The document provides details about the author's industrial training at Mahindra & Mahindra (Swaraj Division). It includes: 1) An overview of Swaraj Division and its various product lines and departments. 2) Descriptions of key manufacturing processes like light machine shop, heat treatment, and assembly of components like the differential, engine, and gearbox. 3) Time studies conducted using Critical Path Method to identify bottlenecks in the assembly of differential sub-assembly, rear cover, engine sub-assembly, and gearbox sub-assembly. The analyses identified specific activities as bottlenecks in each assembly process.

1. REPORT OF INDUSTRIAL TRAINING
AT
MAHINDRA & MAHINDRA (SWARAJ DIVISION)
SUBMITTED TO: SUBMITTED BY
DEPPT. OF MECHANICAL ENGG. KANWALDEEP SINGH
SG12927
MECHANICAL 8TH SEM

2. INTRODUTION
• Established on 27th of June 1970.
• PTL started with an annual capacity of 5000 tractors
and with a capital of Rs. 3.7 cr.
• IN 2007 M&M (the leaders in domestic tractor
industry) acquires majority stake in PTL.
• IN 2012 Swaraj becomes the second tractor company
in the world to win the prestigious DEMING Prize.
• IN 2013 Swaraj Division Plant 1 and Plant 2 Won TPM
Excellence Award From JIPM.

3. VARIOUS DIVISION OF SWARAJ GROUP:-
Swaraj consists of SIX divisions:
• Swaraj Tractors Division.
• Swaraj Mazda Ltd.
• Swaraj Combine Ltd.
• Swaraj Automotive Ltd.
• Swaraj Foundry Division.
• Swaraj Engines Ltd.
VARIOUS MODLES OF SWARAJ TRACTORS DIVISION
• Swaraj 735 with 35 HP.
• Swaraj 744 with 44 HP.
• Swaraj 855 with 55 HP.
• Swaraj 960 with 40 HP.

4. VARIOUS DEPARTMENT IN SWARAJ TRACTOR
DIVISION
• PPC: Production planning & control
• R&D :Research & Development
• H.R :Human Resource

5. LIGHT MACHINE SHOP (L.M.S)
L M S is the largest section of the factory. All transmission
components like shafts and gears used in tractors are
manufactured here. L.M.S comprises of 117 machines.
• FUNCTION OF THE DEPARTMENT
• Gear manufacture and grinding.
• Machining of bull gears.
• Bevel gear cutting of all rounds on power hacksaws.
• Facing and centering.
• All type of grinding inner and outer gears.
• Hobbing and broaching machine.
• Gear shaving gear deburring machine.
• Drilling of all gears reporting system.
• Number of workmen shifts operations.

6. DIFFERENT MANUFACUFACTURING
OPERATIONS IN LMS
• Facing
• Rough Turning
• Finish Turning
• Grooving
• Drilling
• Boring
• Grinding
• Hobbing
• BROACHING

7. HEAVY MACHINE SHOP (H.M.S)
• All heavy casting of tractors is machined in this shop with the
help of variety of special machine.
• Facilities of this shop include general-purpose turning, drilling
and milling machines
 COMPONENTS MACHINED IN THE HMS
1. GEAR BOX HOUSING
2. DIFFERENTIAL HOUSING

8. 3. REAR COVER
4. TRUMPET HOUSING
5. BRAKE HOUSING

9. HEAT TREATMENT SHOP
• In automobile industry all the gear and shafts need to be heat treated to
impart desired strength and increase life of the component.
• The H.T shop at PTL is equipped with several gas carbonizing furnaces,
quenching tanks, induction hardening machines and shot blasting
furnaces.
Heating of the metal to pre-determined
temperature.
Soaking of the metal at that temp. until the
structure becomes uniform throughout the mass.
Cooling of the metal at some pre-determined rate
to cause the formation of desirable structures
within the metal/alloy for the desired purpose.

10. PURPOSE OF THE HEAT TREATMENT
• Improve machinability.
• Relieve internal stresses.
• Improve mechanical properties such as ductility, strength,
hardness, toughness etc.
• Change in grain size.
• Increase resistance to heat and corrosion.

11. ASSEMBLY SHOP (ASSEMBLY OF SWARAJ TRACTOR)
• ASSEMBLY:
The process of joining various constituents to form
a final product.
 Assembly of the tractor is divided into five sections:
a) Differential Sub assy.
b) Engine Sub assy.
c) Hydraulic rear cover Sub Assy.
d) Gearbox Sub Assy.
e) Main line Assy.

12. DIFFERENTIAL SUB ASSEMBLY
• FUNCTION:
 When the vehicle takes turns , a device is necessary which
make the wheels move at different speed and equal speed on
straight path
 To accomplished this purpose a system of gear called “
Differential System “ is provided.

13. • PARTS IN DIFFERNTIAL SUB ASSEMBLY:
• CAGE
• CROSS
• BEVEL WHEEL
• SUN GEAR
• PLANET GEAR
• TAIL PINION SHAFT
• BULL PINION SHAFT
• BULL GEAR
• SUCTION STRAINER
• PTO SHIFTER
• PTO SHAFT
• TRUMPET LAY OUT OF DIFF. SUB ASSY.
• BRAKES
CAGE
ASSEMBLY
CAGE , BULL
GEAR &BRAKES
FIITTED
PTO SHIFTER &
SUCTIO N
STRAINER ASSY
BRAKE PEDAL
,TAIL PINION
SHAFT FITTED
GEAR BOX
COUPLING

14. ENGINE SUB ASSEMBLY
• PARTS ATTACHED IN ENGINE SUB ASSEMBLY:
• ALTERNATOR
• HYD. PUMP
• STARTING MOTOR
• CLUTCH PLATE
• PRESSURE PLATE
• FRONT AXLE BEAM(FAB)
• KPSA(KING PIN STUB AXLE)

15. LAY OUT OF ENGINE SUB ASSY
HYD PUMP ASSEMBLY
CLUTCH PLATE &
PRESSURE PLATE
FITMENT
ALTERNATOR,STARTING
MOTOR FITMENT
FRONT AXLE BEAM
ASSEMBLY
KING PIN STUB AXLE
ASSEMBLY
FRONT AXLE BEAM
FITMENT

16. REAR COVER SUB ASSEMBLY
• It is the device which is used to control the hydraulic
lift attached behind the tractor .
• Hydraulic lift capacity of tractor can be up to 3000kg.
PARTS IN REAR COVER SUB ASSEMBLY:
• CONTROL SECTOR
• RAM ARM
• COUPLER
• SENSOR TUBE
• CYLINDER
• PISTON
• CONTROL VALVE

17. LAYOUT OF REAR COVER ASSEMBLY
Rear Cover Casting
loaded on assy line
Control sector assy.,
Cylinder Assembly,
Coupler assembly
Control Valve
Assembly
Response Valve
Assembly
Sensor Tube
,cylinder, control
sector & valve
attached
Testing Of Rear
Cover For Any
Leakage

18. GEARBOX SUB ASSEMBLY
PRINCIPLE:
• As we know that horsepower developed by any engine is directly
proportional to product of torque and rotational speed.
FUNCTION:
• Most modern GEARBOXES are used to increase torque while reducing the
speed of a prime mover output shaft (e.g. a motor crankshaft).
• This means that the output shaft of a GEARBOX rotates at a slower rate
than the input shaft, and this reduction in speed produces a mechanical
advantage, increasing torque.
TYPES OF GEAR BOX:
• Sliding mesh gear box
• Constant mesh gear box.

19. • PARTS IN GEAR BOX SUB :
• IDLER CLUSTER
• INTERMEDIATE SHAFT
• LAY SHAFT
• BEARING HOLDER
• PLANET CARRIER
• STEERING
• SHIFTER ROD
LAY OUT OF GEAR SUB ASSEMBLY
IDLER CLUSTER,LAY
SHAFT,INTERMEDIATE
ASSY.
LAY SHAFT&
INTERMEDIATE SHAFT
ATTACHED
BEARING HOLDER& CA
GUIDE , PLANET
CARRIER ASSY
ABOVE PARTS
ATTACHED
STEERING FIITEDTESTING

20. PAINT SHOP
• Paint shop is the place where the different sheet metal
components are painted.
• They are made to pass through various chemicals before they
are actually painted.
• The painting methods operated is that of Spray painting.
NEED FOR PAINTING:-
• Long Life.
• Rust Resistance.
• Better Look

21. The various operation performed in
paint shop are
• Surface Preparation (Pre Treatment Cell) – carried out for sheets
and rims.
• Painting JOSH 1(dash board, rear frame ,front shield ,top bonnet),
JOSH 2(fenders, side panel), CHASSIS BOOTH (washing, primer,
washing zones), FINAL TOUCH UP.
• Inspection.
• Rejection (Reprocessing) for sheets and rims.
• NEED FOR SURFACE PREPERATION:-
• For removing Organic compounds (oil, grease)
• Inorganic compounds (oxides, peroxides)
• Better paint adhesion.
• Elimination chances of reoccurring of dust.

22. NEED FOR SURFACE PREPERATION:-
• For removing Organic compounds (oil, grease)
• Inorganic compounds (oxides, peroxides)
• Better paint adhesion.
• Elimination chances of reoccurring of dust.
CHEMICAL PROCESS
Degreasing.
Water
Rinsing
De-rusting Rinsing
Surface
activation
Phosphating
Water
Rinsing
Passivation
Drying

23. • PAINTING
• The process (sheet and rim painting) includes:
• Full primer+ one coat of paint (30-40 microns).
• Flash off.
• Baking.
• Rubbing.
• Cleaning with tag rag.
• Final painting.
• Flash off.
REASONS FOR REJECTION:-
• Flow.
• Less paint.
• Pin hole.
• Crow footing.
• Shade variation.

24. TESTING

25. PROJECT WORK
TIME STUDY TO FIND BOTTLE NECK PROBLEM
USING CRITICAL PATH METHOD

26. Bottleneck
PROBLEM
• Bottleneck
• Schroeder defines bottleneck as, “a work centre whose capacity is
less than the demand placed on it and less than the capacities of all
other resources. A bottleneck resource will constrain the capacity of
the entire shop and an hour added to the bottleneck will add an
hour of capacity to the entire factory. An hour added to the non-
bottleneck work center will not help the schedule at all since the
excess capacity exists there.”
• A bottleneck station determines the capacity of the whole
production system; in a balanced assembly line, if 5 minutes’ of
work is added to the tasks of a station, all the following stations will
have to wait for 5 minutes for all assembled products. This shows
that, in fact each operator on the line is a bottleneck for the line
and it is of crucial importance to eliminate the balance losses for
maximizing line capacity.

27. What is CPM?
The Critical Path Method or Critical Path Analysis, is a
• mathematically based algorithm for scheduling a set of project
activities
• It is an important tool for effective project management
• Commonly used with all forms of projects, including
• construction, software development,
research projects, product
• development, engineering,
and plant maintenance, among
others
• Any project with interdependent
activities can apply this
method of scheduling

28. DIFFERENTIAL TIME STUDY
TIME STUDY
ACTIVITY TASK OBSERVED TIME AVG. TIME PRECEDENCE
ACTIVITY
1 2 3
A CAGE ASSEMBLY 4:17.1 4:12.2 4:15.1 4:14.81 -----
B TRUMPET ASSEMBLY 1:16.6 1:07.7 1:11.2 1:11.83 -----
C TAIL PINION SHAFT
ASSEMBLY
2:52.3 3:04.8 3:15.9 3:04.2 -----
D PTO SHIFTER ASSEMBLY 1:13.3 1:16.5 1:26.4 1:15.4 -----
E PTO SHAFT ASSEMBLY 00:57.8 1:05.48 1:06.8 1:03.3 ------
F SUCTION STRAINER
ASSEMBLY
00:46.11 00:49.8 00:58.0 00:51.3 -----
G ATTACHMENT OF ABOVE
PARTS
33:54.7 24:59.7 30:13.0 29:43.2 A,B,C,D,E,F
H IDEAL TIME 2:11.0 6:00.9 3:33.1 3:54.8 G
I GEAR BOX COUPLING 2:31.8 2:45.1 3:15.5 2:50.3 H

29. NETWORK DIAGRAM OF DIFFERENIAL SUB ASSEMBLY
• CRITICAL PATH:A+G+H+I=40:41.4
• BOTTLE NECK PROBLEM : Activity (A):Cage Assembly

30. REAR COVER TIME STUDY
TIME STUDY
ACTIVITY TASK OBSERVED TIME AVG.
TIME
PRECEDENCE
1 2 3
A CONTROL SECTOR SUB
ASSEMBLY
1:56.2 1:42.4 2:05.1 1:54.5 ------
B CYLINDER SUB
ASSEMBLY
1:39.05 1:30.3 1:37.74 1:35.71 -------
C SENSOR TUBE 00:50.3 00:50.15 00:54.8 00:51.75 ------
D RAM ARM ASSEMBLY 00:12.9 00:16.68 00:19.9 00:16.9 -------
E DRAFT ROD 00:25.29 00:40.3 00:47.8 00:37.79 -------
F POSITION ROD 00:30.47 00:52.6 00:48.1 00:43.72 ------
G COUPLER SUB
ASSEMBLY
00:30.2 00:25.9 00:34.8 00:30.3 E,F
H ATTACHMENT OF THE
ABOVE PARTS
25:20.5 24:26.2 26:42.8 25:29.3 A,B,C,D,G
I TEST RIG 2:04.5 2:20.8 2:35.9 2:19.74 H

31. NETWORK DIAGRAM OF DIFFERENIAL SUB ASSEMBLY
• CRITICAL PATH:A+H+I=28:42.3
• BOTTLE NECK PROBLEM:ACTIVITY (A):CONTROL SECTOR

32. ENGINE SUB ASSEMBLY TIME STUDY
TIME STUDY
ACTIVIT
Y
TASK OBSERVED TIME AVG.
TIME
PRECEDENC
E1 2 3
A HYD. PUMP SUB
ASSEMBLY
1:34.18 1:32.02 1:33.56 1:33.2 ----
B KPSA SUB ASSEMBLY 1:45.0 1:30.6 1:32.0 1:35.8 ----
C FRONT AXLE BEAM
ASSEMBLY
3:12.0 3:19.0 3:35.3 3:22.2 ----
D KPSA & TIE ROD
FITMENT
1:26.2 1:27.8 1:20.4 1:24.8 C
E FAB FITMENT 2:20.4 2:06.4 2:45.0 2:23.6 D
F VARIOUS OTHER PARTS 30:43.8 22:43.4 25:48.9 26:24.75 A,B,E
G IDEAL TIME 10:21.6 15:00.3 12:16.9 12:32.39 F

33. NETWORK DIAGRAM OF ENGINE SUB ASSEMBLY
• CRITICAL PATH:C+D+E+F=33:53.91
• BOTTLE NECK PROBLEM:C,D,E

34. GEAR BOX SUB ASSEMBLY TIME STUDY
TIME STUDY
ACTIVITY TASK OBSERVED TIME AVG. TIME PRECEDENCE
1 2 3
A IDLER CLUSTER
ASSEMBLY
00:54.5 1:06.9 1:12.6 1:04.6 ------
B PLANET CARRIER
ASSEMBLY
1:40.2 1:43.9 1:48.3 1:44.1 ------
C STEERING SUB
ASSEMBLY
2:16.8 2:20.5 2:31.9 2:23.07 -----
D ALL PART FITMENT 32:44.5 32:52.0 33:37.1 33:04.5 A,B,C
E TESTING 1:02.7 1:35.8 1:44.9 1:27.8 D

35. NETWORK DIAGRAM OF ENGINE SUB ASSEMBLY
• CRITICAL PATH: C+D+E:36:54.20
• BOTTLE NECK PROBLEM:Activity (C);Steering sub assembly

36. MAIN LINE ASSEMBLY TIME STUDY
TIME STUDY
ACTIVITY TASK OBSERVED TIME AVG. TIME PRECEDENCE
1 2 3
A Sound check 1:01.3 1:14.1 1:10.3 1:17.5 -----
B Rear cover fitment 2:07.9 1:47.4 1:38.7 1:50.7 A
C Engine coupling 4:54.8 4:20.9 4:44.3 4:39.4 A
D Hydraulic lift parts
attachment
5:54.5 5:25.8 5:39.4 5:39.39 B
E Pre whipping
station
1:56.5 2:10.9 1:59.2 2:01.72 D,C
F Paint 20:56.89 21:56.5 20:45.2 21:12.65 E
G Front tyre fitment 1:33.6 1:46.4 1:20.9 1:33.06 F
H Fender fitment 2:27.3 2:40.6 3:05.1 2:44:03 F
I Rear tyre fitment 3:17.6 3:25.8 3:16.8 3:19.40 H
J Radiator fitment 02:17.0 2:16.6 2:12.9 2:15.05 F
K Various other parts 12:25.7 14:28.7 15:23.6 14:05.4 J,G,I
L Testing 4:50.6 5:24.4 5:27.9 5:13.73 K
M Light testing 4:25.9 4:50.4 4:40.1 4:38.38 L

37. NETWORK DIAGRAM OF ENGINE SUB ASSEMBLY
• CRITICAL PATH;A+B+D+E+F+H+I+K+L+M=61:58.2

38. NET WORK DIAGRAM

39. CONCLUSION
• A bottle neck resource will constrain the capacity of the entire shop and an hour
added to the bottle neck will add an hour of capacity to the entire factory. An hour
added to the non bottleneck work center will not help the schedule at all since
the excess capacity exists there.
• A bottle neck station determines the capacity of the whole production system; in a
balanced assembly line , if 5 minutes of work is added to tasks of a station all the
following station swill have to wait for all assembled products.
• This shows that , in fact each operator on the line is a bottleneck for the line and it
is of crucial importance to eliminate the balance losses for maximizing line
capacity.
• The ultimate bottle neck problem , I found is Differential sub Assembly , and
further in Differential assembly ,I found that Cage assembly is the bottle neck
problem .
• By increasing the no. of workers or operators and by giving more automation to
assembly line , we can increase the production.