PERSONNEL MANAGEMENT

CASE STUDY ON

ALLIED NIPPON LTD

Submitted by:

Prasun Kumar Aman Negi Nitesh Verma Himanshu Dutta Vipin Kumar

02615603609 08215603609 09215603609 09315603609 09615603609

MAE F7 MAE F7 MAE F7 MAE F7 MAE F7

Company profile
Allied Products are manufactured in Non-Asbestos Composition Organic & Semi Metallic Formulations Allied Nippon is a part of the Talwar Group. Talwar Group: US$ 400 Million Group, established by the Talwar family in 1931 in Peshawar, Pakistan The Groups manufacturing prowess has transformed it into an Automobile Component Manufacturing conglomerate. Covers Major Automotive Components like: Automotive Friction Material Gaskets & Gasket Materials Steering Parts Oil Seals Automotive Axles Spine Shafts and Forgings Sheet Metal Components for Vehicle Suspensions & Steering Linkages Rubberized Cork Materials and Components

 Engine Mountings Steering and Axle Boots Retailing Passenger Cars & Car Components (Mercedes Benz)

Allied is a front runner in manufacturing high quality Friction Material for Automotive Applications, Off-theRoad Vehicles, Railways

 Technical Collaborators : JBI, Japan NABTESCO Corporation, Japan

Locations Registered Office: 1006, Akash Deep Building 26/A, Barakhamba Road New Delhi - 110001

Manufacturing Units : (1) Sahibabad, Ghaziabad, U.P., India (2) Manesar Sector-8, Gurgaon, Haryana, India (3) Manesar Sector-7, Gurgaon, Haryana, India (4) Parwanoo, Himachal Pradesh, India (5) Zhuhai, China

Overseas Offices : London (Luton), U.K. Bristol, U.K Zhuhai, China Moscow, Russia Zagreb, Croatia & Sydney, Australia

Company Organization:

Global Partners

JBI Japan, A Hitachi Group Company is a global leader in Friction Material. JBI formulations are unique and well accepted by leading Original Equipment Manufacturers worldwide.

Automotive Range
Brake Shoes / Brake Pads / Brake Linings

CV / OTR Off The Road Commercial Vehicles

Railway Brake Blocks L Type and K Type Approved Composite Brake Blocks for Indian Railways Freight and Coaching range Tier 1 supplier of Indian Railways.

Major OEM Customers - Domestic

Manufacturing Systems

Above is the flow process for the manufacturing of brake linings (drum brakes).

Manufacturing Operations Bonding Bonding is procedure of superimposing finished Liner on Casting through adhesive application. Area in ANL where Bonding procedure takes place is commonly known as Bonding Section. But besides this some other operations like cleaning, machining etc. are also done in this section. This is the procedure where Casting is introduced in Brake shoe manufacturing. Casting is received from KEL (Krishna Engg. Ltd.), where it is manufactured and finished here in Bonding Section. It is the final operation performed on the Brake Shoe after which, final inspections of complete manufactured Brake Shoe takes place and then dispatched directly to Finished Product Store (F.P.S.). Procedures taking place in Bonding are as follows as explained by the Process Layout of Brake Shoe.

1. Shot Blasting Shot Blasting is a process of roughing the surface of Casting received from KEL. It is one of the processes of finishing of Casting. It is done for the basic purpose of roughing the surface of Casting, so that strong bond can be achieved between Casting and adhesive, and hence between Casting and Liner, which thus makes it a very important procedure. It is done in a Shot Blasting Mixer in which grained powder of Aluminium known as STEEL SHOTS (Shot grade: G/50) are shot over casting at a high velocity and then mixed thoroughly for 405 minutes.

The process involves firstly feeding the casting inside the Shot Blasting Mixer. Maximum 900 castings of 51R and 600 castings of 61R are fed at a time. Once the mixer is started casting is made to roll inside the mixer as shown in figure and Steel shots are sprayed over them. Rolling action ensures the uniform shot blasting over every single piece of casting fed. Once the process is complete a significant uniform rough surface finish can be seen all over the casting. SHOT BLASTING MACHINE

2. Machining Machining is done on Wear pad and Pinhole of the casting to attain required dimensions at these areas according to the cam and the pin in the brake assembly. This is a very important process as incorrect machining of casting may lead to misalignment of brake shoe inside assembly, or even unable to be aligned. There are various machining processes done as follows: I. Wear pad: Grinding II. Pinhole: Radius milling, Side Milling. Wear Pad Grinding: Other than achieving required dimension of wear pad surface, this is also done to make the surface of wear pad completely and uniformly flat. Pinhole radius Milling: Milling operation on pinhole is performed to make the pinhole apt for the pin inside brake assembly and provide required allowances. Pinhole Side Milling: Side Milling of the pinhole is done on both the sides to achieve required width of pinhole (perpendicular to the axis of pin).

3. Allodine Treatment Allodine treatment is essentially a cleaning process of casting required to remove unwanted dust particles and grease from the surface of casting which cause undesirable changes on its surface during bonding

process and also degrade its surface finish. It is done by employing 5 tanks, each containing different solution. Procedure followed within five tanks are as follows: Tank I: Chemical Treatment (Chrome free) Chemicals: (a) Surf Cleaner-53 (1.5kg in 600 ltr. of DM water) (b) Surf Cleaner-600 (7.5kg in 600 ltr. of DM water) Time: 180 sec. Temp: 50-60C Frequency: 15 Days (No Checking, No Recording)

Tank II: Water Cleaning-I

Solution: DM water Time: 30 sec. (No Checking, No Recording) Frequency: Once in a day

Tank III: Water Cleaning-II

Solution: DM water Time: 20 sec. (No Checking, No Recording) Frequency: Once in a day

Tank IV: Allodine Treatment (Chrome Free) Time: 120 sec. Check: pH 2.4-3.5 Concentration: 2% Record: R&D register Temp: ambient Frequency: 3 days

Tank V: Deoxylite Sinking

Time: 20 sec. Check: pH 3.4-5.1 Record: R&D register Temp: ambient Frequency: 1 day ALLODINE TREATMENT TANKS

4. Drying Drying is done on casting after Allodine treatment in a continuous furnace for 20 to 25 minutes. It is done in order to remove water from the surface of the casting before it is sent for adhesive application. It is important as any moisture content can cause quality defect in Brake shoe as it could lead to improper bonding of liner and casting and its escaping during curing may degrade Brake shoe.

5. Adhesive Application and Joining Once Castings are dried, they are sent to next section where adhesive applied liners are imposed over them. In this section we are not actually completing the Brake shoe, just joining the liner to the casting, as the adhesive used do not have tendency to bond liner and casting on simple application between them. For this, the joined liner and casting must go through Clamping and Curing.

6. Clamping When the adhesive between liner and casting is made strong during curing process, it is very important that the liner is perfectly superimposed on casting so that bond between liner and casting is strong and of high quality, and no gap remains between them. This

is ensured by clamping process. In Clamping process, pair of brake shoe is clamped together between clamping ring and a clamping spring clamp produces an axial force on the surface of brake shoe against clamping ring, pressing liner on casting, and thus a rigid bond is formed. Firstly casting and shoe brake are aligned together after adhesive application. Then clamping worker, possessing a strong little automated jaws will put the clamping spring between the jaws. Clamping springs have a very high spring co-efficient (for a rigid clamping) thus these automated jaws are very highly powered. Once these jaws compress the spring, worker put the aligned liner and casting on opposite sides of spring and ring is then placed over them. As the jaws are released, spring releases forcing brake shoe on clamping ring and a rigid clamp is formed.

7. Curing Adhesive applied between casting and liner has high bond strength but it cannot achieve it if applied directly and joined together. Its great bond strength is achieved by curing process. This process generally comprises of heating the clamping in an overheated oven for prolonged period. Curing means to change the structure of a polymer by heating process. Thus the adhesive used is a polymer and after curing process the its structure changes to form a harder polymer that bonds liner and casting. Curing machine is basically a large oven consisting of a conveyer belt operating at a very low feed. It has a capacity to heat a large number of clamping at a time. This conveyer belt is almost a meter wide and its length is 3 to 4 times its width. The temperature inside the curing oven is maintained at 21025C for 50 minutes. The outputs of curing have no visible changes except the change in colour of adhesive. The adhesive generally applied is of yellowish colour and changes to chocolate brown. This indicates that curing is properly done.

8. De-Clamping Once curing procedure is finished, and the bond between liner and casting is hard enough to serve the purpose, only final

finishing of the Brake shoe remains, hence cured Brake shoes are de-clamped from the clamping assembly and the procedure is called De-Clamping. It is same as Clamping and done on a similar machine but in this case Brake shoe is rather removed from the Clamping assembly. This process is easier than Clamping as less precaution is required to remove Brake shoe from clamping assembly than assembling it, and harder in case as due to lack of time, workers have to De-clamping very hot assemblies heated during curing. After this, Brake shoe is finally formed and is proceeded to further machining operations. Clamp spring and clamp ring are then placed back in the original positions so that they may come to use again.

9. Belt Grinding Belt grinding is a grinding process done on the side edges of brake shoe. It is done for three purposes: 1. To make the dimensions of the brake shoe according to what is required. 2. To remove the solid adhesive from the edges produced during curing process. 3. If there is any minute misalignment of liner and brake shoe, a case may also arise like this that the liner may overhang from one edge without leaving any part of liner face

exposed. Thus Belt Grinding this overhanging liner makes the brake shoe ideal for use. Unlike any other grinding process, it is not done through a hard grinding wheel but as the name suggests is done through a Belt grinder. This machine consists of a flat base with two rollers on its sides. One of these rollers is connected to a motor. A grinding belt I wrapped over curved surface of both rollers thus passing over base. Thus when the motor is powered on, the belt starts to run over base making it able to perform grinding action. Worker has to simply press the edge of the Brake shoe over the running belt and grinding operation is performed, which makes this grinding machine a very good machine for grinding. 9. OD Grinding OD Grinding means Outer Diameter Grinding. In this grinding is done over the outer surface of liner on Brake shoe. This is done to not only ensure the accurate outer diameter of the brake shoe after assembly in a complete brake system, but also to ensure that the circumference of the outer diameter is completely circular. It is done on the machine similar to the OD grinding machine in Liner Manufacturing, just the difference is that the machine used in Liner manufacture has a roller close to grinding wheel to hold and carry the liner, and in Bonding, the machine has fixtures for the completed brake shoe and brake shoe has to be moved manually.

The above mentioned purposes are very important to be fulfilled to make the brake shoe completely functional without any defect and chances of failure. An inaccurate outer diameter of Brake shoe may not let it fit inside Brake system assembly or may lead to misalignment of brake shoe from Brake system assembly when brake is engaged. When a Drum Brake is engaged, the outer surface of the brake shoe comes in contact with an another circular friction surface that causes the brake to engage but when the circumference of the outer diameter of brake shoe is not circular, only part of the brake shoe comes in contact with the other circular friction surface leading to the lack of efficiency of the Braking system.

10. Stamping Stamping is the procedure of imprinting the Part number of Brake shoe of the manufacturing and receiving company (BAJAJ and ANL in our case) on the Brake shoe. This act as the identity of the Brake shoe so that anyone holding an unknown Brake shoe can identify the brake shoe and differentiate it accordingly.

11. Visual Inspection Visual inspection refers to the inspection of the Brake shoe by watching the brake shoe carefully and clearly that there are no faults and mistakes in Brake shoe regarding its Machining, Bonding, Finishing and Stamping. A very high attention is required for this job to make sure that no defective products are supplied to the customer.

12. Dispatch to FPS FPS (Finished Product Store) is as the name suggests is where the completely finished brake shoe are differentiated and stored

after being paired and binded in rubber bands, sorted out as OEM and SPD products and packing in boxes.

 Brake shoe lining The various processes involved in the manufacturing of Brake Shoe Liner are:a) Mixing - a Plough Shear Mixer is used to mix various constituents of mixture homogeneously. Even mixing is important to get high quality product. Care is taken that only the exact quantity of each constituent is mixed. The mixture should be free from lumps or any other foreign material.

b) Preforming - it is a process in which an object that has been subjected to preliminary, usually incomplete shaping or molding before undergoing complete or final processing. The required amount of mixture is filled in to a mould on which pressure of 2000PSI is applied to get a preform of

liner. The machine is powered through hydraulic mechanism.

c) Hot Moulding - the preform is hot moulded at 1555C and 2000 PSI. This causes the resin to semi-bind the constituents of mixture. The liner now sets into its shape and is ready for curing. Paranol is sprayed on the die to resist sticking of material on it.

d) Curing - it is a term in polymer chemistry and process engineering that refers to the toughening or hardening of a polymer material by cross-linking of polymer chains, brought about by chemical additives or heat. A large curing oven is employed.

e) Slitting - a slitting machine is used to cut large liner pieces into the proper size.

Different roller racks are used to cut liners of different sizes. f) ID Grinding in this process, the internal surface of liner is grinded. Radius, arc length, twist, ID cut, flatness are corrected in this process. A grinding machine is employed in this operation. A surface grinding machine, often shortened to grinder, is a machine tool used for grinding, which is a type of machining using an abrasive wheel as the cutting tool. Each grain of abrasive on the wheel's surface cuts a small chip from the workpiece via shear deformation.

g) OD Grinding the outer surface of liner is grinded using a grinding machine. This process is mainly used to alter the thickness of the liner. A surface grinding machine, often shortened to grinder, is a machine tool used for odgrinding.

h) Chamfering the edges of liner are grinded to get chamfered or tapered outer contour. The chamfer length is predefined. It uses a special type of bench grinding machine for the operation.

i) Stamping - a stamping machine is used to print the part number on each liner.

Friction Material
Liner or Friction Material is the part of the brake assembly which is involved in the application of brakes by physical contact with the moving component. The braking action is due to the friction force developed between the brake liner and wheel coefficient of friction of a common brake liner is between 0.35-0.42. Primary contents of a friction material are as follows:a) Fibrous reinforcing constituents: Asbestos and Kevlar(for non-asbestros) b) Friction imparting and controlling additive: friction dust c) Elastomeric additives: reclaim rubber d) Fire retarding components: Asbestos/Kevlar e) Thermosetting resin f) Preservative additives: graphite Friction Materials are mainly of two types according to the materials used:a) Asbestos: These are the liners in which asbestos is used as the fibrous reinforcing constituents. Asbestos is a set of six naturally occurring silicate minerals used commercially for their desirable physical properties.They all have in common their thin fibrouscrystals.The prolonged inhalation of asbestos fibers can cause serious illnesses, including

malignant lung cancer, mesothelioma and asbestrosis. Thus they are not a very popular option nowadays. b) Non-Asbestos: In this type Kevlar is used in place of asbestos as the fiber material. Typically it is spun into ropes or fabric sheets that can be used as such or as an ingredient in composite material components.They do not adversely affect the health of the workers, thus more preferred.