assembled structure of the cabin is brought in from Truck III and long members are supplied
from Truck I. The remaining procedures involved to make a World Truck are carried out
here. Asia’s longest conveyorbelt system is installed in Prima along with a unique Glass
Glazing Robot, which due to its complex programming is not used in any otherindustry.
There are three lines – assembly line, trim line and frame line.
The long members are brought in position under the gantry systemby a motor driven
conveyor system. The motor is driven by a Mitsubishi VFD. A variable-frequency drive (VFD)
is a type of adjustable-speed drive used in electro-mechanical drive systems to control AC
motor speed and torque by varying motor input frequency and voltage.

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The gantry system hoists the long member and shifts it to the Vinar conveyor system. There
are 3 kinds of conveyors – slat conveyor, single chain and double chain conveyor.
An Electrified Monorail System, that is, an overhead conveyor systemis installed inside the
shop. The conveyor is brought down at lower levels for loading and unloading purposes.
Thus the trucks are manufactured under extreme care so that the customers get what they
pay for. Quality checks at appropriate junctions are provided for this purpose.
TRIM LINE OF PRIMA FACTORY
Truck Factory (Vehicle Factory I & II):-
The truck factory is also basically an assembly line and is more or less like the assembly line
in the Prima which was discussed above, the differences being that the truck factory
manufactures many models of vehicles and also the long members are also made and
assembled inside this factory. There are three assembly lines in this plant; first the Frame
Shop where the long members are assembled, second, the assembly line 1 and third,

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assembly line 2. The finished product of the frame shop is the starting point of the two
assembly lines.
ASSEMBLY LINEOF VEHICLE FACTORY I & II
The making of the long members starts from the large metal sheet rolls which are the raw
materials. They are supplied mainly by TISCO.
They are first decoiled by a decoiler machine which also cuts them into the specified lengths
as required. The cut sheets are then checked for chamber and then sent to a 5000 Ton Press
to make it into a long member. 1
The 5000T press is a hydraulic press which automatically takes in the sheets and presses
then to give the required shape. It also cuts the metal and makes holes wherever required
as per the model of the vehicle.
The long member is then washed to remove the dirt.
The Foundry:-

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FURNACEIN FOUNDRY DIVISION
The fully equipped Foundry, that the unit is supported by, supplies high-grade SG Iron
castings for automobile components and excavators, and is rated as one of the cleaner,
better and highly automated foundries in the world. It has an annual capacity of 42,000 MT
of Good castings and makes, both, GEY and SG cast Iron Casting. It manufactures all critical
automobile castings. For example, Cylinder Block, Cylinder Head etc. It has a sophisticated
Kunkel Wagner High Pressure Moulding Line (HPML) of a rated production capacity
of90moulds/hour. This is supported by a sand cooler and sand mixer from Kunkel Wagner.
Its melting shop has Medium Frequency Induction Furnaces for melting and Channel
Furnaces for holding. The pouring is done by a Channel Press Pour coupled with a Steam
Inoculation Dispenser. The croreshop has a state-of-the-art Cold Box Machine, making four
crores per minute. It has elaborated sand and metallurgical laboratories. In 1993 the
foundry was ISO 9002 certified by the Bureau VERITAS Quality International, which was later
followed by the more stringent QS 9000 certification from the BVQ I in the year 2000.
Currently it is certified as TS: 16949 by BVC.
PATTERN SHOP:
In casting, a pattern is a replica of the object to be cast, used to prepare the cavity into
which molten material will be poured during the casting process.
Patterns used in sand casting may be made of wood, metal, plastics or other materials.
Patterns are made to exacting standards of construction, so that they can last for a
reasonable length of time, according to the quality grade of the pattern being built, and so
that they repeatedly provide a dimensionally acceptable casting
.

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MELTING SHOP:
Company is producing high quality steel billets/blooms in the steel melting shop. The prime
raw materials used are sponge iron, pig iron and MS scrap, out of which majority is the
sponge iron being sourced from the sponge iron kilns effective operations. Production of
high quality billets and blooms through continuous casting methods.
Value addition through captive consumption of raw materials and integrated operations.
Continuous improvement in performance and quality with innovations in systemand
processes.
LORAMENDI:
LORAMENDI INC. was incorporated in 1994 as a wholly owned subsidiary of LORAMENDI.S
.COOP. a Spanish company located in Vitoria in northern Spain.
LORAMENDI has established itself as a world leader in the design and manufacturing of
foundry equipment, mainly core blowers and machines for the SHELL process. A new range
of core-making equipment for the COLD BOX process soon followed. This process generated
demand for high speed production equipment.
In response to customer requested for highly accurate core package production,
LORAMENDI developed its patented KEY CORE system, which allows the assembly and

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interlocking of individual crores into a solid core package, automatically, without using glues
or screws.
SAND PLANT:
SAND PLANT is used for making artificial crushed sand.
The offered sand plant is manufactured using the finest quality components and modern
technology in the line with industry quality standards.
In order to ensure its quality, this shaft in factor is tested on various parameters by our
quality controllers
FEATURES:
Low maintenance
Sturdy construction
Easy installation

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HPML LINE:
High Pressure Moulding is used for minimizing problems of mould wall movements.
It can be used for most casting metals. With high mould densities.
It gives the casting improved dimensional accuracy.
Surface finish, and better soundness. The casting weights turnout be uniformly consistent.
High Pressure Moulding requires a high standard of pattern construction and finish.
It will be able to withstand any elastic distortion and is exceptionally strong.
The Engine Factory:-

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At Tata Motors, we invest significant resources in the development of vehicle engines that
are fuel-efficient and performance-oriented.
In 2014, we unveiled the Revotron (petrol variant) and Revotorq (powered by diesel) engine
family for usage in our passenger vehicles.
Both variants of the engine underwent rigorous testing before being launched for use in
passenger vehicles. Our Tiago hatchback, which is available in both engine variants,
completed the Geared for Great Challenge - a 50,000 km endurance test under high-stress
conditions. The two variants averaged 120kmph during the 18-day, non-stop, high-speed
drive.
The Engine Factory is responsible for the in-house manufacture of Tata 697/497. Naturally
Aspirated and Turbo Charged engines, and the 6B series engines manufactured at Tata
Cummins.
Cam operations (Operations involved
developing camshaftsS @ TATA MOTORS):
Station1: Keywaymilling
 The raw material whichhasalreadyundergone the turningprocessarrivesatthisstation
where itundergoesfurtherprocessesinvolvedindevelopingthe camshafttothe required
specification.
 The keywayismilledonthe camshaftwrt.The centerof “cam lobe 1”.
 The raw material ,millingcutterandthe machine isas displayedinthe picture.

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Station2: Cam lobe milling:
 Here the cam lobes(6nos.) are roughlymilledinthe HELLER M/C
 Thismachine consistsof an automatedfixture whichclampsontothe job’skeyway.

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Station3: Marking:
 Here the job ismarkedwitha numberforease of identification.

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Station4: Eccentric Milling:
 The eccentricmemberof the camshaftis milledusingavertical millingmachine.
Station5 : Oil hole drilling:
 Here the job isdrilledatcertainpointstofacilitate lubricationof the jobwheninoperation
as a part of the engine.

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Station6: Straightening:
 In thisstationthe jobisstraightenedtothe nearestmicron, such straighteningstationsare
providedinbetweenstationswherethe jobundergoesaxial distortion.
 The machine isoperatedbyhydraulicmeansanda skilledoperatorisrequiredforimproved
accuracy.
Station7: Gear hobbing:
 Here the job issubjected tothe operationof gearteethcutting(helical) .

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Station8: washing& filing:
 Here the job iswashedwiththe applicationof coolantandismade free fromoil andgrease.
 The burrs if any are filedoff byaskilledoperator.
Station9: Induction hardening(eccentric)
 The camshaft istakenina inductionhardeningmachine whereinthe jobissubjectedto
hightemperatures(redhot) andthensimultaneouslyquenchedwithwater.
 Thisoperationscarriedoutto onlyonthe eccentricmemberof the camshafttoinduce
hardnesstothe camshaft.

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 In thisstationthe jobisstraightenedtothe nearestmicron,such straighteningstationsare
 The machine is operatedbyhydraulicmeansanda skilledoperatorisrequiredforimproved
accuracy.
Station11: Inductionhardening(mainbearings):
 The camshaft istakenina inductionhardeningmachine whereinthe jobissubjectedto
hightemperatures(redhot) and thensimultaneouslyquenchedwithwater.

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 Thisoperationscarriedoutto induce hardnesstothe camshaft.
Station12: Tempering:
 The job iskeptinan oven(electrical) where isitsubjectedtotempering,thereby
impartingfavorable propertiestothe member.
Station13: Buffing:
 Buffingisa finishingprocesswhereinthe minute irregularitiesonthe surface of the
lobesandbearingsare removedandthe surface isgivena more lustrousfinish.
 Thisoperationdemandsaskilledoperator.

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accuracy.
Station15: Shankgrinding:
 In thisprocessthe shankof the camshaftwhere the keywayismilled,isgroundtothe
closestmicron.
 Thisis a finishingprocess.
Station16: MB(MAIN BEARING) Grinding:
 In thisprocessall the main bearings(1-4) are groundto the nearestmicroninthe
grindingmachine.

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Station17: All MB and ShankGrinding:
 Here all the Mainbearingsandthe shankisfinishedandgroundtonearlyperfection.
Station18:Eccentric Grinding:
 In thisprocessthe eccentricmemberof the camshaftisgroundto near perfect
dimensionsinthe eccentricgrindingmachine.

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providedin-betweenstations where the jobundergoesaxialdistortion.
accuracy.
Station20: Cam Lobe Grinding:
 In thisprocessthe cam lobes(1-4) are are ground inthe SCHAUDT M60-0019. To nearly
perfectdimensionsandhighaccuracy.
 The job isheldina fixture ,itis thenplacedontothe fixture of the machine where itis
heldbetweenthe centersandrotated,the cam lobesare groundto the desiredangle (1
degree +/- 5 minutes) with respecttothe centre of the previouslymilledkeyway.

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Station21 : Crack Testing:
 Here,the jobis washedwithalubricant, whichunderUV lightwhenapplied,makesthe
minute cracksvisible tothe nakedeye.
Station22: DemagRollerTable:
 Here the job isdemagnetizedwhichmayhave undergonemagnetizationinthe previous
stages.
Station23:DrillingandTapping:
 A hole onone side of the job isdrilledandthentapped(internal threading)which
facilitatesfurtherfitmentof the component.

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Station24: Lapping:
 Here the surface of the cam lobes,bearings&the shankare lappedwiththe helpof a
lappingstripbya skilledoperator.
 Thisis a finishingprocess.
Station25:Straigntening&inspection:
 In thisstation,finallythe jobisstraightenedtothe nearestmicron,such straightening
stationsare providedin-betweenstationswhere the jobundergoesaxial distortion.
 Thisis the laststationwhereinthe jobisstraightenedbyhydraulicmeansandhighly
accurate dial gauges.
 Afterthisstationthe jobiseithersentforinspectiontothe metrologydepartment,oris
storedintopalletsforfurthershipments.

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AIM:- TO FIND THE ROOT CAUSE OF CAM
LOBE 1 ANGLE VARIATION WITH RESPECT
TO CENTRE LINE
MACHINE:- SCHAUDT M60-0019
CAM LOBE ANGLE AFTER GRINDING
DIMENSION
BASIC SIZE :- 1⁰
TOLERANCE :- +
-10′
THE CAM LOBE ANGLE WAS OBSERVED AND THE
FOLLOWING DATA WAS FOUND
COMPONENT NUMBER ANGLE
J18F1060 1⁰
3′
50″
JI8F1271 1⁰
42′
57″
JI8F1020 0⁰
46′
22″
JI8F0705 0⁰
56′
40″
JI8F1048 1⁰
4′
57″
JI8F1414 1⁰
3′
0″
THE DATA SHOWED VARIATION IN THE CAM LOBE 1 ANGLE OF THE
COMPONENTS AND MOST OF THE COMPONENTS WAS WITHIN TOLERANCE
LIMIT.

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CAUSE AND EFFECT DIAGRAM
The fishbone diagram is a very simple tool that permits
effective and quick root causes in the pursuit of corrective
actions. It is also called as Ishikawa diagram and cause and
effect diagram. It is a simple tool that is used for brainstorming
issues and reasons of particular problems. Basically, there are
various causes grouped into several categories highlighting the
causes of the potential issue. This diagram was first introduced
by Kaoru Ishikawa in 1968; this is why it is also called as
Ishikawa diagram. He introduced this diagram for the quality
management process in the Kawasaki shipyards. Owing to the
popularity and applications of the process, he soon became the
founding fathers of modern management.
The core aim of this diagram is to brainstorm all the potential
causes that could cause the difficulty and then go deep inside
the factors that are causing the problem eventually. Once the
problem is found, they eliminate them which enable the team
to focus on why the problem has occurred. Also, it lets you
focus on the symptoms or history of the problem. Moreover,
analysts can see the real time snap-shot of the collective inputs
of the team.
Generally, this fishbone diagram is used to present causality
and it has two causes, primary and secondary cause. The first
one is the primary cause that could directly lead to the effect
while the secondary cause is the one that could lead it to a
primary cause which does directly does not have an end effect.

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Typically, the Ishikawa diagram is used to determine factors
that could potentially lead to a major, overall effect, particularly
in quality defect prevention and product design processes. As
mentioned above, the causes are grouped into key categories
so as to be able to recognize sources and causes for any
variations. Those categories included the following.
 Methods: This section covers the details of the process and
some specific requirements for doing it, such as procedures,
rules, policies, regulations and laws.
 People: They are the ones who are involved in the process.
 Machines: These are the computers, tools, and equipments
that are used to fulfill the task and job.
 Measurements: This is the data that is generated from the
process used to evaluate its quality.
 Environment: These are the conditions, time, location,
temperature, and culture in which the process operates.
 Materials: These are the parts, raw materials, paper, pen
that is used to produce the final product.

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MACHINE
 ABSENCE OF WORK HOLDING FIXTURE IN THE MACHINE
THE WORK FORCE AT TATA MOTORS ARE VERY HIGHLY SKILLED.HOWEVER THE
SOMETIMES HUMAN ERRORS CANNO BE OMITTED.TO OVERCOME HUMAN ERROR A
FIXTURE SHOULD BE INSTALLED IN THE MACHINE WHICH AUTOMATICALLY MAKES
THE KEY SLOT A REFERENCE TO GRIND THE LOBE ANGLE.
 CARRIER LOCATOR SMALLER THAN THE KEY SLOT
THE KEYWAY IS MILLED KEEPING THE WIDTH VARYING FROM 5.97 TO 5.99 AND THE
CARRIER’S LOCATOR’S DIAMETER IS 5.84.THE DIFFERENCE BECOMES 150 MICRONS
WHICH CAN CAUSE THE THE LOCATOR POSITION TO VARY AT EVERY SETTING . SO A
LOCATOR WITH MORE CLOSE DIMENSION SHOULD BE PROVIDED
A SUGGESSION FOR THE MODIFIED LOCATER IS GIVEN BELOW

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IT WILL HELP IN MORE PRECISE POSITIONING AND HENCE A LESS VARIATION IN
CAM LOBE ANGLE.
AN ALTERNATIVE DESIGN OF CARRIAGE IS ALSO SUGESSTED,
 MACHINE MISSALIGNMENT
ALL THE MACHINES WERE CHECKED AND NO MISSALIGNMENT WAS FOUND.
METHOD
 BURRS IN THE KEYWAYS
IF BURRS ARE LEFT ON THE MACHINED KEYWAY SLOT, IT WILL CAUSE A POSITIONING
ERROR DURING PLACING THE LOCATOR AND WILL CAUSE VARIATION IN THE CAM
LOBE ANGLE. HOWEVER THE BURRS ARE REMOVED AFTER THE KEYWAY MILLING.
 CENTRELINE MISSALIGNMENT OF KEYWAY
THE CENTER LINE OF KEYWAY WAS DEVIATED MORE THAN 200 MICRONS FROM
FRON THE JOB CENTRE WHICH COLD BE A REASON FOR THE VARIATION OF CAM
LOBE ANGLE

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TH XCDCCZZDDZCC
THE CENTRELINE ALLIGNMENT WAS MADE WITHIN 10 MICRONS BUT THE JOBS STILL
VARIED.

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 KEYWAY CUTTER WIDTH LARGER THAN LOCATER DIAMETER
THE KEYWAY SLOT CUTTER WIDTH IS MORE THAN THAN LOCATOR DIAMETER AND
AND THUS IT EFFECTS IN LOCATER POSITIONING. THE CUTTER SHOULD BE REPLACED
IF POSSIBLE ACCORDING TO LOCATOR DIAMETER.
MATERIAL
 UNDERSIZE MATERIAL SENT FROM PREVIOUS WORK STATION
THE MATERIALS ARE CHECKED AT REGULAR INTERVALS AND THERE IS NO CHANCE
OF SENDING AN UNDERSIZE MATERIAL.THE MANUFACTURING IS DONE KEEPING
IN MIND THE CONCEPT OF SIX SIGMA.
MANPOWER
LACK OF COMMUNICATION BETWEEN OPERATOR AND QUALITY
THERE SHOULD BE REGULAR COMMUNICATION BEETWEEN THE OPERATOR AND
QUALITY. EVEN THE PRODUCTS ARE BEING MADE WITHIN LIMITS, THE REPORT OF
VARIATION SHOULD BE INFORMED TO THE OPERATORS.
CARELESS WORK
CARELESSNESS COULD BE A MAJOR CAUSE FOR ANY PRODUCT TO FAIL. HOWEVER
THE OPERATER EMPLOYED AT SCHAUDT MACHINE IS VERY CAREFUL AND

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CONFIDENT IN HIS WORK.THE PLANT HAS A FRIENDLY ENVIRONMENT AND
OPERATER FATIGUE(IF ANY) ARE HANDLED VERY EFFICIENTLY BY THE TOP
MANAGEMENT.
LACK OF SKILL
THE TATA MOTORS, ESPECIALLY ENGINE FACTORY HAS A VERY EFFICIENT
WORKFORCE. THE WORKERS ARE MADE ENOUGH SKILLED BEFORE PUTTING THEM
ON ANY CRITICAL MACHINE OR ANY MACHINE. THE TATA MOTORS TAKES A
GOOD CARE OF THE SKILL LEVEL OF THE OPERATOR.
MEASUEREMENT
PNEUMATIC GAUGES
PNEUMATIC GAUGES PRESENT AT THE WORKSTATIONS ARE USED TO MEASURE
VERY CLOSE TOLERANCES .IF HOWEVER THE PRESSURE IS NOT MAINTAINED IT
CAN CAUSE MEASURINING ERRORSWHICH IS NOT DESIRABLE . THE AIR PRESSURE
IS MAINTAINED BY AN EXPERIENCED WORK FORCE THUS OMITTING ANY ERROR
IN MEASUREMENT.
CALLIBRATION OF INSTRUMENTS
PNEUMATIC GAUGES, SNAP GAUGE AND DIAL INDICATORS ARE PRESENT AT EACH
WORK STATION AND ARE CALLIBRATED AT REGULAR INTERVALS . THE LABS AT
TATA MOTORS ARE NABL ACCREDITED LABS AND ARE EXPERT IN THER WORK.
ENVIRONMENT
NOISY ENVIRONMENT
THE NOISY ENVIRONMENT IS YET ANOTHER FACTOR WHICH CAN CAN CAUSE
DECREASED EFFICIENCY OF HUMAN. THE PERMISSABLE LIMIT OF SOUND LEVEL
WITHOUT AN HEARING AID IS 85DBA WHICH IS ESTABLISHED BY OSHA. THE NOISE
LEVEL OF THE WORKING AREA OF ENGINE FACTORY IS MUCH LESS THAN 85DBA.

41
TEMPERATURE
THE TEMPERATURE SHOULD BE WITHIN 20 TO 22 DEGREE CELCIUS. THE
METROLOGY LABS AT TATA MOTORS MAINTAIN THE TEMPERATURE RANGE. NO
ERRORS ARE MADE DUE TO THE TEMPERATURE.
Recommendations:
 APROJECTIONCORRESPONDINGTOTHEKEYWAYONTHECARRIER
(SCHAUDT)SHOULD BEDESIGNEDIN SUCHAWAYTHATTHEPROJECTION
FITSEXACTLYINTOTHEKEYWAYSO THATNO FURTHERMISALIGNMENT
TAKESPLACE.
 AN AUTOMATEDWORKHOLDING FIXTURESHOULD BEPROVIDEDIN THE
M/C(SCHAUDT),THUSGETTINGRIDOFTHENEEDTOMANUALLY
ASSEMBLE THECARRIER,THEREBYREDUCINGHUMAN ERRORAND CYCLE
TIME.
 THEKEYWAYMILLING MACHINECOULD BEREPLACEDWITHANEWER
AND MOREACCURATEONE THEREBYREDUCINGANYSOURCEOFERRORS.
 THETAPEROFTHEKEYWAYSHOULD BEADJUSTEDTOREDUCETHE
VARIATION

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