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CHAPTER 1
MARUTI SUZUKI INDIA LIMITED PROFILE
1.1 Introduction
Maruti Suzuki is one of India's leading automobile manufacturers and the market leader in
the car segment, both in terms of volume of vehicles sold and revenue earned. The Indian
government held an initial public offering of 25% of the company in June 2003. As of May
10, 2007, Govt. of India sold its complete share to Indian financial institutions. With this,
Govt. of India no longer has stake in Maruti Udyog.
Maruti Udyog Limited (MUL) was established in February 1981, though the actual
production commenced in 1983 with the Maruti 800, based on the Suzuki Alto kei car which
at the time was the only modern car available in India, its' only competitors- the Hindustan
Ambassador and Premier Padmini were both around 25 years out of date at that point. Maruti
are sold in India and various several other countries, depending upon export orders. Cars
similar to Maruti (but not manufactured by Maruti Udyog) are sold by Suzuki and
manufactured in Pakistan and other South Asian countries.
The company annually exports more than 50,000 cars and has an extremely large domestic
market in India selling over 730,000 cars annually. Maruti 800, till 2004, was the India's
largest selling compact car ever since it was launched in 1983. More than a million units of
this car have been sold worldwide. Currently, Maruti Alto tops the sales charts and Maruti
Swift is the largest selling in A2 segment.
Due to the large number of Maruti 800s sold in the Indian market, the term "Maruti" is
commonly used to refer to this compact car model. Till recently the term "Maruti", in popular
Indian culture, was associated to the Maruti 800 model.
Its manufacturing facilities are located at two facilities Gurgaon and Manesar, south of New
Delhi. Marutis Gurgaon facility has an installed capacity of 350,000 units per annum. The
Manesar facilities, launched in February 2007 comprise a vehicle assembly plant with a
capacity of 100,000 units per year and a Diesel Engine plant with an annual capacity of
100,000 engines and transmissions. Manesar and Gurgaon facilities have a combined
capability to produce over 700,000 units annually.
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1.2 BACKGROUND OF THE INDIAN AUTO INDUSTRY


Although the Indian car industry was established in the late forties, there was little growth or
technical progress, as passenger cars were given very low priority in the scheme of
Centralized Economic Planning. In the 1980s, the car industry was undergoing technological
stagnation and was characterized by low production volumes, high cost and low productivity.
The consumer had very little choice and the market was selling just around 30,000 cars per
year.
There was a clear need to provide a cost effective, reliable and quality car to the customers.
Maruti Suzuki India Limited was incorporated in such a scenario as a fully owned
Government Company on February 24, 1981 with a resolve to bring about expansion and
technological modernization, of the automobile sector. Thus MSIL, when started was
entrusted with the task of achieving the following policy objectives:

Modernization of Indian Automobile Industry.

Production of Vehicles in large volumes, which was necessary for economic growth.

Production of Fuel-efficient vehicles to conserve scarce resources.

1.3 Choice of product and collaborator

To achieve the above objectives, one of the foremost tasks before, Maruti Suzuki
India Limited was to determine the most suitable product mix and to select the most
suitable foreign partner who would be willing to accept MSILs requirements in terms
of product mix, technology transfer, and equality participation and had the required
technological expertise and experience in producing high quality, reliable and fuel
efficient vehicles.

After extensive discussion with several major European and Japanese car
manufacturers, MUL chose Suzuki Motor Corporation (SMC) further increased its
equity holding to 50% in the year 1992, converting . Maruti Suzuki India Limited,
into a Non-Government Company with a total Equity base of Rs. 1322.92 million.

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1.4 COMPANY MISSION


A leader in the Indian Automobile Industry.
Creating Customer Delight and Shareholders wealth.
A pride of India!

1.5 LEADERSHIP
By Market share and brand equity
By operational practices
By people strategy

1.6 CUSTOMER DELIGHT


Values for money
Quality
Service

1.7 SHARE HOLDERS WEALTH


High Profitability & Image

1.8 A PRIDE OF INDIA


As a corporate citizen
Products
People
Practices
Customers

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1.9 VALUES
Customer Obsession
Fast, Flexible, First Mover
Innovation and creativity
Networking and partnership
Openness and learning

1.10 QUALITY POLICY


To increase consumer satisfaction through continuous improvement of products and
services, this is achieved by following PDCA functions and levels of Maruti
Organizations.

PLAN

DO

QUALITY
POLICY

ACT

CHECK

Fig. 1.1- Maruti Suzuki India Limited Company Policy


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1.11 QUALITY TOOLS

5S
SEIRI PROPER SELECTION
SEITION ARRANGEMENT
SEISO CLEANING
SEIKETSO CLEANLINESS
SHITSUKE DISCIPLINE

4M
MAN
MACHINE
MATERIAL
METHODS

3M
MURI INCONVENIENCE
MUDA WASTAGE
MURA INCONSISTENCY

3G
GENCHI GO TO ACTUAL PLACE
GENBUTSU SEE THE ACTUAL THING
GENJITSU TAKE APPROPRIATE ACTION

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1.12 The hierarchy diagram of MSIL

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1.13 DIVISIONS AND DEPARTMENTS

Corporate Services Division

Legal & Secretarial Department

Corporate Communication Cell

Protocol

Strategic Initiative Group

Recruitment & Management Compensation

Human Resource Division

Employee Relations Department

Establishment & Time Office

Factory Administration Department

Organizational Development Department

Production Engineering

Production Engineering Division

Production Service Division

Engineering Directorate

QAIN Division

Service Division

Service- 1-5

MSS(D)

Parts Inspection Division

Engineering Division

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Supply Chain division

Supply Chain- 1,2,3 Division

Shipping & transport Department

Imports Department

Consumables Department

Information Technology Division

Application Group1 (AG1)

Application Group2 (AG2)

Application Group3 (AG3)

Information Technology Strategies(ITS)

IT Operation and Services(ITOS)

Marketing & Sales Secretariat

Marketing Strategy & Development

Marketing

Sales

Exports

Web-IT, E-Commerce

Spare Parts Division

Spare Parts Procurement

Warehousing & Dispatch

Spare Parts Sales

Accessories

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Vigilance Division

Security Wing

Vigilance Wing

Finance Division

Budget, Cost & Accounts Department Income Accounting

Production Division of Maruti Suzuki India Limited


Production Division in Maruti Suzuki India Limited has been renamed as Production
Business Vertical (PBV) after inclusion of Projects, Production Engineering, Vehicle
Inspection & Supplier Quality Assurance divisions in it.
Major components of PBV
Press Shop and Blanking Line
Weld Shop (1,2 & 3)
Paint Shop (1,2,& 3)
Engine Assembly (1,2,& 3)
Assembly Shop (1,2,& 3)
Machine Shop (1,2,& 3)
Materials X (1,2,& 3)
Plant maintenance
KB Casting
KB Engine
KB Machine Shop
Production facility at Manesar Plant
SQA (Supplier Quality Assurance)
Production Engineering & Projects
Vehicle Inspection (VI)

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1.14 LAYOUT OF PROCESS FLOW

Fig. 1.2- Process flow of Maruti Suzuki India Limited

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1.15 INTRODUCTION TO VARIOUS MODELS


PRODUCT RANGE
MODELS
MARUTI 800 (FIRST

SPECIFICATIONS

YEAR OF LAUNCH

796CC, HATCHBACK

DECEMBER 1983

OMNI

796CC, MUV

NOVEMBER 1984

GYPSY

992CC, 4WD

DECEMBER 1985

MARUTI 800 (MODIFIED)

796CC, HATCHBACK

APRIL 1986

MARUTI 1000

996CC, SEDAN

OCTOBER 1990

ZEN

996CC, HATCHBACK

OCTOBER 1993

ESTEEM 1.3L LX

1296CC, SEDAN

NOVEMBER 994

ESTEEM 1.3L VX

1296CC, SEDAN

NOVEMBER1995

ESTEEM 1.3L AX

1296CC, SEDAN

JUNE 1996

ZEN AX (AUTOMATIC)

996CC, HATCHBACK

OCTOBER 1996

GYPSY KING

1296CC, 4WD

NOVEMBER1996

OMNI (E)

796CC, MUV

DECEMBER 1996

GYPSY (E)

1296CC, 4WD

DECEMBER 1996

796CC, HATCHBACK

SEPTEMBER 997

ESTEEM 98

1296CC, SEDAN

OCTOBER 1997

NEWOMNI&OMNI-E

796CC, MUV

FEBRUARY 1998

MODEL)

MARUTI 800 (NEW


MODEL)

ZEN VX & ZEN VX


AUTOMATIC

JULY 1998
996CC, HATCHBACK

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ZEN D

1200CC, HATCHBACK

AUGUST 1998

MARUTI 800 EX

796CC, HATCHBACK

JANUARY 1999

ZEN LX

996CC, HATCHBACK

JANUARY 1999

ZEN CLASSIC

996CC, HATCHBACK

AUGUST 1999

ZEN VXI

996CC, HATCHBACK

OCTOBER 1999

OMNI XL

796CC, MUV

OCTOBER 1999

BALENO

1586CC, SEDAN

DECEMBER 1999

WAGON R

1096CC, HATCHBACK

JANUARY 2000

ALTURA

1586CC, HATCHBACK
(BALENO)

MARCH 2000

ALTO LX, LXI

796CC, HATCHBACK

SEPTEMBER 000

VERSA

1296CC, MUV

DECEMBER 2001

SWIFT

1296CC, HATCHBACK

MAY 2005

ZEN ESTILO

1096CC, HATCHBACK

DECEMBER 2006

SWIFT DIESEL

1296CC, HATCHBACK

FEBRUARY 2007

SWIFT DIESEL

FEBRUARY 2007

GRAND VITARA

MARCH 2007

SX4

1.600CC

MAY 2007

SWIFT DZIRE

MARCH 2008

A- STAR

NOVEMBER 2008

RITZ

MAY 2009

STINGRAY

OCTOBER 2013

CELLARIO

MARCH 2014

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1.16 MILESTONES
1981

Maruti Udyog Ltd. was incorporated.

1982

Stepped into a JV with SMC of Japan.

Maruti 800, a 796 cc hatchback, India's first affordable car was


produced.

Installed capacity reached 40,000 units. Omni, a 796 cc MUV


was in production.

1985

Launch of Maruti Gypsy (970cc, 4WD off-road vehicle).

1986

Produced 100,000 vehicles (cumulative production).

1987

Exported first lot of 500 cars to Hungary.

1988

Installed capacity increased to 100,000 units.

1992

SMC increases its stake to 50 per cent.

Produced the 1 millionth vehicle since the commencement of


production.

Second plant launched, the installed capacity reached 200,000


units.

Launch of 24-hour emergency on-road vehicle service.

Produced the 2 millionth vehicle since the commencement of


production.

Launch of website as part of CRM initiatives.

Launch of Maruti - Suzuki innovative traffic beat in Delhi and


Chennai as social initiatives.

1983

1984

1994

1995

1996

1997

1998

1999

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2000

2001

2002

2003

IDTR (Institute of Driving Training and Research) launched


jointly with Delhi government to promote safe driving habits.

Launch of customer information centres in Hyderabad,


Bangalore, and Chennai.

SMC increases its stake to 54.2 per cent.


Launch of Maruti Finance with 10 finance companies in Mumbai.
Start of Maruti True value in Mumbai.

Production of 4 millionth vehicle.

Listed on BSE and NSE after a public issue oversubscribed 10 times.

Maruti closed the financial year 2003-04 with an annual sale of


472122 units, the highest ever since the company began
operations 20 years ago.

The fiftieth lakh car rolls out in April, 2005.

Maruti tops jd power csi survey for record seventh time in a row

Govt of India awarded O SUZUKI with coveted padma bhusan


Board of directors give approval to new name MUL to become
maruti Suzuki India limited.

2004

2005.
2006.

2007

2008.

2009

M-800 crosses 25 lakh mark


MSIL celebrates SILVER JUBILEE
MSIL launches national road safety program.
Capacity to manufacture expanded from 800,000 to a million
units(Gurgaon plus Manesar) annually
All India engineering export promotion council (EEPC) award.
MSIL achieved highest sales ever in Dec2009

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CHAPTER 2
MANUFACTURING PROCESS AT M.S.I.L.

2.1 Blank

Coils are fed to blanking line & continuous supply of sheet to cutting dies result in
shaping of coils to plan blanks.

Blanks are cut by stamping or shearing process & are stacked one by one to form
large mass of blanks

These stacks of blanks are further sent to press machines for forming into shape of
body panels

Fig. 2.1 Stack of blanks

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Panel
Blanks are supplied to press lines for pressing. Blanks are converted to body panels by
this process. Panels are stored in pallets which are supplied to Weld Shops for making
White Bodies.

Panels re
stacked in
pallet
trolleys

FIG. 2.2- Panel

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2.2 PRESS SHOP


The press shop can be regarded as the starting point of the car manufacturing process.
Centrally located between weld 1, weld 2 and weld 3 supplies components to all the three
plants. The press shop has a batch production system whereas the plants have a line
production system. The press shop maintains an inventory of at least two days. The weld
shop as per the requirements picks the finished body parts from the press shop. These may be
divided as A, B and C. A components are large outer components as for example roof, door
panels etc. These components are manufactured in the press shop at Maruti due to design
secrecy and huge investment requirements. B and C components are manufactured by
joint ventures or bought from vendors.

2.2.1 Press Shop activity


1. Currently Press Shop is producing sheet metal components for 8 running models of Maruti
Suzuki and one model of GM India - Tavera
Steel coil

Blank

Panel

Fig. 2.3. Press shop activities

2. The Blanking and stamping shop processes 10000 metric ton of steel / month i.e. 400 tons
a day

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2.2.2 Machine Used


Five Transfer Press (4000 ton , 3500 ton , 2400 ton -1 2000 ton -2, in terms of total
capacity i.e. (draw+trim+pierce+bend+restrike) &1 Tandem line(1500 ton draw capacity)
Two Coil processing lines (ROSL Shear line & Blanking line) SPM of 60
Capacity of 55,000 strokes / day from 400 tons of steel coils

4000 Ton
transfer
press

Pressed panels
come out from
this side

Fig. 2.4. Press machine

2.2.3 SMED: Single Minute Exchange of Dies new concept being adopted . This concept
helps in changing of die set up within single digit minute (below 9 minutes). This helps us in
improving machine utilization & operating efficiency. Since press machines are very high
cost investment & any idle time lost due to die exchange will be a cost to company.

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Upper die

Lower die

Fig. 2.5. SMED

2.2.4 Yieldimprovement:-(Ratio of output panel to input coil in weight) is Best amongst the
SMC group Companies. ( Presently at 63.2% )
Modifications to improve yield are continuously done & till Oct-09 Press Shop has saved Rs.
7.786 millions of material in current year

105

120

Yield Improvement

20

50.12

46.2
13.0

40

77.86

29.6

60
21.0

LACS

80

56.94

100

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Apr 09

May 09

Jun 09

Jul 09

Aug 09

Sep 09

Oct 09

Nov 09

Dec 09

Jan 10

Feb 10

Mar 10

Target
(09-10)

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Yield is improved by
1. Reducing the blank size
2. Utilization of scrap for making smaller sheet metal parts.

2.3 WELD SHOP


The body panels produced in the press shop and the other small components are joined here
to give the white body or shell. In a typical car body 1400 different components are
welded together. The weld shops have the following facilities.
Welding jigs
Spot welding guns
Kawasaki welding robots
Hemming machines
Punching machines

PROCESS OUTLINE: The shop has different lines for different models, each of, which is
further divided into three parts:
UNDER BODY: Here different underbody panels are welded together. These comprise of
rear underbody, central underbody, and front engine room panel. These underbodies are put
on the conveyor and welded together to give the underbody.
MAIN BODY: As the body moves on, the conveyor roof and side body panels (prepared on
the sub lines) are welded to it to give the main body. The chassis number is punched on the
cowl top and it is welded to the front engine room panel.
WHITE BODY: The doors, hood and back door are attached on the main body with the help
of bolts and screws to make it a white body. The body is checked for dent, burr and spatter
and these defects are repaired. After inspection and repairs the body is called WBOK. It is
sent to the paint shop thereafter.

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2.4 PAINT SHOP

In the paint shop following processes are carried out: There are five plants/units that provide a uniform painting over the white body coming from
the weld shop. In paint shop all the models are painted on the same line. The five units are:

Pre-treatment (PT): The body is thoroughly washed to remove the dirt and oil
scales. Then the body is treated with ZnPO4 (phosphating) to prevent corroding of the
body.

ED coat: This is done by electric deposition method, at 240V-DC supply. After


applying the ED coat the body is baked in oven.

Sol-sealer and under coat: Here the left in the body (due to welding) are filled with
sol-sealer to provide water proofing. Under coat is done on the surface above wheels
to prevent damage of body in that portion.

Intermediate coat: This is done by spray-painting method using 10 Kawasaki


Robots. After applying the coat, the body is dried in the oven. Painting done is
basically an intermediate coating to provide base for the final coat.

Top coat: This is done by spray-painting method using 20 Kawasaki Robots. For
metallic coating, double coats are applied and aluminum flakes are provided to shine
the metallic paints.

After inspection and touch up, the PBOK, i.e. the paint body ok is sent to the assembly shop.
In paint shop II, only ZEN and ALTO are painted. Paint used is Nerolac. There are 4 coatings
of paint.
1] Phosphate coating
2] ED coating
3] IC coating
4] TOP coating

Inside portion of vehicle is painted manually and outside is by Robots.


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2.4.1 PRE TREATMENT


Before sending vehicle to painting process pretreatment is done to check the quality of
paint.

WBS
Spray degreasing

Hot water rinse

SURFACE CONTROL

PHOSPHATING

WR II

WR III

WR IV

Dip de

WR V

ED PROCESS

WR I

WR VI

WR VII

DI WATER MIST

Fig. 2.6. Pre- treatment procedure

2.4.2 ED PAINTING
ED is electro deposition. Vehicle is dipped in the ED solution. In this around 300V is passed
to make paint to be attached. ED is 17% of paint rest is water and some additives (EDD, M).
PROCESS
The whole solution of ED acts as electrolytic solution. Vehicle before coming to ED dip, it
undergoes pre treatment. In that phosphating is done, in which Zn phosphate is made to
attach vehicle body which help in electro deposition, in this, vehicle acts as cathode and paint
as positive ions. When current is passed paint will be attracted by vehicle till its thickness
will be covered. ED is very accurate to apply. This is about whole process. Rinsing is done
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after to remove excessive color. In rinsing industrial water is used which will not be left go
waste. That will be filtered and used again.

WR I

ED DIP

WR IV

WR III

WR V

DI WATER

WR II

RINSING BY DIPPING

OVEN

Fig. 2.7. ED Coating procedure

2.4.3 ULTRA FILTRATION


Ultra filtration is the process in which all the rinse pipes and dip tanks will be filtered and
cleaned, by this way water is recycled. Here Osmosis process is used to filter water.
2.4.4 IC painting
IC is intermediate coating in which 3 colors are used. They are white, blue and red. Outside
portion of vehicle is painted by robots and inside is done manually. Paint thickness is taken
care, after that vehicle is sent to IC oven. Oven temperature is 198+/-5C.
2.4.5 TOP COAT Painting
Top coating is done after checking in Dry sanding II. There are 2 sub coatings Base coat and
Clear coat. Here 11 colors are used; 8 metallic and 3 solid. Only metallic colors are coated
with clear coating. Here also outside portion of vehicle is painted by robots and inside is done
manually.
Next vehicle will move to final inspection and will be sent to assembly.
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DRY SANDING
Following repairs are done:
1. Roof sanding
2. Side repair if any.
Following checking is done:
1. Dosing mark
2. Sanding mark

SOL SEALING LINE


Sealer appearance is given the preference.
3 types of guns are used.
1. Pencil gun
2. Flat gun
3. Blind gun
4. Moti gun
In this line followings are checked;
1. Powder dust
2. Extra sealer
3. Extra sealer
4. Pin hole in lamp area
5. Sealer appearance

2.5 ASSEMBLY SHOP


In the assembly shop the body is loaded on an overhead conveyor. As the conveyor moves
the body, fitments are made at various stations. There are three Assembly Shops named
ASSY-1, ASSY-2 and ASSY-3. Plant 2 and Plant 3 have similar setup but in Plant-1 there are
separate assembly lines for separate models. The assembly shop has a continuous production
system. The assembly line can be subdivided into the followings: 24

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(a) Trim line


The vehicle proceeds through a series of Trim workstations where team members begin by
installing weather stripping, moldings and pads. Then they put in wiring, vents and lights.
After an instrument panel, windows, steering column and bumper supports are added, it starts
to look less like a shell and more like a car.
(b) Chassis Line
This is where many safety-related items are installed. Things like brake lines, torque, gas
tanks and power steering are double-checked. The engine is installed, along with the starter
and alternator. Then come suspension and exhaust systems. Then wheel is mounted with the
help of wheel nut fastening machine.
(c)

Final Line

From there the vehicle enters Final 1, which covers many interior items such as the console,
seats, carpet, glove box and steering wheel. This is also where bumpers, tires and the battery
are added, as well as finishing touches like covers and vents. Then, Coolant, Brake oil, Power
steering oil are filled and also the A/C gas are charged.
Features
Different assembly shop layouts are followed to reduce material handling operations & to
facilitate material flow between workstations.
a) Straight-line layout Car & omni line (Assy shop-1): Simplest layout in which
material enters at 1 end & leaves at the other end.
b) U shape layout Assy shop 2 & 3: Receiving & shipping ends of line are at same
end of plant, due to material handling considerations (same forklift for both needs) or
external needs.
c) S shape layout Esteem line (AS-1): Serpentine layout to fit longer assy line in
square shop.
Separate door Assy line: - Doors are taken out from the vehicle at the first station of the trim
line. Doors fitted in the final line make working easier.

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2.6 OTHER SHOPS/DEPARTMENTS


MACHINE SHOP
The machine shop is the source of all major components for the engine assembly shop. The
un-machined crankshaft and camshaft forgings, transmission case cylinder head and cylinder
block castings are brought in the form of raw materials from the vendors. The cylinder heads
and transmission case are aluminum castings while crankshaft and camshaft are steel
forgings.
It has the following lines:
(a) Transmission case line
(b) Cylinder head line
(c) Cylinder block line
(d) Crankshaft line
(e) Camshaft line.

ENGINE ASSEMBLY
There are four types of engines which are assembled in the Engine Plant
1. FC Engine Engine with cast iron block
a. M-800
b. Omni
c. Alto
d. Wagon-R
e. Zen Estillo
2. Aluminium Engine Engine with aluminium block
a. Gypsy
b. SX4
c. Swift (Petrol)
d. Dezire (Petrol)

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3. KB Engine (New series of engines with aluminium block)


a. A-Star
b. Ritz
4. Diesel Engine
a. Swift (Diesel)
b. Dezire (Diesel)
c. Ritz (Diesel)

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CHAPTER 3
WELD INFORMATION CONTROL SYSTEM

3.1 INTRODUCTION
As we know, the spots of a car are the most prcised work done on a car as their failure can
cause accident. So, the company prefers to check the spots of car as it directly refer us to the
company quality. But, it was not possible for the company to check the spots of every car as
it was a very time consumable process as the processes done to check the spots were
hammering test and peeling test. Till now, Maruti Suzuki India Limited was checking the
spots of every export car and every 10th import car. But this does not give assurance to the
customer for the best quality car as there was no tool for analysis of weld spot quality. So,
there was a need to implement a method which would help the company in providing the best
quality car. Due to this reason, weld information control system came to being in use.

3.2 WELD INFORMATION CONTROL SYSTEM


Weld information control system is a non-destructive testing technique to check the spots. In
this technique, a spot id is given to every spot of the car. The datas of welding parameters
are noted. These data have been fed to the PLC (programmable logic controller). IT
department has implemented a server which would be directly linked with the PLC. PLC
provides a graphical characteristic of every spot in computer screen with the help of server
from which we could ensure defective spots on line. Also, the robot line would stop in which
problem has occurred i.e. if the spots does not have the same characteristics as provided to
the PLC, the robot would stop working itself and show faults on computer screen. So that, we
can correct the spot by taking counter measure. Also, this technique will help us in having a
control on NG welding flow.

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3.3 NG Welding Flow


NG welding flow occurs at a point where the robot is not able to weld the spot correctly i.e.
the weld does not took properly due to following reasons:a) Spatter control
b) Spot Miss
c) Gun alignment NG
d) Tip / Tip Dressing NG
e) Half spot
f) Spot out of position
g) Gun shunting
h) Part deformation (part mismatch)

3.4 W.I.C.S. FUNCTIONALITY


Prevents NG Welding Flow
Accurate Detection of Faults
a) Spatter control
b) Spot Miss
c) Gun alignment NG
d) Tip / Tip Dressing NG
e) Half spot
f) Spot out of position
g) Gun shunting
h) Part deformation (part mismatch)
Analysis of every weld spot
Storage of weld spot parameters (upto 10 years)

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3.5 SYSTEM CONFIGURATION

Fig. 3.1. System configuration of W.I.CS.

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3.6 W.I.C.S. METHODOLOGY


The methodology on which W.I.C.S. depends is to study about the resistance waves as the
reason for the spot failure could be known by this methodology.

RESISTANCE WAVES
Resistance waves are the graphical representation between resistance values and the weld
time to show that the nugget formed is absolutely correct.

Fig. 3.2. Principle of Resistance Waves

As we can see from the above figure 3.2, the resistance value first decreases but as the temp.
of base metal is raised the resistance value climb up and form a nugget and as the nugget
expansion takes place with the increase in electrical path, the resistance value again decline.

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3.6.1 BENEFITS FOR OBSERVING RESISTANCE WAVES

Resistance wave profile is full spot welding, white body check.

Detect the abnormal conditions early.

Prevent NG Welding Flow.

3.6.2 RESULTS OBTAINED BY OBSERVING RESISTANCE WAVES


By observing the resistance waves, we could get to know the various methods because of
which the NG Welding Flow occurs.
1. Fault due to get out of parts position.

Fig. 3.3. Fault seen due to get out of parts position

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From the above fig. 3.3, we can clearly see that the nugget formation takes place at any other
position than required.

2. Fault due to bend parts.

Fig. 3.4. Fault seen due to bend parts

From the above fig. 3.4, we can clearly see that the nugget formation does not took place
correctly as the parts in which the spot was to be applied was bent.

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3. Fault due to get out of position.

Fig. 3.5. Fault due to get out of position seen

From the above fig. 3.5, we can clearly see that the nugget formation was formed slightly
side from its position due to which spot was not formed as required.

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3.6.3 FAULTS RELATED TO RESISTANCE WAVES

E79 Resist wave fault

Fault occurs due to low quantity of heat, Tip diameter expansion, Lack or 2sets of work, Shift
of weld position, Gun touch, terrible expulsion etc.

Fig. 3.6. Fault of E79 resistance waves

-Reset possible at reset box


-Be cautious that when same control no. and same condition has been used continuously,
judgment will not be done.
NG body dont stop, even if no check and reset.
When you returns weld points before more than 1 weld point by manual operation and you
re-welded the weld points, it is possibility existence to stop by fault again.

E85 Wave Resist Frequent

Fault occurs due to tip dress, etc.

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-Timers output E85, when weld points more than thresholds of a warning level occurred
frequently in res. decrease width or aver. res.
-Reset possible in reset box

E80 High Resistance

Faults occur due to dust between the tip, power cable break etc.

Fig. 3.7. Fault of E80 high resistance waves

-Timers output E80 when it detect resistance value ahead of a threshold of high resistance
and it doesnt send weld current according to the setting value.
-Discontinue the power supply at the detection of the fault
- Measures are the basically same as low current fault.
- We can reset the fault at a reset box, but it occurs again till the fault state is removed

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GRAPHICAL REPRESENTATION OF RESISTANCE WAVES

Fig. 3.8, shows the graphical representation of resistance values at the time of welding.

Fig. 3.8. Graphical representation of resistance values

This representation shows us the difference in the resistance decreasing width. This is shown
by the line arrays of red, yellow and blue colour in above fig.

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3.6.4 METHOD FOR OBSERVING RESISTANCE WAVEFORM

To measure the transition of resistance value in every 0.5 cycle in welding, we have to
calculate the parameter 1 to 4 and supervise them. The parameter to be calculated are as
follows:1. Resistance width decrease: - Max. resistance value final resistance value
2. Average resistance value:- Average of resistance value between 2.5cyc and weld time
(setting time) -0.5cyc
3. 3.Max resistance value:- Max value between setting time and weld time (setting time)
-1.5cyc
4. Final resistance value:- Resistance Value of weld time (setting time) -0.5cyc

Fig. 3.9 Resistance waveform

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3.6.5 SETTING OF RESISTANCE LIMIT

Resistance limits refers us to a position after which alarm would rang. Resistance limits are
classified in two levels: -

1. Alarm Level: - When the nugget formation does not take properly, limit of alarm level
is reached and the alarm rang so that the worker or engineer could take the counter
measure.
2. Fault level: - When the engineer or worker does not take counter measure after the
alarm, then the line would automatically spot.

3.6.6 PROBLEMS OCCURING IN OBSERVATION

There is a case when there is not a change of resistance. In this case, only the thin
sheet side is weld NG on sheet combination such as thin- thick-thick sheets and in the
case of sheet combination of thin-thin sheets. Therefore, there is the case that NG
points cannot stop.

Whether fault stops or not depend on a limit setting. Misjudgment occur a lot of times,
when limit setting is too rigorous. But it cannot detect weld NG, when limit setting is too
indulgent.

Now, we set limits from average and unevenness of the present data which WICS system
collect.

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3.7 SYSTEM SUMMARY

It gives the whole functioning of W.I.C.S.

Fig. 3.10. System Summmary

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3.7 FORMAT

Fig. 3.11. Format of W.I.C.S.

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3.9 DATA REFERENCE MENU

Collection serverData reference destination of the body which does not pass M/B as of
5:00 before three days.
Offer serverData reference destination of the body which passed a M/B as of 5:00 before
three days.
Wave form of one weld ID:
-It displays wave form of resistance and current value of optional weld point on same graph.
-When I search it by a robot and a body unit, I use it

Fig. 3.12. DATA REFERNCE MENU VERSION

Wave form of each weld ID and transition:


-It displays a wave pattern of resistance value or current value of a optional weld ID on the
same graph.
-It displays transition such as resistance decrease width, an average resistance value in a
designated period for a optional weld ID.
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Judgment of all weld ID


It displays a judgment (OK, NG, dust) for weld ID of a optional body with a table.
Specified weld ID wave form monitor:
-It is always (It update it by a period for about 50 seconds) displayed the latest wave pattern
of a optional model and weld ID.

3.10 CONCLUSIONS OF W.I.C.S.

1. Customer Satisfaction: - The main motive of implementing W.I.C.S. in the YL8 line is to
provide satisfaction to the customer. As the satisfaction of customer would increase, he/
she would increase their faith on the company as a result more customers would come to
buy the car.

2. Best Quality:- the implementation of W.I.C.S. increases the quality of the car as a result
the people would be assure that this company cannot make bad products as they are
perfect in their quality.

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CHAPTER 4
WELD SPOT CHECKING PROCESS STANDARDIZATION

4.1 Maruti Operation Standard Inspection


MOS I is known as Maruti Operation Standard Inspection sheet in which a list of all the spots
are made and their robots are mentioned which apply these spots. Cycles are divided
according to the application of spots. This sheet has a full spot detail of a car and the copy of
every sheet is listed in the file on the line so that any engineer could go on the line and with
this sheet could know about the inspection of this spot. The sheet is divided according to
main body, main body pit, white body, cowl box, etc. and their cycles.

4.2 DESCRIPTION OF MOS I

The first thing that an engineer should know in welding department is the layout of
department.

He should know that which robot is working on which car.

He should know which spots can be checked and which cannot be checked.

He should know how many men are needed for checking the spots in a given
component.

For this, MOS I has been made so that the engineer have a list of all the spots being
implemented on the components of the car.

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4.3 OBJECTIVES OF MOS I

1. To mark the spots with different colours of different robots working on the
component.
2. To mark the G.A. spots and Maru - A spots of the component.
3. To mark the cycle so that we could know how many men are needed for checking the
spots? No. of cycles is equal to no. of men needed to check the spots.
4. To know how many robots are doing welding in a given component and how many
spots are there in the given component.

4.4 METHODOLOGY ADOPTED

A MOS I sheet was made in which the picture of component with the spots was
printed.

The robots which are applying those spots in a given component were noted down
along with their spots.

Maru- A spots and G.A. spots were seen and marked on it.

The men working on a given component to check the spots were noted and cycles
were made according to their work.

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4.5 CONCLUSIONS

Easy for engineer to find the robot.

Easy to find out the component details with the help of index.

To know how much labour required for checking the spots.

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