A REPORT OF FOUR MONTHS INDUSTRIAL TRAINING

At

STEEL STRIPS WHEELS LIMITED

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE AWARD

OF THE DEGREE OF

BACHELOR OF TECHNOLOGY

(Mechanical Engineering)

JAN-JUN, 2018

SUBMITTED BY:

NEERAJ KUMAR

University Roll No. 1504056

DEPARTMENT OF MECHANICALENGINEERING

CHANDIGARH ENGINEERING COLLEGE, LANDRAN

(Affiliated to PTU, Jalandhar)

 CHANDIGARH ENGINEERING COLLEGE, LANDRAN

CANDIDATE'S DECLARATION

I ―NEERAJ KUMAR‖ hereby declare that I have undertaken ____4____ months Industrial

Training at ―Steel Strips Wheels Limited‖ , during a period from 08/03/2018 to 08/07/2018 in

partial fulfilment of requirements for the award of degree of B.Tech (Mechanical Engineering) at

CHANDIGARH ENGINEERING COLLEGE, LANDRAN. The work which is being presented in

the training report submitted to Department of Mechanical Engineering at CHANDIGARH

ENGINEERING COLLEGE, LANDRAN is an authentic record of training work.

Signature of the Student

Under the supervision of

Mr Vijender Singh
Manager - Production
Steel Strips Wheels Limited, Dappar, Punjab
 ABSTRACT
The relationship between land and labour is nearly as old as human existence on the
earth. As we cannot imagine the process of creation of wealth without labour, it is treated
as more important. The satisfaction of worker is linked with the question of our existence
& profitability. Increase in production is not possible without the fullest co-operation
between management and labour and the most important determinant is a manager‘s
ability to minimize the conflicts and maximize the satisfaction of employers &
employees. This situation may be created by taking intense are upon labour productivity,
which is based on incentives, motivation compensation have been evolved over a period
of time. More particularly with a view to motivate the worker & employee concerned.The
success of any organisation also depends upon the facts that effectively and efficiently the
wage and salary administration is handled by the manager, that can turn the worker
towards satisfaction level. If an ideal match between technical innovations and worker‘s
aspiration has been set-up, they may be capable of producing new idea developing and
improving capital goods and modifying the available physical and financial resource in
order to achieve greater productivity, satisfaction depends on the strategies adopted for
wage and salary administration.By observing the above points, it can easily be concluded
that the importance of wage and salary administration at present day cannot be ignored.
While working on this topic, my present aim is to evaluate the wage and salary
administration in company like SSWL, Dappar unit, Dappar.
Thus progress is a continuous process. It is relative and absolute. We cannot stop at a
certain destination and declare that target has been achieved and we need to go further.
One has rightly said the following lines :-
―The woods are lovely dark and deep, but I have promises to keep a mile to go before I
sleeps.‖

Summer Training Programmes are designed to give the future feel of the corporate
happening and work culture. These real life situations are entirely different from the
simulated exercise enacted in an artificial environment inside reason that the summer
training programmes are designed so that the managers of tomorrow may not feel ill in
case when the times come to shoulder responsibility. That experience that I have
gathered over the last Four months has certainly provided me with orientation which I
believe will help me to shoulder any assignment, successfully in near future. I have tried
my level best to arrange the work in a systematic and chronological manner. We read
theoretically the matters noted in the books but are not very much acquainted with the
actual working in the organisation. There becomes a lot of difference between the
bookish knowledge & the practical Knowledge. To have practical feelings & go through
the working an organisation is very much beneficial for us. The experience gain during
these sixteen weeks is of highly importance.The future students of engineering
disciplines who want to know about the working of SSWL, Dappar, especially with
regard to Production process will get a massive help from this project report.
 ACKNOWLEDGEMENT

I wish to sincerely thank Steel Strips Wheels Limited for granting me an opportunity
to intern at their organization. I wish to thank Mr Kapil and Mr Naresh, HR
Department, Steel Strips Wheels, Dappar, Punjab for enabling me to intern in a
conducive environment. I wish to express my humble gratitude towards my Mentor
Mr Vijender Singh, Production Manager I am indebted greatly to his constant support,
positive attitude constructive suggestions and continuous encouragement without
which this internship would not have been possible.

I would also like to thank Mr Unnikrishnan, Deputy Managing Director, Steel Strips
Wheels and Mr Sanjeev Gupta, Head Office, Steel Strips Limited, Chandigarh

I wish to summarily thank the entire staff at Steel Strips Wheels Limited for their
constant support and cooperation throughout my internship.

4
 Chapter 1: Introduction to SSWL

1.1. Company Profile

SSWL Designs & manufactures automotive steel wheels since 1991 and are among the leading

suppliers to Indian & Global Automobile Manufacturers. Our product range comprises Steel wheels

for two and Three Wheelers, Passenger cars, Multi utility vehicles, Tractors, Trucks & OTR

Vehicles.

SSWL have three production facilities: Punjab, Chennai and Jamshedpur. We produce mainly

passenger car wheels in Dappar (Punjab) and Oragadam (Chennai) and truck wheels in Jamshedpur

(Jharkhand). Our total capacity amounts to 9 million wheels in Dappar, 6 million wheels in

Oragadam and 1.6 million truck wheels in Jamshedpur amounting to a total capacity of 16.6 million

wheels.

The State of Art facilities of SSWL cater to widest range of Domestic & Global Automobile

customers demands with highest quality standards benchmarks.

5
1.2. Manufacturing Facilities

Capacity-
Dappar, Punjab 9mln
wheels/annum

Capacity -
Chennai,
6mln wheels/
Tamil Nadu
Manufacturing Facilities

annum

Capacity -
SSWL Jamshedpur,
Jharkhand
1.6mln
wheels/annum

Capacity -
Mehsana,
1.50mln
Gujarat
wheels/annum

Saraikela, Hot rolled

Jharkhand profiled bar

Figure 1.1- Manufacturing facilities with corresponding plant capacity

Figure 1.2 – Manufacturing Facilities Location

6
SSWL - DAPPAR PLANT
The company is situated at village Somalheri & Lehli in District Mohali, (Punjab)
SSWL is manufacturing single piece wheel rims for passenger cars, multi-utility
vehicles , scooters, three wheelers, tractors and two piece wheel rims for trucks.
SSWL has started production in the year 1991. The initial licensed capacity was 1.00
Million wheels per annum which the company further increased to 2.40 Million wheel
rims per annum in the year 2001-02. The company has completed its modernization
cum expansion and its installed capacity has been enhanced to more than 10 Million
wheel rims per annum.

Location: Ambala-Chandigarh Highway

Capacity:

 8 Million for Passenger cars, MUV‘s and 2&3 Wheelers

 1 Million for Commercial vehicles, tractors and OTR‘s
Area: 160,000 sq. meters of land with 55,000 sq. meters of built up area

Manpower: App. 1800 people working in shifts

Equipped with Government of India approved R&D Centre

Figure 1.3 – Dappar Plant

7
Figure 1.4 – Layout plan of Dappar Plant

8
 History

 In 1991 they started commercial production for Maruti Suzuki from Dappar
plant

 In 1997 they had a Technical collaboration with Ring Techs Co. Ltd., Japan

 In 2002 they started commercial production for 2 Wheelers & Tractor wheels

 In 2006 they started commercial production for LCV wheels

 In 2007 they started commercial production for Exports market by supplies of

Passenger Car wheels to PSA Peugeot Citroen, France

 In 2008 they started production at the Chennai plant

 In 2009 they Developed Semi Full face Styled wheel for Renault Romania

 In 2010 they started production at Jamshedpur plant

 In 2016 they started production at Ute Mayr Steel service center.

Figure-1.5. Types of Wheels Produced at SSWL

9
 1.3. Technology

 Full-service to customers with complete product development and validation capabilities.

 Best engineering resource for wheel product development, product design and manufacturing

with efficient utilization of high strength materials and latest manufacturing technologies like flow-

forming.

 DSIR certified in-house R&D facility with more than 60 experienced professionals with state of the

art design & development facilities.

 Better engineered, greater uniformity through improved process capabilities.

 More than 20 years of technical collaboration with Ring Techs Co Ltd, Japan.

 On-line Project management system.

Focus on Quality and Quality product:

With strong management, rigorous training and the collective efforts of highly skilled and dedicated

workforce, SSWL is committed to deliver wheels that comply with the highest quality and safety

standards and are produced in environmentally and socially sound processes.

The company complies with all relevant international quality and product safety standards and

maintains ISO/TS 16949 - for design, manufacturing and marketing of automotive and non-

automotive steel wheel. With regard to Environmental, Health and Safety as well as Social

Management, our integral management systems are certified in accordance with ISO 14001, OHSAS

18001.

The company applies Total Quality Management principles across the organization and have adopted

the best business practices. We are focused on and are committed to achieve Total Customer

Satisfaction by providing products and services which meet and exceed the customer expectations

10
1.4. PRODUCTS MANUFACTURED

Figure-1.6. Detail of Wheels Products

11
1.5. Customers

 Ashok Leyland

 BMW AG

 Daimler India Vehicles

 Escorts Group

 FIAT India Automobiles Limited

 Groupe PSA(Peugeot Citroën)

 Honda Cars India Ltd

 Honda Scooter India Limited

 Hyundai Motor India Limited

 International Tractors Limited

 Jaguar Land Rover Limited

 JCB India Limited

 John Deere India Private Limited

 Mahindra and Mahindra Limited

 Maruti Suzuki India Limited

 New Holland Fiat (India) Pvt. Ltd.

 Piaggio Vehicles Private Limited

 Renault–Nissan Alliance
Figure-1.7. Customers
 Siam Kubota Corporation Co., Ltd

 SML Isuzu Limited

 Tafe Motors & Tractor limited

 Tata Motors Limited

 Volkswagen AG

 VE Commercial Vehicles Ltd

12
SSWL Safety First

13
 Car Shed Tractor Shed

RIM Manufacturing DISC Manufacturing Tractor Rear

KOZIMA Disc Line -1 HESS LINE

SCOOTER Disc Line - 2

CONSUD Disc Line - 4

KOREA
Figure-1.8. Production Lines

Other Plants/Departments:

1. UTE MAYR Steel Service Centre

2. Paint Plant

3. Research & Development Workshop

4. Tool Room (Die Maintenance)

5. Quality Check & Inspection Area

6. Utilities Plant

7. Tractor Shed

14
2.1. UTE MAYR STEEL SERVICE CENTRE

In Steel Service Centre the Hot rolled steel rolls are supplied from the supplier and

steel rolls are pickled, slitted and cut to lengths as per specification of product to be

made from that steel roll.

UTE MAYR STEEL SERVICE CENTRE

Pickling Line

Slitting Line

Cut to Length Line

Figure - 2.1 Steel Service Centre Plant Layout

2.5.1. Pickling Line:

 Pickling is the process of cleaning the slack and rust from the steel rolls, which

are deposited on the roll because of hot rolling of steel.

 In the Pickling Line first the Steel roll is de-coiled, cleaned, washed and oil is

applied on the Steel roll.

15
 2.5.2. Flow of Steel roll on Pickling line

Figure – 2.2 Flow of Steel roll on Pickling line

 Acid used for slack removal from Steel Rolls in Acid Tanks is Hydro

Chloric Acid (HCL)

2.5.3. Slitting Line:

 Slitting is the process of cutting the steel roll into small size steel rolls as per the
size requirement of product.
 As the steel roll supplied is of specifications –

Size: 3.7mm X 1100mm

Weight: 20.750MT

Which is parted into size: 3.7mm X 196mm (Thickness X Width) Or as per the size
required for distinct products.

16
 2.5.4. Slitting Line Machines:

1. Decoiler
2. Snubber Roll and bending roll
3. 5 Roll Straightener
4. Side Guides
5. Idle Pinch Roll - Here the actual cutting
action takes place with help of slitting cutters.
6. Hydraulic Shear Exit
7. O.B.B.S. Exit
8. Coiler

 Material of the Slitting cutters is H-13 Tool Steel

 Specification Chart : Figure – 2.3 Slitting Line Elements

Table - 2.1. - Specification Chart

SR.NO SPECIFICATION PICKLING LINE SLITTING LINE CUT TO LENGTH LINE

1. Thickness 2 to 10mm 6 to 10mm 6 to 10mm
2. Width 800 to 1650mm 500 to 1750mm 340-1600mm
3. Line Speed 40mpm to 5mm 75mpm to 5mm 5 stroke/minute
4. Weight 35T max 35T max 35T max

2.5.5. Cut To Length Line:

 In CTL the pickled and slitted steel rolls are cut into lengths up to the size
required to make the Rim or Disc.
 There are 5 CTL Machines in the plant to regulate the speed of production
properly

17
 2.6. RESEARCH & DEVELOPMENT WORKSHOP

In Research & Development Workshop all types of dies which are required for wheel
production process are made.

 Dies produced : Flaring Dies, Roll Former Dies, Expansion Dies

 Material used for Die making :

D2 Tool Steel
1. D2 steel is an air hardening, high-carbon, high-chromium tool
steel.
2. It has high wear and abrasion resistant properties. It is heat
treatable and will offer hardness in the range 55-62 HRC, and is
machinable in the annealed condition.
3. D2 steel shows little distortion on correct hardening. D2 steel‘s
high chromium content gives it mild corrosion resisting properties
in the hardened condition.

There are three sections in Research & Development Workshop:

 Cutting Section - In cutting section the cylindrical bars of size ranging from 10
inch to 40 inch are cut into small cylinders for desired die making.

 Machining Section - In Machining section the required size cut discs are
machined on lathe machines to remove the excess unwanted metal from the
material and desired holes are drilled in the workpiece.

After Machining on Lathe machine the workpiece is further machined on CNC lathe
for cutting intricate shapes which cannot be made on Conventional Machines and to
increase surface finish of the Die.

 Assembly Section - Here the assembly of prepared dies is done with the aid of
Armatic Crane.

18
PAINT PLANT

In the Paint plant the painting process is carried out for the wheels which are required
by the customer as in distinct colour.
For Example:
New Holland - White Colour
JCB - Yellow
Mahindra Tractors – Red
Kubota – Orange
Paint Plants: Figure – 2. Heavy duty Vehicles

2.6.1. Paint Plant – 1

 Paint Kitchen: In paint kitchen the paint preservation and supply is
provided to the painting booths automatically by help of air compressor.
 Paint Booth – 1: Here, the first coat of paint is applied on the wheel.
 FOZ – 1 (Flash Off Zone): This zone is provided for the paint to properly
settle down on the wheel surface.
 Paint Booth – 2 : Second coat of paint is applied as constant supply of
water sprinkling is done to ensure the excess amount of paint gets away
with water and moisture content
 Paint Booth – 3: Third and final coating of paint is applied as the process
is manual, there are 3 persons in a paint booth to ensure no corner of
wheel left without paint.
 FOZ – 2 : It‘s the Second freezing zone where the temperature is more
lowered to make the paint heavy and make its stick to wheel surface
 Heating Zones: Heating of painted wheels to enhance paint life without
rust and other defects.
 Products Painted: - MUV Wheels, MSIL, Mahindra, Honda Scooters, 3
Wheelers etc.
2.6.2. Paint Plant – 3
 Paint Plant 3 is the biggest paint plant in the whole SSWL Dappar Plant.
 As the whole painting process here is completely automated
 Products Painted – Tractor Front & Rear, JCB.

19
2.7. TOOL ROOM (DIE MAINTENACE)

1. Tool Room is the place where the repair and maintenance of defected dies is
done to make them ready for production process again.
2. Every Production plant in SSWL consists of its Separate Tool Room.
3. For minor defects in the die repairing process is done on production line itself.
4. If major fault occurs in the die than it is repaired in tool room.
5. Visual and dimensional inspection is done for any defects in the die.

 Die’s Repaired in Tool Room :

1. Roll Former Dies
2. Flaring Die
3. Butt Welding Copper Electrodes
4. Valve Hole Piercing & Coining
5. Bolt Hole Piercing & Coining
6. Vent Hole Piercing & Coining Die
7. Roll Former Shafts
8. Every type of Die which is used in the plant is repaired

 Materials Used :

EN8, EN31, EN25, EN40, D1 Tool Steel, D2 Tool Steel

20
 2.8. UTILITY Area

 In Utilities Area scrap generated from various machining processes is kept and
then transferred to Steel Processing Centre to again convert it into hot rolled
Steel rolls.

 There are also provided Storage tanks for MIG welding shielding gases.

(Argon & Carbon Dioxide)

 Also there are Storage vessels for Hydrochloric Acid which is used for Pickling
of Hot rolled steel rolls.

Utility Area consists of following sections:

 MIG Welding Shielding Gas Storage Containers and supply lines.
 Diesel Storage tank/Pump
 Hydrochloric Acid Storage Tanks

2.8.1. MIG Welding Shielding Gas Containers:

 Cryogenic liquid Cylinder – Argon

4. Capacity : 10397 Litres

5. Max Working Pressure : 24kg/cm2
6. Operating Temperature : -196° C
 Cryogenic liquid Cylinder – Carbon Dioxide
1. Capacity : 10397 Litres
2. Max Working Pressure : 24kg/cm2
3. Operating Temperature : -196° C

21
Cryogenic liquid cylinders are insulated, vacuum-jacketed pressure vessels. They come equipped

with safety relief valves and rupture discs to protect the cylinders from pressure build up. These

containers operate at pressures up to 350 psi.

Assembly Welding Gas: Argon/Carbon Dioxide This blend has been used for Assembly welding

in SSWL plant which is used for variety of applications on Carbon and – Low alloy steels. (Argon

87 % - 13 % CO2)

22
 2.8.2. There are total 8 Wheel Assembly Welding Machines in CAR SHED:

1. KOZIMA LINE :

(a) L&T Assembly Welding Station

(b) PARI Assembly Welding Station

2. CONSUD LINE :

(a) Old Assembly Welding Station

(b) New Assembly Welding Station

3. SCOOTER LINE :

(a) Assembly welder 1

(b) Assembly welder 2

4. KOREA LINE :

(a) Old Assembly Welding Station

(b) New Assembly Welding Station

 TRACTOR SHED

HESS LINE :

(a) LUG Welding Machines - 6

(b) Robotic LUG Welding Machine

23
 2.9. TRUCK SHED (TRACTOR SHED)

In Truck Shed following types of vehicles wheels are produced:

(i) Tractor Rear

(ii) OTR (JCB Wheels)

(iii) Truck Wheels

Truck Shed has Paint Section and Tool room.

 JCB and OTR Wheels are made in two-halves and after that both are fastened

to each other to complete the assembly by help of nut and bolts.

 Tractor rear wheels are assembly of Four elements :

(i) Rim, (ii) Disc, (iii) Lugs, (iv) Nut & Bolt

 MACHINE TOOLS in Truck Shed :

(i) Flaring Press

(ii) Roll Forming Press

(iii) Expander Press

(iv) Vertical Machining Centre

(v) CO2 Welding Machine

(vi) Lug Welding Machine

24
 CHAPTER 2: INDUSTRIAL WORK UNDERTAKEN

2.1. Manufacturing Lines

KOZIMA LINE

 Wheels Produced – MUV - MSIL, Honda and for Export

 Capacity – 6500 wheels per day

SCOOTER LINE

 Wheels Produced – Honda Scooter, 3-Wheeler

 Capacity – 10000 wheels per day

KOREA LINE

 Wheels Produced – MSIL, Tractor Front

 Capacity – 6000 wheels per day

CONSUD LINE

 Wheels Produced – MSIL, Mahindra, Tractor Front

 Capacity – 5000 wheels per day

HESS LINE

 Wheels Produced – Tractor Rear, JCB Wheels, OTR Wheels, Truck

 Capacity – 3000 wheels per day

25
1.6. Process Involving the Manufacturing of Wheels

 Storage of Mother coil

 Slitting or cut of Length of coils

 Rim Manufacturing (Rim Line)

> Coiling
> Butt Welding
> Trimming
> Edge Nipping
> Flaring
> Roll Forming
> Expanding
> Air Leak Testing
> Valve Hole Piercing and coining
> Rim Inspection

Figure-2.4. Production Process

26
  Disc Manufacturing (Disc Line)

> Blanking
> Draw 1
> Draw 2
> Reverse Draw
> Trimming and Piercing
> Final Draw
> Bolt Hole Piercing
> Bolt Hole Coining
> Vent Hole Piercing
> Vent Hole Coining

 Wheel Assembly Process

> Assembly Press and Fit
> Assembly Welding
> Low Point Marking (LPM)
> Batch Coding
> Wheel Inspection

Figure-2.5. Management Methodologies

27
 Painting Process

> Pretreatment Coating process

> Cathodic Electro Deposition Process

> Top coat process

 Quality Control and Inspection

> 100% Visual Inspection

> Instrument Calibration

> Dimensional inspection

> Testing

> Process and Product Audit

> System Audit

> Customers Complaints and Warranty

 Dispatch and Excise

28
2.3. Wheel Manufacturing Process

2.3.1. Rim Manufacturing :

Storage and Slitting of Coils
The major raw material used in the manufacturing of wheels is Hot Rolled Steel. It is
basically Mild Steel of different grades like 370, 440 and 590.

Source of Raw Material - : 90% Of the Steel is provided by Tata Steel and the rest is
provided by Essar, JSW and other steel manufacturers. The above is provided in form
of coils of steel according to the steel grade requirement in the form of big coils.

The coils are then stored in a service center. In the service center, these are arranged in
the proper manner according to the make and grade. They are marked for the car or
model it will be used for. After this, these sheets are then pickled. Pickling is a metal
surface treatment process used to remove impurities, such as stains,
rust from ferrous metals, copper and aluminum 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 in various steelmaking processes. Here, HCl is used as
pickling liquor.

29
 Figure – Specification sheet of pre-treated Steel Rolls

After pickling, these sheets are then uncoiled, straightened by passing through
levelling rolls and then cut to length according to the requirement, differently for the
rim and the disc.

Figure – Decoiling Figure - Straightening

Figure - Cutting of Steel rolls

30
Rim Manufacturing (Rim Line)
Basic information regarding the Rim Line:

Sheet thickness range: 2.3 – 4.0 mm

Diameter of Rim being manufactured: 10‖ – 16‖

Four Assembly Lines:

- Kojima
- Consud
- Scooter
- Korea
Average shed Capacity: 27500 wheels/day

- Kojima – 6500
- Consud – 5000
- Scooter – 10000
- Korea – 6000

31
Rim Line Operations:
1. Coiling
2. Butt Welding
3. Trimming
4. Edge Nipping
5. Plaining
6. Roll Forming
7. Expanding
8. Air Leak Test
9. Valve Hole Piercing and Coining
10.Rim Composition

Figure – Rim Manufacturing Process

32
1. Coiling

In this process, the straightened sheets which are cut to length according to the
requirement of the final product are again coiled (re-rounded) according to the
diameter of the wheel which is needed to be formed.

Figure. - Sheet is getting re-rounded (Coiled)

. . - Coiled Sheets moving towards Butt Welding Machine

Figure.

33
2. Butt Welding
After the coiling of the sheet is completed it goes to the next process of butt
welding. Butt welding is a welding technique used to connect parts which are
nearly parallel and don't overlap.

Figure.- Butt Welding Joint

In the manufacturing of wheel rims Flash Butt Welding is used due its high
production efficiency. However, DC Butt Welding is also used by different
companies.

34
3. Trimming
After butt welding the rim moves towards the trimmer, trimming needs to be done
because welding slag will be produced on both the inside and outside surface of the
weld joint.

4. Edge Nipping
In this process the sharp edges are smoothened at the butt joint or as it‘s said the
edges are nipped.

35
5. Flaring
In the flaring process, a horizontal flaring machine is used to flare rims after the re-
rounding, welding and trimming process.

The machine flares both the edges of the wheel rim into a horn mouth, making it
convenient for roll forming.

Figure. - Flaring Machine being used Figure. - Flared Wheel

36
6. Roll Forming
Roll Forming is a three stage process and in this process the rim after flaring is
pressed using dies, which are made according to the requirement of the product.
These dies create non-skid patterns onto the rims. Basically, roll forming helps in
giving a shape or profile to the rim.

For different types of rims different roll forming machines are used, that is, some
are divided into 3 different machines or all 3 combined in one single machine.

Figure - Multiple Roll Former

Figure - Single Roll Former

37
7. Expanding

In the expanding process, a machine (expander press) is used after roll forming
of the wheel for precise size expanding to meet the design requirements for
diameter.

8. Air Leak Test

In the air leak test the inner volume rim is put into the tester which has a detector
below which detects the air, if any passes through the weld joint.
If the air passes through then it‘s detected and the rim is rejected.
The purpose of the test is to check the weld quality and reduce air leakage and is
majorly for wheels with tubeless tires.

Figure . -Air Leak Testing being done at different rim lines

38
9. Valve Hole Piercing and Coining
Valve hole piercing is an important step in the rim manufacturing. It‘s done after
the air leak test. A machine is used with a corresponding mold which can punch the
right valve hole on the effective part of the rim.

Figure. – Showing Valve Hole Piercing

10. Rim Inspection and Composition

After the valve hole piercing, a small visual inspection is done and therefore is sent
to the assembly for composition with disc.

Figure – Rim Inspection table

39
2.4. DISC Manufacturing Processes (Disc Line)

Basic information regarding the Disc Line:

Sheet thickness range: 2.3 – 5.8 mm

Diameter of Rim being manufactured: 10‖ – 16‖

40
Disc Line Operations
1. Blanking
2. Draw 1
3. Draw 2
4. Reverse Draw
5. Trimming
6. Final Draw
7. Bolt Hole Piercing and Coining
8. Vent Hole Piercing and Coining

41
1. Blanking
Blanking is a metal fabricating process, during which a metal workpiece is
removed from the primary metal strip or sheet when it is punched. The material
that is removed is the new metal workpiece or blank.

2. Draw 1
Draw 1 is a process of shaping the blank initially for further processes.

42
3. Draw 2
It is process of shaping the dome with inside diameter for further process.

4. Reverse Draw
It‘s the process in which, the drawing takes place in the reverse direction of the
previous operation.

43
5. Trimming
It‘s basically, cutting the edges or the extra material on the work piece.

6. Final Draw
Final Draw is to give the final shape to the disc

44
7. Bolt Hole Piercing and Coining
In this process the bolt hole have to be made and are therefore punched inside using
a press machine and are then coined to remove sharpness or the burr.

45
8. Vent Hole Piercing and Coining
In this process the vent hole have to be made and are therefore punched inside
using a press machine and are then coined to remove sharpness or the burr.

46
Wheel Assembly Process
Wheel Assembly Operations:

1. Assembly Press and Fit

2. Assembly Welding
3. Low Point Marking (LPM)
4. Batch Coding

The rims and the disc thus manufactured in the respective lines are assembled in a
two-stage process. In the first stage, the disc is press fitted with the rim in a
hydraulic press. Finally, the press-fit, assembled wheel is permanently secured by
means of arc welding of disc with rim with the help of an automatic 4 torch MIG
welder.

47
1. Assembly Press and Fit
In this process, both rim and disc are brought together at the press-fitting machine
and are pressed together, so that they fit properly and should not be left loose.

Figure - Assembly Press and Fit

48
2. Assembly Welding
In this process the press-fit, assembled wheel is permanently joint by the means of
MIG Welding.

MIG Welding

MIG welding is an arc welding process in which a continuous solid wire electrode
is fed through a welding gun and into the weld pool, joining the two base materials
together. A shielding gas is also sent through the welding gun and protects the weld
pool from contamination. In fact, MIG stands for "Metal Inert Gas." The technical
name for it is "Gas Metal Arc Welding" (or GMAW)

MIG welding is most commonly used in fabrication shops where production is

high, and the possibility of wind blowing away your gas shielding is unlikely.

Like in the manufacturing of wheels in a plant like this where the average
production is 27500 wheels/day.

49
 Figure – Wheel Assembly welding Machine

Figure - Final Product after Assembly Press-Fit and Assembly Welding

50
3. Low Point Marking (LPM)
Low Point Marking is used for match-mounting tires on wheels to minimize
assembly radial force variation. It applies to tubeless 15 degree drop center disc
wheels for use on class 5, 6, 7, and 8 commercial vehicles.
A steel wheel is not that uniform in overall balance compared to the aluminum
wheel, so a low point marking is very important.

4. Batch Coding
Batch Coding is done on each every wheel for identification. It‘s beneficial for
both the manufacturer and the customer for further communication. Like, if the
customers gives any complaint regarding the product, the manufacture can rectify it
and can to the end of the problem using this batch code.

Information mentioned on the batch code:

- Date of Manufacturing
- Shift of Manufacturing
- Dimensions
- Model of Wheel, etc.

51
Painting Process (Paint Plant)
Processes performed in the Paint Plant

1. Pre-treatment Process
2. Cathodic Electro Deposition Coating
3. Top Coating

In the paint plant, the wheel surfaces are

first pre-treated and prepared, and then painted

in two stages, a first stage of Cathodic

Electro-deposition (CED) painting and

a second stage of top

coat painting. After each stage of painting

the wheels are baked for consolidating the paint layer.

52
 1. Pretreatment Process Flow
In this process, the wheels are first cleaned of any foreign material or oily substance,
then treated with tri cation phosphate coating.

Most importantly, the purpose of pre-treatment process is that it causes a chemical

crystallization to occur on the wheel surface that provides improved paint adhesion
and anti-corrosion protection.

In the above process the following abbreviations are used:

 R.C.D.M.W.R – Recirculated Demineralized Water Rinse

 D I – Deionized

2. Cathodic Electro Deposition Coating

The process flow is as follows:

CED Bath

Ultra Filtrate 1 - Spray

Ultra Filtrate 2 - Dip

Ultra Filtrate 3 - Spray

R.C.D.M Spray

Fresh D.I Spray

CED Oven

53
The wheels are then conveyed directly from the pre-paint treatment process to the
cathodic electro coat process, which is a full immersion process.
In the CED Bath, the wheels are immersed in this prime coating (referred to as
cathodic E-coat). The Ecoat is electro-deposited on the wheels. That is, opposite
charges are applied to the material and the vehicle, which causes the material to
readily adhere to the surface of the vehicle
This process normally involves submerging the wheel into a container or vessel
which holds the coating bath or solution and applying direct current electricity
through the EPD bath using electrodes. Typically voltages of 25 - 400 volts DC are
used in electrophoretic painting applications. The part to be coated is one of the
electrodes, and a set of "counter-electrodes" are used to complete the circuit.

After deposition, the wheels are passed through Ultrafiltration. Ultrafiltration (UF)
is a great technology for the electro coating process because it closes the mass
balance of the process while producing rinse waters from the electro coat paint
bath.
UF is mainly used to recover paint solids from deionized (DI) rinse water, thereby
reducing the amount of paint wasted and lessening the burden on wastewater
treatment facilities.
After this, the wheels again pass though the R.C.D.M Spray and then a fresh D.I
Spray. And therefore, the wheels are conveyed to a curing oven (bake oven) where
the coating is cured and dried.
The temperature of the ovens is 180 degree Celsius.

Figure - Ultrafiltration 1, 2 & 3 Tanks with their process times and pressures.

54
 3. Top Coating

Spary Painting Spray Painting Flash Off Zone

Paint Mixing
Booth 1 Booth 2 1

Lacquer Spray Lacquer Spray

Top Coat Flash Off Zone
Painting Booth Painting Booth
Oven 2
4 3

This is the last and final process of the paint plant.

In this process, first the paint is mixed with thinner and some amount of water and
then conveyed to the spray paint (base coat) booth 1. Meanwhile, the wheels are
conveyed from the CED Oven.
The spray painting is done again in spray paint booth 2 and then goes to Flash off
Zone 1 (FOZ).
After passing through the Flash off Zone 1, wheels go into the Lacquer Spray Paint
Booth 3 and Lacquer Spray Paint Booth 4. Lacquer Spray Paint is also called the
Clear Coat.
From there, the wheels move towards Flash off Zone 2 (FOZ) and in then finally in
Top Coat Oven for drying.

Figure - Wheels coming out of the Top Coat Oven Figure - Masking protective covers

55
 2.10. QUALITY CHECK & INSPECTION

 Quality check is done to check all parameters which get affected due to the
various processes performed on the material.
 Wheel Inspection :

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.

In order to implement an effective QC program, an enterprise must first decide

which specific standards the product or service must meet. Then the extent of QC
actions must be determined (for example, the percentage of units to be tested from
each lot). Next, real-world data must be collected (for example, the percentage of
units that fail) and the results reported to management personnel. After this,
corrective action must be decided upon and taken (for example, defective units
must be repaired or rejected and poor service repeated at no charge until the
customer is satisfied). If too many unit failures or instances of poor service occur, a
plan must be devised to improve the production or service process and then that
plan must be put into action. Finally, the QC process must be ongoing to ensure
that remedial efforts, if required, have produced satisfactory results and to
immediately detect recurrences or new instances of trouble.

The process involved in quality control and inspection are:

1. 100% Visual Inspection

2. Dimensional Inspection
3. Testing
4. Audit
a. Product
b. Process
5. Customers Complaints and Warranty

1. 100% Visual Inspection

In this step the wheels after coming out of the top coat oven are cooled and then
move the visual inspection table.

56
Before reaching the inspection table the all wheels are checked for the Low Point
Marking.

Figure- Visual Inspection table

The parameters that are checked in visual inspection are as follows:

- Runout
- Vent Hole Burr
- Bolt Hole Burr
- Bolt Hole Crack
- Vent Hole Crack
- Defects
o Rim Crack
o Dents
o Hub Crack
o Undercut
o Grinder marks
o Vent hole miss, etc.

- Air Leak Test

o Air Leak through
- Welding
o Welding on rim
o Welding on disc
o Welding length short
o Welding miss
o Welding crack
- Butt Welding Air Leak Test
o Front
o Rear
57
- Bead Seat Diameter
o Front
o Rear
- Batch Coding
o Rim batch code double stock
o Assemble stamp double stock

2. Dimensional Inspection
This has two types:
 Pre-Dispatch/Delivery Inspection (PDI)
 Full Layout Inspection

1. Pre-Dispatch/Delivery Inspection
In the automotive industry, a pre-delivery inspection is "the final check carried out
by the manufacturer before they hand it over to the customer", and includes various
checks to ensure that the product is up to a certain standard before it is presented to
the customer.

As this is the final inspection stage, every parameter from every department has to
be checked in the beast manner without any errors. Every major as well as minor
defect or problem has to be properly reported without any delay, the reason being
this stage decided whether there will be any hindrances in the production process or
in that case any process of any department whether its manufacturing of rims, disc,
their assembly and the paint department as well.

For conducting the PDI there is a Final Inspection Report which is made according
to the wheel being checked. Every parameter which needs to be checked in this
final inspection is mentioned on this report with the specifications for the
respective parameter.

58
This report covers all the departments including surface finish, paint, dimensions,
testing, etc.
To begin with the PDI, according to inspection standard of the wheel which tells
how many need to be inspected from the lot. Some have a requirement of 2 wheels
from the lot, some have 3, some even have 5. These are picked at random from the
inspection table in the visual inspection section.
Following are the parameters which are checked and are mentioned in the final
inspection report as well:

59
Every different wheel model has almost similar final inspection report. Mainly, the
parameters are quite similar but the specification may change according to the wheel
and customer requirement.

60
To perform above the above inspections, following gauges are used:

S No. PARAMETER GAUGE

Surface Treatment
1. Film Thickness Dry Film Thickness Meter
2. Adhesion Tape Test
3. Hardness Pencil Hardening Test using a
Pencil hitting at 60 degree
4. Corrosion Resistance Machine Test
Material
1. Disc Material Grade Machine Test
2. Thickness µ Meter
3. Reduction in Sheet Thickness µ Meter
4. Rim Material Grade Machine Test
5. Thickness µ Meter
6. Reduction in Sheet Thickness µ Meter
Dimensions
1. Rim Circumference Bead Seat Gauge
2. Run out Lateral Run out fixture and Mechanical
Height gauge with dial indicator
3. Run out Average Radial Average radial fixture with runout
fixture
4. Rim Width Vernier caliper
5. MTG Holes (Bolt Holes) Pitch Steel balls with digital Vernier
Circle Diameter (P.C.D) caliper
6. Position Bolt Holes Machine test
7. Flatness of bolt faces Feeler gauge
8. Bolt Hole diameter Bolt hole gauge
9. Height of bolt hole Runout fixture with height gauge
10. Hub I.D Hub gauge
11. Wheel cap fitment diameter Vernier caliper
12. Diameter of valve hole Valve hole gauge
13. Hub height Run out fixture with height gauge
14. Crown height Run out fixture with height gauge
15. Weld length Stainless steel scale
16. Calliper clearance Base plate and Calliper profile
17. Tac no. marking Visual Test

61
 Figure - Run out Fixture
Figure - Mechanical Height Gauge, and

Figure - Average Radial Run out Fixture

62
3. Testing
Performance tests or testing is also a part of final inspection.

There are 2 labs for the same:

 Corner Fatigue Testing (CFT) Lab

 Radial Fatigue Testing (RFT) Lab

In these labs the following performance tests are performed:

- UTM Test: Ultimate Tensile Strength Test is done mainly check the strength of
the welding. The testing involves taking a wheel and then pulling it with
a tensometer at a constant strain (change in gauge length divided by initial
gauge length) rate until it breaks.

- Corner Fatigue Test (CFT): The cornering fatigue test is intended to

determine the structural performance of the wheel for normal highway use on
passenger cars, light trucks and multipurpose vehicles. Wheels are mounted on
a testing machine which simulates cornering under heavy loads. The wheel is
placed at an extreme angle and is heavily loaded (or pressed against) with a high
amount of weight.

- Radial Fatigue Test (RFT): Similar to the cornering fatigue test, the radial
fatigue test is intended to simulate the dynamic loading of the wheel during
cornering of the road. It simulates the forces of load that a wheel experiences
with a tire mounted and carrying the weight of the vehicle and passengers,
cargo. The radial fatigue test is also performed with a tire on.

- Nut Seat Rigidity Test: test to evaluate the strength of the nut seat of wheels
intended for use on passenger cars, light trucks and multi-purpose vehicles.
While this test ensures the minimum strength of the nut seat, the wheel must
also have a degree of flexibility to allow torque retention. This test evaluates the
axial strength of the nut seat. In addition, an informative annex provides
recommended bearing area to ensure enough strength for the rotational force in
tightening a nut against the nut seat.

63
- Weld Penetration Test: In this test the weld penetration is checked using a
microscope or profile projector. It basically checks the penetration of welding in
the rim and the disc for the given certified percentage.

- Flange Bending Test: Rim flange bending is tested by using an impact load
machine.

- V - Bent Test: It is a test for testing the butt welding. Gradual load is applied to
a cut section of the rim in which the centre is at the butt welding joint and the
pointed V edge is gradually used against the butt welding joint.

Figure - CFT & UTM Machine

Figure - RFT Machine

64
Dispatch and Excise
The process for dispatch and excise is follows:

1. Four hours before the packaging starts, one person monitors the wheels being
loaded before entering the painting process. This is done so that the packaging
can take place in proper manner according to the respective package standard.
2. After the quality inspection, the wheels are packed according to their respective
packaging standard.

Packaging Standard: The customer specifies the packaging standard according

to his requirement. For example, Piaggio, wants its wheels packed to be in a
carton of 4 wheels/box with sheets. Maruti wants its wheels to be packed hard
plastic pallets in a pack of 6 with bubble rapping.

3. The boxes are then strap rolled and the pallets are wrapped using bubble wrap
role.

65
4. After this, a packaging slip is made which mentions the following information:
a. Date
b. Product
c. Quantity
d. Pallet Number
e. Shift
f. Packaging Line Captain

5. The packaging slip is then taken to the data operator, who enters the information
into the computer servers.
6. Then the packaged wheels are taken into the storage area.
7. At the time of loading, another slip is made and given to the truck driver who
has to sign it and then takes it to the office for billing.
8. The bill is made and then given to the driver, who gives it to the customer.
9. After loading the required quantity of wheels, the truck is weighed. It is
weighed I even before loading the wheels to calculate the exact weight of the
loaded quantity of wheels. This process takes place for verification purpose and
is verified at the customer end.
10.Therefore, the wheels are dispatched to the customer.

66
 CHAPTER 3 PROJECT WORK

3.1. Case Study 1 - To study current gas saver systems and to introduce new
methods to reduce the consumption of MIG Welding shielding gas (i.e. Argon+CO2)
for assembly welding.

3.2. Project Timeline:

Table 3.1.Project Timeline

DATE Activity/Phase

20-03-2018 to 31-03-2018 Define

01-04-2018 to 20-04-2018 Measure

21-04-2018 to 10-05-2018 Analyse

11-05-2018 to 15-06-2018 Improve

16-06-2018 to 30-06-2018 Control

3.2.1. Define

Assembly Welding Gas: Argon/Carbon Dioxide blends are versatile mixtures for welding

Carbon low alloy and some stainless steels.

 Increase the CO2 content will increase weld penetration and bead wetting characteristics.

 At higher current levels and CO2 content, increased spatter may result. AR/CO2 blends.

67
Argon 87 % - 13 % CO2
 This blend has been used for Assembly welding in SSWL plant which is used
for variety of applications on Carbon and – Low alloy steels.

 In the short circuit mode of transfer, maximum productivity on thin gauge

metals can be achieved with this blend.

 This is done by minimizing the excessive melt through tendency of higher

carbon dioxide mixes, while increasing deposition rates and travel speeds.

 As the carbon dioxide percentages are lowered from 20% range (maximum
spray arc levels), improvements in deposition efficiency occur due to decreasing
spatter loss. This blend supports the spray arc mode of transfer.

Factors Affecting Consumption of Shielding Gas:

1. FIRST REASON: GAS SURGE The surge of excess shielding gas occurring
at every weld start is a major contributor to the gas waste. Each time the torch
switch is pulled, up to six times the physical gas hose volume (from gas supply
to the wire feeder or welder) is wasted. In addition to the gas waste, this gas
surge creates a turbulent shield that pulls air into the weld zone. This moisture-
laden air causes inferior quality weld starts with excess weld start spatter and
often internal weld porosity.

The solution: The use of a patented gas saver system reduces the gas surge by

80% while still quickly providing some extra gas at a limited flow rate to purge

the torch nozzle and weld start area.

68
 2. SECOND REASON: EXCESS FLOW SETTINGS

Gas flow meters are often seen with the flow ball pinned to the top of the flow
tube. When that is the case, excessive gas is being used — at flow rates of 150
cubic feet per hour. ―This excess is not only wasteful but causes poor weld
quality, Research performed to see if increased flow could improve weld quality
in a 4 MPH wind supported this 50 CFH maximum flow recommendation. The
results showed with a standard 5/8 inch diameter MIG torch nozzle, a 45 CFH
shielding gas flow rate produced less internal porosity than 65 CFH.
Unfortunately many welders think; ‗if some shielding gas is good more must be
better.‘‖

Figure .1 Gas Flow Meters Figure 2.

The solution: If flow meters are being used on cylinder or pipeline gas supply a
locking system is available that allows the maximum flow rate to be set and locked.

69
THIRD REASON FOR WASTE: LEAKS

studies indicate that initial gas surge and excess flow settings are often more of a
problem than leaks. However, leaks do lead to waste and affect weld quality, When
gas is leaking out of a pipeline, hose or fitting, moisture laden air is leaking back
through the passage that caused the leak. A 1/16 inch hole (or equivalent size leaks in
fittings and hoses) flows 175 CFH. In a year that is 1.5 million cubic feet of gas. If that
is CO2 shielding gas that is 88 tons per year wasted.
The solution: Use a simple inexpensive portable flow meter and measure gas flow
that will help detect leaks. Gas flow entering a wire feeder can be compared to gas
exiting the MIG torch and system leaks in ―O‖ rings or gas fittings defined and fixed.
A simple leak detection solution provides instant visible evidence of even small leaks.

3.2.2. Measure

MIG Welding Standard Parameters:

Table – MIG Welding Parameters

Parameter Standard Values Used

Shielding Gas Composition Argon – 85% Argon – 87%

CO2 – 15% CO2 – 13%

Current 180 to 200 Ampere 190 to 230 Ampere

Potential Difference 19 to 21 Volts 17 to 22 Volts

These parameters depends upon following factors:

(a) Metal Thickness.

(b) Type of Metal.

(c) Welding Position.

(d) Shielding gas and wire diameter speed.

Total Consumption of Argon & CO2 Mixture - 18500m³/day

Total Consumption of Argon & CO2 Mixture in CAR SHED - 1850m³/day

70
Remarks

 The optimum value of gas flow required for producing good welding joint is
20Litres/min to 25Litres/min.
 "Full" denotes the value of Gas flow/cycle is above the maximum value of
optimum gas flow range (i.e., 25Litres/min)
71
3.2.3. Analyse

Total Consumption of Argon & CO2 Mixture in CAR SHED - 1850m³/day

 As per standard norms the value of Mean gas flow meter should be between

20 litres/min to 25 litres/min.

 As per this the value of Gas consumption by using the relation :

Eqn 3.1 Consumption of Gas = (G.F.M.R.) x 6.68x10-5 x t x N (m3/day)

Where

 G.F.M.R – Gas flow meter reading in Litres/min and to convert it into

m3/seconds, multiplying with 6.68x10-5.
 t – Cycle time for welding 1 wheel assembly
 N – Number of wheels welded per day

Therefore,

Gas Consumption without leakage and running at optimum value of Gas flow =
681.89m3/day

72
CONCLUSION
As the Gas saver systems are running at more than the optimum value of gas flow
i.e.25 litres/min.
The consumption of Shielding Gas has increased by three times the Gas Consumption
when gas saver systems are running at optimum value
 Consumption of Shielding Gas because Gas saver systems running more than
the optimum value of gas flow = 1850-681.89 = 1168.11m3/day
3.2.3. Improve - For Improvement purpose the main factor affecting Gas
consumption is leakages has to be monitored.
REASON FOR WASTE: LEAKS
Table - Shielding Gas Leakage Inspection record

LINE MACHINE PART DEFECT/LOCATION

KOREA Assembly Welder GAS FLOW Leakage of Shielding Gas/At the Connection
NEW METER - 1 point of Gas line and Gas flow meter

KOREA Assembly Welder GAS FLOW Leakage of Shielding Gas/At the Connection
NEW METER - 4 point of Gas line and Gas flow meter

KOREA Assembly Welder Solenoid Leakage of Shielding Gas/At the junction of

NEW Valve Pipes with the solenoid valve.

SCOOTER Assembly Welder GAS FLOW Leakage of Shielding Gas/At the Connection
1 METER - 1 point of Gas line and Gas flow meter

SCOOTER Assembly Welder Solenoid Leakage of Shielding Gas/At the junction of

2 Valve Pipes with the solenoid valve.

CONSUD Assembly Welder Gas Flow Leakage of Shielding Gas/The Connection line from the mai
OLD Meter - 2 Gas Flow Meter - 2.
CONSUD Assembly Welder Gas transfer Leakage of Shielding Gas/from the gas transfer
NEW nipple nipple for transferring gas to
the Gas flow meters, below Solenoid Valve
CONSUD Assembly Welder Gas Flow Leakage of Shielding Gas/from the Gas Flow
NEW Meter 2 & 3 Meter 2 & Gas Flow Meter 3

REWORK AREA Portable MIG Solenoid Leakage of Shielding Gas/At the junction of
CONSUD Welder Valve Pipes with the solenoid valve.
KOZIMA
KOZIMA Assembly Welder Gas Flow Leakage of Shielding Gas/At the junction of
L&T Meter gas line to the Gas Flow Meters

 To eliminate leakages problem every week leakage tests are conducted and faults are
eliminated.

73
 CASE STUDY 2 : To study the amount of generation of spatter during MIG
Welding process.

Spatter which is essentially droplets of molten material that are generated at or

near the welding arc. Spatter is generally regarded as a nuisance and is a critical
factor to consider when developing an application.

6 Causes of Spatter:

1. Incorrect settings – procedures that are out of whack will cause spatter.
Amperage, voltage and electrical stick out a crucial.

 Amperage:
Amperage in GMAW is determined by your wire feed speed. Running amperage that
is too high will cause spatter. To correct either lower the amperage by decreasing the
wire feed speed or increases the voltage.

 Voltage:
Per the above, if your voltage is too low your spatter levels will increase. Increase
your voltage until spatter decreases.

 Electric Stick Out (ESO):

Electrical stick out is the distance from your contact tip to the work piece. When mig
welding you want to be around 3/4″. A bit more for high amperage. Excessive stick
out will increase spatter somewhat, but it will create bigger problems (porosity due to
lack of shielding gas and lack of penetration).

Standard Electrode Stick out value depends upon Wire diameter.

SR. NO Wire Diameter Electrode Stick Out

1. 0.6mm to 0.76mm 6.35mm to 9.5mm

2. 0.89mm to 1.14mm 9.5mm to 12.7 mm

3. 2mm to 4mm Upto 28 mm

74
Factors affecting the ESO selection

 A large stick out causes higher electrical resistance in wire, which results in
colder welding.
 Too short stick-out produces more spatter and unstable arc.

2. Surface Contaminants – rust, oil, paint and other surface contaminants will
create spatter. Clean surfaces as best as possible prior to welding.

3. Mode of Metal Transfer – Short arc and globular transfers are modes of metal
transfer that produce a lot of spatter. To drastically reduce spatter you need to
achieve spray transfer. To do this you need a minimum of 83% argon in your
shielding mix (a typical mix would be 90/10). However, you also need to be
above the transition currents for the diameter of wire you are running. Smaller
machines will not be capable of this.

4. Erratic Feeding – when the wire feeder cannot feed wire at a constant speed
there will be fluctuations in amperage that will drastically affect the arc causing
a lot of spatter. Make sure you don‘t have any feeding issues.

5. Quality of Consumables – some applications can live with high levels of

spatter, others can‘t. In robotic applications and other situations in which wire
consistency is critical shy away from the cheap-low quality wires. A single
spool or drum may be consistent, but across several spools or drums there may
be variations in wire diameter, copper coating, and chemistry. Unfortunately
AWS allows for such wide range of chemistry that even a coat hanger can be
made into a mig wire. The best manufactures keep their own ranges and
tolerances and thus produce better product.

6. Bad Shielding Gas – This is very uncommon, but shielding gases of low
quality can affect spatter levels. What is more common is mis labeling (i.e.
getting a 75/25 on a cylinder that has a 90/10 label), but even this is rare. The
higher the argon content the smoother the arc. 100% carbon dioxide is cheap
and provides good penetration profile, but it creates a lot of spatter.

75
76
 CHAPTER 4 RESULTS & DISCUSSION

 CASE STUDY 1

o In order to assess any effects the shielding gas flow rate and control
method have on the weld quality and geometry, a metallographic analysis
was performed on a cross-section from each weld.

o The defect percentage was determined through the analysis of numerous

images from around the weld metal. as used to determine the percentage
of the image that exhibited a shade contrast to that of the bulk material
and these contrasts were assumed to contain a mixture of micro porosity,
metallic and non-metallic inclusions, therefore allowing the ‗cleanliness‘
of the weld to be quantified as a function of the flow rate.

 The low levels of impurities could be attributed to the near perfect welding
conditions in the absence of drafts and the fact that the upright of the fillet joint
prevents the shielding gas drifting from the weld region.

 CASE STUDY 2

o The power source of rating DM 500 used in Assembly welders generates

more spatter during MIG welding process as the fluctuations in current
and potential difference is more

o The size of spatter generated is also more as compared to the spatter

generated by DM 350 power sources.

77
 FUTURE SCOPE

Finally, all the things which I have learned over the course of Four Year in Engineering including

the classes and the industrial training eventually leads to the practical as well as the conceptual

knowledge of the field of my study which will definitely help me to achieve a good career in the

technological field.

 It was found that the electromagnetic gas saving device produced additional savings when

compared to a conventional flow meter; this has primarily been linked to the rapid response

of the electromagnetic valve.

 The shielding gas consumption at weld termination due to the valve response is a constant

regardless of the weld length, and consequently the greatest savings are produced over shorter

weld lengths, e.g. stitch welds, where shielding gas consumption can be reduced by 20%

without reducing the gas flow rate.

 Concurrently, as the weld length increases, the shielding gas used at shut-off has a

diminishing percentage effect on the overall savings.

78
REFERENCES

1. http://www.sswlindia.com

2. https://www.google.com/

3. Galloway_AM_Pure_Techno_economic_evaluation_of_reducing_shielding_gas

_consumption_in_GMAW

79