Summer Training Report

on Tractor Assembly and

Parts

Made by: -
Mechanical Engg.
 Acknowledgement

Sometimes words fall short to show gratitude, the same happened with me during this
project. The immense help and support received from Mahindra & Mahindra Ltd.
Limited overwhelmed me during the project. It was a great opportunity for me to work
with Mahindra Tractor division, pioneers in the field of farm equipment
manufacture, a part of Mahindra and Mahindra Ltd.

I am extremely grateful to the entire team of Mahindra Tractors, Vill. -Mehlan, Jaipur
who has shared their expertise and knowledge with me and without whom the
completion of this project and my industrial training would have been virtually
impossible. My sincere gratitude to Mr. Utkarsh Dubey (Senior Manager and my
mentor, Mahindra division, Mahindra and Mahindra Ltd.) for providing me with
an opportunity to work with them as a trainee who has provided me with the necessary
information and his valuable suggestion and comments on bringing out this report in
the best possible way. I feel great pleasure to thank Mr. Avtar Singh (In charge-PDI)
and all other team members. I am also very thankful to my friends, partners during the
training period and all the workmen at the Mahindra Division, Plant -1 and who
helped me in the completion of my projects. I am thankful to that power that always
inspires me to take right step in the journey of success my life.
 CONTENT

1. The Indian Tractor Industry

2. Introduction
3. Tractor Specification
4. Technology
 Multi disk oil impressed brakes
 Constant mesh transmission
 Sliding mesh transmission
 Dual clutch transmission
 Digi sense
5. Various parts
6. Manufacturing facilities
 Light machine shop
 Heavy machine shop
 Paint shop
 Assembly
 Heat treatment shop
 Quality engineering
 Pre-delivery inspection
 The Indian Tractor Industry

India is mainly an agricultural country. Agriculture accounts for approximately 25

percent of India’s GDP. Agriculture in India is the means of livelihood of almost two
thirds of the workforce in the country and employs nearly 62 percent of the
population. It accounts for 13 percent of India’s exports. About 42 percent of India’s
geographical area is used for agricultural activities.

It is therefore considered a vital sector of the Indian economy. The Indian tractor
industry is the largest in the world, accounting for one third of global production. The
other major tractor markets in the world are China and the USA. The global spotlight
on tractor manufacture in terms of unit volume seems to be swinging away from the
USA, UK and Western and Eastern Europe towards India and China, where growth in
the number of producers and the total volume of production in recent years has been
impressive. Until 1960, the demand for tractors was met entirely through imports.

Indigenous manufacture of tractors began in 1961, but India continued to import

tractors to bridge the total volume needs up to the late 1970s. The Indian Tractor
Industry has come a long way since then. Volume growth in the past four decades
show a compound annual growth rate of 10 percent, despite seasonal variations that
cause natural fluctuations in the demand for tractors, subsequently impacting the
industry volumes.

The Indian tractor market is traditionally a medium-horsepower market consisting of

mostly 31-40hp, which constitutes almost 51 percent to growth in this category.
Growth of the Industry is closely related to growth in this category. In other-size
categories, 41-50 hp category achieved the second highest growth of 34 percent and
constitutes 24 percent of the total market share. The rest of the market share is
largely with the 21-30 hp category followed by the category of tractors having more
than 50 hp.

The Indian Tractor Industry has numerous challenges, some of them being: -

1.Reducing the average age of tractor buyers from the age group of above 40 to
younger people.

2.Development of new products using latest technology and advancements in the

field of electronics and mechatronics and making the tractors more comfortable,
stylish and yet keeping them in range of a farmer.

3.Reduction of emissions in accordance with the new international emission

standards.
 Introduction
Mahindra Tractor Division, Mahindra and Mahindra Limited, is the farm equipment
manufacturer division and the flagship company of the erstwhile Punjab Tractors
Limited of which a major share was acquired by Mahindra and Mahindra Limited in
the year 2007.

The Company's principal activity is to manufacture, market and servicing of tractors

ranging from 25-100 HP. Other products include self-propelled harvester combines,
forklifts, tractor drawn agricultural implements, gears, spare parts, casting and
accessories. The Company has manufactured and sold more than 600,000 tractors
over the past 30 years (with 36000 tractors being manufactured and sold in the fiscal
year 2008-2009 alone).

The basic credibility of the company is the manufacture of reliable tractors requiring
least maintenance and low cost of ownership. The Company is one of the major
share-holder in the Indian Tractor Industry in a market with rivals like John Deere,
Case New Holland, TAFE, etc. The company has in-house competence in producing
engines and transmission systems and has been the best financially managed
company in the Indian Tractor Industry.

The reputed Mahindra brand of the company is sold through 475 exclusive dealers
stocking only Mahindra products. The manufacturing plants and the Research and
Development centre of the company are located in Mohali, Punjab. The company
exports auto components to the markets of African/SAARC countries.

The company has 3 farm equipment manufacturing facilities: -

1.Mahindra Tractor Division (MTD), Vill. -Mehlan, Jaipur

2.Mahindra Foundry Division (MFD), Vill. -Mehlan, Jaipur

3.Mahindra Combine Division (MCD), Vill. -Mehlan, Jaipur

 MAHINDRA 475 DI
Specifications

No of Cylinder = 4

Capacity, CC = 2730

Engine Rated RPM = 1900

Transmission Type = Partial Constant Mesh Transmission

(Optional-Sliding Mesh)

No of Gears = 8 Forward + 2 Reverse

Brake Type = Oil brakes (optional)

Main Clutch Type & Size = Dual (optional)

Lift Capacity at Hitch, KG = 1500 kg

Steering Type = Power steering (optional)

Fuel Tank Capacity, LIT = 48 lit

Wheel Base MM = 1945

Horse Power = 42
 TECHNOLOGY

1. Multi – disk oil immersed brakes

Optimum braking performance and longer brake life thus ensuring lower
maintenance and higher performance.

The purpose of a multi plate disc brake is the same as the more conventional
calliper. It has to retard, stop and hold the vehicle. The fundamental
difference is that it is self-contained and cooled by oil. In principle it’s not too
different to a motorcycle clutch but of course the details are very different.
The braking faces are between a number of interleaved friction discs and
counter plates alternately keyed to the housing or splined to a driveshaft.
The plates are clamped together to produce a braking torque either by an
annular piston which is coaxial with the driveshaft or by a ball and ramp
mechanism. Many vehicles using this type of brake have hub reduction
gearing so it is common for oil immersed brakes to be inboard of this gearing
and as such they run at five- or six-time wheel speed.
Annular Piston Brakes

Annular piston brakes have the benefit of simplicity of construction.

As the piston only moves in an axial direction to load the brake plates there
is no inbuilt servo effect and the brake factor is one. A low brake factor
means that the brake torque between left and right brakes will be more
equal (since differences are not amplified) and the brake system will be more
controllable, for a similar actuation.

On the downside, to get a given torque output a bigger piston will be

required and this together with the long rubber seals (one metre or more)
consumes a greater fluid volume. In order to minimise pedal travel, in none
power brake applications, annular piston brakes run with low clearances and
often have a method of controlling the amount of piston retraction.

Generally, this type of brake is manufactured ‘in house’ with only the plates
being bought from a specialist brake supplier.

Ball Ramp Brakes

Ball ramp brakes have a mechanism inside the axle however if they are
hydraulically applied the actuation is usually accessible from outside which
helps to reduce servicing costs. In order to make a ball ramp actuator non-
servo the actuator must be decoupled from the friction plates. This is best
done by using a needle roller bearing but Yamaha use a low friction plain
bearing on this ATV brake as an acceptable trade-off between performance

and simplicity.

Friction Material Type

There are four basic types of friction material available each with their own
pros and cons, sintered, paper, graphitic, carbon.

Sintered bronze is made by sintering a blend of powders into a porous matrix

on a steel carrier plate. It is a tough durable material well able to live with
overheating. On the downside it has a low dynamic friction and a high
static / dynamic friction ratio which can cause chatter noise.

Paper frictions materials are so called because of the manufacturing process

as much as the material itself. They contain a range of fibres and friction
modifiers which are then saturated in resins. The resulting material is soft
and easily damaged. Paper materials have a high dynamic friction level and a
low static / dynamic friction ratio which gives them good torque capacity and
low noise however their energy capacity tends to be low.

Graphitic materials are moulded compositions of graphite and resin binders.

The have good thermal capacities which make them durable however they
have a moderate static / dynamic friction ratio which may make them noisy.
Carbon linings give stable friction, high load and low wear but are very
expensive as such they are rarely used.

Groove Pattern

Grooves are either machined or moulded into the friction material to aid oil
flow and thus cooling. Numerous patterns exist and each friction plate
manufacturer has his favourite however the following points should be born
in mind: -The oil must be part of the cooling process. If large amounts of oil
are present then the oil can flow quickly through the plates however if
supply is limited then the flow through the plates should be restricted. Oil
trapped between plates increases the parasitic drag losses and causes oil
heating during breaks off running.

Spiral - This grooving pattern may be used where there is limited oil available
due to the design of the brake. The spiral pattern gives controlled oil flow
through the grooves but will give high viscous drag.

Radial - or sunburst pattern is suitable for applications in which sufficient oil

is available. It facilitates high oil flow and quickly disperses heat whilst
minimizing viscous drag.

Waffle - or multiple pass patterns are compromises between spiral and radial
and offer some oil flow restriction without increasing drag too much.
 1. Partial Constant Mesh Transmission

Allows easy and smooth gear shifting operation thereby ensuring longer life
for the gear box and less driver fatigue.

CONSTANT MESH GEARBOX:

Now the constant mesh gearbox is very good improvement to one discussed
above. this one also has a primary reduction, a lay shaft, output shaft. but
the main point is that the gears on both the shafts remain in a constant
mesh all the time. the gears on lay shaft remain fixed to it but those on
output shaft sit on bearings. all the respective gear ratios are constantly
meshed and keep rotating.

Here we don’t have to wait for gearbox shaft to stop rotating so as to shift
because of the unique selector and shifting mechanism. these gearboxes use
dog clutch and cone clutch. the cone clutch lowers the rpm of the respective
gear and the dog clutch is shifted to mesh with the dog teeth on the gears to
lock up.

1. DOG CLUTCH

A dog clutch is a mechanism used to connect and disconnect two rotating

shafts or machine parts. It functions by mating a set of regularly spaced
teeth or protrusions on one half of the clutch mechanism to a set of identical
recesses on the other, rather than using the friction principle used in other
clutches. This has the benefit of allowing both shafts to turn at the same
speed without slipping and with minimal clutch wear. They cannot, however,
be used to control torque as is the case with a friction clutch. Dog clutches
are commonly used in manual or stick shift automobile gearboxes, marine
propeller drives, and on the drives of heavy machinery.

This type of clutch is typically made up of two round plates, one fixed to the
drive shaft and one to the shaft being driven. One of the plates has a series
of evenly spaced protrusions machined into its face, similar to the
battlements on top of a castle wall. The other has an identically spaced
series of like-sized recesses cut into its face. When the two plates are
brought together, the protrusions mate or fit into the recesses, thereby
effectively joining the shafts and transferring rotational motion from one to
the other. This ensures a strong mechanical coupling between the two
components with no slip characteristics.

2. IDLER GEAR

An idler gear is a gear wheel that is inserted between two or more other gear wheels.
The purpose of an idler gear can be two-fold. Firstly, the idler gear will change the
direction of rotation of the output shaft.

3. LAY SHAFT

A second or intermediate transmission shaft in a machine.

1. SLIDING MESH GEARBOX:

In the sliding mesh the gears do not remain meshed with each other all the
time but only those gears are meshed together whom we want to. all the
gear isn’t rotating at the same time. the engine power is sent to the lay shaft
that in the end has to be meshed with the gears on the output shaft. here
the main point to be noticed is that the gears on the lay shaft are fixed to the
shaft but the gears on the final drive shaft can slide across the shaft on
splines horizontally. now the gears can be moved using the selector fork
mechanism that pushes or pulls the gears using thrust bearings

While shifting in a sliding mesh gearbox we notice that gears can’t be

meshed while they are rotating at their respective RPM’s as it can destroy
the gear teeth, for this it’s made sure that the lay shaft is not rotating or
rotating slowly (double de-clutching), this is done by pressing the clutch for a
while and then shifting the gear.

2. Dual Clutch Transmission

A dual-clutch transmission (DCT) (sometimes referred to as a twin-clutch
transmission or double-clutch transmission) is a type of automatic
transmission or automated automotive transmission. It uses two separate
clutches for odd and even gear sets.

3. DIGI SENSE:

Presenting Digi sense - a smart technology solution, which enables

Mahindra tractor owners to be in complete control of their tractors 24x7
through the simple touch of a Smartphone. It empowers customers to track,
receive alerts & monitor health of their tractors anytime, anywhere, enabling
them to improve productivity and profitability. Digi Sense truly stands
testimony to Mahindra's commitment of designing Technology for Progress.

1. Live Tracking

2. Vehicle status

3. Battery not charging alert

4. Low fuel alert

5. Air filter clog alert

6. High engine temperature alert

7. Clutch over ride alert

8. Engine running hours

9. PTO running hours

10.Vehicle speed
 VARIOUS PARTS IN TRACTOR: -

1. PTO: -

Power take-off (PTO) is a device that transfers an engine’s mechanical power

to another piece of equipment.

2. TRUMPET / REAR AXLE

3. BOW TYPE FRONT AXLE

Better tractor balance in Agri operations and ease and consistent

turning motion.

4. HYDRAULIC LIFT: - Based on pascal’s law.

 Manufacturing Facilities

A number of manufacturing facilities are available at the Mahindra and Mahindra,

Mahindra Division, Plant -1 The whole manufacturing system is divided into a number
of departments

1.Light machine shop

2.Heavy machine shop
3.Paint shop
4.Assembly shop
5.Heat treatment shop
6.Quality Engineering
Light Machine shop
All shaft, gears, bushes which are used in tractors are manufactured here. Most of
machines are of HMT (for gear shaver) and German (for bevel gear)
Machines are used in LMS: -
1. Planer machine
2. Hand lathe
3. Universal milling machine
4. Grinding machine
5. Hydraulic press
6. CNC machine
Manufacturing Operations: -
 Facing
  Under cutting
 Chamfering
 Finish turning
 Grooving
 Knurling
 Broaching
 Drilling
 Boring
 Grinding
 Shaping
Component Machined in shop: -
 Bull pinion shaft
 Bull pinion
 Gears
 Idler cluster
 Input shaft
 Intermediate shaft
 Lay shaft
 Internal gears
 Bushes
Heavy Machine shop
All heavy casting of tractor machined in this shop. The major operation carried out are
milling, boring, tapping, champhering, finishing etc.
Types of machine: -
 Radial drilling machine
 Hergebret machine
 Vertical milling machine
  Horizontal milling machine
 Lathe
 Double end boring machine
 Automatic lathe
 SPM (special purpose machine)

Component machined in H.M.S: -

 Differential housing
 Gear box
 Trumpet housing
 Rear axle

Paint shop
Paint Shop is the place where the different sheet metal components are painted. They
are made to pass through various chemicals before they are actually painted. The
painting method opted is that of Spray Painting. The paint shop at the plant is
equipped with the washing and drying facility for the engine and transmission section
of the plant as well as the sheet metal components of the tractor.
Heat Treatment shop
Heat treatment shop plays a very important role in every industry. In automobile
industry all the gear and shafts need to be heat treated to impart desired strength and
increase life of the component. The Heat Treatment shop at plant is equipped with
several gas carbonizing furnaces, quenching tanks, induction hardening machines and
shot blasting furnaces. All the gears and shafts that have been manufactured in the
plant are heat treated before they are ready to be installed in the tractor.
Assembly shop
The Assembly line at Mahindra Tractor division deals with the assembly of tractor
models 585 DI,575 DI,475 DI,415 DI, 275 DI,265 DI, etc. Assembly is the joining of
various constituents to form a final product. The assembly process is carried out on the
main line, which has various sub-assemblies along its length.
Assembly shop can be divided in two main areas: -

1) Before paint area

2) After paint area.

Before paint area

The area before painting can further be divided into sub-assemblies/ loops namely
a) Differential loop.
b) Gearbox loop.
c)Rear cover loop.
d)Engine assembly loop.
Differential Assembly loop
In the differential loop, the differential casting is mounted on trolley after washing and
left and right Bull pinion Shaft is fitted. Then the Cage assembly consisting of Crown
Wheel is fitted. Tall pinion assembly, Roller bearing, PTO shaft, Rear axle/trumpet,
PTO shifter assembly, Gear box assembly, Rear cover assembly, Brakes, Parking
brake, Suction pipe, PTO cover, Trailer hook, Angle bracket, Rocket link, Footboard
and Clutch pedal is fitted.
Gearbox loop
In the gear box loop, the Gearbox housing mounted on trolley, Drive shaft, input
shaft ,output shaft , Lay shaft, connecting shaft assembly, Shifter rod assembly,
Steering assembly are assembled.
Rear cover loop
In the rear cover loop Rear cover mounted on trolley. Control valve and response
valve assembly, Ram assembly are fitted.
Engine Assembly loop
In the engine loop the Engine mounted on trolley, Dynamo, Self-motor, Oil pump,
Front axle beam and bracket and Clutch plate is fitted. After that the chassis is carried
to the next level by the lift where the engine & the 3-pointassembly of the tractor
along with the other components are fixed.
The parts fitted here are:
3-point linkage which contains the following parts:
 Bracket.
 Lower link fitted at the left side
 Levelling rod fitted at the right side.
 Stabilizer stainer.
 Draw bar.
 Top link.
 Battery frame.
 Front frame.
 Tie rod attached with the drop arm of the steering system.
 Accelerator link.
 Delivery pipe.
 Engine attachment.

The engine is attached with the chassis system in this level of assembly. The engine is
also carried to this level with the help of the lift crane, which lifts the engine assembly
& delivers it to this level. Shlug is applied at the corner or we can say at the
circumference of the gearbox where engine is attached with studs & bolts. Shlugs
works as gaskets or seals & avoid the oil leakage and water mixing in the engine.
Then the engine and chassis system, mounted on the cover system enter the paint shop
area, where it is washed, dried and painted.
The engine and chassis assembly after the paint shop reach here, and gets fitted with
following parts:
  Front axle.
 Extension in the front axle used for the setting of the wheels.
 K.P.S.A. (King Pin Shaft Axle) with the wheel disc & nuts fitted in
there for the fitting of the wheels.
 Drop arms.
 Tie rods.
 Bucket.
 Clutch plates
 Alternator.
 Self-starter.
 Fuel pump.
Then the whole assembly is mounted over the conveyor, which takes that piece to
different chambers of washing, drying, premiering, baking, painting & again baking.
The chassis and the engine going for washing and drying and then it goes to the paint
shop.

After paint area

After painting the conveyor takes the assembled piece to the Dismounting stage where
different parts & components like tyres, radiator, dashboard, sheet metal parts, seating,
steering wheel, etc are fitted on the tractor & the tractor was completed. After that the
testing of the tractor is done. A tractor has to pass through different tests to claim itself
to be worthy to be sold and if there is some problem coming out in this stage, the
tractor is sent to the recovery shop, where the problem of the tractor is recovered.
After the recovery the tractor is again tested & after passing the test the tractor finally
sends to the yard from where it is dispatched after Pre-dispatch inspection (PDI).

Quality Engineering

Auditor: Quality engineers may be responsible for auditing their own

companies or their suppliers for compliance to international quality
standards such as ISO9000 and AS9100. They may also be independent
auditors under an auditing body.

Process quality: Quality engineers may be tasked with value stream mapping
and statistical process control to determine if a process is likely to produce
defective product. They may create inspection plans and criteria to ensure
defective parts are detected prior to completion.

Supplier quality: Quality engineers may be responsible for auditing suppliers

or performing root cause and corrective action at their facility or overseeing
such activity to prevent the delivery of defective product.

PRE-DELIEVERY INSPECTION
In the industry, a pre-delivery inspection is "the final check carried out by the
dealer on a car before they hand it over to you", and includes various checks
to ensure that the vehicle is up to a certain standard before it is presented to
the purchaser.
Conclusion: - I have learnt about the Tractor assembly and its parts and
mechanism. In other word I learnt how industries work.