A REPORT OF FOUR WEEKS INDUSTRIAL TRAINING

at

ASHOK LEYLAND LIMITED PANTNAGAR

SUBMITTED IN THE PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE AWARD OF THE
DEGREE OF

BACHELOR OF TECHNOLOGY

(Mechanical Engineering)

MAY-JUNE, 2017

SUBMITTED BY:

NAME: GOURAV MITTAL

ROLL NO. : 14352

DEPARTMENT OF MECHANICAL ENGINEERING

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 CONTENTS
TOPIC PAGE NO.
Certificate by company 1
Candidate’s declaration 2
Abstract 3
Acknowledgement 4
CHAPTER 1 INTRODUCTION TO ORGANIZATION 5-7
1.1 VISION 8
1.2 GROUP COMPANIES 9
1.3 RANGE OF VEHICLES MADE BY ASHOK LEYLAND 10-11
1.4 SPECIFICATION OF CAPTAIN 3123 12-13
CHAPTER 2 INDUSTRIAL TRAINING WORK UNDERTAKEN 14
2.1 INTRODUCTION TO NEPTUNE ENGINE 15-19
2.2 SALIENT FEATURES AND NOMENCLATURE 20
CHAPTER 3 PROJECT WORK 20
3.1 PROJECT DESCRIPTION 20
3.2 PROCEDURE 21-24
3.3 PROBLEMS FACED DURING ASSEMBLY 25-27
3.4 FIXTURE SPECIFICATIONS 28-30
CHAPTER 4 RESULTS AND DISCUSSION 31

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 NATIONAL INSTITUTE OF TECHNOLOGY, HAMIRPUR (H.P)

CANDIDATE'S DECLARATION

I Gourav Mittal hereby declare that I have undertaken 6 weeks Industrial Training at ASHOK
LEYLAND LIMITED PNR a period from 1MAY to 5 JUNE in partial fulfillment of requirements
for the award of degree of B.Tech (Mechanical Engineering) at NATIONAL INSTITUTE OF
TECHNOLOGY, HAMIRPUR (H.P). The work which is being presented in the training report
submitted to Department of Mechanical Engineering at NATIONAL INSTITUTE OF
TECHNOLOGY, HAMIRPUR (H.P) is an authentic record of training work.

Signature

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 ABSTRACT

The report provides a consolidated preview of the functional activities of Ashok Leyland,
Pantnagar, Uttarakhand Engine Shop. The referred unit is a core limb of Ashok Leyland, the
nation’s pioneering automobile manufacturer.
Type of engine manufactured in company, their functions and the integrating activities are
described in the report. Tools and equipment used for production of Neptune engine have also
been covered.
The unique features of Neptune engine, which make it different and better form other have been
described.
Fixture used in production of Neptune engine is also described in this report.

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 Acknowledgement

I feel an enormous feeling of honour and self-achievement after pursuing this highly informative
“Summer Internship” at one of the most prestigious commercial vehicle manufacturing
industry of India “The Ashok Leyland”. This Internship has been a source of immense practical
knowledge and comprehension of scientific phenomenon.

 Firstly, I would like to pay my regards to my Project guide cum Mentor “Mr. ANIL
BHADU ” because of whom I could transcend the limits of my practical approach and
complete my project. He has been the perennial guiding force to me for learning each and
every bit of knowledge.

 I am highly thankful to ‘Mr ANIL BHADU ‘Shop Incharge, because of whom this
internship has been possible.

 I would also pay my regards to ‘Mrs. Shikha’ for giving a chance to students in this
training program to enhance their ambiance of knowledge.

I perceive this Internship as a milestone in my career and know that the foundation of my
Industrial experience has got the best material thorough this training at Ashok Leyland. I will
always use my gained skills and knowledge for improving the quality of Automobiles and
provide my best to the society. I am very thankful to whole team of PNR and NTTF employees
who proved to be a great contributor of knowledge and know-how of the work to me. I really
appreciate the enthusiasm shown by the workers to teach me and explain the peculiarities of
every production process.

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 CHAPTER 1

INTRODUCTION TO ORGANISATION

This report enunciates the internship program carried by the undersigned for the tenure of 6
weeks in Ashok Leyland Pantnagar, Uttarakhand.
Ashok Leyland is a pioneer in Commercial Vehicle manufacturing industry as well as defence
systems. Ashok Leyland is a well-known automobile manufacturing company in India.
Ashok Leyland believe that its historical success and future prospects are directly related to
combination of strengths. The referred unit is a core limb of Ashok Leyland, the
nation’s pioneering automobile manufacturer. The study includes the brief study of the core
departments of Ashok Leyland, pantnagar . Different officials working in various departments
have provided very important data in this report. Every effort has been made to understand the
functions and activities of various departments as well as the manufacturing process.
The company has a very ideal and holistic atmosphere towards the trainees which is the key role
of a successful industry.
Ashok Leyland Limited (Ashok Leyland) is an India-based company engaged in commercial
vehicles and related components. Its product portfolio includes buses, trucks, light vehicles,
defence vehicles and power solutions.
The report focuses on the main aspects of the Neptune engine production process in the engine
assembly of engine shop i.e. Shop 8. The project of the report is ‘NEPTUNE ENGINE
PRODUCTIONISATION.’

.
PLANT LAYOUT

Frame manufacturing shop:

For the first time in India, CNC flexible roll forming technology has been introduced for frame
manufacture, offering manufacturing flexibility to form the entire variety of frames and
accommodating future model requirements and design changes with no fresh tooling. The
flexibility comes with minimum model changeover time, allowing low batch quantities in the
manufacturing plan.Powder coating instead of conventional liquid painting eliminates hazardous
pollutants while bestowing high corrosion resistance to withstand well over 500 hours of salt
spray bath. The change of technology also ensures zero wastage of paint.

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Crown wheel and pinion shop:

Even as it significantly speeds up operations, migration to dry cutting with carbide blades has
eliminated, use of cutting oil pollution. A closed loop software connected to inspection and
cutting machines dramatically quickens the fine-tuned machine setting, in managing the
complicated three dimensional geometry of the aggregates. Clean propane instead of LPG makes
for environmental protection and low operating cost.

Axle shop:

The integrated axle machining and assembly shop has highly automated front axle machining
lines and conveyorised front / rear assemblies, all in one shop. Hazardous operations are
performed by robots.

Engine Shop:

Integrated Horizontal Machining Centre (HMC) complex fed by Automated Guided Vehicles
(AGV) bestow great flexibility to manufacture a range of engine variants, using components
rough machined in an adjoining shop. Auto docking and in-process verification systems directly
reduce testing cycle time and optimize test cell requirements.

Dust-free enclosure for assembly on skids and material supply in kits for right component
assembly of variants are two other features. The shop has the capability to produce both the H
and the Neptune family of engines. Past testing, the engines are mated to gearboxes (5, 6, 8 or 9
speed) in an adjoining area.

All the shops have real-time manufacturing monitoring systems installed which will get hooked
and integrated to a centralized computer controlled automated manufacturing management
system. This will facilitate order tracking, maximization of machine utilization, quality trend
monitoring, prediction of tool life and prompts for preventive maintenance, among others.

Chassis and vehicle testing shop:

The chassis assembly is designed to be extremely dexterous to produce the smallest to the largest
of vehicles in Ashok Leyland’s product range, including the U-Truck range and other cabbed
vehicles. The single chassis testing line can test all the models and variants covering various
tests, to generate instant test reports.

Cab Weld shop: High on automation, the shop employs robotics in framing and rear body
lines, for better quality and improved ergonomics. Manufacture of door assemblies is performed
by robotic roller hemming.

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Cab painting:

The CED coating system is led / tin free, employing robotics and reducing paint wastage. While
propane gas cuts atmospheric pollution, the camel back type baking ovens reduces fuel
consumption and heat dissipation. All material movement is automated to enhance operational
safety and output quality.

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 VISION
Be in the global Top 10 in Medium & Heavy Commercial Vehicle Trucks (>7.5t GVW) and
global Top 5 in Medium & Heavy Commercial Vehicle Buses (8 m and above) in volume terms

Ashok Leyland Limited (hereinafter referred to as “the Company” or “Ashok Leyland”) was
founded and incorporated by late Mr.Raghunandan Saran on 07th September 1948with set up
in collaboration with Austin Motor Company, England for the assembly of Austin Cars. The
Company was named as Ashok Motors. After the collaboration taking place with equity
participation from Leyland Motors, Ltd the name of the Company was changed to the present
name, which was named after Raghunandan’s son, Ashok.

In 2007, the Company’s stakes were bought by Hinduja Group indirectly through Industrial
Vehicles Corporation (IVECO), now the promoter shareholding stands at 53.89%. Today the
Company is under the flagship of Hinduja group of companies (hereinafter referred to as “the
group”). The group was started in the year 1914 by Late MrParmanandDeepchandHinduja.

Head office and registered office of the Company is located at Chennai, Tamil Nadu, India.
The Company has its manufacturing facility located at Pantnagar, Uttarakhand,Alwar,
Rajasthan, Bhandara, Maharastra, Hosur and Ennore, Tamil Nadu, Ras al-
Khaimah(UAE), Letnany, Czech Republic and Elmet, United Kingdom.

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 GROUP COMPANIES:

There are 6 group companies:

 Ennore, Tamil nadu in North Chennai [estb. 1948] – Trucks, Buses, Engines,

Axles etc.

 Hosur, Tamil nadu in Krishnagiri District - [estb.-1980] -Has Two plants adjacent

for Trucks, Special Vehicles and Power Units.

 Alwar, Rajasthan – [estb.-1982] - Bus Manufacturing Unit

 Bandara, Maharashtra – [estb.-1982] – Gearbox Unit

 Pantnagar, Uttarakhand – [etsb.-2010] – 75,000 annual capacity greenfield Unit

for new generation Platforms and Cabs.

 Sengadu, Kanchipuram District in Tamil Nadu - [etsb.-2008] -Technical and

Production facility for Ashok Leyland Defence Systems. Another separate
technical center for Nissan Ashok Leyland Vehicles.

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 RANGE OF VEHICLES MADE BY ASHOK LEYLAND

CHEETAH CAPTAIN 3123 T

U- 3723 H DOST

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DEFENCE SYSTEMS

GURU- 2518

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 CAPTAIN 3123 SPECIFICATIONS

Engine: H Series, HA 57L165, Turbocharged Aftercooled, Common Rail System (CRS)

Emission Norms: BS-III
Engine 6
Cylinders:
Displacement 5759
(cc):
Max Power: 225 bhp @ 2500 rpm
Max Torque: 800 Nm @ 1400-1900 rpm
Transmission: Manual
Clutch: 381 mm dia., Ceramic Clutch disc with clutch boosters
Gearbox: 9-speed
Fuel: Diesel
Fuel Tank: 300 Litres
PERFORMANCE  
Gradeability (%): 34
Turning Radius: 10900 mm
Max Speed (km/h): 82
STRUCTURE
&  
DIMENSIONS
Chassis Type: Chassis with Cabin
Cabin Type: Day Cabin
Tiltable Cabin: Yes
Axle 8x4
Configuration:
Tyres: Front : 11.00 x 20 - 16 PR
Rear : 11.00 x 20 - 16 PR
Wheelbase (mm): 5250
Overall Length 8916
(mm):
Overall Width 2527
(mm):
Overall Height 3450
(mm):
Ground 260

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Clearance (mm):
WEIGHTS  
GVW / GCW 31000
(Kgs):
Kerb Weight: 13470 kgs
Payload (Kgs): 17530
Brakes: Air Brakes
Front Axle & Twin-steerable axles, 
Suspension: Heavy duty forged "I" beam Reverse Elliot type,
Semi-elliptical multi-leaf springs suspension
Rear Axle & First rear Axle:- Single-speed hypoid gear axle.
Suspension: Second rear Axle:- Heavy duty Tandem axle, 
Heavy duty Bogie suspension.
Safety: Parking brakes Power Steering
Seat belts
Comfort: A/C Cruise Control Navigation System
Driver Information Display Adjustable Driver Seat Tiltable Steering
Arm-rest Rear View Cam
Seat Type: Standard
ADDITIONAL INFORMATION  
Body Options: Box Body
Additional Load body - 22 Cu.M Box Body, Front End Tipper
information:
PROS
&  
CONS
Pros: Power, Torque, Clutch, Fuel efficiency
Cons: Comfort

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 CHAPTER 2
INDUSTRIAL TRAINING WORK UNDERTAKEN
INTRODUCTION TO NEPTUNE ENGINE

NEPTUNE ENGINE

The future-ready ‘Neptune’ engine will be available in BS-III and BS-IV versions and is also
package protected for BS-V and BS-VI. The highly modular sub-system design ensures
maximum vehicle uptime and better NVH characteristics while the CRS with electronic-
governance ensures high fuel efficiency, easy serviceability, lower life cycle cost and reliability.
NEPTUNE engines will range from 160 HP to 380 HP and will be deployed across a range of
trucks and buses in a phased manner.

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Salient features of this engine are
 It is an inline, four cylinders, water cooled, 4-stroke Diesel Engine with direct fuel
injection into a hemispherical combustion chamber arranged in the piston crown.
 The engine employs the Micro Mixing Combustion System (MMCS) which features a
specially shaped combustion chamber in the piston crown.
 Another characteristic is the special shape and arrangement of the intake ducts in the
cylinder head which allows the air to enter only from one direction.
 Upon entering, the air is given a swirling motion causing the fuel to mix, which is
injected through a multi hole nozzle into the combustion chamber.
 Combustion is initiated at the end of compression stroke. The shape of the combustion
chamber allows full use of the energy contained in the fuel, because the cooling surfaces
are comparatively small in relation to the volume of the combustion chamber whilst the
air swirls ensures that air and fuel are mixed uniformly.

Nomenclature

 Cylinder bore: the inner diameter of the cylinder is called the cylinder bore. For
Hseries engine its value is 104mm.
 Stroke: the distance between the two dead centers is called stroke. For H-series engine
it is 113mm.
 Dead centre: The position of the piston and the moving parts which are mechanically
connected to it, at the moment when the direction of piston movement is reversed during
either end of the stroke is called dead center. There are two dead centers in an engine:
 1. Top dead center (TDC)
 2. Bottom dead center (BDC)
 Crank end float: It is the axial gap provided in the crankshaft for free rotation of the
shaft between its two ends. It ranges between .05~.0265mm
 Breakaway torque: It is the minimum torque required to set the stationary shaft into
motion.
 Runaway torque: It is the average running torque at given RPM.
 Idler gear backlash: It is the gap between the meshing teeth of idler gear and other
timing gears. It ranges between 0.138~0.265mm.
 Idler gear endplay: It is the distance by which the idler gear can slide over the idler
gear shaft. It ranges between 0.04~0.095 mm.

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  Compression ratio:it is the ratio of the total cylinder volume to the clearance volume.
Compression ratio for H-series engine is 17.7:1.
 Displacement volume: The nominal volume swept by the piston when travelling
from one dead center to another. Displacement of H-series engine is 5.759 liters.
 Injection timing: The fuel is injected a few degrees before TDC for better
performance of engine. For H-series engine this angle is about 10 degrees.
 Tappet clearance: A very small space is given between the rocker arm and valve cap for
smooth and timely opening of valves. For H-series engine this clearance is 0.30mm for
intake valve and 0.45 mm for exhaust valve.
 Firing order: It is the order in which power stroke is observed in various cylinders of a
multi cylinder engine. Firing order in H-series engine is 1-4-2-6-3-5.

Components of an H-series engine:

 Oil pump–An H series engine employs a force feed gear type lubrication pump. Oil is
drawn from the sump through the strainer by the gear type oil pump. The pump is driven
by timing gears.
 Oil Sump–The bottom of crankcase contains an oil sump on which the lubricating oil is
pumped to various engine components. After lubricating these parts, the oil flows back to
the sump by gravity.

Fig. Oil pump

 Oil filter and cooler –A full flow type paper filter is provided to keep the dust
particles away from lubrication system and plate type cooler is used to cool the oil.

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 Fig. Oil cooler and filter

 Fuel injection pump -Three different types of fuel injection pump (FIP) are
employed in various models of H-series engine, viz. 1. Inline 2. Distributor type 3.
Common rail type

 Air compressor– reciprocating type air compressor, meshed with the idler gear is
incorporated in the engine.
 Water pump - The engine is water cooled, and forced circulated by a volute type
water pump. It is driven by the poly v belt.
 Alternator -24V - 55 Amps alternator is used which is driven by poly v belt.
 Starter motor - 24V, Axial type, pre-engaged
 Turbocharger- It is driven by the exhaust gases which are normally wasted.
 Thermostat- Wax type thermostat with bottom bypass system is used.
 Flywheel housing- It is the casting that encloses the flywheel. It is attached to the
cylinder block by eight M12 and six M8 bolts
 TG Case - It is casing that forms the outer cover of timing gears.

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  Timing gears – It consists of following five gears: 1. Crankshaft Gear 2. Idler Gear 3.
Injection Pump Drive Gear 4. Oil Pump Drive Gear 5. Camshaft Gear The gear train is to
be matched as per matching punch marks on gear circumference.
 Miscellaneous
 Screw plugs
 Steel balls
 Gaskets
 Timing back plate
 sealant
 bolts
 studs
 bearings
 Spacer
 rings
 dowel pins
 washers
 crankshaft collar
 banjo strainer
 oil sealant
 valve cap
 poly v belt
 link bolt
 oil seal
 Vent hose
 Key

Various systems of N-series engine

Fuel Injection system

The fuel injection system is the most vital component in the working of CI engines. The engine
performance viz. power output, economy etc. is greatly dependent on the effectiveness of the
fuel injection system. In a fuel injection system the amount of fuel delivered into the air stream
going into the engine is controlled by a pump which forces the fuel under pressure.

Components of fuel injection system

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The main components of a fuel injection system in an N-series engine are:

1. Fuel Tank

2. Fuel Filter

3. Feed pump

4. Fuel Injection Pump

5. High pressure pipes

6. Injector nozzles

7. Fuel return line

Feed Pump: The feed pump is of spring loaded plunger type, the plunger is actuated through a
push rod from the camshaft. At minimum lift position of cam, the spring force on the plunger
creates a suction which causes fuel flow from the main tank into the pump. When the cam is
turned to its maximum lift position the plunger is lifted upwards. At the same time the inlet valve
is closed and fuel is forced through the outlet valve.

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 CHAPTER 3 PROJECT WORK
DESCRIPTION TO PROJECT

My project is to based on a process design into a version that can be more easily mass-produced.
It is almost always a necessary step in the development of any product, since it is rare that the
initial design is free from flaws or construction methods which make it difficult or more
expensive to manufacture.

Processing fixtures are very often constructed by hand, or with more limited tooling. This is done
to save costs where the design may not even be subsequently approved for manufacture. Once
the go-ahead for a production run is given, the much more costly production tooling can be
ordered. At this stage, the design itself may need to be reworked or altered to streamline
production. The goal is to reduce costs as much as possible at the assembly stage, since costs will
be multiplied by the number of units produced.

First I analyzed the assembling of the Neptune engine and then gathered data about the process.
Then I analyzed each stage for assemble the neptune engine and tried to improve the procees of
con rod assembly by using fixture

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 PISTON -CONNECTING ROD SUB ASSY
There are some steps for sub assy of con rod piston which are given below.

STEP 1:
 a: Remove the mounting bolts of connecting rod cap and remove the cap by
malleting.
 b. Assemble the bearing shell on the connecting rod and cap. Ensure Cleanliness
of bearing seating area of con rod and cap before shell bearing fitment.
 c. Repeat the above for the remaining 3 connecting rods

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23
STEP 2: (To be skipped if piston is received as sub-assembly along with rings)
 a: Place the piston onto the Piston stillage
 b: Assemble the Oil Ring -bottom onto piston groove shown
below with ring plier.
 c: Similarly Assemble the Middle ring & Top ring with the ring plier.

Note:

1. Stagger the Piston ring Grooves of 3 rings 120 Deg apart with respect to each other.

2. Apply oil on the piston in the rings seating area

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STEP 3:
 a: Assemble the Circlip on one side of the Piston -Pin groove using Circlip plier &
assemble connecting rod small end to the Piston with Piston Pin and fix the other Circlip
using Circlip plier.
 b: Ensure bolt hole on Connecting rod should be towards the side with cut (shown
below) on piston.
 c: The mouth of Circlip should be towards top face of the piston.
 d: Repeat above steps for the remaining 3 pistons

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26
Note:
1. Match the number and white mark on the con rod and con rod cap.
2. Torque tighten the hex flanged screw to sung 40±5 Nm and angle torque of 120 deg using
a torque wrench in one go.
3. Record resultant torque of connecting rod bolt assembly.
4. 0.35 mm.
5. Ensure the torque to turn value of crankshaft within 28 to 32 Nm.

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 PROBLEMS IN PISTON CONROD SUBASSEMBLY

1. The connecting rod may be assembled in opposite direction.

Observation – If the connecting rod is assembled in other direction, the axial play of
connecting rod will be disturbed because the geometry of connecting rod is such that it
may cause noise and vibration during operation.

Action – the connecting rod grade side should be in the direction in which the ‘O’ mark
on the piston head is there.

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2. The connecting rod cap may be assembled in opposite direction.

Observation- the cap is fractured with the connecting rod so it only matches with the
same ends which are fractured. Opposite ends may mismatch with the connecting rod.

Action – the grade mark side of conrod cap should be in the direction of grade side of
connecting rod.

3. The piston orientation may be wrong.

Observation- piston is designed in such a way that inlet port should coincide on the
groove cut on the piston head. If the orientation of piston changes the inlet valve will hit
the piston head surface and overheating takes place.

Action – the ‘o’mark on the piston head should in the right side.if by mistake operator
would place place the piston wrong , it doesn’t fit in the fixture.

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4. The dismantling of conrod cap manually is sometimes difficult.
Observation – Manual dismantling requires more space and fatigue to the worker.

Action – hydraulic system is installed in this fixture.

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 CONROD PISTON SUB ASSEMBLY FIXTURE

In this fixture 6 identical stands for connecting rods are mounted

on the table symmetrically.

31
DIMENSIONAL DRAWING –

FRONT VIEW

32
TOP VIEW SIDE VIEW

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 CHAPTER3
RESULTS AND DISCUSSION
Through this project I have been successful in process designing and installment of the fixture
for piston connecting rod subassembly in Neptune engine line. I believe that this fixture will
definitely help to make less errors in production as expected.

Thus the objective of this training has been successfully completed as per the scheduled training
program given by the company.

My training in ASHOK LEYLAND Ltd. was indeed a very good experience. It has helped me to
remove the gap between the theoretical and practical knowledge, and to have a better
understanding of mechanical engineering.

This training period has been proved invaluable in giving me an insight into the general working
of the organization. Thus giving me the introduction about the Assembly line and the resources
used to optimize production. By visiting the shops in the plant I got the complete knowledge of
the Engine assembly department.

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