REAR AXLE 1068 AND REAR AXLE 1055: WEIGHT REDUCTION

A Graduate Project Report submitted to Manipal University in partial fulfillment of the requirements for the award of the degree of

BACHELOR OF TECHNOLOGY

in

Mechanical Engineering

by

Azalea Irani

under the guidance of

Dr. SS Sharma Professor Department of Mechanical & Manufacturing Engineering Manipal Institute Of Technology

Ms. Rujuta Badami Program Manager

Tata Motors CVBU PPPM

Pune

DEPARTMENT OF MECHANICAL AND MANUFACTURING ENGINEERING

MANIPAL INSTITUTE OF TECHNOLOGY (A constituent Institute of MANIPAL UNIVERSITY)

MANIPAL - 576 104, KARNATAKA, INDIA

May 2016

Manipal Institute of Technology

MANIPAL

(A constituent Institution under Manipal University)

FINAL TERM REPORT

ON

Rear Axle 1068 and Rear Axle 1055: Weight Reduction

Submitted by

Name: Azalea Irani

Reg. No.: 120909580

Branch: Mechanical Engineering

E- mail id: azalea_irani@yahoo.com

Under the guidance of

Guide1(Internal):Dr.SSSharma

Designation:Professor

Department:MechanicalEngineering

NameoftheOrganization:ManipalUniversity

Guide2(externalfromthecompany):Mrs.RujutaBadami

Designation:ProgramManager

Department:PPPM

NameoftheOrganization:TATAMotorsLimited

DEPARTMENT OF MECHANICAL AND MANUFACTURING ENGINEERING

MANIPAL INSTITUTE OF TECHNOLOGY (A constituent Institute of MANIPAL UNIVERSITY)

MANIPAL - 576 104, KARNATAKA, INDIA

Manipal 20/ 5/2016

CERTIFICATE

This is to certify that the project titled Rear Axle 1068 and Rear Axle 1055: Weight Reduction

is a record of the bonafide work done by Azalea Irani (120909580) submitted in partial

fulfillment of the requirements for the award of the degree of BACHELOR OF

TECHNOLOGY in Mechanical Engineering of Manipal Institute of Technology, Manipal,

Karnataka (A constituent college of Manipal University) during the year 2015-2016.

NAME OF THE INTERNAL GUIDE NAME OF THE HOD

Designation Head of the Department

Acknowledgements

First, I would like to extend my sincere gratitude to the Human Resources Department, Tata

Motors Limited especially Mr. Panchbhai, HR Associate for giving me this wonderful

opportunity to be associated with a globally admired company like Tata Motors.

I would like to extend my gratitude to Mr. Sarvesh Mathur, Vehicle Line Director, Tata Motors

Limited for allowing me to do this project in his department. I would also like to thank him for

his help, support and inputs, they were largely responsible for the flight and landing of this

project.

My heartfelt gratitude and appreciation goes to my Project Guide Ms. Rujuta Badami, Project

Manager, PPPM CVBU who has been a source of encouragement, inspiration and guidance

throughout the course of this project. Her mentorship was of great value and the completion of

this project would have been impossible without her timely inputs, support, foresight, analysis

and eye for detail. Most importantly I would like to thank her for spending so much time guiding

me.

I am obliged to staff members, workers and operators of Tata Motors Limited, for the valuable

information provided by them in their respective fields. I am grateful for their cooperation during

the period of my assignment.

Abstract

At Tata Motors Limited the introduction of a new product needs to be done efficiently and

efficaciously. The Program Planning & Project Management (PPPM) Department in Tata Motors

Limited is responsible for the introduction of a new product. This introduction of a new product

involves a continuous flow of activities across many functions in the company, from initial

conceptualization of the product design through the design and validation phases, through its

production and delivery to the customer. It is not sufficient to think only in terms of Product

Development as so much will depend on the skills applied to defining the product in the first

place and on the rigor applied to subsequent validation testing. ‘Time to Market’ is the primary

driver of the NPI process and high levels of interaction and the process demands collaborative

working. This requires the setting up of project teams with clear accountability for the timely and

effective introduction of a new product.

Part of the new product introduction process is the optimization of existing products. The weight

reduction of the 1068 and 1055 rear axle were projects that were undertaken. The 1068 rear axle

is used in the 9.6T trucks and buses and the 1055 rear axle is used in 7.5T trucks and buses.

For the 1068 and 1055 rear axle weight reduction project, the heaviest parts in the rear axle were

identified and changes were made to them. These changes were made based on benchmarking

data and previous experiences that the designer had with regard to the weight reduction of rear

axles. These changes were then tested using the finite element analysis software. After a

prototype of the new rear axle is manufactured it is subjected to rigorous testing and validation

during which the indoor as well as the outdoor testing facilities were utilized. The unique part list

is then prepared and a Statement of Requirement is raised. After all the required parts are

procured, the new weight reduction rear axles are mass manufactured.

CONTENTS Page No.

ACKNOWLEDGEMENTS i

ABSTRACT ii

LIST OF FIGURES iii

LIST OF TABLES iv

Chapter 1 INTRODUCTION 1

1.1 Tata Motors

1.2

1.3

1.4

1.5

Pune Plant

Program Planning & Project Management (PPPM)

Importance of Proposed Work

Rear Axle

Chapter 2 LITERATURE REVIEW 10

2.1 New Product Introduction Process

2.2

2.3

Utilization of PLM (Product Life Management) Software

Parts of Rear Axle

Chapter 3 OBJECTIVES AND METHODOLOGY 23

3.1 Problem Statement

3.2

3.3

Objectives

Methodology

Chapter 4 RESULT ANALYSIS 35

4.1

4.2

Rear Axle 1068

Rear Axle 1055

Chapter 5 CONCLUSIONS AND SCOPE FOR FUTURE WORK 46

5.1 Conclusions

5.2

Chapter 6

Future Work

REFERENCES

47

LIST OF FIGURES

Figure Number Title of the Figure Page Number

1.1 Vision, Mission, Culture and Values 2

1.2 Pimpri Plant Layout 4

1.3 Weight distribution of Heavy Weight Vehicles 7

1.4 Power Transmission Flowchart 8

1.5 Powertrain 9

1.6 Rear Axle 9

2.1 Generic Phases/Stages & Gates 10

2.2 Tata Motors NPI Process 11

2.3 Homepage of PLM software 14

2.4 Stating of part number 15

2.5 Expanded relationship 15

2.6 3D view of Component 16

2.7 Part drawing 16

2.8 Pinion 17

2.9 Ring Gear 17

2.10 Differential 18

2.11 Salisbury Housing 19

2.12 Banjo Housing 20

2.13 Clam Shell Housing 21

2.14 Semi-Floating Axle 22

2.15 Full Floating Axle 22

3.1 Rear Axle Beam 24

3.2 Pinion Assembly 24

3.3 Differential Assembly 24

3.4 Carrier Assembly 25

3.5 Axle Shaft 25

3.6 Design of New Components 27

3.7 Finite Element Analysis of Rear Axle 29

3.8 Testing and Validation Report 30

4.1 Pressing Half 35

4.2 Spindle 35

4.3 Rear Reinforcement Plate 35

4.4 Rear Hub 36

4.5 Rear Axle Shaft 36

4.6 Carrier Housing 36

4.7 Case and Cover 36

4.8 Pressing Half 37

4.9 Spindle 37

4.10 Rear Reinforcement Plate 38

4.11 Rear Hub 38

4.12 Rear Axle Shaft 39

4.13 Carrier Housing 39

LIST OF TABLES

Table Number Title of the Table Page Number

3.1 Identification of Heavy Parts 26

3.2 RA 1055 Bus Component Comparison 31

3.3 RA 1055 Truck Component Comparison 31

3.4 Unique Part List 33

3.5 Statement of Requirement 34

4.1 Total Weight Reduction 40

4.2 Production Volume 41

4.3 Stages of 1068 Rear Axle 42

4.4 Total weight reduction 45

1

1. Introduction

1.1 Tata Motors

Tata Motors Limited (formerly TELCO, short for Tata Engineering and Locomotive Company)

is an Indian multinational automotive manufacturing company headquartered in Mumbai,

Maharashtra, India, and a subsidiary of the Tata Group. Its products include passenger cars,

trucks, vans, coaches, buses, construction equipment and military vehicles. It is the world's 17th-

largest motor vehicle manufacturing company, fourth-largest truck manufacturer, and second-

largest bus manufacturer by volume.

For decades, Tata Motors has led India’s commercial vehicle market from the front. Through its

deep understanding of the customer’s needs, it has consistently brought innovation to the

industry — with new product segments such as the sub-tonne mini truck Tata Ace as the ideal

last mile delivery vehicle and the Winger mini bus for short distance passenger travel — to

revolutionize the trucking landscape in the country with market-leading products, applications

and services.

In its role as a game changer, Tata Motors has introduced best-in-class automotive technologies

in India – the globally benchmarked Prima and Ultra enabling a world-class trucking experience,

in terms of performance as well as user comfort and convenience. As the fourth largest bus

manufacturer globally, it provides innovatively designed and technologically superior buses for

the smart cities of tomorrow. The new buses personify safety and comfort, reliability and

profitability. Its global subsidiaries — Daewoo Commercial Vehicles Company and Marcopolo

— have only strengthened its portfolio.

As strategic partner to the Indian Armed Forces since 1958, Tata Motors provide defense,

paramilitary and police mobility solutions through its portfolio of light-to-heavy defense

vehicles, including armored troop carriers and high-mobility vehicles.

2

In addition, Tata Motors is committed to improving the quality of life of communities by

working on four thrust areas - employability, education, health and environment. The activities

touch the lives of more than a million citizens.

The mission and vision of Tata Motors are given in the following Figure

Fig 1.1: Vision, Mission, Culture and Values

3

1.2 Pune Plant

The Pune unit is spread over two geographical regions- Pimpri (800 acres) and Chinchwad (130

acres). It was established in 1966 and has a Production Engineering Division, which has one of

the most versatile tool making facilities in the Indian sub-continent. It houses a Vehicle

manufacturing complex which is one of the most integrated automotive manufacturing centers in

the country producing a large variety of individual items and aggregates. It is engaged in the

design and manufacture of sophisticated press tools, jigs, fixtures, gauges, metal pattern and

special tools, as well as models for the development of new ranges of automobile products. Its

capabilities have enabled Tata Motors to introduce new products and improve existing ones

without resorting to imports of dies or fixtures.

The Passenger Vehicle Division in 'K' block executes the entire process of car manufacture over

five shops - the engine shop, the transmission shop, press and body shops, paint shop and the

trim and final assembly shop. The shops are fully automated ensuring that there is minimal

chance for error in the manufacturing processes.

The TATA Motors Pune plant has been divided into different blocks to achieve the proper

sequencing in the production. The blocks are divided as given below:

Pimpri Plant:

• HR: Human Resource department

• ERC: Engineering Research Center

• A Block: Training division

• B Block: Production Engineering

• C Block: Transmission shop

• D Block: Truck chassis and Engine shop

• E Block: Press, Paint, Frame assembly shop

• H Block: Special production shop, assembly for 407/709

• I Block: Administration Centre

• J Block: MLJV, SUV and Pick-up vehicle factory

• K Block: Passenger car plant

4

The following map depicts the layout of the Pimpri plant

Fig 1.2: Pimpri Plant Layout

5

The Pune plant has been divided into the various departments in order to distribute the

responsibilities. The major divisions are as follows:

• Administration and Safety Department

• Ancillary Development Department (ADD), Pimpri

• Ancillary Product Department (APD)

• Auto Maintenance Department

• Auto Projects (APL)

• Central jigs and fixture design (CJFD)

• Central Plant Engineering Department (CPED)

• Central Tool Engineering Department (CTED)

• Effluent Treatment Plant (ETP)

• Engineering Research Centre (ERC)

• Human Resource

• Machine Tool Division (MTD), Chinchwad

• Management Services Division (MSD), Pimpri and Chinchwad

• Program Planning & Project Management (PPPM)

• Production Engineering

• Quality Assurance Department (QA)

• Reconditioning Department in MTD

• Shared Services

• Testing Department (IDT & ODT)

6

1.3 Program Planning & Project Management (PPPM)

At Tata Motors Limited the introduction of a new product needs to be done efficiently and

efficaciously. The Program Planning & Project Management (PPPM) Department in Tata Motors

Limited is responsible for the introduction of a new product. This introduction of a new product

involves a continuous flow of activities across many functions in the company, from initial

conceptualization of the product design through the design and validation phases, through its

production and delivery to the customer. It is not sufficient to think only in terms of Product

Development as so much will depend on the skills applied to defining the product in the first

place and on the rigor applied to subsequent validation testing. ‘Time to Market’ is the primary

driver of the NPI process and high levels of interaction and the process demands collaborative

working. This requires the setting up of project teams with clear accountability for the timely and

effective introduction of a new product.

Part of the new product introduction process is the optimization of existing products. The weight

reduction of the 1068 and 1055 rear axle were projects that were undertaken. The 1068 rear axle

is used in the 9.6T trucks and buses and the 1055 rear axle is used in 7.5T trucks and buses.

For the 1068 weight reduction project, the product lifecycle management software (PLM)

provided by Siemens was used to track the old part numbers of the axles and to compare them

with the new parts to determine the changes in the axles that had been carried out as part of the

weight reduction process. The weight reduction was then quantified and the cost reduction was

determined. During the process all the weight reduction rear axles were also identified.

For the 1055 weight reduction project, the heaviest parts in the rear axle were identified and

changes were made to them. These changes were made based on benchmarking data and

previous experiences that the designer had with regard to the weight reduction of rear axles.

These changes were then tested using the finite element analysis software. After a prototype of

the new rear axle is manufactured it is subjected to rigorous testing and validation during which

the indoor as well as the outdoor testing facilities were utilized. The unique part list is then

prepared and a Statement of Requirement is raised. After all the required parts are procured, the

new weight reduction rear axles are mass manufactured

7

1.4 Importance of proposed work

For load-limited, heavy-duty vehicles, reducing the weight can result in increased freight

capacity and improvement in delivered ton-miles per gallon. Vehicle reducing the weight can

thereby reduce the number of trucks required to ship a given tonnage.

Reducing un-sprung weight is the key to improving handling. The lower the un-sprung weight,

the less work the shocks and springs have to do to keep the tires in contact with the road over

bumpy surfaces. Lot of problems, if not all of them is caused by inertia. Bigger weight means

higher inertia. Higher inertia means more workload for shocks and springs to keep tiers on the

ground. If un-sprung components have a high mass, they are harder to accelerate/decelerate and

thus it is more difficult for the suspension to maintain a consistent tire load.

Weight reduction also leads to cost reduction as the amount of material required is directly

proportional to the cost. Therefore, by reducing the amount of material required, the cost is

reduced. Weight reduction also helps to reduce fuel consumption and there is reduced wear on

the bearing. Therefore, the end user is also benefitted.

As shown in the pie chart below the powertrain accounts for 48% of the weight of a heavy-duty

vehicle. Therefore, the powertrain and specifically the rear axle was the focus of the weight

reduction project. Thus, the Aggregates team, which is a part of the PPPM Department in the

CVBU is responsible for this project.

Fig 1.3: Weight distribution of Heavy Weight Vehicles

8

1.5 Rear Axle

The rear axle is part of the power train of a rear-wheel-drive vehicle. The term “power train” is

used to describe the parts of a vehicle which make the drive wheels move.

Power Transmission Flow Chart:

Fig 1.4: Power Transmission Flowchart

The primary function of the rear axle is to transfer engine torque (rotating force) from the

propeller shaft to the rear wheels. The amount of torque (or rotating force) is measured in new

tons per meter at a given speed, measured in revolutions per minute. Since the rotation of the

vehicle wheels is perpendicular to the rotation of the propeller shaft, the rear axle is designed to

provide a 90° change in rotation the rear axle is also designed to split the engine torque between

the two wheels. In a rear wheel drive vehicle, power from the engine is transmitted through the

transmission and propeller shaft to the rear axle. The rear axle provides the torque to the vehicle

wheels. All of these components are combined to form the power train of a rear wheel drive

9

vehicle. The speed and acceleration provided by the power train is dependent on all of the

components of the power train.

Rear axle assembly, engine power enters the drive pinion gear from the drive shaft assembly and

differential pinion yoke/flange. The drive pinion gear, which is in mesh with the ring gear,

causes the ring gear to turn. The interaction of the ring and drive pinion gears turns the power

flow at a 90° The difference in the number of teeth on the ring and pinion gears causes a

reduction gear ratio. This reduces turning speed, while increasing torque. Power from the ring

gear flows through the differential case, spider gears, and side gears to the drive axles. The drive

axles transfer power from the differential assembly to the rear wheels. Axle housings are

generally classified into Salisbury and Banjo type.

Power Train

Fig 1.5: Powertrain

Rear Axle

Fig 1.6: Rear Axle

10

2. Literature review

2.1 New Product Introduction Process

The Stage (Or Phase) – Gate Process: A Stage-Gate process is one where the Product

Development Process is sub-divided into well-defined ‘stages’ or ‘phases’. The phases consist of

pre-defined set of activities. Each of these phases have specific objectives to be met that help to

bring in, order and discipline into the development process. At the end of every phase, there is a

formal and comprehensive examination of the status of the project and a review of the objectives

that had to be met in that phase. These formal reviews are known as ‘Gateways’. Such a model is

generically called as ‘Stage – Gate’ or ‘Phase – Gate’ model. The NPI Process follows this

model. Given overleaf is a generic diagram of a ‘Phase – Gate’ Process.

Fig 2.1: Generic Phases/Stages & Gates

11

The Tata Motors New Product Introduction Process is give as follows

Fig 2.2: Tata Motors NPI Process

Benefits of an optimized NPI process are:

• Products Introduced On-Time.

• Shorten the time from a product’s concept initiation to its release to manufacturing.

• Plan and manage overall duration of the NPI process and each of its phases.

• Manage change and lifecycle for various deliverables.

• Standardize format and attributes for different deliverables.

• Capture and automate company specific new product introduction process steps.

• Incorporate a best-practice project plan, document templates, and metrics.

• Identify and reduce time spent on non-value add activities.

12

• Provide project visibility to all team members to eliminate questions about pending

assignments.

• Focus effort and increase R&D throughput.

• Define, plan, track, and manage project cost.

• Increase the number of projects completed on budget.

• Quickly identify, capture, and resolve action items and risks.

• Identify and eliminate repeating activities.

• Speed adoption, and improve consistency of process execution.

• Provide process visibility to management, accelerating benefit of implementation.

• Improve quality of metrics, and reduce collection time.

• Focus on the most critical quality initiatives.

• Achieve timely market introduction of the complete product.

As the RA 1068 and RA 1055 Weight Reduction project are minor project, therefore only the

DR0 and the DR4 gateways have to be completed.

Gateway Strategic Review DR0: Product Strategy and Planning Phase

• Market analysis and projections

• Review of current & future competitor product action

• Review of product portfolio and platform strategy

• Short-listing of possible concepts

Gateway Production Release DR4: Production Phase

• Completion of production tooling and tryouts

• Erection, commissioning of machines & equipment

• Development testing & approval of changed parts

• Production intent aggregates testing

• Beta vehicle build, test and homologation

13

2.2 Utilization of the PLM (Product lifecycle management) Software:

The PLM software is used in the ERC and PPPM departments at TATA Motors. Product

lifecycle management (PLM) is an information management system that can integrate data,

processes and business systems. PLM software allows you to manage this information

throughout the entire lifecycle of a product efficiently and cost-effectively, from ideation, design

and manufacture, through service and disposal.

Diverse functions and technologies converge through PLM, including:

• Product data management (PDM)

• Computer-aided design (CAD)

• Computer-aided manufacturing (CAM)

• 3D computer-aided engineering (CAE) and simulation

• Mechatronic system simulation (1D CAE)

• Finite element analysis (FEA)

• Modal testing and analysis

• Digital manufacturing

• Manufacturing operations management (MOM)

During the 1068 RA Weight Reduction Project, the PDM software, the CAD and the FEA

software were used.

PDM / Product Data Management:

Product data management (PDM) is the use of software to manage product data and process-

related information in a single, central system. This information includes computer-aided design

(CAD) data, models, and part information, manufacturing instructions, requirements, notes and

documents. It was extensively used to identify the changes made for weight reduction, the old

part numbers and the different variants, which were currently using the weight reduction axles.

14

CAD / Computer-Aided Design:

Computer-aided design (CAD) is the use of computer programs to create two- or three-

dimensional (2D or 3D) graphical representations of physical objects. This part of the PLM

software was used to model the rear axle.

FEA / Finite Element Analysis:

Finite element analysis (FEA) is the modeling of products and systems in a virtual environment,

for the purpose of finding and solving potential (or existing) structural or performance issues.

FEA is the practical application of the finite element method (FEM), which is used by engineers

and scientist to mathematically model and numerically solve very complex structural, fluid, and

multi-physics problems. This part of the PLM software was used to test the changes that were

being made to the rear axle.

The following figures depict the use of the PLM software:

The homepage of the PLM software is as follows. Through this page we can access all the parts

that have been designed in the Engineering Research Center.

Fig 2.3: Homepage of PLM software

15

The part number of the component is entered in order to access either the drawing or the 3D

rendering of the part.

Fig 2.4: Stating of part number

By using the Expand Relationship and the Uses Parts options all the components of that

particular part are listed

Fig 2.5: Expanded relationship

16

By right clicking and clicking on the View JT Assembly option the 3D rendering of the part can

be viewed in the Creo Software.

Fig 2.6: 3D view of Component

By right clicking the part number and selecting the view JT assembly and selecting the PDF file

the drawing of the component can be obtained.

Fig 2.7: Part drawing

17

2.3 Parts of the Rear Axle:

1) Pinion: The drive pinion gear is a hardened-steel gear with an integral shaft, Figure 16-5. It is

machined to mesh with and rotate the ring gear. The end of the shaft opposite the gear has

external splines that fit the internal splines of the differential pinion yoke/flange. The gear is

supported by two tapered roller bearings, called pinion bearings

Fig 2.8: Pinion

2) Ring Gear: The ring gear, Figure 16-9, transfers power from the drive pinion gear to the

differential case. Both the ring gear and the case are machined to fit together tightly. Bolts are

used to hold the ring gear to the case. The bolts pass through holes in the case and are threaded

into tapped holes in the back of the ring gear

Fig 2.9: Ring Gear

Cylindrical Roller Bearing Inner Race

Tail Pinion

Inner Taper Roller Bearing Outer Taper Roller Bearing

18

3) Differential:

The standard differential, also called a single-pull differential, is composed of meshing spider

and side gears enclosed in a differential case. See Figure 16-10. The standard differential case is

usually a one-piece unit. The ring gear is bolted to the case. The case is usually made of cast

iron. Occasionally, it is made of aluminum. Side bearings are usually pressed onto the case. The

spider gears are made of hardened steel and are held in place by a steel shaft called the pinion

shaft. The pinion shaft passes through the differential case and the center of the spider gears. It is

attached to the case with a bolt. Spider gears are also called pinion gears. Spider gears mesh with

side gears, which are also made of hardened steel. When the ring gear and differential case turn,

the spider and side gears also turn. Power flow is through the case, into the spider gears, and on

into the side gears. The side gears are splined to the drive axles.

Fig 2.10: Differential

4) Carrier Housing: The rear axle housing contains and supports other parts of the rear axle

assembly. It also forms a reservoir for the rear end lubricant. The housing accommodates

suspension system attachment. Most rear axle housings also support the stationary parts of the

rear brake assemblies. Types of carrier housing are:

• Salisbury Housing

• Banjo Housing

• Clam Shell Housing

19

1) Salisbury Housing:

A method of forming a Salisbury axle that includes: forming an assembly having a housing

that is made of nodular iron, the housing having an opening and a pair of apertures; removing

a pair of caps from the housing to expose a pair of journals; installing a differential through

the opening to the journals; replacing the caps to the journals; forming a pair of axle tubes

from a high strength steel, each of the axle tubes having a circular proximal end, a circular

distal end and a mount portion between the proximal and distal ends, the proximal ends of

the axle tubes being larger in diameter than the apertures, the mount portion having a top

Wall and a pair of opposite side that are oriented generally perpendicular to the top and

inserting the proximal ends of the axle tubes into the apertures. A Salisbury axle is also

provided.

Fig 2.11: Salisbury Housing

Banjo Housing:

A structure for mounting a differential carrier having a plurality of bearing supports on a banjo

type axle housing is provided for minimizing the amount of deflection of such bearing supports

during use. The axle housing has a rim plate attached thereto including an opening which

receives the carrier and the differential. A plurality of tabs are formed about the circumference of

the rim plate, each extending within the axle housing. When the carrier is assembled to the rim

plate and the axle housing, the bearing supports thereof are inserted within the opening formed

20

through the rim plate. As the carrier is inserted, the bearing supports formed thereon are guided

by the tabs formed on the rim plate. When the carrier is secured to the rim plate and the axle

housing, the rim plate tabs engage and support the bearing supports. As a result, torque loads

generated by operation of the differential are transferred to the axle housing, and deflection of

the bearing supports is minimized.

Fig 2.12: Banjo Housing

Clam Shell Housing:

A clam-shell shaped differential housing including a lower portion for receiving the input shaft

and the differential gearing, and an upper portion for enclosing the same within the differential

housing. The clam-shell shaped differential housing allows for easy insertion and adjustment of

the differential components. In addition, a lubricant reservoir may be formed in the area of the

input shaft and pinion bearings to retain the majority of differential lubricant. The clam-shell

shaped housing allows a pump to be easily positioned in the reservoir between the inner and

outer pinion bearings to pump the lubricant from the reservoir to the differential components

through channels formed in the housing. In this manner, the sump of the differential housing

remains substantially dry. The pump may also be used to provide hydraulic pressure to a limited

slip clutch assembly for the actuation thereof in conjunction with a valve control assembly.

21

Fig 2.13: Clam Shell Housing

5) Axle Shaft

There are two types of axle shafts used. They are:

• Semi-Floating

• Full Floating

Semi-Floating Axle:

• Used mostly in passenger cars and light commercial vehicles.

• Inner ends of the axle shaft transmit only torque and are not acted upon by any other

force. Hence, they are called floating.

• Stressed caused by operation of differential taken by housing.

• Outer ends of the axle shafts are supported in the axle housing and wheels are keyed on a

taper portion at these ends.

22

• The axle takes the entire weight of the vehicle and the bending moments caused by

skidding, turning and wobbling of wheels.

Fig 2.14: Semi-Floating Axle

Full-Floating Axle:

• Almost all trucks have fully floating rear axles.

• Two taper roller bearings are placed between the outside of the axle housing and the

wheel hub.

• The axle shafts transmit only the driving torque.

• The stressed caused by turning, skidding and wobbling of the wheels are taken by the

axle housing through the wheel bearings. Axle housing also takes the entire weight of the

vehicle. If the axle shaft breaks, the wheels would remain in position.

• The axle shaft can be removed without removing the hub and disturbing the differential.

Fig 2.15: Full Floating Axle

23

3. OBJECTIVES AND METHODOLOGY

3.1 Problem Statement: To reduce the weight of the 1068 rear axle which is used in the 9.6T Trucks and Buses. To

reduce the weight of 1055 rear axle which is used in the 7.5T Trucks and Buses

3.2 Objectives:

• Identification of the changes made to the 1068 and 1055 Rear Axle to reduce the weight

• Determine the total weight reduction

• Identify all the axle variants in which the weight reduction has already been or will be

implemented

• Determine the production volume of the different variants of the axles in production if the

axle design has been implemented

• Determine the old part numbers of the rear axles in the case of RA 1068

• Determine the transfer price and the cost reduction

3.3 Methodology:

The manufacturing of the rear axles was first studied so as to get acquainted with all the parts of

the rear axle.

Manufacturing Process of the Rear Axle Assembly:

The following steps are followed in the manufacturing of the rear axle assembly.

1. Rear Axle Beam Drilling: The tube and the carrier housing are joined by pressing. The

rear axle beam is then drilled and the dowel pins are fitted in the drilled holes so that the

tube does not move

2. Rear Axle Beam Pressing: The dowel pins are pressed into the dowel holes

24

Fig 3.1: Rear Axle Beam

3. Bracket Welding: The bracket is welded onto the rear axle beam by manual metal arc

welding for which the electrode must be properly baked in an oven at a temperature of

150 Celsius for 30 minutes before use.

4. Pinion Assembly: The fitment of the pinon assembly is then carried out.

Fig 3.2: Pinion Assembly

5. Differential Assembly: The preparation of the differential assembly is first performed. The

two shaft gears and the 4 bevel gears are placed in the cover and case. The crown wheel is

attached to the case and cover assembly. The lock plates are used to hold the crown wheel

and the case and cover assembly together. The lock plates are welded to the arrangement

and the pressing of the bearing is carried out. The differential assembly and the pinion

assembly are then fitted onto the rear axle beam.

Fig 3.3: Differential Assembly

25

6. Carrier Assembly: The carrier assembly is then mounted on the rear axle

Fig 3.4: Carrier Assembly

7. Anchor Plate assembly: The anchor plate along with the locking arrangement is mounted

on the rear axle

8. Cover Fitment: The cover fitment is carried out on the rear axle assembly

9. Hub Play: The Hub play is tested. If it is deemed to be within the accepted limits the rear

axle is transferred to the next work station

10. Brake Drum Fitment: The brake drum fitment is then carried out on the rear axle assembly

11. Brake Setting: The brake setting is carried out

12. Axle Shaft Fitment: The axle shaft is placed in the two protruding tubes in the banjo axle

assembly

Fig 3.5: Axle Shaft

13. Hub Assembly: The hub is then assembled on the rear axle.

14. Axle Testing: The axle is then tested for failure.

26

Identification of the Heavy Parts:

The PLM software was used to identify the heaviest parts so that a concentrated study of those

parts could be carried out in order to bring about the weight reduction of those parts and

correspondingly bring about a substantial weight reduction in the overall axle. The beam, hub

and shaft were identified as the parts that were contributing the most to the overall weight of the

axle. Therefore, these parts were studied in order to reduce their weight.

The following is a table of the 1055 rear axle with the weights, description and level delineated.

The highlighted parts are then selected for weight reduction.

Table 3.1: Identification of Heavy Parts

Benchmarking:

The team then carries out the tear down benchmarking of a competitor’s vehicle wherein which

the entire axle is broken down into its smallest component parts. The weight of each part is

noted. If the weight of the competitor’s component is markedly less than the weight of the axle

being currently worked on, a study of the design of the competitor’s component is carried out

and that design is replicated with even more improvements.

LVL PARTNUMBER DESCRIPTION KEYWORDDESCRIPTION WEIGHT4 '266135300161 ASSY.THREADEDRING(TAILPINION) THREADEDRINGASSY 7618.32 '266135100172 ASSYBEAMW/P.RING+STUD+DOWL;1730TRACKASSYRABEAMWITH 85.1373 '266135100171 ASSYRABEAMM/C;RA1055;1730TRACK;BUS ASSYREARAXLEBEAMMACHINED 84.3312 '266135110106 ASSYCARRIERHSG34/7COMP;294CWDIA CARRIERHOUSINGASSY 63.242 '550642300126 DRUMBRAKEASSYWITHFASTENERS;REAR-LH DRUMBRAKEASSYWITHFASTENERS;REAR 402 '550642300125 DRUMBRAKEASSYWITHFASTENERS;REAR-RH DRUMBRAKEASSYWITHFASTNER;REAR-R 403 '266135300152 ASSYDIFF34/7(4.857)REINFORCED;RA-1055 DIFFERENTIALASSY 31.093 '550642103703 BRAKEDRUMFORY17.5TBUS(325X120)WITH245PCBRAKEDRUM 29.683 '550642103703 BRAKEDRUMFORY17.5TBUS(325X120)WITH245PCBRAKEDRUM 29.682 '266135707910 REARAXLESHAFT;RA-1055(1730TRACK);Y1. REARAXLESHAFT 262 '266135600133 ASSYRAHUBCOMP(BUS);245PCD;RA-1055;CON REARHUBASSY 22.2044 '266135107108 PRESSINGHALFBEAM AXLEBEAM 20.83 '266135110105 ASSYCARRIERHOUSING CARRIERHOUSINGASSY 20.5063 '266135600134 ASSYREARHUB(BUS);245PCD;CONBRG;RA-1055 REARHUBASSY 20.1733 '550642300122 DRUMBRAKEASSYR/AWITHDUSTCOVERLH DRUMBRAKEASSYWITHDC;REAR-LH 203 '550642300123 DRUMBRAKEASSYR/AWITHDUSTCOVERRH DRUMBRAKEASSYWITHDC;REAR-RH 203 '266135300155 ASSYCWP34/7(4.857)OER-SPIRAC;294CWDIA CROWNWHEEL&PINIONASSY 18.564 '266135603718 REARHUB(CASTVERSION) REARHUB 18.2144 '266135113703 CARRIERHOUSING;RA-1055 CARRIERHOUSING 18.2124 '266135305441 CROWNWHEEL;34/7(4.857);OER-SPIRAC;294D CROWNWHEEL-34/7(=4.857) 14.265

27

Design of New Components:

Using the results of the benchmarking and the research of new designs, a new component is

designed. However, the new design might not be structurally sound and might even fail in the

field. Therefore, a finite element analysis is carried out. If the analysis indicates a weakness in

the structure of the member, the design of the member is changed. The finite element analysis is

then again carried out on the new design. The process is carried out iteratively until the team

ensures that the new design will not fail in the field.

Fig 3.6: Design of New Components

Finite Element Analysis:

The finite element method (FEM) is a numerical technique for finding approximate solutions

to boundary value problems forpartial differential equations. It is also referred to as finite

element analysis (FEA). FEM subdivides a large problem into smaller, simpler, parts, called

28

finite elements. The simple equations that model these finite elements are then assembled into a

larger system of equations that models the entire problem. FEM then uses variational

methods from the calculus of variations to approximate a solution by minimizing an associated

error function.

The purpose of this analysis was to determine the stress in the banjo housing assembly under

beaming and break torque loads. Fatigue life predictions were also requested. The carrier, carrier

bolts, diff bearings, bearing caps and bolts, diff case, diff pin, and ring gear were modeled. The

cover weld was tied to the housing and the cover. The stiffening ring weld was tied to the

housing and the stiffening ring. The carrier bolts were tied to the housing and stiffening ring.

Contact was modeled between the carrier and stiffening ring, between the stiffening ring and

housing, and between the cover and housing. All bracket welds and backing plate welds were

tied to bracket and housing The flange faces were connected to a reference node on the same

plane, and coincident with the y-axis, via a kinematic coupling. Boundary conditions and loads at

the flanges were applied to these reference nodes. The top surfaces of the spring seats were

connected to a reference node via a kinematic coupling. Boundary conditions at the spring seats

were applied to these reference nodes. For the beaming analysis and the initial brake torque

analysis, the flange reference nodes were not constrained. For the revised braking analysis, the

flange reference nodes were only allowed to rotate around the y-axis (axis of the tubes), and

translate along the y-axis. For the beaming and braking analyses, one of the spring seat reference

nodes was held fixed in all 6 degrees of freedom, except for rotation about the x-axis (the axis

approximately parallel to the pinion axis). The other spring seat reference node had the same

constraints, except that it was also allowed to translate in the y-direction (along the axis of the

tubes). Note that the weld between the two sides of the housing was not modeled. All loads were

applied to the reference nodes at the flanges. Because the actual loads are applied at the tread

centers and/or SLR (statically loaded radius), equivalent force and moment couples were

calculated and applied at the flanges. The 4.5º nose angle was also taken into consideration when

calculating the loads to be applied at the flange For the FEA, elastic properties of steel were used

for the housing, cover, brackets and all welds. For the fatigue analysis, Stress results and fatigue

life predictions were requested for beaming and braking loads. The results are presented here.

Two different sets of boundary conditions were used for the brake torque analysis in section.

29

Fig 3.7: Finite Element Analysis of Rear Axle

Testing and Validation:

The new designs are then tested indoors and outdoors. There are simulators that are used for

indoor testing. The anechoic chamber is used to test the noise, the temperature and humidity

controlled room is used to test the performance in different temperature and humidity conditions

30

and the crash lab is used to test the performance of the axle in a crash. The torture track is used

during the outdoor testing.

The following is a document indicating that the 1068 rear axle has passed the required tests.

Fig 3.8: Testing and Validation Report

Determination of the Unique Parts:

By comparing the new design and the old design the unique part list is compiled. The two

drawings are compared using the PLM software.

The following table is an example of two axles one with the weight reduction and the other

without weight reduction that have been compared. These two axles have been compared so as to

determine the difference in the components of the two axles. The different components are

highlighted in orange and the new parts are highlighted in yellow.

31

Table 3.2: RA 1055 Bus Component Comparison

Table 3.3: RA 1055 Truck Component Comparison

**NOTE ORANGECOLOUREDPARTSAREDIFFERENTPARTSBETWEENTWOTPL,SNEWPARTS

2661081235R 2661081935RNONWEIGHTREDUCTION WEIGHTREDUCTION'2661081235R TPLRA1055;34/7;BUS;1730TRACK;ABS 2661081935R TPLGRP35:RA-1055;33/8;ABS;BUS;WTRED266135000206 RA1055COMP;34/7;BUS;W/ABS;CONHUBBRG 266135000222 ASSYRA-1055COMP;33/8;ABS;BUS(WTRED)'266135000208 RA105534/7;CONBRG;ABS;SCAMBRK;BUS '266135000221 ASSYRA-1055;W\HUB;33/8;ABS;BUS'266135100172 ASSYBEAMW/P.RING+STUD+DOWL;1730TRACK '266135100204 ASSYRA-1055BUSBEAMW/P.RING+STUD'266135100171 ASSYRABEAMM/C;RA1055;1730TRACK;BUS '266135100202 ASSYR.ABEAMM/C;RA1055;BUS(ABS)WT.RED.'266135107108 PRESSINGHALFBEAM '266135107112 PRESSINGHALFBEAM(BUSWGT.RED.)'266135106918 SPINDLEAXLEBEAM '266135106919 SPINDLEAXLEBEAM'266135105006 FLANGE(ANCHORPLATE) '581735108204 BAFFLEFOROILBREATHER'266135107103 REINFORCINGPLATEFRONT '266135100183 ASSYREARCOVER(REARAXLEHSG.)'266135107104 REINFORCINGPLATEREAR '266135108204 COVER(REARAXLEHSG)'266135100183 ASSYREARCOVER(REARAXLEHSG.) '265135105001 FLANGE(REARCOVER)'266135108204 COVER(REARAXLEHSG) '266135107103 REINFORCINGPLATEFRONT'265135105001 FLANGE(REARCOVER) 272635105001 FLANGE(REARCOVER)'550732405101 TOPSADDLE(BANJOAXLE-REAR) 550732600123 ASSY.SHOCKABSORBERMTG.BKT.BOTTOM-RH'550732405102 BOTTOMSADDLE(BANJOAXLE-REAR) '550732608224 REINFORCEMENT(SHOCKABS.MTG.BKT-RH)'550732600114 ASSY.SHOCKABSORBERMTG.BKT.BOTTOM-LH '550732608221 BRACKET(ASSY.SHOCKABS.MTG.-BOTTOM)'550732608213 BRACKET(ASSY.SHOCKABSORBERMTG.-BOTTOM) '550732600122 ASSY.SHOCKABSORBERMTG.BKT.BOTTOM-LH'550732608215 REINFORCEMENT(SHOCKABSORBERMTG.BKT.-LH) '550732608223 REINFORCEMENT(SHOCKABS.MTG.BKT-LH)'550732600115 ASSY.SHOCKABSORBERMTG.BKT.BOTTOM-RH '550732608221 BRACKET(ASSY.SHOCKABS.MTG.-BOTTOM)'550732608213 BRACKET(ASSY.SHOCKABSORBERMTG.-BOTTOM) '550742305102 AXLEWELDINGBRACKET-RH(REARCHAMBERBKT.MTG.)'550732608216 REINFORCEMENT(SHOCKABSORBERMTG.BKT.-RH) '550732405101 TOPSADDLE(BANJOAXLE-REAR)'550743810101 ASSY.LCRVLINKMTGBRACKETONREARAXLE(BANJO '550732405102 BOTTOMSADDLE(BANJOAXLE-REAR)'550743807101 LCRVPLATEMTG.BRACKETONREARAXLE '282143903501 BOSS'12050500801 HEXNUTM8-IS1364P34SS8451-8C '264342303301 SENSORAXLEBRACKET(REAR)-ABSRUSSIA'264342303301 SENSORAXLEBRACKET(REAR)-ABSRUSSIA '266135108604 PRESSURERING(SINGLEINNERHUBSEAL)'550742305102 AXLEWELDINGBRACKET-RH(REARCHAMBERBKT.MTG.) '11632612607 STUDBM12X60IS186210.9SS8451-8CH'581735103501 BOSS(RA1068) '13050910258 CYLPIN12H8X25IS2393'282143903501 BOSS '266135110103 ASSYCARRIERHSG33/8COMP;RA1055

RA-1055BUSABSCOMPARISON

**NOTE ORANGECOLOUREDPARTSAREDIFFERENTPARTSBETWEENTWOTPL,SNEWPARTS

2661081135R 2661082135RNONWEIGHTREDUCTION WEIGHTREDUCTION'2661081135R RA1055;34/7;TRUK;1670;ABS;CONV.HUBBRGS '2661082135R TPLGRP35:RA-1055;34/7;TRUCK;ABS;WTRD.266135000205 RA1055COM34/7;TRK1670;DAOHBRKW/ABSHUB 266135000227 ASSYRA-1055;COMP;34/7;ABS;TRUCK.'266135000198 ASSYRA1055W\HUBS34/7;TRK;CONBRG;ABS '266135000228 ASSYRA-1055;WITHHUBS;34/7;ABS;TRUCK'266135100164 ASSYBEAMW/PR.RNG+STUD+DOWL;RA1055TRUK '266135100211 ASSYRA-1055TRUCKBEAMW/P.RING+STUD'266135100165 ASSYRABEAMMACH(112X110X10)RA1055TRUK '266135100207 ASSYRA-1055BEAMMACHI;TRUCK;ABS'266135107109 PRESSINGHALFBEAM '266135107115 PRESSINGHALFBEAM(TRUCKWGT.RED.)'266135106918 SPINDLEAXLEBEAM '266135106919 SPINDLEAXLEBEAM'266135105006 FLANGE(ANCHORPLATE) '581735108204 BAFFLEFOROILBREATHER'266135107103 REINFORCINGPLATEFRONT '266135107103 REINFORCINGPLATEFRONT'266135107104 REINFORCINGPLATEREAR '266135100183 ASSYREARCOVER(REARAXLEHSG.)'266135100183 ASSYREARCOVER(REARAXLEHSG.) '266135108204 COVER(REARAXLEHSG)'266135108204 COVER(REARAXLEHSG) '265135105001 FLANGE(REARCOVER)'265135105001 FLANGE(REARCOVER) '550732405101 TOPSADDLE(BANJOAXLE-REAR)'550732405101 TOPSADDLE(BANJOAXLE-REAR) '550732405102 BOTTOMSADDLE(BANJOAXLE-REAR)'550732405102 BOTTOMSADDLE(BANJOAXLE-REAR) '550742308214 BRACKETFORABSCABLEMTG.ONRA(TOPSADDLE)'550732600113 ASSY.SHOCKABSORBERMTG.(BOTTOM) '550732600121 ASSY.SHOCKABSORBERMTG.(BOTTOM)'550732608214 REINFORCEMENT(ASSY.SHOCKABSORBERMTG.-BOTTOM) '550732608222 REINFORCEMENTASSY.SHOCKABS.MTG.BKT.)'550732608213 BRACKET(ASSY.SHOCKABSORBERMTG.-BOTTOM) '550732608221 BRACKET(ASSY.SHOCKABS.MTG.-BOTTOM)'550743810101 ASSY.LCRVLINKMTGBRACKETONREARAXLE(BANJO '266135100209 ASSY.LCRVLINKMTGBRACKET'550743807101 LCRVPLATEMTG.BRACKETONREARAXLE '266135108207 LCRVPLATEMTG.BRACKET'12050500801 HEXNUTM8-IS1364P34SS8451-8C '12050500801 HEXNUTM8-IS1364P34SS8451-8C'550742308214 BRACKETFORABSCABLEMTG.ONRA(TOPSADDLE) '257335103501 BOSS

RA-1055TRUCKABSCOMPARISON

32

Unique Part List

The following are the parts that are used in the trucks

The following are the parts that are used in the buses.

PARTNUMBER DESCRIPTION Snapshot

266135100207 RABeam(110x118x8mmthk)Truck

266135707917 RAShaft(New)Truck

266135100208 RABeamTruck(NonABS)

266135100202 RABeam(110x118x8mmthk)Bus

266135707916 RAShaft(New)Bus

266135100203 RABeam(NonABS)

33

The following are the parts that are unique and they are used both in the trucks and the buses.

Table 3.4: Unique Part List

266135603724 Hub(New)

266135608612 Spacer(HubOuterSeal)

266135608611 Spacerring(OuerBrg)

266135606504 HubLockNut(M60X2);16MM.

266135608202 LockingPlate

266135608001 RAShaftBolt(New)

266135605304 Gasket(New)

266135608613 TONGUESPACER(HUBOUTERSEAL)

266135607710 OILSEALHUBOUTER(90X110X10.7)SIGMANOK

34

Statement of Requirements:

Using the unique part list, the Statement of Requirements is raised. The Statement of

Requirements is then used to obtain the required parts.

The following table is a Statement of Requirement

Table 3.5: Statement of Requirement

Implementation:

The acquired parts are then used in the previously determined variants.

The PLM software was extensively used to achieve the objectives. Frequent meetings with the

people in charge of the design of the weight reduction rear axle and in charge of the production

were also carried out in order to meet the objectives.

Project Name Project Variant Part No. Description Validity Mod Level

RA1055 Weight Reduction Y1 - 7.5T TRUCK 266135100207 RA Beam (110x118x8mm thk) Truck 1 D_7

RA1055 Weight Reduction Y1 - 7.5T BUS 266135100202 RA Beam (110x118x8mm thk) Bus 1 D_7

RA1055 Weight Reduction Y1 - 7.5T TRUCK 266135707917 RA Shaft (New) Truck 2 C_2

RA1055 Weight Reduction Y1 - 7.5T BUS 266135707916 RA Shaft (New) Bus 2 C_2

RA1055 Weight Reduction Y1 -7.5T Bus /Truck 266135603724 Hub (New) 2 D_5

RA1055 Weight Reduction Y1 -7.5T Bus /Truck 266135608612 Spacer (Hub Outer Seal) 2 NR_3

RA1055 Weight Reduction Y1 -7.5T Bus /Truck 266135608611 Spacer ring (Ouer Brg) 2 A_3

RA1055 Weight Reduction Y1 -7.5T Bus /Truck 266135606504 Hub Lock Nut (M60X2);16MM. 2 A_2

RA1055 Weight Reduction Y1 -7.5T Bus /Truck 266135608202 Locking Plate 2 NR_1

RA1055 Weight Reduction Y1 -7.5T Bus /Truck 266135608001 RA Shaft Bolt (New) 16 B_2

RA1055 Weight Reduction Y1 -7.5T Bus /Truck 266135605304 Gasket (New) 2 B_2

35

4. Results Analysis

4.1 Results obtained for RA 1068:

Changes in the RA 1068 for the Weight Reduction:

• Pressing Half

Fig 4.1: Pressing Half

• Spindle

Fig 4.2: Spindle

• Rear Reinforcement Plate

Fig 4.3: Rear Reinforcement Plate

36

• Rear Hub

Fig 4.4: Rear Hub

• Rear Axle Shaft

Fig 4.5: Rear Axle Shaft

• Carrier Housing

Fig 4.6: Carrier Housing

• Case and Cover

Fig 4.7: Case and Cover

37

1) Pressing Half

• The box section of the pressing half is changed from 110X112X18 to 110X118X12.

• The circular area of the pressing half is changed from 110 to 118

• Bowl to box section profile is changes from 30 to 22 degrees

Fig 4.8: Pressing Half

2) Spindle

The Anchor Plate is made integral with the spindle

The straight potion near friction welding area is increased to overcome the problem of insertion

of fused friction welding material in the spindle profile

The forging is made common for 9.6T and 10.4T bus and truck applications

Fig 4.9: Spindle

38

3) Rear Reinforcement Plate

• The rear reinforcing plate is removed

• The rear cover is directly welded on the machined beam face

Fig 4.10: Rear Reinforcement Plate

4) Rear Hub

• The wall thickness below the hub flange is reduced from 18 mm to 13 mm

• The axle shaft hub bolt P.C.D is changed from 163 mm to 158 mm

• The hub flange profile is changed

Fig 4.11: Rear Hub

39

5) Rear Axle Shaft

• Rear axle shaft PCD is changed from 163 to 158 mm

• Flange thickness is changes from 14 to 12 mm

• Shaft flange profile is changed to suit modified PCD

Fig 4.12: Rear Axle Shaft

6) Carrier Housing

• The rib is removed from the carrier housing

• The rib profile is changed

Fig 4.13: Carrier Housing

40

7) Case and Cover

• The wall thickness is reduced

• Material is removed from the case

Fig 4.13: Case and Cover

Total Weight Reduction:

The Table below gives the weight reduction of each of the parts that have been changed and the

sum total of these reduced weights is the total weight reduction for the 1068 rear axle

Table 4.1: Total Weight Reduction

Existing WeightReduction1 RearAxleBeam 581735100121 1 92.4 84.52 7.882 CarrierHousing 581735113701 1 19.13 17.31 1.823 Differentialcase 581735305101 1 10.65 10.28 0.374 Differentialcover581735305102 1 5.43 4.27 1.165 RearHub 581735603705 2 17.59 16.59 26 RearAxleShaft 581735707906 2 13.9 13.23 1.34

Totalweightreduction(kg)=14.57

SrNo. PartDescription PartNumber Qty.

WeightofComponent(Kg)Totalweightreductionperaxle(1730WheelTrack)

41

Production Volume:

The current production volume is given in the table below.

Table 4.2: Production Volume

Transfer Prices:

Fig 4.14: Transfer Price

No. PartNumber Description Productionvolume

1 581735000147ASSYRA-1068COMPW\S-CAMBRKS,33/8,NONABS(Y19.6TWGTREDBUS)

114

2 581735000187REARAXLEASSYRA-1068,S-CAMBRK,34/7,KB-ABS,T-120,1730TRK,ULTRA

78

3 581735000188REARAXLEASSYRA-1068,S-CAMBRK,33/8,KB-ABS,T-120,1730TRK,ULTRA

463

4 581735000219 REARAXLEASSY 126

5 581735000220 AXLEASSYWITHBRAKE 98

PartNo. Description Matl. O/H SubCont. Proc.Chgs.Trf.Price581735000117 ASSYRA-1068,33/8W/OABS 52,893.56 24.36 1,259.09 6,029.96 60,206.97581735000147 ASSYRA-1068 52,645.39 43.55 1,259.09 6,029.96 59,977.99

59,850.00

59,900.00

59,950.00

60,000.00

60,050.00

60,100.00

60,150.00

60,200.00

60,250.00

TransferPrice

Trf.Price

42

Old part numbers of the 1068 rear axles:

The old part numbers are determined so as to track the evolution and optimization of the rear

axle.

Table 4.3: Stages of 1068 Rear Axle

AxleRatioPartNumbers Description

4.125 581735000117 ASSYRA-1068,33/8,COMPW/S-CAMBRK&W/OABS,T120CF,1730TRK,BUS4.857 581735000115 ASSYRA-1068,34/7,COMPW/S-CAMBRKS,W/OABS,T120CF,1730TRK,BUS4.857 581735000135 RA-1068,W/S-CAMBRKS,34/7,N/ABSLP9124.428 581735000160 ASSYRA-1068COMP,970SCD31/7,W/OABS120ODC\FFOPLP712BS4

WithoutWeightReduction

AxleRatioPartNumbers Description

4.125 581735000147 ASSYRA-1068COMPW\S-CAMBRKS,33/8,NONABS(Y19.6TWGTREDBUS)4.857 581735000169 RA-1068,W/S-CAMBRK,34/7,NON-ABS,T-120,1730TRK,ULTRA4.857 581735000174 REARAXLEASSY,34/7,970SCD,1684TRK4.428 581735000179 REARAXLEASSY,34/7,970SCD,1684TRK

WithWeightReduction

AxleRatioPartNumbers Description

4.125 581735000188 REARAXLEASSYRA-1068,S-CAMBRK,33/8,KB-ABS,T-120,1730TRK,ULTRA4.857 581735000187 REARAXLEASSYRA-1068,S-CAMBRK,34/7,KB-ABS,T-120,1730TRK,ULTRA4.857 581735000219 REARAXLEASSY4.428 581735000220 AXLEASSYWITHBRAKE

WithABS

43

4.2 Results obtained for RA 1055:

Changes are made in the following components in the RA 1055 for the Weight Reduction:

1) Rear Axle Beam

Fig 4.14: Rear Axle Beam

2) Rear Axle Hub

Fig 4.15: Rear Axle Hub

3) Rear Axle Shaft

Fig 4.16: Rear Axle Shaft

44

Weight Saving due to changes:

1) Hub:

2) Beam:

45

The Table below gives the weight reduction of each of the parts that have been changed and the

sum total of these reduced weights is the total weight reduction for the 1055 rear axle.

Table 4.4: Total weight reduction

The total weight reduction is 15 kgs.

46

5. Conclusion and Future Work

5.1 Conclusions:

The Internship at Tata Motors Ltd. has been very enriching and has been an intellectually

stimulating experience. During this internship I got the opportunity to observe the inner workings

of an automotive industry and I got to learn the best practices in the industry. I got to see

practically all that I had learnt in my Automobile Engineering classes. In addition, I had the

opportunity to attend the Technology Day that was hosted by Borg Warner.

Through the weight reduction project, I learnt more about the end to end product development. I

also learnt more about the different department in an automotive industry and had the

opportunity to be part of a cross functional team. I concluded as part of my project that the

weight reduction is effective in contributing to the optimization of fuel economy and helps

increase the payload a commercial vehicle can carry. The weight reduction also results in the

cost reduction as the amount of material is reduced. Weight reduction was carried out in the 1068

rear axle by making changes in the pressing half, rear axle shaft and hub, case, cover and rear

axle beam. Weight reduction in the 1055 rear axle was carried out by making changes to the

beam, hub, shaft and locking arrangement.

The amazing work ethics in the company has left an indelible impression on my mind and has

helped me understand and develop an interest in the automobile industry

5.2 Future work:

In the future these weight reduction practices need to be carried out for all the axles that have

been produced by Tata Motors. In addition to this the clam shell housing which is superior to the

banjo housing needs to be used.

47

6. References

1) Tata Motors New Product Introduction Reference

2) Siemens Product Lifecycle Management Handbook

3) Design and Optimatization, Weight Reduction of Rear Axle Banjo Housing for Light

Weight Vehicle.

4) http://www.mech4study.com/2014/04/what-is-rear-axle-what-are-main-types-of-rear-

axle.html

5) https://en.wikipedia.org/wiki/Axle

6) http://www.g-w.com/pdf/sampchap/9781605252131_ch16.pdf

7) http://what-when-how.com/automobile/rear-axle-automobile/