atlas cycles(haryana) pvt. ltd.

SUMMER TRAINING-2014 INDUSTRY REPORT
TANMOY CHAKRABORTY 1
CHAPTER-1: INTRODUCTION

1.1 Bicycle Industry
Industry scenario
 4 major manufacturers- Hero, TICI, Atlas and Avon
 Industry capacity- 119 lacs cycles p.a. (as on 2004)
 Industry capacity utilization- 89% (as on 2004)
 Industry penetration- 45% (as on 2004)
COMPANY VOLUME (LAC NO.) MARKET SHARE
(%)
HERO 53.85 45
TI 28.83 24
ATLAS 28.3 24
OTHERS 7.6 6
Table 1.1(a)
Table 1.1(b)

 India is the second largest maker of bicycles in the world. Around 9 million
bicycles (valued at Rs. 1500 crore) are produced each year. Ludhiana has been
the primary source of components for the cycle industry in India. Recently,
Vendor bases have come up in other parts of the country thereby diluting the
geographical risk.
Fig 1.1(a)
 The Indian bicycle market comprises of 2 segments namely standards and
specials. Standards are the workhorses of rural economy as these are cheap and
rugged bicycles. The specials or fancy segment comprises new generation
which are more expensive.
Table 1.1(c)
In last 6 years, specials have posted a higher CAGR on the back of product
innovations and pricing.
CAGR- Compound Annual Growth Rate
SLR- sports light roadster
MTB- mountain terrain bikes

 The domestic demand in India for the cycles majorly comes from rural areas. In
India more than 60 percent of population resides in rural areas which are
characterized by poor infrastructural facilities and low income groups. These
areas lack the concrete roads and the dirt roads often get damaged during
monsoons. Therefore, the rural population demand bicycle more than motor
driven vehicles. In rural area bicycle is one of the most important modes of
transportation for middle and low income groups.
Fig 1.1(b)
Threats to the industry
 With advent of 50 to 100cc segment of motorbikes and increase in people’s
purchasing power has profoundly hit the cycle manufacturing.
 Emerging Economies are becoming volume drivers with their associated costs,
quality and productivity advantages.
 Development to global standards in a compressed lead time.
 Imports pose price based competition in the replacement market.
 Solution for high volume and world class quality at low costs.
 The presence of a large counterfeit components market poses a significant
threat.
 Further marginalization of smaller players likely.
 Like in many other sectors, the Chinese threat seems to have been overstated in
the cycle industry.

1.2 Bicycle
 A bicycle, often called a bike, is a human-powered, pedal-driven, single-track
vehicle, having two wheels attached to a frame, one behind the other.
 Bicycles were introduced in the 19th century in Europe and, as of 2003, number
more than a billion worldwide, twice as many as automobiles. They are the
principal means of transportation in many regions. They also provide a popular
form of recreation, and have been adapted for use as children's toys, general
fitness, military and police applications, courier services, and bicycle racing.
 The basic shape and configuration of a typical upright, or safety bicycle, has
changed little since the first chain-driven model was developed around 1885.
But many details have been improved, especially since the advent of modern
materials and computer-aided design. These have allowed for a proliferation of
specialized designs for many types of cycling.
 The bicycle's invention has had an enormous effect on society, both in terms of
culture and of advancing modern industrial methods. Several components that
eventually played a key role in the development of the automobile were initially
invented for use in the bicycle, including ball bearings, pneumatic tires, chain-
driven sprockets, and tension-s poked wheels.
1.2.1 History
Fig 1.2(a)

1.2.2 Nomenclature
Fig 1.2(b)
1. Seat tube
2. Down tube
3. Head tube
4. Top tube
5. Seat stay
6. Chain stay
7. Fork
8. Saddle
9. Derailleur
10. Chain
11. Crank
12. Pedal
13. Spokes
14. Rim
15. Tyre
FRAME
FIXTURES TO THE FRAME
DRIVING PARTS
WHEEL ASSEMBLY

1.2.3 Product range
Fig 1.2 (c)
 Roadster: are designed for commuting, shopping and running errands. They
employ middle or heavy weight frames and tires and they often have internal
hub gearing. To keep the rider clean, they often have full front and rear fenders
and chain guards. To make the bike more useful as a commuter vehicle, they
are often equipped with a basket. The riding position varies from upright to
very upright.
 Mountain bicycles (also called All Terrain Bicycle) are designed for off-road
cycling. All mountain bicycles feature sturdy, highly durable frames and
wheels, wide-gauge treaded tires, and cross-wise handle bars to help the rider
resist sudden jolts. Some mountain bicycles feature various types of
suspension systems (e.g. coiled spring, air or gas shock), and hydraulic or
mechanical disc brakes. Mountain bicycle gearing is often very wide-ranging,
from very low ratios to mid ratios, typically with 16 to 28 gears

1.3 COMPANY PROFILE
1.3.1 About company
A Journey of Achievements
Six Decades of Cycling Revolution
Atlas name is synonymous with the cycling revolution in India. Since 6 decades; the
Company has enjoyed a position of eminence and leadership in the Bicycle industry.
This was made possible because Atlas constantly strived to move ahead with never
ending zeal, technological up gradations, backward and forward integration and user
friendly innovations.
4 Million Bicycles
Atlas is proud to be one of the top bicycle producing companies in the world, with a
capacity to produce 4 million bicycles per year. Today, Atlas has earned not only brand
loyalty but also millions of satisfied customers in India and abroad. Atlas always tries
to access customer needs and add value to the product. The company has also been
accredited with ISO-9001-2008 certification from British Standards Institution.
A Global Phenomenon
With a perfect assimilation of styles, technology & a focus on customer needs, Atlas
has formed strong strategic alliances overseas. By offering a wide range of products for
almost all segments and age groups, it has strived to be extremely market friendly and
thus emerging as an internationally preferred brand.
The Road Ahead
Keeping pace with the spirit of Racing Ahead of Times, Atlas is constantly trying to
innovate and offer products with a firm commitment to meet the emerging customer
needs and thereby enhancing its brand image and acceptability in the global market
place.

1.3.2 History
A man who had a dream to provide quality bicycles to his countrymen at reasonable
prices. The man Shri Janki Das Kapur. The dream: Atlas Cycle Industries Ltd. A modest
beginning in an improvised shed at Sonepat. This was transformed into a 25 acre factory
complex in a record period of 12 months in 1951.
In the very first year of operation, 12000 Atlas Cycles rolled out of the plant. It’s no
looking back since then. Soon, the first consignment of Atlas Cycles was sent overseas
in 1958. Atlas has since then exported to several countries.
By 1965, Atlas had emerged as India's largest cycle manufacturer. Greater demand,
higher production and ever-expanding markets made Atlas a name to reckon with. Atlas
introduced the first racing Bicycle in India in 1978.
It was time for accolades. Atlas was presented with the FICCI Award for 'Best Industrial
Relations'. Atlas' growing importance in the international arena did not go unnoticed
either. Italy's Gold Mercury International Award was conferred on Atlas. Subsequently,
it also received the prestigious EEPC Award for export excellence and is the recipient
of several other accolades and awards in various categories.
The honour of being appointed official supplier of bicycles to the IXth Asiad, at Delhi
in 1982, added another feather to Atlas' cap. With growing demand for its products,
came the need for achieving self-sufficiency in specialized bicycle components. To
meet its entire steel tube requirements the Atlas Steel Tube mill was set up at Gurgaon.
Not only was dependence on external suppliers broken but the stringent quality
controls, synonymous with Atlas, were maintained and the journey still continues...

1.3.3 OUR MENTOR
Following closely on the foot-steps of his illustrious father Shri Janki Das Kapur Ji,
Shri Jai Dev Kapur worked hard to take Atlas to new heights of achievement year after
year. He was pioneer in establishing, the Atlas Cycle Industries Ltd. Sonepat, way back
in 1951 with completely indigenous know-how and expertise. Due to restructuring of
the Atlas Group of Industries in 2003, Shri Jai Dev Kapur was appointed as the
President of Atlas Cycles (Haryana) Ltd, Sahibabad (U.P), an ISO 9001-2008 certified
company. Shri. Jai Dev Kapur was also the Director of Milton Cycle Industries Limited,
Sonepat. He served as the President of All India Cycle Manufacturers' Association and
Sonepat Productivity Council several times and fought for the cause of bicycle industry
on various government forums.
A firm believer in progressive management and scientific techniques, Shri Jai Dev
Kapur led a number of Atlas export promotion delegations abroad. It is as a result of
his efforts that Atlas has emerged as a leading exporter of bicycles and bicycles
components. Today Atlas bicycles are being exported to several countries.
In spite of his administrative and executive pre-occupations, Shri Jai Dev Kapur got
associated with various charitable, religious and humanitarian works. Under his able
leadership and guidance, Atlas cycles got a new look from conventional to more
contemporary which reflects the culture of the company of being innovative and
progressive.
Atlas will always follow his illustrious footprints...

1.3.4 PHILOSOPHY
An eye for detail, constant up gradation of products and services, employee
empowerment and above all customer centric approach has made Atlas a very respected
and acclaimed brand across regions.
Atlas logo has been derived from Greek God depicting the legendary hero holding the
world on his shoulders. Thus Atlas assimilates in itself aspirations of the millions in
their progress and transition through various phases in their lives.
Our Moto: Innovative and Progressive
1.3.4 Management
Before moving to Sahibabad, Mr.Girish Kapur was looking after
several critical functions at Atlas, Sonepat. His focus on providing a
superior quality affordable product for the common man is well known
in the industry. He also established Atlas Steel Tube Industries,
Gurgaon. He was also the President of All India Cycle Manufacturers
Association (AICMA) during 2008-09 and under his leadership the Association took
several bold and noteworthy initiatives.
Prior to joining the Sahibabad unit, Mr. Gautam Kapur credibly
looked after the entire International marketing operations of the
company at Atlas, Sonepat. His proficiency in this area is well
acclaimed and will remain an asset in forging future International
business alliances. Additionally he also managed affairs of Milton
Cycle Industries Ltd, Sonepat. Mr. Gautam Kapur is trustee of Dewan Harnam Das
Memorial Trust and Sheila Kapur Memorial Trust. He was also the Vice President of
Indo-Myanmar Chamber of Commerce and Industries.

1.3.5 Social responsibilities
Atlas is also conscious of its social obligations. Atlas has always been associated with
charitable, religious and humanitarian works. It has got long association with Dewan
Harnam Das Saraswati Devi Trust and Sheila Kapur Memorial Trust, Shri Narsingh
Das Hira Devi Trust, New Delhi, Shri Swami Satyanand Dharmarth Trust, New Delhi
and Dharamshila Cancer Foundation and Research Centre, New Delhi. Shri Swami
Satyanand Dharmarth Trust is engaged in the religious activities in the country. Dewan
Harnam Das Saraswati Devi Trust is running a well-equipped Hospital and a Public
School at Sonepat. All these Trusts have been doing laudable work for the emancipation
of the poor, needy and downtrodden. These institutions carved out a name for their
efficiency and standard.

1.3.6 Global Presence
With a perfect assimilation of styles, technology & a focus on customer needs, Atlas
has formed strong strategic alliances overseas. Atlas started exporting bicycles in year
1958 within seven years of its inception.
By offering a wide range of products for almost all segments and age groups, it has
strived to be extremely market friendly and thus emerging as an internationally
preferred brand.
Atlas is proud to be one of the top bicycle producing companies in the world, with a
capacity to produce 4 million bicycles per year. Today, Atlas has earned not only brand
loyalty but also millions of satisfied customers in India and abroad. This is corroborated
by the fact that Atlas Bicycles are being used in several countries.
Keeping pace with the spirit of Racing Ahead of Times, Atlas is constantly trying to
innovate and offer products with a firm commitment to meet the emerging customer
needs thereby enhancing its brand image and acceptability in the global market place.
Our team of highly seasoned professional at export division will be glad to assist in any
kind of global requirement.

1.3.7 News & Achievements
 Gold meet organized for Jharkhand dealers view more
 Atlas, Sahibabad bagged 1st prize at All India Industrial Exhibition, Hyderabad
- Feb 2014view more
 Gold meet organized for Bihar dealers - Feb 2014view more
 Gold Meet organized for Tamil Nadu dealers - Nov 2013view more
 Atlas, Sahibabad participated in Cycle Trade Fair, Patna & IITF, Delhi &
bagged third prize at IITF. - Nov 2013view more
 Gold Meet organized for UP & Uttarakhand dealers - Oct 2013view more
 Atlas Cycle race for boys & girls organized on 20th Sep & 23rd Sep 2013
respectively at Chandausi (UP) view more
 First prize in publicity category at All India Industrial Exhibition, Hyderabad
(AP) – Feb 2013 view more
 FICCI Award for 'Best Industrial Relations'
 Italy's Gold Mercury International Award
 EEPC Award for export excellence
 Appointed official supplier of bicycles to the IXth Asiad held at Delhi in 1982
 Introduced first racing bicycle in India in 1978
 Introduced first 5 & 10 gear cycle in India in 1987
 First company to introduce twin suspension double shocker bike in India
 First company to introduce bicycle with power brakes
 Second prize by UP Trade Promotion Authority at India International Trade
Fair, New Delhi - Nov 2012

CHAPTER- 2: MANUFACTURING TECHNIQUE

2.1 OVERVIEW OF THE MANUFACTURING PROCESS
 Manufacturing a bicycle may not be as tricky, as for an automobile but it too
requires good knowledge of forming processes, fabrication processes, material
treatment and material removal processes.
Fig 2.1(a)
 No-one ever wonders how that simple structure peddled away on the streets
would require such complex processes as rolling, bending, cutting, fitting,
welding, grinding, metal treatment, etc.
 In this chapter all machining aspects related to manufacturing a bicycle is
covered.
 Firstly though, the need of all the departments and their interdependency
should be well understood; as all the departments mentioned above need to
work and function effectively and efficiently to produce a product which is
appreciated and well accepted by the customer.
 The flow chart best indicates the flow and control of material by various
departments and how they end up producing a final product.
Note: Production Planning and Control (PPC) forms the backbone of all processes
as it controls all the processes from purchase up to despatch.
Machinig
processes
Forming Fabrication
Material
treatment
Material
removal
- Rolling
- Forging
- Sheet
metal
operations
-TIG
welding
-MIG
welding
- phosphate
treatment
- brazing
- debrazing
- Drilling
- Grinding
- Milling
- threading

Fig 2.1(b)
Purchase Dpt.
Store
Production
Store
Assembly and
packaging
Store
Despatch
Happy customer
Quality checks
ProductionPlanning&Control

 Firstly the orders of the total items that need to be produced is confirmed by
PPC dept. via information collected from the sales department.
 Next up, PPC plans the production chart for the day by observing data such as
materials to be purchased, parts to be purchased, inventory stock, etc.
 Once plan is prepared, it is distributed to all the departments mentioning details
of the number of parts to be produced.
 Quality check is done for the material and component being received at the
incoming Dpt. and material received certificate (MRC) is produced. After
successful verification of the quality by quality inspectors, materials and parts
are handed-over to the respective departments for further machining, joining,
painting or assembly.
 Steel sheets and steel tubes which form major part of the purchase; once
quality checked are stored in the store unit. Tubular department issues these
raw materials in order to start with its production after analysing the
requirement on the production plan, and performs the following two tasks:
1. Production of frame.
Steel tubes are machined and fitted to brackets to produce the
required quadrant frame which forms the basic structure for the
bicycle. In addition to this, the chain stay and seat stay supports
are also constructed via bending and machining other steel tubes
of varying dimension, which finally take their place as an
supplement to the frame.
Fig 2.1(c)

2. Production of mudguard.
The steel roll is rolled to form and cut to final length; consequently
machining is done to produce the final mudguard.
Fig 2.1(d)
 After construction of the parts, these are taken for brazing to ensure proper
metal joining and cleansed for proper adhesion of the paint compound.
Fig 2.1(e)
 The tubular unit forwards these cleansed parts for painting via loading the parts
on conveyer. Before Paint Dpt. starts with its process, the parts need to be
taken through phosphating unit to prepare a smooth and even surface for the
painting to be flawless.
Fig 2.1(f)

 Correspondingly other parts of the frame (such as the fork end, wires, carriage,
etc.) and different variety of frames (depending on the classification of
bicycle) are issued from storage. These parts are again cleansed and machined
for proper fitting.
 Now the paint shop is ready to perform its function of painting by following
three methods:
1. Manual spray painting
2. Dip painting
3. Electrolytic spray painting
 Basic procedure for painting for the above processes described is as follows:
Clean the part apply primer coat bake & clean
Finally apply the clear coat
Note: The procedure is followed by careful quality checks at each stage. Moreover the
procedure is followed principally the same for 3 of the listed methods.
 After achieving successful paint thickness and required quality, the frames
previously produced are loaded onto the conveyer and others are carried via
trolleys to the assembly unit.
 Assembly unit takes care of various finishing, fittings procedures and
packaging. The frames here receive their fancy stickers and bear the company
logo. Various shells and shockers are fitted and finally loaded on a conveyer
where skilful workers wrap the frames with cardboard and firmly wrap them
with polythene.
After curing
again put base
coat
Again bake
and clean the
parts

 Finally the seat pillar is attached and the unit is loaded onto the conveyer and
sent to storage unit.
 For varying frames some additional assembly is followed like shocker fitting
and carriage fitting, rest procedures are followed similar to the above point.
 Fork ends are separately assembled with crown and cover fitting; finally
packed and moved to storage unit.
 Despatch in addition to its duties of equipment, personnel allocation and their
utilisation issues the packed cycles and puts them effectively in a cardboard
box with its documented paper.
 It records and maintains a copy of the records which include various charges,
services performed, expenses, inventory and other dispatch information.
 The packed units are finally loaded onto the trucks issued by PPC during
production planning according to the order. Hence these loaded trucks drive
through and units reach out to the respective dealers according to their demand
initially placed.
2.2 DEPARTMENTS IN DETAIL
2.2.1 TUBULAR DEPARTMENT
 All predominant machining operations are encompassed under this
department.
 There are namely 2 major operations undertaken by it, that are:
1. Building the basic frame
2. Building the mudguard

2.2.1. 1. Frame construction
 Bicycle frames have to be built to handle a variety of loads. First, the frame
needs to support itself and other components of the bicycle. These are
considered static loads. In addition, the frame needs to be able to handle the
cyclist's weight, the forces of pedalling and braking, and the effects of the
road's surface. These are dynamic loads which move and vary in intensity.
 The most popular frame design which stands up on all regards of the above
forces are the diamond or double- triangle. It's proven to be a great use of
materials, great for bracing angles, great for strength; it lends itself to being
beat up pretty hard and still being ridable.
 The company deals in variety of frames but the ones indigenously built are of
sizes 20”/22”/24”.
Fig 2.2.1 (a)

 Frame consist of steel tubes with grade ERW C1, ERW C2, ERW C3. The
following table descripts all the necessary properties which are dealt with
during material selection. Suitably according to the segment of bicycle being
manufactured steel tubes are ordered to a vendor.
Table 2.2.1(a)
 Once the respective tubes (i.e. bottom, seat, head, top, seat stay and chain stay)
of necessary dimensions and grade are procured, they are received from the
storage and on goes the machining operations to prepare the frame.

OPERATION VENN DIAGRAM
1. Grinding
Def. is a metal cutting operation performed by means of abrasive particles rigidly
mounted on a rotating wheel, it is used to finish the work pieces with extremely
high quality of surface finish and accuracy of shape and dimension.
Machine used: Bench grinder
Fig 2.2.1 (b)
Grinding
operation
Bottom Tube
Seat Tube
Head Tube
Top Tube
 Punching
 Lug fitting
 Notching
 Liner fitting
 B. B. Shell fitting

2. Lug fitting
Def. These are socket-like sleeves which fit over the ends of the tubes and help
connect the steel tubes of frame.
Consecutively brazed with a silver or brass filler metal
Importance
The lug greatly increases the strength of the joint by distributing the molten filler
metal over a larger surface area via capillary action.
4 lugs which may be used to construct a typical diamond frame include:
 Seat lug joins the top tube and seat tube; the ends of the seat stays are usually
brazed directly to the sides or back of the seat lug.
 Bottom bracket shell joins the chain stays, seat tube, and down tube, and
includes a threaded cylindrical socket for the bottom bracket
 Upper head lug joins the head tube and top tube
 Lower head lug joins the head tube and down tube
Fig 2.2.1 (c)
B. B. shell
Seat lug
Head lugs

3. Bottom Bracket shell fitting
It is a casing which encloses bottom bracket and is the lowest part of the bike frame
where the seat tube, down tube and chain stays all converge.
Machine Used: pneumatic press machine
Fig 2.2.1 (d)
4. Punching
Def. It is a cutting process in which material is removed from a piece of metal by
applying a great enough shearing force.
Machine used: Punch press
Fig 2.2.1 (e)

5. Notching
Def. It involves combining a punch press with a specialized punch die to reshape
the end of the tube. Notching allows for assembly of tubes with a tube connector
or welder.
Machine used: Punch press
Fig 2.2.1 (f)
6. Liner fitting involves manually fitting a cylindrical metal plate inside the tube to
provide the tubes support while various machining operations take place. It
prevents the inner surface of the work piece.
Fig 2.2.1 (g)
Operation carried out by manually fitting the liner inside the tube using mallet.
Liner
Steel tube

 With all the necessary operations in place, frame of the bicycle is constructed
by putting the tubes in a gauge set to correct dimensions. The lugs are held in
place by clamps, in which tubes are pressed and fitted.
Fig 2.2.1 (h)
 After obtaining the quadrant structure in position, tack welds are used.
Importance
Tack welds are temporary means to hold the components in the proper
location, alignment, and distance apart, until final welding can be completed.
Several tack welds are made at some distance from each other to hold edges
together. It performs the following functions:
 Holds the assembled components in place and establishes their mutual
location
 Ensures their alignment
 Complements the function of a fixture, or permits its removal, if
necessary
 Controls and contrasts movement and distortion during welding
 Sets and maintains the joint gap
 Temporarily ensures the assembly's mechanical strength against its own
weight if hoisted, moved, manipulated, or overturned.
Fig 2.2.1 (i)

 The head tube joint and seat tube joint are taken for a dip in molten brass
furnace to prepare strong joints and then cooled and stacked in position.
BRAZING
THEORY: It is the joining of metal to metal, by filling the joint with a
different, melted metal at temperatures over 840F. The melted metal filling the
gap must be able to wet the pieces being joined so that it is drawn into the gap
by capillary action. The pieces being joined together are referred to as the base
metal, while the melted metal that fills the gap between them is called the filler
metal.
Filler metal used is a golden coloured metal called brass. Brass melts at a much
lower temperature (1600 F) than steel (2300). As you approach a metal's
melting point, the metal crystallizes, and its alloys can separate. So, if you can
stay well below the metal's melting point, you'll end up with a stronger
attachment.
Fig 2.2.1 (j)
Head tube joint brazing
Seat tube joint brazing
B.B. shell brazing

2.2.1.2 IMPORTANT FIXTURES TO THE FRAME
 These include the seat stay tube and chain stay tube.
 The seat stays connect the top of the seat tube (often at or near the same point
as the top tube) to the rear fork dropouts. On most seat stays, a bridge or brace
is typically used to connect the stays above the rear wheel and below the
connection with the seat tube. Besides providing lateral rigidity, this bridge
provides a mounting point for rear brakes, fenders, and racks. The seat stays
themselves may also be fitted with brake mounts. Brake mounts are often
absent from fixed-gear or track bike seat stays.
 The chain stays run parallel to the chain, connecting the bottom bracket shell
to the rear fork ends or dropouts. Occasionally (principally on frames made
since the late 1990s) mountings for disc brakes will be attached to the chain
stays. There may be a small brace that connects the chain stays in front of the
rear wheel and behind the bottom bracket shell. Chain stays may be designed
using tapered or un-tapered tubing. They may be relieved, ovalized, crimped,
S-shaped, or elevated to allow additional clearance for the rear wheel, chain,
crank arms, or the heel of the foot.
Fig 2.2.1 (k)

OPERATIONS VENN DIAGRAM
1. Bending: Metal forming processes used to permanently form pipes “press
bending” or “rotary draw bending” are used to form the work piece into the
shape of a die. This processes can be used to form complex shapes out of
different types of ductile metal tubing.
Fig 2.2.1 (l)
 Cleaning
 Bending
 Liner fitting
 Trimming
and pressing
 Bridge
welding
 Side cutting
 End rounding
 Spot welding
 tapping
Seat stay tube Chain stay Tube

Process starts with loading a tube into a pipe bender and clamping it into place
between two dies, the clamping block and the forming die. The process of tube
bending involves using mechanical force to push stock material pipe or tubing
against a die, forcing the pipe or tube to conform to the shape of the die.
Machine used: Power press
Fig 2.2.1 (m)
2. LINER FITTING: Here there is use of different type of liner which fits into
the slot created at the end of tube.
3. PRESSING AND TRIMMING:
Pressing again is a metal forming technique used here to flatten out the steel
tubes at the end and excess material is trimmed off and faced to prepare it for
machining and joining.
Fig 2.2.1 (n)

4. BRIDGE WELDING:
Between two chain stay and seat stay tubes are welded a metallic bridge
element to provide lateral rigidity using TIG welding.
This is done by mounting the tubes on a fixture and suitably welding is done
over the sides of bridge to the tube surface.
Fig 2.2.1 (o)
5. Spot welding
After placing the liner inside the tube and press forging it, spot welding is done
to ensure a rigid contact with the flattened end of rod.
6. Tapping: It is the process of cutting a thread inside a hole so that a cap screw
or bolt can be threaded into the hole.
Fig 2.2.1 (p)

 After all the necessary operations concluded, chain stay and seat stay pair
making takes place. The pair of stays are mounted on the jig where these are
mated to the brazed frame after bolting/welding the pairs together.
Fig 2.2.1 (q)
 After the frame is ready it is sent for debrassing as the brass adhering to the
joints may hinder the painting process thus the structure is dipped into various
tanks with solutions TSP(tri- sodium phosphate), normal water, sulphuric acid
and sodium nitrate.
 Finally the concluding machining operation takes place which include
grinding, reaming and dilling holes for various fittings followed by inprocess
quality inspection by placing the frame over a fixture and inquiring its quality.
Fig 2.2.1 (r)

2.2.1.3 Production of mudguard
 It is a part of the cycle which frames up the wheel well. Its primary purpose is
to prevent sand, mud, rocks, liquids, and other road spray from being thrown
into the air by the rotating tire.
 A cycle has primarily single pair of fender; one at front and other at the rear.
 The rear fender runs from the chain stays all around the rear tire until it is
pointing almost straight down at the back. These have two pairs of stays (wire
struts) to hold the rear part in position, and also attach to the seat stay and chain
stay bridges.
 The corresponding front fender extends from about 6 inches in front of the
fork, rearward and down well below the "equator" of the front wheel, again
with stays. Ideally, the front should also be equipped with a mud flap to protect
your feet and the chain wheels from spray.
Fig 2.2.1 (s)
 Material is received form the store for producing front fender, rear fender and
clip in the form of steel sheets which are followed by rolling procedure to cut
the formed sheets to fender shape.
 After all the necessary operations the part goes through the procedures of
inspection and handed over to the paint shop.

Operation Venn diagram
1. Roll to form: flat steel sheets are cold rolled with help of rollers to bend
them to necessary shape and then cut to final size required.
Fig 2.2.1(t)
 Roll to form
 Cut to final
size
 Punching
 End bending
 Pressing
 Fit clipping
 Spot welding
 Hole for
reflector
REAR FENDER FRONT FENDER

2. Punching: It is a cutting process in which material is removed from a piece
of sheet metal by applying a great enough shearing force. Punching is very
similar to blanking except that the removed material, called the slug, is
scrap and leaves behind the desired internal feature in the sheet, such as a
hole or slot.
It is done to create area for fitment
of clip.
Machine used: punch press
Fig 2.2.1 (u)
3. Sharp ends are bent and pressed to prevent sharp edges.
4. Clips required to arrest the postion of mudguards over the wheel are
suitably placed and spot welded.
Fig 2.2.1 (v)
5. For the rear fender an extra hole is punched for attaching a reflector.
Fig2.2.1(w)

2.2.2 PAINT SHOP
 The facility is equipped with a fully automatic paint shop with pre-treatment
plant for painting of Bicycle frames, forks, Chain cover, Mudguard etc.
2.2.2.1 Pre- treatment
 Pre- treatment is a crucial phase which prepares the parts for maximum paint
adhesion by creating a immaculate surface. It basically has 2 parts:
Fig 2.2.2 (a)
2.2.2.1.1 PICKLING PROCESS
 Pickling is a metal surface treatment used to remove impurities, such as stains,
inorganic contaminants, rust or scale from ferrous metals, copper,
and aluminium alloys. A solution called pickle liquor, which contains strong
acids, is used to remove the surface impurities. It is commonly used to descale
or clean steel.
 Scale consists of thin layers of iron oxide crystals, of which the chemical
compositions, structures, and densities vary according to the temperature,
oxidizing conditions, and steel properties that are present during their
formation. These crystals can be dissolved by acids; normally, hot
hydrochloric or sulphuric acid is used. In addition, inhibitors are added to the
acid to protect the steel from being dissolved as well.
 Process is operated by dipping the parts for a predefined time in a line of tanks
as high as 25 to 30m containing acid and neutraliser. Each maintained at
constant temperature and concentration.
Pre-treatment
Pickling Phosphating

2.2.2.1.2 Phosphating
 Phosphate coatings are used on steel parts for corrosion resistance, lubricity,
or as a foundation for subsequent coatings or painting. It serves as a conversion
coating in which a dilute solution of phosphoric acid and phosphate salts is
applied via spraying or immersion and chemically reacts with the surface of
the part being coated to form a layer of insoluble, crystalline phosphates.
 The application of phosphate coatings makes use of phosphoric acid and takes
advantage of the low solubility of phosphates in medium or high pH solutions.
Iron, zinc or manganese phosphate salts are dissolved in a solution of
phosphoric acid. When steel or iron parts are placed in the phosphoric acid, a
classic acid and metal reaction takes place which locally depletes
the hydronium (H3O+
) ions, raising the pH, and causing the dissolved salt to
fall out of solution and be precipitated on the surface.
The following is a typical phosphating procedure:
Fig 2.2.2 (b)
Degreasing using Caustic soda
(Temperature 70 to 95°C)
Water
HCL
Temperature 65 to 75°C
D. M. water
Passivation
o Cleaning the surface
o Rinsing
o Surface activation
o Phosphating
o Rinsing
o Neutralizing rinse (optional)
o Drying
o Application of supplemental
coatings

2.2.2.2. Methods of painting
 With completion of surface treatment, parts are transferred for the painting
processes.
 The plant uses 3 methods:
Fig 2.2.2 (c)
 Choice of method is attributed by the paint being used. The plant used the
following criteria:
METHOD MECHANISM PAINT TYPE PARTS
Dip painting
Manual dipping
of parts into large
containers
having paint.
High bake paint
(baking
temperature
260°C)
Carriage,
mudguard,
mudguard
stands
Spray painting Use of automated
spray machines
or manual spray
guns
Low bake paint
(baking
temperature
160°C)
Fancy frames,
forks,
mudguard.
Table 2.2.2(a)
Painting
Manual Painting Dip Painting
Electrolytic
spray Painting
Bell plant
Disc plant

2.2.2.2.1 Dip Painting
 It is a process in which the part is simply dipped into a bath of high bake paint
and consecutively pulled out and loaded on a conveyer which transfers them
to a dryer, where they get dried.
 The dip coating process can be separated into five stages:
o Immersion: The part is immersed in the solution of the coating material
at a constant speed.
o Start-up: The part has remained inside the solution for a while and is
starting to be pulled out.
o Deposition: The thin layer deposits itself on the surface of part, while it
is pulled out. The withdrawing is carried out at a constant speed to avoid
any jitters.
o Drainage: Excess liquid will drain from the surface.
o Evaporation: The solvent evaporates from the liquid, forming the thin
layer when dried in the heater.
For rear mudguard
After the dip painting is done it is removed from the conveyer and is checked for
necessary paint thickness.
After processes:
Fig 2.2.2 (d)
Hole punched
for name plate
Name plate
fixed using
rivet
Place gold or
silver linings
on the
boundary
Another coat
of white paint
on part of
mudguard
After suitably
baking the
paint sticker
is put on
Wrapped with
crape paper
and part put
inside
polythene

2.2.2.2.2 Manual Spray painting
 Spray painting is a painting technique where a device sprays a coating
through the air onto a surface. The most common types employ compressed
gas—usually air—to atomize and direct the paint particles. Spray guns are
used for this technique. Air gun spraying uses equipment that is generally
larger. It is typically used for covering large surfaces with an even coating of
liquid. Spray guns can be either automated or hand-held and have
interchangeable heads to allow for different spray patterns.
 This process occurs when paint is applied to an object through the use of an
air-pressurized spray gun. The air gun has a nozzle, paint basin, and air
compressor. When the trigger is pressed the paint mixes with the compressed
air stream and is released in a fine spray.
 Due to a wide range of nozzle shapes and sizes, the consistency of the paint
can be varied. The shape of the work piece and the desired paint consistency
and pattern are important factors when choosing a nozzle.
 The three most common nozzles are the full cone, hollow cone, and flat stream.
There are two types of air-gun spraying processes. In a manual operation
method the air-gun sprayer is held by a skilled operator, about 6 to 10 inches
(15–25 cm) from the object, and moved back and forth over the surface, each
stroke overlapping the previous to ensure a continuous coat.
Fig 2.2.2 (e)
 In the department such manual air spray is also used to paint portions of the
parts which are unreachable by the automated spray painting device.

2.2.2.2.3. Electrolytic spray painting
 This is a type of automated spray painting method which works on works on the
principle of electrolysis. The object being painted is usually placed on rollers or
a turntable to ensure overall equal coverage of all sides.
 It is a painting process that employs charged particles to more efficiently paint
a work piece. Paint, in the form of either powdered particles or atomized liquid,
is initially projected towards a conductive work piece using normal spraying
methods, and is then accelerated toward the work piece by a
powerful electrostatic charge.
 The work piece travels down a conveyor belt towards a paint booth, or paint
tank, where it is sprayed with, or dipped into, electrostatically charged
paint particles. Integrated into a powder paint booth is a powder recovery unit,
which recovers between 95% and 100% of the paint over-spray coatings. After
the work piece is coated, it continues on the conveyor belt to an oven, where the
paint is cured.
 The benefits to the process of electrostatic coating is the ability to recover the
little over-spray and having the process automated which will cut costs. The
reason for the little over spray is the paint particles that do not hit the piece will
turn in the air and go back to the piece. There are also some drawbacks to the
process everything in the area of the coating must be grounded to prevent static
build up and can easily arc, damaging the hanging devices and/or the locations
where the hanging devices rest on the conveyor.
Fig 2.2.2 (f)

2.2.2.2.3.1 DISC PLANT
 Rotary atomization is a variation of electrostatic spraying that uses centrifugal
force generated by discs to atomize paint, which drives it from the spray disk.
In this case, the expelling effect appears between the paint carrying
electrostatic and the live particles as to cause further atomization of paint and
thus, forming much finer thin fog.
Fig 2.2.2 (g)
 Due to the occlusion of electrostatic, the lost paints are sucked back to the
workplace in generating a kind of surrounding electrostatic effect and the over
spraying phenomenon is thus minimized. In this way, the atomization of this
method is excellent as is the transfer efficiency. This method also can be used
with paints of different viscosity. Therefore the machine has achieved the
purpose of electrostatic coating.
Fig 2.2.2 (h)

 In using the liquid electrostatic spray gun, the high compress air tends to throw
the paint away when the paint passes through the special nozzle, the droplets
pick up the charge from an electrically charged electrode at the tip of the gun
by charged electrode.
Fig 2.2.2 (i)
 The charged particles are given their initial momentum from the fluid
pressure/air pressure In this case, the expelling effect appears between the
paint carrying electrostatic and the live particles as to cause further atomization
of paint and thus, forming much finer thin fog. Due to the occlusion of
electrostatic, the lost paints are sucked back to the workplace in generating a
kind of surrounding electrostatic effect and the over spraying phenomenon is
thus minimized. In this way, the machine has achieved the purpose of
electrostatic coating.
Fig 2.2.2 (j)

2.2.2.2.3.2 Bell plant
 A rotary atomizer is a paint applicator used in high volume production
environments. Also called a 'paint bell', or 'bell applicator', it is preferred for
high volume paint application for its superior transfer efficiency, spray pattern
consistency, and low compressed air consumption, when compared to a paint
spray gun.
Fig 2.2.2 (k)
 The typical bell applicator consists of five major assemblies: the valve module,
the bell cup, the turbine, the shaping air shroud, and the electrostatic system.
 The valve module is a manifold consisting of passages for paint, solvent, and
compressed air, and valves to control the flow of materials for paint delivery,
cleaning and purging with solvent, and management of compressed air to the
valves, turbine, and shaping air shroud.
Fig 2.2.2 (l)

 The bell cup is a conical or curved disc fixed to the shaft of the turbine. Paint is
injected into the centre of the rear of the disc, and is atomized by being forced
out to the edge of the cup by centrifugal forces. The flow of the paint over the
cup and off the edge breaks up the paint into atomized droplets.
 The turbine is a high speed, high precision air motor that rotates the bell cup at
speeds ranging from 10,000rpm to 70,000rpm, depending on the cup diameter,
atomization desired, and physical properties of the paint. Typical turbines for
this application use an air bearing, where the spinning shaft is suspended in a
cushion of flowing compressed air, with virtually no frictional resistance.
 The shaping air shroud, or shaping air ring, is simply a ring with passages for
air to flow out the front of the atomizer, outside of the cup diameter, to manage
the size of the spray pattern produced. As more air is forced through the shroud,
the atomized paint is forced into a smaller pattern.
 The electrostatic system can be internal or external (or direct or indirect charge),
and supplies high voltage (30,000 to 100,000 volts DC) charge to the applicator,
or the air surrounding it. This has the effect of negatively charging the paint,
while causing a region of positive charge to form on the work piece, resulting
in electrostatic attraction between the paint and the work piece. The electrostatic
system is visible only on an external (or indirect) charge applicator, where it
appears as a series of 4-8 forward-facing electrodes in a circular array around
the bell. It is typically called a 'candelabra' for its resemblance to one.
 The paint is fed to bell shaped applicator rotating at high speed (6000 rpm). The
paint particles are atomized due to high rotation speed. The paint particles are
negatively charged (at 100kV) and these follow the spray pattern generated due
to the air shower and deposit on the article. Transfer efficiency is very high and
may reach 90%.The bell is also used in powder coating.
Fig 2.2.2 (m)

2.2.3 ASSEMBLY DEPARTMENT
 Painted parts are conveyed to the assembly department after necessary quality
checks.
 Here all the parts/components are brought together to form a single product
i.e. bicycle.
 Some of the tasks undertaken in this department are:
Frame Assembly:
 Name plate riveting
Fig 2.2.3 (a)
 Gold and silver lining
Fig 2.2.3 (b)
 Sticker placing
Fig 2.2.3 (c)
Name plates are riveted
onto to the head tube of
the frame having holes
predrilled where rivets
can be positioned in.
To add graphical appeal to
the frame, a skilled worker
is employed who runs
down parallel set of painted
lines along the curved
surface of the frame.
For the same reason frames
are put on racks to cover
them with stickers/labels.

 Thread cutting on B.B. shell
Fig 2.2.3 (d)
 Assembly of ring and cup inside B.B. shell
Fig 2.2.3 (e)
Ring is tighened partially over the cup and screwed into the shell.
 Seat pillar attachment
Fig 2.2.3 (f)
Using a tapping tool
threads are cut inside the
bottom bracket which
would accept the ring
and cup assembly for
axle fitment.
Using a gentle strokes of
mallete seat pillar
attachment is forced down
the seat tube.

 Identification sticker is put over each frame, followed by painting the frame
number near the seat tube opening.
 Cardboard and polythene wrapping
Fig 2.2.3 (g)
Polythene is tightly laced around the frames protecting each part of the
assembly from foreign dirt or mud. This is followed by a cardboard covering
over the tubes to keep the product safeguarded.
Fork assembly:
Fig 2.2.3 (h)
Painted fork
ends
received
Turning
done to fit
crown cover
Crown fitted
using a
pneumatic
press machine
Sticker put on
the legs of the
part
Plastic cover
put on the
head of tube
Part placed and
wrapped in air
bubble polythene
cover and send to
store.

2.2.4 Quality department
 Quality control (QC) is a procedure or set of procedures intended to ensure that
a manufactured product or performed service adheres to a defined set of quality
criteria or meets the requirements of the client or customer.
QUALITY OBJECTIVES:
1. Maintain and improve accuracy of inspection, testing and
measuring equipment though regular maintenance and
calibration.
2. Timely supply of quality product to dealers.
3. Implementation of high quality inputs during manufacturing.
4. Achieve total customer satisfaction by projecting and enhancing
image of company for excellence in quality.
5. Constant training and orientation of employees to achieve high
level of quality consciousness.
 Types of QC:
Fig 2.2.4 (a)
2.2.4.1 Incoming QC
 Material on receipt from the vendor is thoroughly checked and an inspection
report is carried with it in addition to the identification tag, then forwarded to
the storage.
 If the material is not up to the standard it is sent back to the vendor and an
inspection is carried out over the subsidised material.
Quality check
Incoming Final/ intermediate

Table 2.2.4(a)
 VARIOUS EQUIPMENTS USED
o Vernier calliper
o Thickness gauge
o Bevel protractor
o Bore gauge
o Ring gauge
o receiving fixtures
Fig 2.2.4 (b)

TEST AIM PROCESS FREQUENCY
OF TEST
REQUIREMENT
Kinetic test
for pedal
Mass suspended over each
pedal on a assembled pair
of pedal via test shaft
Every month There should be no
noticeable fracture after
1000000 cycles
Handle
dynamic test
Handle is delivered with
continuous vibrations while
being fixed over a fixture.
Every month No fracture/ crack to
appear on the bar handle
and stem.
Fork
vibration test
Fork is delivered with
continuous vibrations under
a load of 3 kg on each leg
for duration of 1.1 hours
while being clamped on a
fixture.
Every 15 days No visible fracture on the
fork leg joints.
Saddle
fatigue test
 Big size saddle
Load of 70kg mass
 Children saddle
Load of 50 kg
Load to be applied at rate of
150 strokes/min for total
70000 strokes.
Every month No abnormality
No deformation
On saddle top and other
parts.
Tensile
strength
machine for
spoke
500kgf loaded on stud till
the specimen clamped
between the jaws breaks.
Every lot Breaking load >= 262kgf
Tyre
abrasion test
`Note the initial weight
(w1) of tyre and then apply
60kg load on each side
running at 1200 rpm for
10.5 hours meant for
750000 running cycles.
Every 15 days Weigh the tyre after the
run (w2) and measure the
% abrasion.
% abrasion={ (w1-
w2)/w1}x100
Chain
breaking test
Fix ends of chain in jaws in
vertical orientation and set
vibration frequency of
21Hz.
Every lot Breaking load >950Kgf
Tire tube
tensile test
Make a sample through
dumble die and fix the ends
between jaws for elongation
test after noting initial
length (L1).
Register the breaking load
and final length (L2).
Every 15 days Tensile strength=
breaking load/ area of
dumble piece(w x t)
Elongation%= {(L2 –
L1)/L1}x100
Tyre elongation >= 300%
Tensile strength >=80Kgf
Impact load
test
Mount the assembly to
fixture by B. B. axle and
another at chain stay with
hub at bottom. Release load
on top of spindle. Clamped
with fork after measuring
the distance between
Every month Centre distance < 40mm

centres of hub at bottom
and spindle at top.
Lift the load and measure
the same distance.
Rim vertical
load
Insert rim in clamp keeping
joint at right angle to point
of load application. Take
initial reading at scale
attached before applying
load feeling the contact load
at bead. Apply load till
70kg for 2 min. release the
load and take final reading.
Net difference is net
deformation.
Every 15 days Deformation <2.5mm
Table 2.2.4(b)
Fig 2.2.4 (c)
2.2.4.2 Final inspection
Tubular
After construction of frame it is placed over a fixture and clamped to check for
necessary design flaws if any.
Paint
After the painting process, paint thickness is verified using various thickness
gauges.
Despatch
A final inspection check is done manually for all necessary defects and
documents related to the product before loading them on despatch trucks.

2.2.5 Maintenance Department
 The goal of the Maintenance Department is to provide quality, cost-effective,
and timely custodial and maintenance repair services for the machines being
used in the plant.
 Also keep a check on the availability of various parts and spares in inventory.
 Diesel generator
 Boilers
 Chilling plant
 Compressors
 Air blowers
 Bell plant
 Power presses
 Rolling machine
 Drill machine
 Tapping machine
 Grinders
 Shaper
 R. O. plant
 Lathe
 Milling machine
 Spray guns
 Pumps
 Welding machines
Validate functioning of all the
equipment on daily, monthly &
yearly basis.
Hence keeping the plant always
in productive phase.
Yearly
Daily

CHAPTER-3: PROJECT

Aim: Model a bicycle in a computer aided design software.
Theory: Computer-aided design (CAD) is the use of computer systems to assist in
the creation, modification, analysis, or optimization of a design. CAD software is used
to increase the productivity of the designer, improve the quality of design, improve
communications through documentation, and to create a database for manufacturing.
CAD output is often in the form of electronic files for print, machining, or other
manufacturing operations. CAD software replaces manual drafting with an automated
process.
Software in use: CATIA V5
Introduction to software
CATIA is a robust application that enables you to create rich and complex designs.
 It is a mechanical design software.
 It is feature based, parametric solid modelling design tool that takes advantage
of easy to use Windows graphical user interface.
 You can create fully associative 3D solid models with or without constraints,
while using automatic or user defined relations to capture design intent.
Process:
 All drafted designs for various parts were provided. It included drawings for the
frame, fork, chain stay, seat stay support tubes, crank assembly, and carriage.
 After determining the views from all directions, the product was
conceptualized, visualised and initiated with.
 Before any model can be developed, first task remains of creating a profile and
successfully constraining it to the required dimensions.
 Commands used for creating a profile included drawing lines, points, circles
and ellipses.

Fig 3(a)
 After creating basic profiles, various features can be clubbed with it to develop
a body by adding necessary material over the profile or removing it, whichever
be the case.
Fig 3(b)
Some commands used:
1. PAD: sketch based feature that adds material to a model.
2. POCKET: sketch based feature that removes material from the model
3. SHAFT: revolve based feature that adds material to the model
4. GROOVES: revolve feature that removes material from existing features by
rotating a 2D profile around axis.
5. RIB: it is a positive solid that is generated by sweeping a profile along a centre
curve.
6. SLOT: It is a negative solid that is generated by sweeping a profile along a
centre curve.

7. MULTI SECTION SOLID: it can be a positive or negative solid that is
generated by 2 or more planar profiles swept along a spline. Used to create
complex solids and transition geometry between two existing solids.
Fig 3(c)
 Final parts after completion:
PART MODEL
Frame
Chain stay supports

Carriage
Seat stay supports
Peddle
Fork & handle assembly

Saddle
Crank assembly
Wheel
Table 3(a)

 Final assembly model after all the fitments in place.
Top front
Side Isometric
Fig 3(d)

CHAPTER-4: CONCLUSION

During the period of this project I studied about the different type of machinery
and processes that are essential for production of the various components related
to a bicycle. The production is broadly for the manufacturing of the sports light
roadster cycles (SLR) and specials which take up the maximum production
owing to the huge customer demands. Besides it, the remarkable coordination
between all the departments to keep the production running effectively and
efficiently was substantial.
The project I worked upon was modelling a full size bicycle in a CAD software,
which would help visualise the product on various grounds such as design
ergonomics, aerodynamics, stress analysis, fatigue tests, factor of safety of the
structure, etc. This could actually cut down various expenses owing to the
prototyping stage while developing a new product.

BIBLIOGRAPHY
 http://www.atlascycles.co.in/
 http://www.atlascycles.co.in/
 http://www.atlassteeltubes.com/about_clients.asp#Bicycle%20Applications
 http://ticycles.com/
 http://www.miltoncycles.com/index.asp
 http://en.wikipedia.org/wiki/Bicycle
 http://www.mbarendezvous.com/cyclecasestudy.php
 http://www.rivbike.com/kb_results.asp?ID=32
 http://curbdestroyer.blogspot.in/2011_09_01_archive.html
 http://www.smithy.com/machining-handbook/chapter-8/page/3
 http://www.greenlinebicycles.com/manufacturingprocess.php
 http://www.thefabricator.com/article/cuttingweldprep/how-to-perform-tack-
welding-successfully
 http://www.lucasmilhaupt.com/en-
US/brazingfundamentals/properbrazingprocedure/
 http://www.pedalinghistory.com/PHhistory.html
 http://www.ilve.com.tr/proses.asp?d=ING&id=1

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