STANDARD OPERATIONAL PROCEDURE FOR BELL, TULIP AND LEAN MANUFACTURING (5S)

By

Mayank Upadhyay 10-ME-062Rohit Verma 10-ME-105

Internship-II Course

AT

GKN Driveline India Ltd, Faridabad Plant

LINGAYA’S UNIVERSITY, FARIDBADSESSION 2013-2014

1

A REPORTON

STANDARD OPERATIONAL PROCEDURE FOR BELL, TULIP AND LEAN MANUFACTURING (5S)

By

Mayank Upadhyay 10ME062 Mechanical

Rohit Verma 10ME105 Mechanical

PROJECT REPORT SUBMITTED IN PARTIAL FULFILLMENT OF THEREQUIREMENTS OF THE COURSE

INTERNSHIP-llAt

GKN Driveline India Ltd, Faridabad Plant

Guides:

Professional Expert Faculty

Mr. K.D.Varshney Dr. V.C.Jha

Mr. Ashok Gupta

DEPARTMENT OF MECHANICAL ENGINEERINGLINGAYA’S UNIVERSITY, FARIDABAD

SESSION 2013-2014

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CERTIFICATE

This is to certify that the Project Report title STANDARD OPERATIONAL

PROCEDURE FOR BELL, TULIP AND LEAN MANUFACTURING(5S)

(S.O.P.B.T.L.M) submitted by Mayank Upadhyay and Rohit Verma in partial

fulfillment of the requirements of (Internship-ll) at GKN Driveline India Ltd,

Faridabad Plant as part of the degree of Bachelors of Technology in Mechanical of

Lingaya’s University Session 2013-2014 is a record of bonafide work carried out

under our supervision and has not been submitted anywhere else for any other

purpose.

Mr. K.D.Varshney Dr. V.C.Jha

Manager, GKN Driveline India Ltd Faculty, Lingayas University

Mr. Ashok Gupta

Senior Supervisor, GKN Driveline India Ltd

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ACKNOWLEDGEMENT

This project involved the collection and analysis of information from a wide variety

of sources and the efforts of many people beyond us. Thus it would not have been

possible to achieve the results reported in this document without their help, support

and encouragement.

We will like to express my gratitude to the following people for their help in the work leading to this report

• Mr. K.D. Varshney and Mr. Ashok Gupta (Manager) for their cordial support,

valuable information and guidance, which helped us in completing this task

through various stages.

• We are obliged to staff members of GKN Driveline for the valuable information provided by them in their respective fields. We are grateful for their cooperation during the period of our internship.

• Dr. V.C. Jha for his exemplary guidance, monitoring and constant

encouragement throughout the course of this internship. .We thank him for his support, cooperation, and motivation provided to me during the training for constant inspiration, presence and blessings.

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ABSTRACT

The purpose of the Project is to explain the process of manufacturing a Drive Shaft

in detail, its various parts and their working. It contains all the processes performed

during formation of a Drive Shaft. It mainly emphasizes on the Inner Joint i.e. Tulip

and its working. The various machining processes performed on Tulip at GKN

Driveline India Ltd, Faridabad Plant.

The project also explains about Lean that is the set of "tools" that assist in the

identification and steady elimination of waste (muda). As waste is eliminated quality

improves while production time and cost are reduced. Examples of such "tools" are

Value Stream Mapping, Five S, Kanban (pull systems), and poka-yoke (error-

proofing). Lean is a Culture, a Philosophy, a Mindset and a Way of Life. It’s more

than just manufacturing.

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CONTENTSCOVER PAGE

CERTIFICATE

ACKNOWLEDGEMENT

ABSTRACT

LIST OF FIGS

CHAPTER 1: INTRODUCTION 14-17

1. History 14

2. Product, Research and Development 15

a) CVJ Systems and AWD Systems 16

b) Trans Axle Solutions and eDrive 17

CHAPTER 2: CV JOINTS 18-27

1 . Drive Shaft 18

2 . Automotive Drive Shafts 18

a) Vehicles 18

b) Front-wheel drive 19

3 . Constant Velocity Joint 19

a) History 19

b) The first CV joints 20

c) How a CV Joint Works 26

CHAPTER 3: ELEMENTS OF CV JOINTS 28-34

1 .The Outer Joint 28

2 . The Inner Joint 32

CHAPTER 4: STANDARD OPERATION ON BELL 35-46

1). Raw Material 35

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2.) Forging 36

3) Milling 37

CHAPTER 5: STANDARD OPERATION ON TULIP 47-57

1) . Raw Material 47

2) . Sequence of operation 47

3) . Machining processes performed on a tulip 47

a) Rolling Splines 47

b) Grooving 47

c) Induction Hardening 48

d) Marking 49

e) OD Grinding 50

f) Crack Detection 51

CHAPTER 6: LEAN MANUFACTURING (5S) 58-61

1) 5s in Workplace 59

2) Five pillars of visual Worlplace 60

CHAPTER7:REFRENCES 62

LIST OF FIGURES

Chapter 1Fig 1 Input Product to Output Product 15

Fig 2 Sales and Region 17

CHAPTER 2: CV JOINTSFig 3 CV Joint 20

Fig 4 Over head view illustrating the position of CV Joints 21

Fig 5 Location of the CV shaft 22

Fig 6 Parts of a tripod joint 23

Fig 7 Parts of a Drive Shaft 24

Fig 8 Turning effect of steering 25

Fig 9 Angle variation due to Steering 27

CHAPTER 3: ELEMENTS OF CV JOINTSFig 10 Showing parts of a cv joint 28

Fig 11 Bell 29

Fig 12 Inner Race 30

Fig 13 Cage 30

Fig 14 Boot 31

Fig 15 Male and Female Tulip 33

Fig 16 Cross-section of Male and Female Tulip 33

Fig 17 Tulip 34

Fig 18 Spider Assembly 34

CHAPTER 4: STANDARD OPERATIONS ON BELLFig 19 Raw material of Bell 35

Fig 20 Rolling and Thread Spline 36

Fig 21 Washing of Component 37

Fig 22 Induction Hardening 38

Fig 23 Heating and Quenching period 39

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Fig 24 Marking Machine 41

Fig 25 Tempering 42

Fig 26 OD Turning 43

Fig 27 XLO Hard MT Milling Machine 44

Fig 28 Hard Miller 44

Fig 29 Crank Check 45

Fig 30 Oiling Process 46

Fig 31 Modified Outer Race Profile 47

CHAPTER 5: Manufacturing of Male Tulip

Fig 32 Nachi Rolling Machine 48

Fig 33 ACE Grooving Machine 48

Fig 34 Kelleys Washing Machine 49

Fig 35 EFD Induction Hardening Machine 49

Fig 36 New Quench Ring for Induction Hardening 50

Fig 37 Titan Marking Machine 50

Fig 38 Parishudh Grinding Machine 51

Fig 39 Magnaflux Crank Detection Machine 51

Fig 40 Modified Male Tulip Profile 52

Fig 41 Previous Profile of Female Tulip 53

Fig 42 Modified Profile of Female Tulip 53

Fig 43 Previous Length 55

Fig 44 Modified Length 55

Fig 45 Plunge Angle Diagram of LH Side 55

Fig 46 Plunge Angle Diagram of RH Side 55

CHAPTER 6: Lean Manufacturing (5S)

Fig 47 Lean & 5S 68

Fig 48 5S 69

Internship Report

STANDARD OPERATIONA

L PROCEDURE

FORBELL,TULIP AND LEAN

MANUFACTURING (5S)

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CHAPTER 1: INTRODUCTION

GKN Driveline

GKN Driveline is a multinational automotive components manufacturer specialized in drivelines and a division of GKN plc. It employs around 22,000 people at 57 locations across 23 countries.

GKN Driveline is the world's largest producer of constant-velocity joints, which it

pioneered for use in automobiles. Its other products include side shafts, power

transfer units, prop shafts, couplings, and disconnects, differentials, electric rear

axles and electric drive transmissions.

1. History

The origin of GKN (Guest, Keen & Nettlefolds) goes back to 1759, and the founding of the Dowlais Ironworks by the industrialists Thomas Lewis and Isaac Wilkinson. It

has changed shape and direction many times to hold its place in

the engineering industry. The company took part in the railway boom in the early 1800s with its production of iron, then steel in the 1860s and, after the First World

War, moved into the 20th century with the great new industry -

the automotive industry. It was the start of the company’s globalization. The GKN

Group had to expand into the automotive industry not only because of the growth of

this business, but also to move with these more sophisticated products in the

Commonwealth – mainland Europe and North America. GKN evolved geographically

from its British base in the early nineteenth century to the USA and Western Europe.

In the 20th century expansion continued to Japan and the rest of Asia, Latin America

and Eastern Europe. Maintaining its technology leadership, GKN Driveline produced a

new generation of CVJ Systems which were smaller, lighter and more efficient – and

globally available. There is widespread recognition that GKN Driveline products are

technically superior, manufactured and delivered throughout the world. GKN Driveline

was one of the first companies to recognize the importance

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of the emerging Latin American and Asian markets and to understand that the

cornerstone of competitiveness was the relentless, incremental enhancement of

products and processes. With the Asian financial crisis GKN Driveline took the

opportunity to accelerate its growth in the new rapidly emerging markets. As one of

the first foreign owned automotive components company, GKN establish a

manufacturing presence in China in 1988. At the same time GKN Driveline was

investing in and growing its business in India, Brazil and Mexico.

2. Products, Research and Development

Fig 1- Input Product to Output Product

a) CVJ Systems and AWD Systems:

Constant-Velocity Systems transfer power from the engine to the wheels, allowing

articulation and movement from steering and suspension. The three major

elements are: Inboard Constant Velocity Joints (CVJ) including lubrication and

sealing systems, Interconnecting shafts and Outboard Constant Velocity Joint

(CVJ) including lubrication and sealing system. The Inboard Joint is a plunging joint

that allows the effective length of the side shaft to adjust due to suspension

movement. The Outboard Joint needs to transfer power effectively through a wide

range of angles (up to 53 degrees).

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All Wheel Drive Systems are for all-wheel drive (AWD) vehicles. GKN Driveline has

unique developments for partial or full AWD vehicles. As a solutions provider with

advanced technology, innovation and a depth of understanding in AWD Systems,

GKN Driveline is a key partner for the world’s vehicle manufacturers. Within AWD

Systems, GKN Driveline offers one, two or three-piece high speed prop shafts

made from steel, aluminum or composite tubes.

b) Trans Axle Solutions and eDrive

They cover an extensive range of Open Differentials, Limited Slip and Locking

Differentials, and advanced products like electronic torque vectoring.[6] The wide

range of differentials available is used in passenger cars, Sports car (SUVs) and Light

truck. Limited Slip and Locking Differentials are designed to improve vehicle traction

and handling performance on all surfaces and under all driving conditions. They ensure

driving and breaking power is effectively distributed across the axle to the wheels,

therefore providing unsurpassed levels of stability, handling, traction and overall

vehicle control.

eDrive Systems are the solutions from Driveline, which include advanced

technology centered on continuous improvement and innovation in the application

of alternative power and sustainable energy in systems that deliver performance.

Major success is the developing families of eAxles and eTransmissions across

multiple customer programmes. EAxles support the electrification of a vehicle as

secondary driven axle while the primary engine is still a combustion engine and

therefore can be disconnected. ETransmissions on the contrary manage the torque

on the primary axle of fully electrified vehicles. The eAxle drive module is a

compact, lightweight Gear with an actively controlled clutch for electric motor

assisted AWD. The eAxle unit for axle split Hybrid electric vehicle incorporates a

proprietary disconnect clutch technology, which facilitates on-demand all-wheel-

drive (AWD) use and contributes to the overall all-terrain functionality and fuel

efficiency. Electric drive transmissions can transmit up to 300 kW of power; they

are available with ratios up to 14 and can be matched with E-motors from various

suppliers to allow flexible application.

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Through the global research and new product development located in Asia, Europe and the Americas, GKN Driveline develops solutions to improve driving dynamics for the future.

Fig 2- Sales and Region

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CHAPTER 2: CV JOINTS

1. Drive shaft

A driveshaft or a driving shaft is a mechanical component for transmitting torque

and rotation, usually used to connect other components of a drive train that cannot

be connected directly because of distance or the need to allow for relative

movement between them.

Drive shafts are carriers of torque: they are subject to torsion and shear stress,

equivalent to the difference between the input torque and the load. They must

therefore be strong enough to bear the stress, whilst avoiding too much additional

weight as that would in turn increase their inertia.

To allow for variations in the alignment and distance between the driving and driven components, drive shafts frequently incorporate one or more universal joints, jaw couplings, or rag joints, and sometimes a splined joint or prismatic joint.

2. Automotive drive shafts

a) Vehicles

An automobile may use a longitudinal shaft to deliver power from an

engine/transmission to the other end of the vehicle before it goes to the wheels. A

pair of short drive shafts is used to send power from central differential,

transmission, or transaxle to the wheels.

b) Front-wheel drive

In British English, the term "drive shaft" is restricted to a transverse shaft that transmits power to the wheels, especially the front wheels. A drive shaft connecting the gearbox to a rear differential is called a propeller shaft, or prop-shaft. A prop-

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shaft assembly consists of a propeller shaft, a slip joint and one or more universal

joints. Where the engine and axles are separated from each other, as on four-wheel

drive and rear-wheel drive vehicles, it is the propeller shaft that serves to transmit the

drive force generated by the engine to the axles.

A drive shaft connecting a rear differential to a rear wheel may be called a half shaft. The name derives from the fact that two such shafts are required to form one rear axle.

Several different types of drive shaft are used in the automotive industry:

• One-piece drive shaft

• Two-piece drive shaft

• Slip-in-tube drive shaft

The slip-in-tube drive shaft is a new type that also helps in crash energy management. It can be compressed in the event of a crash, so is also known as a collapsible drive shaft.

3. Constant-velocity joint

a) History:

Early front wheel drive systems such as those used on the Citroën Traction

Avant and the front axles of Land Rover and similar four wheel drive vehicles

used universal joints, where a cross-shaped metal pivot sits between two forked

carriers. These are not CV joints as, except for specific configurations, they result

in a variation of the angular velocity. They are simple to make and can be

tremendously strong, and are still used to provide a flexible coupling in some prop

shafts, where there is not very much movement. However, they become "notchy"

and difficult to turn when operated at extreme angles, and need regular

maintenance.[citation needed] They also need more complicated support bearings

when used in drive axles, and could only be used in rigid axle designs.

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b) The first CV joints :

As front wheel drive systems became more popular, with cars such as

the BMC Mini using compact tr ansverse engine layouts, the shortcomings of

universal joints in front axles became m ore and more apparent. Based on a desig

n by Alfred H. Rzeppa which was filed for patent in 1927[1] (a CV joint, the Tracta joint,

designed by Pierre Fenaille at Jean-Alber t Grégoire's Tracta company was filed fo r

patent in 1926[2]), constant velocity joints solved many of these problems. The y

allowed a smooth transfer of power des pite the wide range of angles through whic h

they were bent.

Fig 3- CV Joint

Universal joint, or U-joint, is t he general name for a mechanism that transmits torque

from one shaft to another when the shafts meet at a point but m ay be at a

considerable angle with one another. If the angle is constant, bevel gear s satisfy the

requirement very well, but ca nnot be used when the angle varies in service. A simple

U-joint for small shafts can b e a length of rubber tubing slipped over the ends of the

shafts. Clearly, this cannot b e used for serious machinery. The most fa miliar U-joint is

the Hooke, Cardan or Hardy-Spicer joint. The ends of the shafts are fo rked in a U-

shape, and joined by a cross- shaped piece with four bearings, two in each fork. This

works very well when the an gle between the shafts is small, and its f unctioning is

easy to understand. U joints of this kind are used in the Hotchkiss rear-wheel drive

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for cars, with one at each end of the propeller shaft. The drive flexibility accommodates the springing of the rear wheels.

All front-wheel drive cars have Constant Velocity joints or CV joints on both ends of

the drive shafts (half shafts). Inner CV joints connect the drive shafts to the

transmission; while the outer CV joints connect the drive shafts to the drive wheels

(see the picture). Many rear- and four-wheel drive cars and trucks also have CV

joints.

Fig 4- Over head view illustrating the position of CV Joints

The CV joints are needed to transfer the torque from the transmission to the drive

wheels at a constant speed, while accommodating the up-and-down motion of the

suspension. In front-wheel drive cars, the CV joints also have to be able to deliver

the torque to the front wheels during turns. There are two most commonly used

types of CV joints: a ball-type and a tripod-type. Ball-type CV joints are commonly

used on the outer side of the drive shafts, while the tripod-type CV joints mostly

used on the inner side of the drive shafts in front-wheel drivecars.

A CV joint is packed with grease and sealed tight by the rubber or plastic boot. A CV

joint doesn't need any maintenance and can last very long, as long as the protective

CV joint boot is not damaged. A most common problem with the CV joints is when

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the protective boot gets damaged. Once this happens, the grease comes out and

the moisture and dirt come in, causing the CV joint to wear faster and eventually

fail due to lack of lubrication and corrosion. Usually the outer CV joint boot breaks

first, as it has to endure more movement than the inner one. One of the early signs

of a broken CV joint boot is dark grease splattered on the inner side of the rims and

around the inside of a drive wheel; around the area where the CV joint is located. If

you take your car for maintenance to a repair shop regularly, your mechanic can

spot the problem early and let you know.

Sometimes you can see the cracks and signs of wear on the boots before they break.

Fig 5- Location of the CV shaft

If a damaged CV joint boot caught early, simply replacing the boot and repacking the CV joint with fresh grease is all that is usually needed to fix the problem. If the car is

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continued to be driven with a damaged CV joint boot, the CV joint will eventually fail. A most common symptom of a badly-worn CV joint is a clicking or popping noise when turning. Usually the noise gets louder when accelerating in turns.

In worst cases, a badly-worn CV joint can even disintegrate while driving causing

the vehicle to stop; I've seen this happening few times. A damaged CV joint is not

repairable. It will have to be replaced with a new or a reconditioned part.

Sometimes, the CV joint does not come separately. In this case, the whole drive

shaft will usually need to be replaced.

CV joints must transfer power efficiently; otherwise, energy would be lost and gas

mileage would plummet. Efficiency is created through a number of designs

employing precision-made components. CV joints are needed for steering and

usually last a long time; however, if the rubber boot surrounding the CV joint should

get damaged, the joint probably won't last much longer. Dirt and debris from the

road get into the joint and begin scraping the bearings. Next, the bearings lose their

shape, further damaging the joint. Finally, the telltale clicking sounds come with

each turn.

This joint is compact and as it can operate efficiently at high speed, it is more

common in vehicles. The joint provides good resistance to high-speed centrifugal

effects. The design of this joint, and manufacturing with the reduced working

clearances provide a transmission drive line with good noise-vibration harshness

(NVH) performance.

Fig 6- Parts of a tripod joint

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The construction illustrated in Fig incorporates three armed support (tripod)

carrying the spherically shaped rollers, fixed to the outer housing. On both sides of

each driving fork, which also has three arms, grooves are cut to form a bearing

track for the rollers.

The force exerted by the side of the driving fork on the rollers produces the drive

through the joint. This force is transmitted to the tripod and joint housing. Changes

in the drive angle causes the roller to move backwards and forwards along the

grooved track as the joint rotates through one revolution. A small clearance is given

between the roller and track to permit this movement. The tripod joint provides

constant velocity motion because of the path taken by the rollers with respect to the

contact point on the track. This type of fixed joint can work occasionally up to a

drive angle of about 45 degrees.

Fig 7- Parts of a Drive Shaft

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The CV joint allows the driving wheel to steer whilst maintaining constant velocity

from the transmission box. The driveshaft has an outboard CV joint (OJ), an

inboard CV joint (IJ), and the two are connected by the bar- the joints are each

protected by a neoprene bellowed boot.

Each CV joint needs to operate in a fairly luxurious bath of lubricant

(grease) intended especially for the CV operation. The special lube is retained by

the boot, which is secured to thehousing of the joint with a large metal band, and to

the bar with a small metal band. On front wheel drive vehicles the outboard CV

joint being connected to the steered wheel has to have a much wider operating

angle in comparison to the inboard CV joint, which is connected to the gearbox.

Fig 8- Turning effect of steering

It is simply because the outer joint may have to turn up to 50 degrees off centre

when the front wheels are steered, whilst the inboard CV joint, by comparison,

rarely sees an operating angle of more than about 20 degrees. Just imagine your

lower arm being the bar, your elbow as the inner CV joint, and your wrist as the

outer CV joint: the operating angle of the elbow is rather restricted compared to the

wrist. Consequently, different types of CV joint designs may be used for the inner

and outer CV joints.

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c) How a CV Joint Works:

"CV joint" is short for constant-velocity joint, an example of a type of mechanisms

that connects two intersecting rotating shafts making an angle with one another,

especially when this angle varies in service. CV joints are now very widely used in

front-wheel drive cars at the connection of a half-axle with a wheel. They transmit

torque evenly when the wheel moves in steering or suspension. For a brief

description of a typical CV joint, see the link to the Wikipedia article given in the

References.

Neither this article, nor those I searched for on Google, actually explained how the CV joint worked. This article presents my best understanding at the moment, which is certainly not complete.

Nearly parallel shafts may be joined with flexible couplings, which provide a small

amount of angular, torsional and longitudinal flexibility to ease alignment difficulties.

There are many types of flexible couplings, such as Thomas or Oldham couplings.

The Thomas coupling uses a flexible laminated steel ring, the Oldham a cross-

keyed steel slider. Such couplings do not provide sufficient angular flexibility for

automotive applications, but are widely used in machinery.

The difficulty with the Cardan joint is that the output angular velocity of the driven

shaft is not constant when the angle between the shafts is not small, but pulsates

twice in every revolution. Generally, Cardan joints are restricted to angles of 15° or

less. As a result, the Cardan joint is not satisfactory for transmitting torque to a

front wheel, when the wheel may turn at up to 30° or even more on its kingpin, not

to mention the angular motion with such a short half-axle when the wheel moves

up and down. The solution to this problem is a new kind of joint, invented around

1928 by A. H. Rzeppa at Ford Motors. This is the ball-and-groove CV joint for

which input and output angular velocities are equal at all angles of rotation. A

similar joint is the Bendix-Weiss joint.

The Rzeppa joint consists of a spherical ball and socket connected by six steel balls

that run in longitudinal grooves in the ball and socket, and which are held in a cage

between the ball and socket. One shaft is connected with the socket, the other with

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the ball, usually by a splined shaft allowing some longitudinal motion. The cage always

assumes a position making equal angles with the input and output shafts. This is

probably the result of the shape of the grooves in which the balls move (as in the

Bendix-Weiss joint, which uses four balls and a central ball to handle the thrust), but I

do not know the reason for this exactly in the Rzeppa joint. As the joint rotates, the

individual balls move backwards and forwards along the grooves, with greater

amplitudes for greater angles.

The position of the balls is indicated in the fig on the

right. The input shaft rotates the balls, which drive

the output shaft. Since the relation of the balls to the

shafts is the same for input and output, they must

revolve at the same rate. When the angle between

the shafts is zero, the balls are in the equatorial

plane and only rotate about the axis, not moving backwards and forwards in the grooves. Centrifugal force would keep the balls in the desired location, but I am not sure if it can be relied upon to do this.

CV joints are usually lubricated with MoS2 grease, and give remarkably little trouble.

Front wheel drive cars utilize front drive axles with CV (constant velocity) joints. A CV

joint utilizes a grease boot that supplies grease for lubrication for the joint. When this

boot fails it can fling grease to the inner fender well and the back side of the tire.

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Fig 9- Angle variation due to Steering

CHAPTER 3: ELEMENTS OF CV JOINTS

1. The Outer Joint (OJ)

The most common type of outer CV joint is the “Rzeppa” style, also known as

Cardan joint. A Dana engineer named Alfred H. Rzeppa invented this type of joint

in 1920. Rzeppa designed a joint in which the input speed and output speed are

delivered by a single universal joint1 in which all rotational velocities are the same,

hence the term constant velocity.

The French introduced the use of the bear-claw housing, which has a fixed tripod

with three longer arms. The bear-claw is friction welded / fused to the bar, which is

a far stronger method than surface welding. With this design the drive bar and

housing of the outer CV joint are integrated.

Both the race and the housing have a set of six tracks for the ball bearings. The balls are held in position by the small windows of the cage, which is a floating component located between the inner race and the outer race.

Fig 10- Showing parts of a CV joint

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The CV Joint is designed to allow power to be transmitted through six spherical

balls (ball bearings) located between the race (inner race) and the housing (outer

race). The cage, race and ball bearings are cased in the housing. The race has a

set of internal splines, which fit the mating splines of the drive bar and is retained

with a snapring or circlip – depending on the groove location (clip location).

a). Bell:

Fig 11- Bell

This part of the driveshaft is assembled at the wheel end of the driveshaft also

known as the CV Joint. The inside of the bell is machined for maximum travel and

precise fit for the ball bearings. This travel optimizes the angle at which the joint

can operate. These tracks are cut at an angle that allows the joint to travel through

the entire range of motion without binding. For strength, the bell is heat treated

after it is completely machined.

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b). Inner Race:

Fig 12- Inner Race

The main processes performed on the Inner Race are OD grinding and Track Grinding.

c). Cage:

An internal component of ball type CV joints. The cage is an open metal framework

with "windows" that position the balls and maintain their alignment inside the joint.

The balls should fit snugly in the cage windows, and if they do not they will usually

make a "clinking" noise when turning.

Fig 13- Cage

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Applied to the CV joint, CV Joint Cage props and enables smooth rotation of the

ball bearings. The CV joint cage is spherical but with ends open, and typically has

six openings around the perimeter. CV Joint cage is a key components of CV Joint,

as it is easily breakable. CV joint cage is usually made of alloys with high intensity

and carburized heat treated to enhance the durability.

d). Circlip:

A small wire ring on the end of the half shaft that helps retain the CV joint on the

shaft. The circlip provides a "snap fit when the joint is installed. It should always be

replaced when the joint is serviced. A circlip (a portmanteau of 'circle' and 'clip'),

also known as a C-Clip, snap ring or Jesus clip,[1] is a type of fastener consisting

of a semi-flexible metal ring with open ends which can be snapped into place, into

a machined groove on a dowel pin or other part to permit rotation but to prevent

lateral movement. There are two basic types: internal and external, referring to

whether they are fitted into a bore or over a shaft. Circlips are often used to secure

pinned connections.

e). Boot:

Definition: Also called bellows, these are the protective rubber (synthetic or natural)

or hard plastic (usually Hytrel) covers that surround CV joints. The boot's job is to

keep grease in and dirt and water out. Split, torn or otherwise damaged boots

should be replaced immediately. Old boots should never be reused when servicing

a joint. Always install new boots. It is secured with stainless steel clamps called cv

boot clamp.

Fig 14- Boot

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The purpose of CV boot is to protect the internal components of the CV joint by

retaining the lubricant, and also acting as a dust shied. CV boots have different

shapes and sizes. The bellows on the boot determine the amount of movement the

boot tolerates. The type of boot to be used depends on the CV joint type; boots

either have locking lips or they are plain on the retaining profile.

Most problems with CV joint is due to the CV boot getting broken, and the lubricant leaking out and getting dried, so inspect the cv joint boot and the lubricant periodically.

2. The Inner Joint (IJ)

The gearbox side of the driveshaft has the inner CV joint, which is either a six-ball

or a roller-pin (Tripod) arrangement. Both joint designs allow the inner race, which

is mounted on the end of the shaft, to slide in and out so that the shaft can change

length, which is indispensable due to the shaft being usually longer than the control

arms on the suspension. The difference in the length would create interference

problems every time the suspension moved up and down and the plunging action

of these joints compensate for the difference. It enables power transmission even

in case of angle shifting. Tripod Joint has needle bearing / barrel-shaped rollers

mounted on a three-legged spider / three-pointed yoke, instead of balls bearings.

These fit into a cup with three matching grooves, attached to the differential. The

rollers are mounted at 120-degrees to one another and slide back and forth in

tracks in an outer “tulip” housing.

Also called a tripod joint, this is a type of CV joint that uses three roller bearings

mounted on the three trunnions of a tripod to carry torque to an outer "tulip"

housing (so called because of its lower-like shape). Tripod joints are available in

both plunge and fixed versions.

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Fig 15- Male and Female Tulip

Inner joint types:

• Six-ball arrangement joints

• With male splines

• With female splines

• Velocity Linear (VL) joint

The design of the inner CV joint is different to the outer CV Joint, as it can have a

tripodal or a six-ball arrangement, but the six-ball arrangement comprises of

straight ball tracks. Furthermore, the inner CV Joints can have a male or female

stub comprising of external or internal splines.

Fig 16- Cross-section of Male and Female Tulip

33

Note: these technical drawings show the tripod inside rather than the traditional six-ball arrangement. They are shown here to illustrate the difference between male and female stub of the CV joints.

a). Tulip:

Tulip is assembles at the differential (engine) end of the driveshaft

also known as the Inner Joint. The outer housing on a tripod CV joint.

The tulip may be "closed" (encloses the roller bearings) or "open"

(the tracks for the roller bearings are cut out of the housing)

Fig 17- Tulip

b). Spider Assembly:

Fig 18- Spider Assembly

The tripod CV joint has a three-armed trunnion, which is secured to the bar with a

snap ring. Tripod CV joints do not have a six-ball configuration, instead they use

needle rollers (roller pins) that run inside the shell bearings, which fit over the

trunnions.

The three spherical roller bearings are mounted at 120 degrees to one another and slide back and forth in the three tracks of the outer housing. The design itself is well suited to the limited operating angles of the inner CV joint location.

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CHAPTER 4: Standard Operations on Bell

1.Raw material: This is the most important component for the operation, before come into the inventory. The raw material is going under the process of forging and milling.

Forging: Forging is a manufacturing process involving the shaping of metal using localized compressive forces. Forging is often classified according to the temperature at which it is performed: "cold", "warm", or "hot" forging.

Milling: The process of machining metal via non-abrasive rotary cutting, milling also refers to the process of breaking down, separating, sizing, or classifying aggregate material. For instance rock crushing or grinding to produce uniform aggregate size for construction purposes, or separation of rock, soil or aggregate material for the purposes of structural fill or land reclamation activities.

Fig 19- Raw material of bell

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2. Rolling and Threading(Spline Cutting): There are two types of splines, internal and external. External splines may be broached, shaped(for example on a gear shaping machine), milled, hobbed, rolled, ground or extruded. There are fewer methods available for manufacturing internal splines due to accessibility restrictions. Methods include those listed above with the exception of hobbing (no access). Often, with internal splines, the splined portion of the part may not have a through-hole, which precludes use of a pull / push broach or extrusion-type method. Also, if the part is small it may be difficult to fit a milling or grinding tool into the area where the splines are machined.

To prevent stress concentrations the ends of the splines are chamfered (as opposed to an abrupt vertical end). Such stress concentrations are a primary cause of failure in poorly designed splines.TT

Fig 20- Rolling and Thread Spline

36

3. Washing: Washing of components is essential to many industrial processes, as a prelude to surface finishing or to protect sensitive components. Electroplating is particularly sensitive to part cleanliness, since molecular layers of oil can prevent adhesion of the coating. ASTM B322 is a standard guide for cleaning metals prior to electroplating. Cleaning processes include solvent cleaning, hot alkaline detergent cleaning, electrocleaning, and acid etch. The most common industrial test for cleanliness is the waterbreak test, in which the surface is thoroughly rinsed and held vertical.

Fig 21- Washing of component

37

4. Induction Hardening: Induction hardening involves passing a high-frequency alternating current through a suitably-shaped coil to induce rapid heating of the component surface situated appropriately within its electro-magnetic field. Depth of hardening is controlled by the parameters of the induction heating equipment, time of application and the harden ability of the material.

Process: Induction heating is a non contact heating process which utilizes the principle of electromagnetic induction to produce heat inside the surface layer of a work-piece. By placing a conductive material into a strong alternating magnetic field, electrical current can be made to flow in the material thereby creating heat due to the I2R losses

in the material. In magnetic materials, further heat is generated below the curie point due to hysteresis losses. The current generated flows predominantly in the surface layer, the depth of this layer being dictated by the frequency of the alternating field, the surface power density, the permeability of the material, the heat time and the diameter of the bar or material thickness. By quenching this heated layer in water, oil or a polymer based quench the surface layer is altered to form a martens tic structure which is harder than the base metal. There are five parameters that play major roles in obtaining the required hardness pattern: frequency, power, cycle time, coil geometry and quenching conditions.

Fig 22- Induction Hardening 38

The heating process does not affect the core structure. It is possible to heat a material

locally where it is functionally desired. Other sectors of the material remain untreated

and it is easy to machine them.

Main advantages of induction hardening are:

• Low distortion

• Low risk of scaling

• Localized hardening

• Good reproducibility of hardening process

• Easy integration in production line

• Fully automatic process easily attainable

• Easy to operate machines

• Less harmful to the environment compared to other hardening processes

Use of unalloyed steels.

Definition:

The components are heated by means of an alternating magnetic field to a temperature

within or above the transformation range followed by immediate quenching. The core

of the component remains unaffected by the treatment and its physical properties are

those of the bar from which it was machined, whilst the hardness of the case can be

within the range 37/58 HRC. Carbon and alloy steels with an equivalent carbon content

in the range 0.40/0.45% are most suitable for this process.

Fig 23- Heating and quenching period 39

5. Marking and Laser Engraving: Laser engraving and marking, is the practice of using lasers to engrave or mark an object. The technique does not involve the use of inks nor does it involve tool bits which contact the engraving surface and wear out. These properties distinguish laser engraving from alternating engraving or making technologies where inks or bit heads have to be replaced regularly. The impact of laser engraving have been more pronounced for specially designed laserable materials. These includes laser sensitive polymers and novel metal alloys.

The term laser marking is also used as a generic term covering a broad spectrum of surfacing techniques including printing, hot branding and laser bonding.

The machines for laser engraving and laser marking are the same so that the two terms are usually interchangeable.

Fig-24- Marking Machine 40

6. Tempering: It is a heat treatment technique for metals and alloys. It is a process of heat treating, which is used to increase the toughness of iron-based alloys. Tempering is usually performed after hardening, to reduce some of the excess hardness, and is done by heating the metal to a much lower temperature than was used for hardening. The exact temperature determines the amount of hardness removed, and depends on both the specific composition of the alloy and on the desired properties in the finished product. For instance, very hard tools are often tempered at low temperatures, while springs are tempered to much higher temperatures. In glass, tempering is performed by heating the glass and then quickly cooling the surface, increasing the toughness.

Fig 25- Tempering 41

7. OD Turning: Turning is a machining process in which a cutting tool, typically a non-rotary tool bit, describes a helical toolpath by moving more or less linearly while the workpiece rotates. The tool's axes of movement may be literally a straight line, or they may be along some set of curves or angles, but they are essentially linear (in the nonmathematical sense). Usually the term "turning" is reserved for the generation of external surfaces by this cutting action, whereas this same essential cutting action when applied to internal surfaces (that is, holes, of one kind or another) is called "boring". Thus the phrase "turning and boring" categorizes the larger family of (essentially similar) processes. The cutting of faces on the workpiece (that is, surfaces

perpendicular to its rotating axis), whether with a turning or boring tool, is called "facing", and may be lumped into either category as a subset.

Fig 26- OD Turning 42

8. TRACK & ID TURNING: Machine used is X.L.O. Hard MT Milling machine.This machine is used to turn the inner diameter and tracks of the bell’s mouth. The inner diameter and track surface of bell is turned to make it shinning and smooth so that it offers less friction with mating part.

Fig 27- X.L.O. Hard MT Milling MachineTOOLS USED:-

Tool holder Orientation Unit Collets Rest Pad ID Turning Inserts Track Turning Inserts

9. Hard Miller: It is an important process in the operation. This includes mild hardening of the inventory undergoes in the hard miller machine.

Fig 28- Hard Miller 43

10. Crack Check: Due to the age and stress of most engines we work on this method is needed to identify cracks in the cylinder heads, engine blocks, connecting rods and crankshafts as well as other pieces of the engine that need to be checked.

The process uses an electrical current to produce magnetism in the part beingchecked, then a solution containing iron powder is sprayed over the part. Since the

part is now magnetized the iron powder will get drawn onto the crack where using ablack light the crack is plainly shown.

Fig 29- Crack Check

44

11. Oiling: Oiling is the process, or technique employed to reduce wear of one or both surfaces in close proximity, and moving relative to each other, by interposing a substance called oiling between the surfaces to carry or to help carry the load (pressure generated) between the opposing surfaces. The interposed lubricant film can be a solid, (e.g. graphite, MoS2)[1] a solid/liquid dispersion, a liquid, a liquid-liquid dispersion (a grease) or, exceptionally, a gas.

Fig 30- Oiling Process

45

12. FINISHED PRODUCT:

Fig 31- Modified Outer Race Profile

Original weight(Kgs) 1.200Modified Component Weight(Kgs) 1.116

Reduction in Weight(Kgs) 0.084

46

CHAPTER 5: Manufacturing of Male Tulip

Manufacturing of Male Tulip:-

SEQUENCE OF OPERATIONS

ROLLING:- Machine used is Nachi Rolling MachineIn this operation, firstly V-block hold the job and then take the job in between a pair of thread rack and spline rack, which is fitted horizontally. Now it presses the job and moves in horizontal way. In this way splines and threads cut on the job. Spacer is very important tool because we make different type of models and every model size and length is different so by using this tool we can maintain length. These tools are also known as forming tool, because it gave shape as it own. These all tools are made up of high carbon steel.

Fig.32- Nachi Rolling Machine

GROOVING:- Machine used is ACE Grooving machineIn this operation, first the job is clamped in the fixture and the tailstock holds the job and then the insert present in the machine helps to make a groove of required diameter. The job is rotated in the machine after it is clamped in the fixture and speed of rotation of job can be maintained as per feed given to the job. With the help of this operation, Groove of required diameter is made with the help of required insert.

Fig.33- ACE Grooving Machine 47

WASHING:- Washing is used to remove oil and grease. For this purpose de-mineralized water is paid on the job to clean it. This operation is very important because for proper hardness of job i.e. in order to obtain desired hardness or property, it is necessary to remove oil, grease and any other foreign particles from the job before hardening.

Fig.34- Kelleys Washing Machine

INDUCTION HARDENING:- Machine used is EFD Induction Hardening.

In this hardening operation, the machine lift the job from conveyor belt & drive place it in between the stem & mouth inductor current is induced through the inductor & the temperature of job rises above the critical temperature the job is then suddenly quenched by using a solution of water & aqua quench. This process is done to obtain desired surface hardness of stem and mouth of male tulip.

Fig.35- EFD Induction Hardening Machine 48

During Induction Hardening Process, Quench Ring was changed due to reduction in length by 10mm and the chuck was colliding with the ring making the component through hard resulting in rejection of the component.

Fig.36- New Quench Ring for Induction Hardening

MARKING : Machine used is Titan Marking Machine.Marking is used to identify the part, which is used to trace out the company name, Heat code, date, shift, and customer name to which it will dispatch & cell information.

GDIL QC 26 04 12 A MUL 2

MFG. CODE DATE SHIFT CUSTOMER CELL-2

Fig.37- Titan Marking Machine

GRINDING:- Machine used is Parishudh Grinding Machine.This machine is used to grind the outer surface of the Male Tulip. The outer surface of the male tulip is grinded so as to make it shining and smooth so that it offers minimum friction with the mating part. This operation maintains required dimension and surface finish of the component (Ra 0.8-1.6µm).

49

Fig.38- Parishudh Grinding Machine

CRACK CHECKING & OILING:- Machine used is MagnaFlux Crack Detection and Oiling Machine. Crack check is done to find any crack in the finished job. It is based on the principal of PIEZOELECTRICTY. Firstly the job is magnetized and dipped in the solution of MAGNA FLUX. Then job is passed through the ULTRA VOILET RAYS. This shows the cracks on the job. The job having cracks is rejected. After checking the crack, the Rust preventive oil is used to prevent the rusting.

Fig.39- MagnaFlux Crack Detection Machine

50

FINISHED PRODUCT:-

Fig.40- Modified Male Tulip Profile

Original weight(Kgs) 1.212Modified Component Weight(Kgs) 1.136

Reduction in Weight(Kgs) 0.076

51

Weight Reduction in Female Tulip:-

Fig.41- Previous Profile of Female Tulip Fig.42- Modified Profile of Female Tulip

52

Modifications Done:-

The plunging length of the tulip was reduced by 10 mm from 43.63mm to 33.63mm.

The main issues encountered were the Chamfering process which was carried out in the tool room and the Induction hardening process for which the master sample was to be made and whole machine setting was to be done for reduction in length of tulip due to which the tulip might get through hard or there might be issues of low case depth and overheating of the component.

The chamfer was to be made again as it was cut down during Turning process due to reduction in length and hence the whole chamfer design of the tulip was to be studied i.e. the chamfer angle, chamfer length and the radius of the chamfer.

During Manufacturing of the tulip, major problems faced were the Grooving process which was not able to be carried out as the clamping fixture was not holding the job accurately resulting in motion of component while performing the operation which resulted in carrying out the above process in the Tool Room.

The other major problem was the sample approval on the Induction Hardening from the metallurgy lab for studying the internal details i.e. case depth and heat applied to the component.

The major learning I earned from these issues were the deep knowledge of the component and its critical parameters as well as the processes of huge importance like Induction hardening and Grooving.

Manufacturing of Female Tulip:- All the manufacturing processes of Female Tulip are same as Male Tulip except Broaching process which is only in Female Tulip and also Rolling and Grooving which is not there in Female Tulip as there are no external splines present in the same.

Original weight(Kgs) 1.036Modified Component Weight(Kgs) 0.960

Reduction in Weight(Kgs) 0.076

53

Increase in Weight of Barshaft:-

Fig.43- Previous Length Fig.44- Modified Length

Modifications Done:-

Due to modifications done in Tulip and Outer Race, after studying the plunge angle diagram of the barshaft, the length of barshaft was increased from 410mm to 416mm (LH) and 430mm to 436mm (RH).

Fig.45- Plunge Angle Diagram of LH Side Fig.46- Plunge Angle Diagram of RH Side

54

During manufacturing of Barshaft, the major problem was the sample approval on the Induction Hardening from the metallurgy lab for studying the internal details i.e. case depth and heat applied to the component reason being there was variation in case depth after the Induction hardening was completed due to which many samples were rejected.

The major learning I earned from this issue was gaining the deep knowledge of the component and its critical parameters as well as the process of huge importance of Induction hardening about how to set the Case depth by managing the Speed of Quenching fluid and heat flow.

Manufacturing of Bar Shaft:-

SEQUENCE OF OPERATIONS

ROLLING:- Machine used is Nachi Rolling Machine

In this operation, firstly tailstock hold the job and then take the job in between a pair of thread rack and spline rack, which is fitted horizontally. Now it presses the job and moves in horizontal way. In this way splines and threads cut on the job. Spacer is very important tool because we make different type of models and every model size and length is different so by using this tool we can maintain length. These tools are also known as forming tool, because it gave shape as it own. These all tools are made up of high carbon steel.

GROOVING:- Machine used is ACE Grooving machineIn this operation, first the job is clamped in the fixture and the tailstock holds the job and then the insert present in the machine helps to make a groove of required diameter. The job is rotated in the machine after it is clamped in the fixture and speed of rotation of job can be maintained as per feed given to the job. With the help of this operation, Groove of required diameter is made with the help of required insert.

INDUCTION HARDENING:- Machine used is EFD Induction Hardening.In this hardening operation, the machine lift the job from conveyor belt & drive place it in centre of the bar shaft, inductor current is induced through the inductor & the temperature of job rises above the critical temperature the job is then suddenly quenched by using a solution of water & aqua quench. This process is done to obtain desired surface hardness of Bar Shaft.

55

STRAIGHTENING:- In this operation, the machine clamps the job in the fixture and the straightness of the shaft is checked by checking any kind of bending failure in the shaft by checking the diameters of shaft at various points and in case any bending failure occurs then the load is applied on the shaft at various sections to overcome the existing failure in the shaft.

CRACK DETECTION:- Machine used is MagnaFlux Crack Detection and Oiling Machine. Crack check is done to find any crack in the finished job. It is based on the principal of PIEZOELECTRICTY. Firstly the job is magnetized and dipped in the solution of MAGNA FLUX. Then job is passed through the ULTRA VOILET RAYS. This shows the cracks on the job. The job having cracks is rejected.

TypeLH Original weight(Kgs) 1.460

Modified Component Weight(Kgs) 1.473Increase in Weight(Kgs) 0.013

RH Original weight(Kgs) 1.525Modified Component Weight(Kgs) 1.538

Increase in Weight(Kgs) 0.013

5.6) WEIGHT REDUCTION (SUMMARY):-

D/S Assy.

Child Component

Joint Size

Original Weight

(Kg)

Modified Component Weight (Kg)

Change in Weight

(Kg)

Modification Done

LH Male Tulip GI 3-23 1.212 1.136 0.076(Red.)

Plunge length is reduced

by10mm.

Outer Race AC 2000i 1.2 1.116 0.084(Re

d.)

Pocket added and centre height

reduced by 4mm.

Bar Shaft 1.460 1.473 0.013(Inc.)

Increase in Length by 6mm.

Total Reduction in

0.147(Red.)

Weight

RH Female Tulip GI 3-23 1.036 0.960 0.076(Red.)

Plunge length is reduced

by10mm.

Outer Race AC 2000i 1.2 1.116 0.084(Re

d.)

Pocket added and centre height

reduced by 4mm.

Bar Shaft 1.525 1.538 0.013(Inc.)

Increase in Length by 6mm.

Total Reduction in

Weight

0.147(Red.)

57

CHAPTER 6: Lean Manufacturing (5S)

Fig 47- Lean & 5S

58

1. 5’S In The Workplace: Many manufacturing facilities have opted to follow the path towards a “5S” workplace organizational and housekeeping methodology as part of continuous improvement or lean manufacturing processes.

5S is a system to reduce waste and optimize productivity through maintaining an orderly workplace and using visual cues to achieve more consistent operational results (see chart below). The term refers to five steps – sort, set in order, shine, standardize, and sustain – that are also sometimes known as the 5 pillars of a visual workplace. 5S programs are usually implemented by small teams working together to get materials closer to operations, right at workers’ fingertips and organized and labeled to facilitate operations with the smallest amount of wasted time and materials.

The 5S system is a good starting point for all improvement efforts aiming to drive out waste from the manufacturing process, and ultimately improve a company’s bottom line by improving products and services, and lowering costs. Many companies are seeking to making operations more efficient, and the concept is especially attractive to older manufacturing facilities looking to improve the bottom line by reducing their costs.

“A place for everything, and everything in its place” is the mantra of the 5S method, and storage and workspace systems such as those provided by Lista International allow improved organization and maximum use of cubic space for the highest density storage.

2. The 5 Pillars of a Visual Workplace:

5S – SORT

The first stage of 5S is to organize the work area, leaving only the tools and materials necessary to perform daily activities. When “sorting” is well implemented, communication between workers is improved and product quality and productivity are increased.

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5S – SET IN ORDER

The second stage of 5S involves the orderly

arrangement of needed items so they are easy to use and accessible for “anyone” to find. Orderliness eliminates waste in production and clerical activities.

5S – SHINE

The third stage of 5S is keeping everything clean and swept. This maintains a safer work area and problem areas are quickly identified. An important part of “shining” is “Mess Prevention.” In other words, don’t allow litter, scrap, shavings, cuttings, etc., to land on the floor in the first place.

Benefits of 5S Shine:

Eliminate spring cleaning. Incorporate cleaning into daily routine. Maintain clean and ready-to-use equipment.

     5S – STANDARDIZE

The fourth stage of 5S involves creating a consistent approach for carrying out tasks and procedures. Orderliness is the core of “standardization” and is maintained by Visual Controls. We will teach the benefits of:

Signboard strategy Signboard uses Painting strategy Colour-coding strategy Shadow boarding 60

5S – SUSTAIN

This last stage of 5S is the discipline and commitment of all other stages. Without

“sustaining”, your workplace can easily revert back to being dirty and chaotic. That is why it is so crucial for your team to be empowered to improve and maintain their workplace. When employees take pride in their work and workplace it can lead to greater job satisfaction and higher productivity.

Fig 48- 5S

61References

www.wikipedia.org/wiki/driveshaft www.engineersgarage.com www.drivelive.gkn.com www.gkndriveline.com www.efdinductionhardening.com

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