SUMMER TRAINING REPORT
TRAINING IN JAMNA AUTO INDUSTRY, MALANPUR
(JUNE 2019)
SUBMITTED BY-
BY
ADARSH SHIVHARE
AKHANDATA MAJHI
RADHIKA AGRAWAL
SUMIT GUPTA
SUMIT UPADHYAYA
YOGENDRA SHARMA
3rd Year B.E.
.E. (MECHANICAL)
MITS GWALIOR
JAMNA AUTO INDUSTRY
JAI (Jamna Auto Industries Limited) is an Indian multinational suspension system
Automotive company headquartered in Delhi, India. It is largest automotive
suspension spring manufacturer in India and amongst top three in the World. It
produces various types of springs including tapered or multileaf, parabolic spring ,
lift axle suspension and air suspension system. It has its manufacturing unit in
Yamuna Nagar, Malanpur(near Gwalior), Chennai, Hosur near Bangalore,
Rudrapur and Jamshedpur and its products are sold in over 25 countries.
HISTORY:
YEAR EVENTS
1965 - Jamna Auto Industries Ltd. was incorporated as a private limited company
on 30th September. It has been converted into a Public Limited company on 22nd
October 1985. The company manufactures Automobile Springs, Spring leaves and
Automobile Coil Springs (Hot formed).
The company which was founded in 1955 as a partnership firm was takenover by
Jamna Auto Industries Pvt. Ltd., on 30th Sept.1965 as a running business. The
company has been in business of the manufacturing Automobiles as well as coil
springs for Railways .
1988 -The company has also promoted Jai Parabolic Spring Ltd which was
commissioned in 1988 and launched its product in December.
1989 - The company planned to modernise the plant and same was completed in
the year in technical collaboration with N.H.K. Spring Co. Ltd., Japan.
1991 - The Company has embarked upon a diversification-cum-expansion
programme for the manufacture of LEAF SPRINGS, TAPERED SPRINGS,
PARABOLIC SPRINGS, COIL SPRINGS AND STABLIZER BARS.
The company has acquired land in Gwalior and in Derabassi and the memorandum
of understanding has been signed with M/s NHK Springs Ltd., Japan, one of the
world leaders in automobile suspension industry.
Jamana Auto Industries Ltd., has developed springs for export market in U.S.A.for
OEM customers like Reyco,Dexter Axle and also developed a three stage spring
for Telco for their Tatamobile export model for U.K.
1992 - The Company are glad to inform you that the Rights-cum-Public Issue of
fully Convertible Debentures of the company received an over-whelming response.
1993 - The Directors are pleased to inform that the Company's new unit at
Malanpur,Distt Bhind, (M.P.), has commenced the commercial production of leaf
Springs w.e.f. 19th March.
1994 - The rising demand has triggered off a chain of joint ventures and expansion
projects amongst the various OE Manufacturers Cashings in at opportunity the
Company is rapidly achieving higher levels of capacity utilisation at its Malanpur
Plant.The Company has also received queries from several other OE manufacturers
such as TELCO.
Tthe Company has obtained the coveted ISO 9002 Certificates for the
manufactures of Leaf Spings at both of is plant at Yamuna Nagar & Haryana.M/s.
Dexter Acles, U.S.A. have awarded the Company with a Quality Excellence
Certificate for the year 1993-94.
1995 - The World's largest and the best car manufacturers like General Motors,
Ford, Daewoo, Peugeot etc. have now entered in the India Business scene in joint
ventures with major India OEMs.
1996 - The Company has achieved a significant business growth of over 55% and
thus further consolidated its position of a Market Leader in the Automobile Spring
Industry. The company has set up further manufacturing facilities and acquired
balancing equipments at its plants located at Malanpur & Yamunanagar.
1997 - The R&D wing of the company has developed samples of value
Engineering springs and submitted the same to TELCO for approval.Shri Ishtiaq
Ali was appointed by IFCI as the new Nominee Director in place of Shri
C.P.Gupta.
1998 - During the year under review the company's collaborator NHK Spring
Co.,Ltd., Japan reposed their trust and confidence in the operations of the
companyby acquiring 15% equity stake equivalent to 13,16,836 No. of equity
shares in thecompany through a preferential issue at a premium of Rs. 99/- per
share.The company has entered into a 4 party Joint Venture with NHK Spring
Co.Ltd.,Nissho Iwai Corporation, Japan and Allevard Ressorts Automobile,
France.
1999 - In accordance with the approval of shareholders the company divested its
stabilizer bar business with effect from 1st January, to a joint venture companyi.e.
Jamna NHK Allevard suspension components Limited (JANA) for aconsideration
of Rs. 23 crores.
Mr. K. Sasaki, General Manager of NHK has been nominated by NHK on
theBoard of Directors of the Company in Place of Mr. K. Ikeda.
2000 - The Company has decided, subject to necessary approvals, hive off of the
company's Malanpur unit into a separate company i.e. Jamna Springs Pvt. Ltd. at a
consideration not less than the book value of the undertaking with options open in
the future to convert the same into a joint venture.
2008-Jamna Auto Industries Ltd has appointed Mr. Shahi Bansal as Non-Executive
Independent Director on the Board of the Company.
2009- Jamna Auto Industries Ltd has appointed Mr. D K Jain as nominee director
of IFCI Ltd.
2010- The company has received listing permission from NSE and trading under
the scrip code JAMNAAUTO has commenced on NSE.
2011- The Board of Directors of the Company has approved the payment of
interim dividend @ 10% on equity shares of Rs. 10/- each for the financial year.
2012- Approved the payment of second Interim dividend @ Re. 1 on equity share
of Rs. 10 each for the financial year. Appointed Mr. J. K. Jain as Independent
director of the Company.
2013- Approved the payment of final dividend of Rs. 2 on the equity share of Rs.
10 each. for the financial year. Lift Axle and Air Suspension products launched.
Received Silver Award from Ashok Leyland Ltd for best in class performance in
RAMP UP in development and supply of Lift Axles
2014- Approved the payment of final dividend of Rs. 1 on the equity share of Rs.
10 each. for the financial year
2015-Jamna Auto Industries has splits its face value from Rs. 10 to Rs. 5
PRODUCTS:
Jamna Auto Industries Limited designs and manufactures wide range of Springs to
meet requirements of
• Heavy commercial vehicles
• Medium commercial vehicles
• Light commercial vehicles
• Sport utility vehicles
• Trailers and Air suspension systems
ACKNOWLEDGEMENT
We all are very grateful to Mr. Brijesh Dixit sir , Mr. Harish Shribhash sir .
Thanks for giving us this opportunity to undergo summer training in this esteemed
organization. They took personal interest in our training and provided us all the
necessary guidance, and required help.
We thanks to all the staff members who supervised our work from time to time and
helped us in understanding the leaf spring manufacturing process.
LEAF SPRING MANUFACTURING PROCESS
CONTENTS:
• INTRODUCTION TO LEAF SPRING
• PARABOLIC AND CONVENTIONAL LEAF SPRING
PARABOLIC SPRING
( Before heat treatment processes )
• RAW MATERIAL
• SHEARING
• PARABOLIC ROLLING
• DRILLING OPERATION
• EYE ROLLING
• WRAPPER FORMING
( Heat treatment processes )
• HARDENING (QUENCHING)
• TEMPERING
• HARDNESS TESTING
INTRODUCTION TO LEAF SPRING
Originally Leaf spring called laminated or carriage spring, a leaf spring is a simple
form of spring, commonly used for the suspension in wheeled vehicles. It is also
one of the oldest forms of springing, dating back to medieval times.
Sometimes referred to as a semi-elliptical spring or cart spring, it takes the form of
a slender arc-shaped length of spring steel of rectangular cross-section. The center
of the arc provides location for the axle, while tie holes are provided at either end
for attaching to the vehicle body. For very heavy vehicles, a leaf spring can be
made from several leaves stacked on top of each other in several layers, often with
progressively shorter leaves. Leaf springs can serve locating and to some extent
damping as well as springing functions.
A leaf spring can either be attached directly to the frame at both ends or attached
directly at one end, usually the front, with the other end attached through a shackle,
a short swinging arm. The shackle takes up the tendency of the leaf spring to
elongate when compressed and thus makes for softer springiness.
PARABOLIC AND CONVENTIONAL LEAF SPRING
A parabolic spring is basically a leaf or a set of leaves which are tapered in
a parabolic way rather than a linear. So from the middle, where it is thick, to the
ends , where it is thinner, the tapering steps down in a parabolic manner.
It is a suspension system for vehicles that has been used as far back as medieval
times. They were originally called carriage or laminated springs. Its system has
been tried and true, primarily used on almost all vehicles up to the 1970's .
A leaf spring takes the form of a slender arc-shaped length of spring steel of
rectangular cross-section. In the most common configuration, the center of the arc
provides location for the axle, while loops formed at either end provide for engine
chasis. When the thickness of the slab used is less than 15mm(greater than 8mm),
then it is considered as light spring and if thickness is greater than 15mm then it is
considered as heavy type spring. Leaf Springs are generally made from high
carbon steels with carbon percentage ranging from 0.9 to 1.0%. However modern
day methods have discovered a composite material which is E-Glass/Epoxy that
can be used as an alternative to steel.
Conventional leaf spring are known to have uniform thickness of the leaf from end
to end. It has less flexibility than parabolic. Heavy in weight and less efficient than
parabolic with same parameters. It has a capacity to bear heavy load used in heavy
vehicles to provide efficient suspension. It consist of 9 to 13 leaf consist a set
working together.
RAW MATERIAL
The material used for leaf springs is usually a plain carbon steel having 0.90 to
1.0% carbon. The leaves are heat treated after the forming process. The heat
treatment of spring steel produces greater strength and therefore greater load
capacity, greater range of deflection and better fatigue properties.
According to Indian standards, the recommended materials are :
• For automobiles : 50 Cr 1, 50 Cr 1 V 23, and 55 Si 2 Mn 90 all used in
hardened and tempered state.
• For rail road springs : C 55 (water-hardened), C 75 (oil-hardened), 40 Si 2 Mn
90 (waterhardened) and 55 Si 2 Mn 90 (oil-hardened).
• The physical properties of some of these materials are given in the following
table. All values are for oil quenched condition and for single heat only.
• Sup 9 & Sup 11 (mainly) - Chemical composition - Carbon, Silicon &
Phosphorus
SHEARING
A semi automatic shearing process is used to shear the slabs (raw materials) into
requisite sizes. The slabs are manually placed on the input conveyor which later
slides and gets sheared according to the fixed dimensions by the shearing machine.
Raw Materials
Input Conveyor
Servo motor
Shearing Machine
Output Conveyor
Hydraulic Pump
INPUT CONVEYOR:
With the help of rollers, the raw material which is in the form of rods or bar is
input to the hydraulic ppress. General size of the bar = 5290mm
SHEARING MACHINE:
It is used for cutting the metal bars by applying pressure gradually, cutting from
one end and progressing further till the pieces are separated.
The force required for cutting gradually is much less than cutting the metal bars in
one stroke. Force: 1500 tonn.
OUTPUT CONVEYOR:
After the pieces are cut in the desired length, the bars are send to stack in their
respective sections with the use of rollers and hydraulic machine.
The total of four stacks is formed of:
• 1235 mm
• 1235 mm
• 1419 mm
• 1419 mm
PARABOLIC ROLLING
Parabolic rolling machine is specially designed for light and medium leaf spring
parabolic roiling as well as some kinds of heavy spring rolling. It has the advantage
of lower investment cost, smaller motor capacity for lower working cost, easy to
operate and easy to maintenance and etc.
o
In parabolic-rolling, the slabs are heated initially at 1100 -1300 C. The
temperature in the last finishing stand varies from 700 - 900 oC, but should be
above the upper critical temperature to produce uniform equiaxed ferrite grains.
The metal is subjected to high compressive stresses as a result of the friction
between the rolls and the metal surface.
DRILLING OPERATION
Necessary holes are provided on the strips of leaf springs to hold all the plates
together. So drilling operation is performed. Generally vertical drilling machine is
used for this operation.
EYE ROLLING
After rolling ie. when the bar get's it's designed thickness we use induction furnace
made of ceramic which generates 900°C temp. This makes the metal red hot from
one end. Next step is Cutting. Lapping cutting is used for this operation. After that,
with the help of a mandrel an eye is formed at one end. Using these we make the
2nd eye of the leaf. Power required is about 350 KW for this whole operation.
It is used to make the main leaf.
WRAPPER FORMING
It is used in the formation of 2nd leaf. Ends of the leaf are rolled so as they could
wrap the eye of the main leaf.
HARDENING (QUENCHING)
Hardening is carried out to achieve the maximum hardness. The main blades after
the eye formation are heated to a temperature of 800-1000 degree centigrade in a
furnace to increase the hardness of the material. The other blades along with main
blades are heated in the furnace. The furnace is heated by using air and furnace oil
through conventional air flow system. The conventional air flow system is used to
mix both air and furnace oil for heating purpose. A pump is provided for the air to
go out. After heating the blades in the furnace for 45 minutes they are taken out
and bent to the required angle on the hydraulic bending machine. The required
angle can be obtained by using required angle dies. The blades after making the
required angle they are immersed in the Quenchng on oil to increase the hardness.
The hardness at the end of this stage is about 50 to 60.
TEMPERING
Quenched steel, while very hard and strong, is too brittle to be useful for most
applications. A method for alleviating this problem is called tempering. For most
steels, tempering involves heating to between 250 and 500 °C, holding that
temperature (soaking) for an appropriate amount of time (on the order of seconds
or hours), then cooling slowly over an appropriate length of time (minutes or
hours). This heat treatment results in higher toughness and ductility, without
sacrificing all of the hardness and tensile strength gained from rapid quenching.
Tempering balances the amount of hard martensite with ductile ferrite and pearlite.
In some applications, different areas of a single object are given different heat
treatments. This is called differential hardening. It is common in high quality
knives and swords.
HARDNESS TESTING
Hardness is usually defined as resistance of a material to penetration. It also refers
to stiffness or resistance to scratching, abrasion or cutting. In the most general
accepted tests, an indenter is pressed into the surface of the material by a slowly
applied known load, and the extent of the resulting impression is measured
mechanically or optically. A large impression for a given load and indenter
indicates a soft material, and the opposite is true for a small impression.
CONCLUSION
The practical training has proved to be quite fruitful. It provided us to encounter
with such huge machines and mechanism. It has allowed us an opportunity to get
an exposure of practical aspects and their implementation to theoretical
fundamentals.This will help us improving our performance in theory classes by
introducing to the practical work. It will helped us to know our strength and
weakness so that we can improve our skills and overcome the limitations of taking
appropriate measures. We were exposed to real work situations and learned how
to equip them with the necessary skills so that we would be ready for the job after
graduation.
The architecture of the plant, the way two units are linked, the way of working in
plant and how everything is controlled make us realised that engineering is not just
learning the structural description and working of various machines but the greater
part of planning management.
