GEETEE ABRASIVES

INTERNSHIP REPORT
Submitted by

RAPHAEL JOSHUA A 312321114110

In
BACHELOR OF ENGINEERING
Students of Mechanical Engineering

St. JOSEPH’S COLLEGE OF

ENGINEERING
(An Autonomous Institution)
CHENNAI – 600119

27th DECEMBER 2023 – 13th JANURARY 2024

 Acknowledgement

I am grateful for the wonderful opportunity to explore my interests in

manufacturing. I extend my sincere thanks to Ms. AKILA BARATHI P,
Human Resource of GEETEE ABRASIVES, for providing us with this
valuable experience.
Additionally, I express my heartfelt gratitude to Mr. human Resource at
GEETEE ABRASIVES Thirumudivakkam, for his support and guidance
throughout the internship.
I would also like to extend my appreciation to Mr. manager at Engine
Assembly in GEETEE ABRASIVES Thirumudivakkam, for his mentorship
and insights. Their encouragement and assistance have played a pivotal role in
my learning journey, and I are thankful for the knowledge and skills gained
under their guidance
I am indebted to my Chairman Dr. B. Babu Manoharan M.A., M.B.A.,
Ph.D., my Managing Director Mrs. S. Jessie Priya M.Com., and my Executive
Director Mr. B. Shashi Sekar M.Sc., INTL. Business of St. Joseph’s College
of Engineering for their kind attention and valuable suggestions given to us
during my course.
I am indebted to my Principal and Head of the Department of Mechanical
Engineering Dr. Vaddi Seshagiri Rao M.E., M.B.A., Ph.D., F.I.E for being a
source of inspiration during my study in this college.
I thank my Professor and HOD - Lab Affairs, Department of Mechanical
Engineering Dr. S. Arivazhagan M.E., Ph.D. and Professor & HOD
- Student Affairs, Department of Mechanical Engineering, Dr. N. Arun
Kumar M.E., Ph.D. for his guidance and encouragement at each and every
stage of my work.
I express my gratitude to Professor Mr. Praveen Kumar S for his
consistent support throughout the internship.I thank my professor Mr.Praveen
Kumar S
M.E for coordinal support thought the internship.

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 TABLE OF CONTENTS

CHAPTER TITLE PAGE NO.

NO.

INTERNSHIP CERTIFICATE 3

1. INDUSTRY PROFILE 4

2. MOTIVATION TO ATTEND
INTERNSHIP 6

3. VISIT TO ENGINE ASSEMBLY 7

4. VISIT TO PAINT SHOP 12

5. VISIT TO VEHICLE ASSEMBLY 21

6. PROJECT 29

7. INTERNSHIP OUTCOME 33

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3
 CHAPTER 1
Industry Profile

Established in the year 1977, GEETEE Industries is a professionally managed company

driven by philosophy of quality. With nearly three decades of experience, we have
established our reputation as makers of High Quality Cutting wheels, Grinding Wheels
and Abrasive Wheels for a variety of Industrial applications under the brand name of
“GEETEE”.
We manufacture a wide range of abrasive products such as Cutting Wheels (Reinforced
Cut-off Wheels as well as Non-reinforced Cut-off Wheels), Portable Snagging Wheels,
Foundry Snagging wheels and Depressed Centre Wheels (DCDs) ,

GEETEE cutting discs and Grinding wheel are produced in the state of the art ISO
9001:2000 certified manufacturing facility, with stringent process controls and final
product quality checks.
With our experience we are able to source the best raw materials, both imported and
indigenous. In addition to this, our excellent manufacturing process, fine-tuned over the
years ensures that the customer gets products of unmatched quality day after day, year
after year.
We can offer extremely quick turnaround times for your nonstandard needs and can
offer custom made solutions at highly competitive price
Geetee Cut off wheel are characterized by having a good cutting performance and cool
grinding. Compared with vitrified bonds, resinoid bonds are known as soft, fast and cool
grinding bonds. They have a very wide range of applications
.
Depending upon the application, the bonds can be used for either dry or wet grinding.
Based on the production methods and the low curing temperatures, grinding tools with
resinoid bond are usually the least expensive among the different bond systems.

Due to the low curing temperature, they can easily be used for all types of abrasives.
This disc grinding wheels are the most widely used tool for removal of risers and
runners. Depending on the application, stationary cut-off machines or swing frame
cutters are used. They easily cut sanded or mineralized castings. High-alloy work pieces
such as exhaust manifolds and turbine blades can be economically machined with cut-
off wheels.

4
 Plain wheels or non-reinforced wheels are very popular in metallurgical labs where
cross sections of samples have to be cut for testing purposes. These wheels can be made
in very fine grit combinations so that they leave a fine finish on the cut surface. Use of
special chemicals and abrasives make it possible to reduce the buildup of heat in the
cutting process thereby providing a fine burn free cut on the job.

GEETEE Brand plain cut off wheels are available in the following abrasive types

 Brown Aluminum Oxide: For regular steels, cables etc…

 White Aluminum Oxide : For hard steels where cool cutting is desired
 Silicon Carbide: For cutting of non-ferrous metals.

These Metallurgy lab wheels are typically used in applications that do not put a lot of
lateral force on wheels. These wheels are characterized by fine performance, safe usage
and low cost. The cut-off wheels are specifically designed for fixed base machines,
where work is securely clamped and housed.

5
 CHAPTER 2
Motivation to attend Internship

As Mechanical Engineering students at St. Joseph’s College, I’ve

thrilled about my upcoming in-plant training. This hands-on experience is
a golden opportunity for us to bridge the gap between theory and real-
world applications.
One of the exciting aspects is seeing how manufacturing concepts
I've studied in books translate into actual practice. Manufacturing is
essentially the process of transforming raw materials into finished products
swiftly and effectively. This involves a series of steps to efficiently turn
raw materials into the final desired product.
What makes manufacturing intriguing is its broad scope, covering
various processes, technologies, and resources. It's not just a single method
but a collection of techniques used to create a diverse range of products,
each differing in complexity, volume, function, and purpose.
My training has given us insights into the art of turning raw
materials into finished goods. I've witnessed first-hand how this process
happens quickly and with precision. I believe that this practical experience
will not only enrich my knowledge but also boost my confidence in
securing future campus placements and succeeding in my careers. Here's
to the exciting journey ahead

6
 CHAPTER 3
Visit to Engine assembly
On my first three days I was allocated to engine assembly
department I have learned how different parts of the engine are sub
assembled and how the sub assembled part is assembled into an engine. I
Have able to see the J-series engine as it is the only series that is being
assembled in Vallum plant. On my first day I have able to see the sub
assembly of Crankcase – Left Hand (LH) and Right hand (RH), Balancer
Shaft, Clutch Cover, Magneto Cover, Cylinder Barrel.

On my second day I had seen sub assembly of Cylinder Head,

Crank Shaft, Gear Shift Shaft and I Have able to see a portion of the main
line till Workstation ML-17. On my third day I Have able to completely
observe and learn the main line assembly and Rework station and finally I
learned the aspects for testing the engine in engine testing station ET-1.

A total of around 2400 engines are produced in a day. A total

number of 257 parts are used in the Royal Enfield J series engine in which
250 parts are outsourced from different manufacturers and the remaining 7
parts are machined in the machine shop. The outsourced parts are stored in
a section called Engine Assembly Purchased Parts Market (EAPPM).
Outsourced child parts are quality checked random sampling method
where 10 parts of each child part is drawn and 5 of them is sent for
verifying geometrical parameter to Metrology Department and the other 5
is sent to Metallurgy Department.
In Engine assembly at Vallam plant only J series engine is
assembled. The assembly layout is a flexible manufacturing layout
(looped). Two identical sections of engine assembly are laid named
correspondingly as J- 1and J-2. The engine assembly department has three
shifts and a general shift.

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 ENGINE SPECIFICATION:
Displacement
349.34cc -
1 Number of Cylinders -
Norms - BS-6
Power - 20.21ps@6100rpm`
Torque - 27Nm@4000rpm
Mileage - 35-45 kmpl
Stroke Length - 85.8mm
Bore Diameter - 72mm.

A single section of assembly unit is subdivided into division that are

Main Line (MA) and Sub Assembly (SA). Sub assembly have different
unit for each major part. Major part is assembled from the child part
sourced from different vendors. There are about 8 different sub assembly
unit.

3.1 SUB ASSEMBLY PARTS:

1. Crankcase – Left Hand (LH) and Right hand (RH)
2. Balancer Shaft
3. Clutch Cover
4. Magneto Cover
5. Cylinder Barrel
6. Cylinder Head
7. Crank Shaft
8. Gear Shift Shaft

8
3.1.1 CRANKCASE:

Crankshaft subassembly has a looped layout. The assembly

operation performed are grouped as SA01, SA02 etc., In SA01 LH and RH
plate set number is matched and oil drain plate strainer screw is installed.
In SA02 4 leak and 11 block tests are performed. SA03 bearings and oil
rings are installed in crankcase (RH). SA04 bearings and oil ring are
installed in crankcase (LH). SA05 crankcase (LH) turned over and oil jet
and retainer are installed. SA06 crankcase (RH) is turned over. SA07
crankcase bearing and oil seal pressing process are conducted. d5 SA08
circlip and oil jet assembly are installed. SA09 oil pump assembly is
installed in crankcase (RH). SA10 oil pump fitment with gasket is ensured
in crankcase (RH). SA11 star indexer and stopper are installed in
crankcase (RH). SA12 engine number is punched, oil bearing is checked
for free rotation in crankcase (LH, RH). SA13auto inspection takes place
for crankcase (LH, RH). SA14 crankcase is unloaded.

3.1.2 BALANCER SHAFT:

Balancer shaft is a new part installed in BS6 engine to reduce the

noise, vibration and to increase the engine life. Balancer shaft sub
assembly has a progressive type of FMS layout. SA-15A balancer driven
gear is installed by pressing using pneumatic machine. SA-15B spring and
stopper pin are assembled to the shaft, inner gear and driven gear Have
DOT matched and checked for damage after assembly. SA-15C spring and
stopper pin fitment is checked by vision. Free rotation of outer gear is
checked.

3.1.3 CRANKSHAFT PISTON BARREL:

Crankshaft piston barrel assembly has a progressive type of FMS

layout. In this line crankshaft and piston head are assembled. SA-16
presence of 5 piston rings is checked and their positions are ensured with
its identification mark. SA-17 crankshaft diameter and runout is
9
checked.

1
0
Block and leak test are conducted for crankshaft oil circuit. SA-18
orientation of piston head with connecting rod is checked, doIl pin is
installed oil is applied on piston and piston rings, proper fitment of circlips
on both top and bottom side of the piston head is done. SA-19 crankshaft
is checked for damage, doIl pin fitment is checked. SA-20 ID of barrel is
lubricated proper orientation of barrel gasket is checked, piston and oil
rings are checked for damage. The assembled part is moved to main line
ML-01.

3.1.4 GEARSHIFT SHAFT:

Gearshift shaft assembly line has a progressive type of FMS layout.

This subassembly is made of three division. SA-23 the return spring is
assembled on leg of the shaft, circlips are properly seated on the groove in
the shaft. SA-24 cam drive plate slot is checked for burrs before assembly,
gearshift shaft cam drive plate spring is assembled, spring are riveted on
the leg, the distance between shift cam drive and arm plate gear
shift(0.04~0.375mm) is checked after riveting, free sliding of gear shift
plate on shaft is checked for excess friction. SA-25 alignment shim fitment
is ensured, slide plate distance and load are checked, rivet pin height is
checked(<1.3mm), finally shaft is dot punched.

3.1.5 CYLINDER HEAD:

Cylinder head has a single division SA-29. In SA-29 fuel injector

and oil rings are assembled, oil is applied on the feed cap ID and
assembled to the cylinder head, circlips are mounted on the fuel injector.
circlips are mounted with a force of 100~1000N, feed cap mounting force
is checked (300~850N), pullout force of feed cap from injector is
fixed(1~80N), seal for injector sleeve is fitted, dust cap fitted over feed cap
for preventing contaminations, finally leak check is conducted on the
electronic fuel injector assembly with a pressure of 4bar and cycle time of
5sec.

10
3.1.6 CAM LADDER:
Cam ladder subassembly has three subdivisions with a progressive
type of FMS layout. SA-31 blockage test is performed on the oil holes of
the cam ladder with a cycle time of 5 seconds. SA-32 oil is applied on the
rocker arm bore and shaft before assembly, visibility of slot and tape hole
from outside is ensured, cam ladder is mounted using bolts by rotating the
rocker shaft to a proper orientation and matching of mtg hole to relief is
ensured, smooth rotation of rocker arm is ensured after assembly. SA-33
oil flow through rocker arm to cam ladder is checked. The axial flow of
rocker arm is checked for inlet and exhaust (0.05-0.20mm).

3.1.7 MAGNETO COVER:

Magneto cover encloses the crankcase (LH). Magneto cover
subassembly have a progressive type of FMS layout. SA-37B the stator
coil resistance from A-phase B, A-phase C, B-phase C is checked (330±50
mΩ), Pulsar coil resistance is ensured(215±10mΩ), stator coil is
assembled with screw at a tightening torque of 10-12Nm, clamp fitment is
checked. SA-37B pulsar coil is assembled with screwed in two places (5-
7Nm), clamp stator wire is assembled and is orientation is checked and
screwed in two places(5- 7Nm). SA-37C stator coil function is checked
(13±0.1 v & 17A@1500rpm), pulsar coil function is checked, oil rings are
fitted on the crankshaft hole. SA-37D leak check is performed on magneto
cover assembly.

3.1.8 CLUTCH COVER:

Clutch Cover encloses the crankcase of RH, Clutch assembly, and
oil cover. Clutch cover sub assembly is a progressive type of FMS layout.
In SA-42 the oil filler is fitted, and a leak test has been conducted. In SA-
42 B the oil window, Jet and oil seal assembled. In SA-42C Retainer plate
and oil seal are fixed in the clutch cover to ensure doesn’t leak. In SA-42D
Circlip and oil check bolt are mounted in the clutch cover. In SA-42F Oil
filter and oil cap are installed. Then the Clutch cover mountings are
checked in SA- 42G. Finally, In SA-42H leak test is conducted.
11
 CHAPTER 4
PAINT
SHOP

The Royal Enfield (Vallam) plant features a Paint Shop dedicated to

painting components for bikes like Classic-350, Meteor 350, and Bullet
350. With a daily output of 29,000 parts across three shifts, the plant
ensures efficient production.
During my sixth and seventh days, I explored the paint shop, witnessing
both powder coating and liquid painting processes on various vehicle
parts. On the first day, I gained insights into the Shot Blasting process and
PTCED (Pre Treated Cathode Electrode Deposition). On the second day,
my learning continued with a focus on Powder Coating and Liquid
Painting, along with understanding the 1B2C, 2B3C, and 3B4C part
processes.
The paint shop handles a total of 64 parts, categorized into visible and
hidden components. Visible parts undergo liquid painting, while powder
coating is applied to the other parts, ensuring a comprehensive and
efficient painting process.

The liquid painting parts are:

1. Fuel Tank
2. Cover Tube
3. Battery Cover (Left side and Right Side)
4. Oval Box (Left side and Right Side)
5. Nacelle
6. Side Panel (Left side and Right Side)

4.1 Main Processes in Paint Shop

The initial step in the paint shop involves shot blasting all the
products designed and fabricated in Bragada and Trottier plants.
12
Subsequently, the shot-blasted parts undergo the PTCD (Pre Treated
Cathode Electrode Deposition) process, where a primer is applied using an
electrolysis technique. Following this, the PTCD film thickness is
measured using a

13
DFT (Dry Film Thickness) machine, and the parts are then divided for
either powder coating or liquid painting.
Specific components like the fuel tank, oval box, mudguard, and side
panel proceed to the stickering department. After stickering, these parts
return to the paint shop for the application of a clear coat. The final phase
involves a meticulous inspection to ensure the high quality of the paint
finish.

Fabricated Parts Shot Blasting PTCD

Powder Coating / Liquid Painting

Stickering Inspection

To Vehicle Assembly

4.1.1 Shot Blasting

In the shot blasting phase, the fabricated materials are introduced

into the machine using a Jig, a specially designed frame capable of
securely holding multiple parts simultaneously. The Jig configuration is
tailored for each component. Within the machine, high-velocity balls
traverse and impact the components. This method enhances the adhesion
properties for subsequent paint processes. The components remain inside
the machine for a duration of 5 to 6 minutes. Eventually, the components
are extracted from the jig and transferred onto a trolley.

14
4.1.2 Pre-Treated Cathode Electrode
Deposition (PTCED)

In the manufacturing facility of Royal Enfield, an advanced and

environmentally friendly coating technique called PTCED (Pre-Treatment
Cathode Electrode Deposition) is employed for metal components. This
water-based coating method combines dipping and spraying, ensuring
comprehensive coverage of every intricate detail of a bike component,
even those with unique shapes.
Prior to applying the CED coating, a pre-treatment process is
undertaken to cleanse the product. This step is vital to guarantee a
contaminant-free surface, facilitating proper adhesion of the coatings. The
CED coating isn't just visually appealing; it also boasts chemical
resistance, mechanical durability, and corrosion resistance, making it a
highly sought- after feature among Royal Enfield bike enthusiasts.

Process involved in PTCED

Initially, the components are loaded into a jig designed to

accommodate multiple parts simultaneously, with added weight to prevent
jig oscillation. This entire process takes place on a moving conveyor where
the loaded jig is incorporated. The loaded parts then proceed to a hot water
rinse, effectively removing dirt from the metal components. Subsequently,
the process involves the removal of grease and suspended particles from
the components, followed by water rinsing for both exterior and interior
parts.

Surface activation is employed to enhance the adhesion properties of

the components, and a phosphating dip is carried out to increase the
material's resistance. The components then undergo water rinsing for both
exterior and interior parts to ensure cleanliness. The passivation chamber
is the next step, eliminating contamination in the material, followed by a
wash with demineralized water to remove any stains, dirt, or residue and
enhance PVB film adhesion.
15
 The components are then subjected to cathode electrode deposition,
a well-known conventional surface modification method that enhances the
surface characteristics, both decoratively and functionally. Subsequently,
ultra-filtration is employed to remove dirt from both interior and exterior
parts, followed by water rinsing. The components then enter a flash-off
zone, facilitating paint drying and chemical evaporation.

Finally, the components are baked in an oven at temperatures ranging from

250-300 degrees Celsius. After unloading from the jig, they proceed to the
powder coating or liquid painting section. Before painting, a quality check
is conducted on one component in a lot. The quality of the paint is
scrutinized using the DFT (Dry Film Thickness) method.

Loading masked partsHot water rinse (spray)knock of Grease Water Rinse 1 (Spray)
Degreasing

Water RInse 4 (Spray)Water RInse 3 (Spray)Phospating (Dip) Surafce Activation Water Rinse 2 (Spray)

Fresh DM rinse Cathode Electrode Depostion

Ultra Filtration 1 Ultra Filtration 2
Passivation

Flash Of Zone Fresh Dm rinse (Spray)ERDC DM

Unloading Baking Oven Rinse (Dip)

16
 4.1.3 Liquid painting

Base Coat Pre Touch up(Manual)

Loading Air Blow Zone Tag Rag Room

Robotic Painitng (Base Coat)Base Coat Post Touch up (Manual) Robotic Painitng (Clear Coat)
Flash Off Zone

Top Post Second

Oven Unloading
(Manual Flash
) Zone

Processes in Liquid Painting

The liquid painting process at Royal Enfield consists of a meticulous

12-step procedure, specifically employed for visible parts after PTCD. The
journey begins with loading the component onto a jig, suspended on a
conveyor, and then advancing to the air blow zone. Here, compressed air
diligently removes any foreign particles adhering to the component's
surface. In the Tag Rag zone, the operator, guided by information from the
control room, imparts the component's color details into the computer.
Continuing down the conveyor, the component enters the base coat
touch-up room, where skilled workers manually address imperfections.
The subsequent stage leads to the robotic painting room, where four
precisely programmed robots meticulously apply the base coat twice,
following the predetermined design of the component. Post-robotic
painting, the component undergoes touch-ups in the base coat post touch-
up room, ensuring comprehensive coverage even in areas the robots
couldn't reach.
17
 The journey further progresses to the flash-off zone, a crucial step
where tinner is efficiently removed using condensed air, allowing the paint
to dry effectively. Following this critical phase, the robotic painting for the
clear coat commences, imparting a lustrous finish to the component. The
second flash zone completes the process by removing any residual tinner.
The selection of paint colors is a thoughtful process, predefined
based on specific requirements. Varieties like Aurora (Green, Black),
Super Nova (Red, Blue), Matte Black, Halcyon Black, KNP Black, Red,
and Gun Grey grace the Royal Enfield palette. Each design undergoes a
standardized process, involving 1 Clear Coat and 1 Base Coat.
Components adorned with intricate designs or stickers undergo an
additional clear coat for durability. For instance, the Tank of Aurora and
Super Nova undergoes an elaborate process with 4 clear coats and 2 Base
Coats (4B 2C).
The journey concludes with the painted component undergoing a
meticulous baking process in an oven, reaching temperatures of 250-260
degrees Celsius. This ensures not only the longevity of the paint but also
its complete adhesion to the component. Finally, the unloaded component
finds its way to the stickering area. Notably, some products in the Liquid
paint shop undergo an additional clear coat painting after stickering,
providing an added layer of protection against sticker peeling.

4.1.4 Powder Coating

Powder coating stands out as a robust method of applying polyester

coating to parts, offering enhanced resistance to rust and scratches,
especially in the face of water and dust exposure on the road. Components
like the frame, cradle, swing arm, chain guard, and other parts enduring
tough conditions benefit from the protective qualities of powder coating.

The process begins by loading parts, previously coated with PTCED,

for powder coating. The air blow zone follows, where compressed air
18
efficiently removes any debris surrounding the component. Workers then
engage in a pre-touch-up process, addressing areas that automated
machines might have missed. Subsequently, the component enters the
powder coating chamber, where high-velocity powder paint envelops the
surface.
Post-touch-up involves manual intervention by workers to ensure
comprehensive coverage. The next step involves baking the component in
an oven, fostering strong adhesion of the paint at temperatures around 300
degrees Celsius. Following this, the demasking process unfolds, removing
the masked areas from the component. Finally, the meticulously coated
component is released from the jig and subjected to stringent quality
control inspections to ensure paint quality.

Processes in Powder Coating

Loading Post Touch Up Baking Oven

Powder Coating Application

Air Blow Zone De Masking

Masking Pre Touch Up Unloading

19
4.1.5 Stickering

Applying stickers to Royal Enfield motorcycles is a meticulous

process aimed at enhancing the bike's visual appeal. Specially designed
stickers or decals are strategically placed on areas prone to high pressure
and wear, such as body panels and fenders. These stickers are expertly
affixed to endure the challenges of the road while maintaining their vibrant
appearance.

A notable aspect of this process is the application of the Royal

Enfield logo, intricately embedded on the fuel tank. This placement serves
as a focal point for the bike's branding, playing a significant role in
defining its visual identity. The logo, crafted with precision, stands out as a
distinctive element that highlights the enduring legacy of Royal Enfield.

In the case of the Bullet 350 model, a unique touch is introduced to

the design process through hand-painted elements. Skilled artisans take on
the task of meticulously painting intricate designs on the bike, showcasing
the craftsmanship inherent in each Bullet 350. This hand-painting adds an
authentic and characterful layer to the design, transforming each
motorcycle into a unique masterpiece on the road. The combination of
stickering and hand-painted designs contributes to the individuality and
timeless charm of Royal Enfield motorcycles.

4.1.6 Inspection

Following the stickering and design phases, a critical step in the

manufacturing process is inspection. This stage plays a pivotal role in
ensuring the overall quality of the final product. Rigorous examination is
conducted on each component to verify correct sticker placement,
adherence to hand-painted graphic specifications, and compliance with
Royal Enfield's stringent quality standards.
11
0
 Inspectors meticulously scrutinize every detail, from the precise
positioning of stickers to the accuracy of hand-painted artwork. This
thorough inspection is essential to guarantee that every Royal Enfield
motorcycle leaving the factory adheres to the brand's elevated standards of
quality. Any inconsistencies or imperfections are rectified, underscoring
the brand's unwavering commitment to delivering bikes that epitomize
excellence in both quality and aesthetics. The inspection process serves as
the final checkpoint before the item proceeds to the vehicle assembly
stage.

20
 CHAPTER 5
VISIT TO VEHICLE ASSEMBLY:

The Vallam plant undertakes the assembly of three distinct models

of Royal Enfield motorcycles, namely the Classic 350, Meteor, and Bullet.
Classic 350 and Bullet models share a common chassis, while the Meteor
model features a unique chassis design. The daily assembly output ranges
around 2200±100 vehicles, with the production plan being influenced by
sales figures from the past three months.

The production strategy is based on a shift-wise distribution of

model and color percentages. The assembly units consist of MTS (Make
To Stock), MTO (Make To Order), and CKD (Complete Knock Down).
MTO involves customization according to customer preferences specified
in the showroom catalog, MTS focuses on assembling stock vehicles
without customization, and CKD involves partial assembly for export
purposes to minimize CBU tax.

The vehicle assembly process is segmented into three divisions:

FLH, VLH, and ML, each contributing to the overall efficiency and
quality of the assembly operations.

5.1 FLH:
FLH01: SVL-1: Sub assembly-1 Chassis is punched with the chassis
number and central stand and spring is assembled to the chassis and
ball race is pressed and the chassis is transferred to the main line and
ignition coil is assembled to the chasses and dummy are installed.
Wiring harness is assembled to the chassis.
FLH02: Rectifier (RR) is mounted to the chassis and coupled with main
harness.

21
FLH03: SVL-2: To the Antilock Braking System kit speed sensor is
installed and brake line are assembled to the kit. And the sub assembled kit
is installed to the chassis. Then vehicle is unloaded and loaded to VLH.

5.2 VLH:

VLH01: Engine Loading

This stage initiates with the engine being carefully loaded onto the
conveyor, marking the commencement of the assembly process.

VLH02: Chassis and Engine Integration

Following engine loading, the engine is precisely mounted onto the
chassis. It is then secured in place by hand-tightening bolts at three
specific locations.

VLH03 - SVL-3: Front Footrest and Gear Lever Assembly

In this phase, the gear lever is assembled to the front footrest.
Subsequently, the footrest is mounted onto the frame, ensuring the
spindles are fully tightened. Additionally, grease is applied to the ball race
for optimal functionality.

VLH04 - SVL-4: Ignition Coil and Switch Coupler Assembly

Here, the ignition coil is meticulously assembled with the switch
coupler and harness coupler. The assembled ignition coil is then fixed to
the frame, and the harness is coupled to the ignition coil.

VLH05: Electronic Control Unit (ECU) Integration

This step involves connecting the Electronic Control Unit to the
wiring harness, with the wiring harness partially tagged to the chassis.

22
VLH06: Front Wheel Assembly
The sub-assembled front wheel is carefully mounted onto the frame,
contributing to the progressive assembly of the vehicle.

VLH07: Handlebar and Fork Integration

The top yoke is fitted onto the fork, and the handlebar is mounted on
the top yoke. The cross bolt is then hand-tightened to ensure secure
integration.

VLH08 - SVR: Nacelle Cover Assembly

This multi-step process includes assembling the pilot lamp onto the
nacelle cover (SVR-1), assembling the ignition adapter to the nacelle cover
(SVR-2), and mounting the cluster assembly onto the nacelle cover (SVR-
3). The preassembled nacelle cover is finally mounted on the bottom yoke.

VLH09: Frame Transition to Mainline (ML)

Concluding the VLH division, the frame undergoes unloading from
the VL and loading onto the Mainline (ML), advancing the vehicle
towards its final assembly stages..

5.2.1 FRONT WHEEL SUB ASSEMBLY:

SVL-5: Front Suspension Assembly

This stage involves the assembly of the bottom yoke with the front
suspension fork, a critical step in enhancing the bike's stability and
handling.

SVL-6: Bottom Yoke Ball Race Pressing

Here, the ball race pressing process is executed on the bottom yoke,
ensuring precise and secure integration for optimal performance.
23
SVL-7: Front Mudguard Installation
In this phase, the front mudguard is meticulously assembled with the
mudguard mount, contributing to the bike's overall aesthetics and
protection.

SVL-8: Nacelle Mounting to Suspension Fork

The nacelle mount is carefully assembled to the suspension fork, a
step that plays a role in supporting and securing components of the bike.

SVL-9: Front Mudguard Integration with Suspension Fork

This step involves assembling the front mudguard with the
suspension fork, contributing to both the bike's appearance and protection
against road debris.

SVL-10: Fork Cover Tube Assembly with Suspension Height Setting

The cover tube is assembled to the fork using a suspension height
setting machine, ensuring precision and adherence to specified suspension
settings.

SVL-11: Front Wheel and Brake Disc Assembly

Concluding this section, the front wheel, complete with the brake
disc, is expertly assembled to the fork. This marks a crucial step in
finalizing the bike's front-end components, gearing it towards completion.

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5.3 MAINLINE(ML):

The main assembly line comprises a total of 20 distinct stages, each

meticulously designed to contribute to the seamless assembly of Royal
Enfield motorcycles. To enhance efficiency, these 20 stages are further
categorized into Left Hand (LH) and Right Hand (RH), allowing for
parallel assembly processes. Within each division, specific assemblies are
performed in both LH and RH sections, ensuring a synchronized and
streamlined workflow.

Adding another layer of organization, certain stages within the LH

and RH sections incorporate sub-assemblies (SLH & SRH). These sub-
assemblies serve to optimize the overall assembly process, facilitating the
integration of intricate components with precision and attention to detail.
The division of stages into LH, RH, and sub-assemblies is a strategic
approach to enhance workflow efficiency and ensure the high-quality
assembly of Royal Enfield motorcycles.

ML-1:
SRH-1: Footrest is assembled with mounting and return spring.
SRH- 2: foot rest is assembled to the cradle. MLH-1: Cradle is fastened to
the frame at two points, MRH-1 Caliper are installed to front disc.

ML-2:
SRH-3: Purge valve is assembled to canister and canister hose are
connected. SRH-4: Leak test is performed on hose and purge valve. MLH-
2: ABS hoses are routed for front brakes. MRH-2: Canister is mounted to
the frame and canister hoses are connected to tank and throttle body.

ML-3:
RH-3: The brake pedal is attached in the right side of frame of bike
simultaneously the foot rest is also attached. The bolt of brake pedal and
foot rest is attached in the bike frame. MLH-3: In the left side of the main
25
assembly the side stand is attached to the left foot frame in cradle assembly.
Then spring and sensor is also attached.

ML-4:
SRH-4: battery mountings are assembled to the battery box. SRH-7:
side panel RH is mounted to the battery box. MRH-4: battery box is
mounted to the frame and fastened. MLH-4: drive chain is greased and
assembled with Front Drive Sprocket (FDS).

ML-5:
In MLH-5 Rear wheel is fixed in frame. Rear wheel set consist of 3
subassembly and those are SLH-5: Bush is pressed onto the swing arm and
end cap and chain adjuster is assembled on swing arm. SLH-6: Chain
guard mounts are assembled to the left arm. SLH-7: Fixing rear sprocket
assembly with sprocket carrier. In MRH-5 Rear wheel is assembled with
frame via spindle and Right-hand side shock absorber is fixed in the frame
along with the spindle.

ML-6:
MRH-6: Shock absorber is fixed to the frame and wheel adjustment
is done using adjuster in the swing arm. MLH-6: The handle bar cross bolt
has been tightened and clutch lever is assembled and swing arm side cover
is assembled.

ML-7:
SRH-21: Tail lamp coupler is coupled to the tail lamp assembly.
SRH- 24: Tail lamp is mounted over Rear Mud Guard (RMG) and tail
lamp harness is tagged to the rear mud guard. SRH-25: eliminator is
assembled on to the mudguard on both sides SRH-26: Mud flap is fitted to
the rear mud guard. MRH-7: Rear wheel spindle aligned and fastened at
right. MLH- 7: Left rear view mirror is assembled onto the handle bar,
rear left suspension is fastened to full tight and rear spindle is fastened at
left.

ML-8:
MRH-8 Pillion seat frame is assembled to the main frame and saddle
is assembled. MLH-8 Air filter is assembled onto the frame, front reflector
26
is installed on the front left shock absorber.

27
ML-9:
MLH-9 Air filter outlet is connected to throttle body inlet using
clamp, Throttle body coupling is connected to the harness and Left side of
harness is tagged to the frame. MRH-9 brake line from front caliper is
mounted to front right suspension fork and bottom yoke, swing arm cover
is assembled and end cap is installed.

ML-10:
MLH-10 throttle cable from the throttle is connected to the throttle
body, Mudguard bolts are fastened and throttle and brake line are tagged to
frame.SRH-10: saree guard and carrier guard are sub assembled to the rear
mudguard. MRH-10 throttle cable is mounted to top yoke and rear brake
pedal is mounted to cradle, Rear Mud Guard (RMG) is assembled to the
frame and tail light harness is coupled to the main harness.

ML-11:
MLH-11 Front drive sprocket cover is assembled and gear lever
pinch bolt is fastened. MRH-11 battery is tagged inside the battery box and
battery positive and negative is coupled to the main harness.

ML-12:
12 stage of vehicle assembly is an inspection stage where are the
part assembled before 12 stage is checked for any damage in both left and
right side of the line.

ML-13:
MLH-13 air filter box cover is fixed around air filter box and side
panel is mounted on the cover. MRH-13: gasket is placed on exhaust
manifold and the manifold is assembled to the engine.

ML-14:
MLH-14 Nacelle couplings are connected and instrument cluster is
assembled on the nacelle. SRH-14: CAT pipe mounts are assembled to
CAT pipe and barcode is generated by scanning the part number, Silencer
guard and silencer mounts are assembled to the silencer.

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ML-15
MLH-15 Inner cover for the oval box LH is mounted to the frame
and fastened full tight. MRH-15 Couplings are connected on the oval box
RH and arrest is assembled inside the oval box RH, exhaust manifold is
fastened to cradle.

ML-16:
MLH-16 Nacelle is fastened to the bottom yoke oval box outer cover
is fixed over the inner cover. MRH-16 CAT guard is installed over
assembled CAT pipe, CAT pipe is fastened to the frame and silencer is
fastened to frame. Head lamp harness, indicator harness and Pilot lamp
harness are coupled with main harness.

ML-17:
MLH-17 fuel tank assembled over the frame and mounted on two
points and fuel pump harness and fuel level indicator harness is
connected to the fuel tank main harness. MRH-17 Relay are mounted on
the arrest and main harness is coupled with the relays and oval box outer
cover is fixed on RH.

ML-18:
In the MRH section, the head box and headlight are meticulously
assembled onto the bike. Meanwhile, in MLH, tags are securely fixed for
efficient cable management, and the rider seat is carefully applied.

ML-19:
During the Ml-19 phase, a thorough final inspection is carried out.
This involves meticulous visual checks and ECU examinations to ensure
the correct air-fuel ratio.

ML-20:
In ML-20, the bikes are systematically unloaded from the conveyor,
and precision PDT checks take place to guarantee optimal performance.

29
 CHAPTER 6
PROJECT
The primary objective of my project was to reduce the time it takes
to scan barcodes on the engine assembly's crankshaft. Initially, I recorded
the barcode scanning time for each scanner in two trials. Subsequently, I
analyzed the timing data in spreadsheets. I found that the average time for
scanning barcodes on each component is around 1 minute and 50 seconds,
but the crankshaft had the longest scanning time, reaching 3 minutes and 5
seconds. The Cognex sensor is utilized for scanning barcodes on the
crankshaft.

Next, I dedicated time to scan barcode timings for various crankshaft

components, conducting 24 trials at SA-17 and SA-18. I observed that
each component took an average of 3 seconds, with occasional instances
taking up to 15-18 seconds. Additionally, I measured the barcode scanning
time for the piston in SA-18, and it was recorded at 2.5 seconds. I then
compiled the values for the 24 trials in spreadsheets and analyzed the
barcode scanning timings. During this process, I delved into how barcodes
function and discovered that they calculate information based on light
reflection from glossy objects.

It's important to note that two types of barcodes exist: 1D and 2D. In the
crankshaft station, the 2D barcode is employed.

6.1 WORKING OF BAR CODE:

First, 2D barcode scans the square and map the area to be scanned.
Then it scans the reflected rays from the component and run in an
algorithm to calculate the code on the QR.

21
0
FIG 6.1.1 INDICATES TIMING OF INDIVIDUAL STATION

30
 FIG 6.1.2 INDICATES THE TRAIL CONDUCTED AT SA-17 AND
SA18

6.2 PROBLEMS:
Next, I examined the issues of scanning after hours. I discovered
that there are several possible causes. Among the possible causes are that
the worker's oil used to clean the crankshaft may have obstructed the
sensor lens. The primary cause might be that the crankshaft material is too
glossy, making it impossible for it to scan correctly. Other possibilities
include bad lighting or an issue with perspective. The printing of barcode
might not be darker.

31
6.3 PROBLEM OUTCOMES

We have proposed several recommendations to enhance the

resolution of the project. These include implementing routine cleaning
procedures and regularly changing the film in the sensor. When applying
the WD solution to the crankshaft, it is crucial to calibrate the film based
on the focal length. Additionally, improving the quality of laser-printed
QR codes, making them darker, is essential.

An effective solution involves upgrading the sensor to the latest

Cognex model, specifically the DataMan 380 series. Cognex has
introduced innovations designed to address challenges related to scanning
glossy materials and handling perspective shifts. The incorporation of new
photo capture technologies has significantly reduced barcode scanning
time. Opting for a photo capture approach in the sensor enhances nearby
lighting conditions, and the Cognex lighting advisor can assist in selecting
the appropriate illumination.

These recommendations aim to optimize the efficiency and accuracy

of the barcode scanning process, contributing to the overall success of the
project..

32
 CHAPTER 7
INTERNSHIP
OUTCOME
7.1 PLANT CULTURE LEARNING
During my tenure at the Royal Enfield manufacturing plant, I
garnered valuable insights into maintaining a positive work environment.
The experience underscored the importance of orderliness, ethical conduct,
and workplace safety. Working in the manufacturing industry has
enlightened me on the significance of completing tasks promptly,
maintaining organized workspaces, and fostering a disciplined work ethic.

The internship emphasized the value of discipline and instilled a

strong work ethic within the organizational culture. The company
prioritized correctness, truthfulness, and integrity, underscoring the
importance of professionalism and transparent communication in our roles.

One noteworthy aspect I observed was the company's commitment

to the health and safety of its workforce. Strict adherence to safety
regulations and the provision of proper safety gear were paramount. This
commitment illustrated the organization's dedication to creating a pleasant
and secure workplace for all employees.

In summary, my time at Royal Enfield not only enriched my

technical knowledge but also deepened my appreciation for morality,
ethics, and the factors that contribute to a supportive, welcoming, and safe
work environment.

33
7.2 BENEFITS OF INTERNSHIP

The internship proved to be an enriching experience, offering

benefits that extend well beyond the acquisition of technical skills. It
serves as a crucial link, connecting the theoretical knowledge gained in
college to real- world applications in the industry. Witnessing theories in
action during the internship has provided invaluable insights into the
practical workings of various processes.

Active participation in the internship has facilitated meaningful

connections with seasoned professionals in the industry, providing
valuable exposure to the dynamics of the corporate world. Networking
opportunities have been instrumental, offering insights into corporate
culture, fostering industry friendships, and presenting potential avenues for
future collaborations. These connections act as a guiding map for
navigating my career journey.

In addition to honing technical proficiency, internships contribute

significantly to personal and professional growth. Developing essential
workplace skills, such as effective communication, time management, and
teamwork, has been a cornerstone of this experience. Navigating
challenges during the internship has further enhanced adaptability and
resilience qualities essential in any career.

Ultimately, the internship has played a pivotal role in making

informed career choices. It served as a platform to test my interests, refine
career goals, and has equipped me with the confidence to make thoughtful
decisions about my professional path. The practical learning acquired
during the internship forms a robust foundation for tackling future career
endeavours.

34