Bharat Seats Ltd

INTRODUCTION Bharat Seats Ltd Bharat Seats Ltd is a joint Venture of Suzuki Motor Corporation, Japan, Maruti Suzuki India Ltd and the Relans for the manufacture of complete seating systems and interior components for the automotive and surface transport. Incorporated in 1986, Bharat Seats has been a part of the growing automobile scene in the country and today it occupies an eminent position in its field as it designs and manufactures products which when viewed from the customer’s perspective, provides superior value. The activities of the Company are aimed at Consistent growth, Consistent and steady earnings and Return on stakeholders investments.

Maruti Suzuki India Ltd Maruti's history begins in 1970, when a private limited company named 'Maruti technical services private limited' (MTSPL) is launched on November 16, 1970. The stated purpose of this company was to provide technical know-how for the design, manufacture and assembly of "a wholly indigenous motor car". In June 1971, a company called 'Maruti limited' was incorporated under the Companies Act and Sanjay Gandhi became its first managing director. "Maruti Limited" goes into liquidation in 1977. On 23 June 1980 Sanjay Gandhi dies when a private test plane he was flying crashes. A year after his death, and at the behest of Indira Gandhi, the Indian Central government salvages Maruti Limited and starts looking for an active collaborator for a new company. Maruti Udyog Ltd is incorporated in the same year.

SUZUKI ENTERS In 1982, a license & Joint Venture Agreement (JVA) is signed between Maruti Udyog Ltd. and Suzuki of Japan. At first, Maruti Suzuki was mainly an importer of cars. In India's closed market, Maruti received the right to import 40,000 fully built-up Suzukis in the first two years, and even after that the early goal was to use only 33% indigenous parts. This upset the local manufacturers considerably. There were also some concerns that the Indian market was too small to absorb the comparatively large production planned by Maruti Suzuki, with the government even considering adjusting the petrol tax and lowering the excise duty in order to boost sales. Finally, in 1983, the Maruti 800 is released. This 796 cc hatchback is based on the SS80 Suzuki Alto and is India’s first affordable car. Initial product plan is 40% saloons, and 60% Maruti Van. Local production commences in December 1983.[11] In 1984 the Maruti Van, with the same 1

three-cylinder engine as the 800, is released. Installed capacity of the plant in Gurgaon, reaches 40,000 units. In 1985 the Suzuki SJ410-based Gypsy, a 970 cc 4WD off-road vehicle, is launched. In 1986 the original 800 is replaced by an all-new model of the 796 cc hatchback Suzuki Alto/Fronte. This is also when the 100,000th vehicle is produced by the company. In 1987 follows the company's first export to the West, when a lot of 500 cars were sent to Hungary. Maruti products had been exported to certain neighboring countries already. By 1988, the capacity of the Gurgaon plant is increased to 100,000 units per annum.

MARKET LIBERALISATION In 1989 the Maruti 1000 is presented after having been shown earlier. This 970 cc, three-box is India’s first contemporary sedan. By 1991 65 percent of the components, for all vehicles produced, are indigenised. Meanwhile, the liberalisation of the Indian economy opens new opportunities but also brings more competition to the segments in which Maruti operates. In 1992 Suzuki increases its stake in Maruti to 50 percent, making the company a 50-50 JV with the Government of India the other stake holder. A flow of new models begin in the early nineties. In 1993 the Zen, a modern 993 cc, hatchback which is later exported globally as the Suzuki Alto. In 1994 the 1298 cc Esteem appears, a more luxurious redesigned Maruti 1000. This and other Marutis begin appearing in a plethora of different equipment levels, to better suit India's increasingly discerning consumers. A Zen Automatic arrives in 1996, as does the Gypsy King, a 1.3 liter version of the compact off-roader, and a minibus version of the Omni (the Omni E). In 1994 Maruti Suzuki produces its 1 millionth vehicle since the commencement of production, being the first company in India to do so. This is still not enough in a booming market and the next year Maruti's second plant is opened, with annual capacity reaching 200,000 units. Maruti also launches a 24-hour emergency on-road vehicle service, the first of its kind in the country. In 1996 the United Front government is formed, withMurasoli Maran new Industries Minister. On 27 August the following year the government nominates Mr. S.S.L.N. Bhaskarudu as the Managing Director, as the then current Managing director R.C. Bhargava, was completing his tenure. This creates a conflict with Suzuki, discussed closer in the Joint venture related issues section. In 1998 the new Maruti 800 is released, the first change in design since 1986. This is simply a facelift of the existing model, to ensure steady sales. Also, the two millionth vehicle is produced. Other news include theZen D, a 1527 cc diesel hatchback and Maruti's first diesel vehicle. 2

The Omni van and microbus is also redesigned. The next year the Omni bus arrives in a high roof version, the Omni XL. The 1.6 litre Maruti Balenothree-box saloon, advertised as the 'Maruti Suzuki Baleno', also appears. This is Maruti's biggest car yet. Finally, in what is a very busy year, the Wagon R is launched. In 2000 Maruti becomes the first car company in India to launch a Call Center for internal and customer services. The new Alto model is also released, somewhat larger and more modern than the 800. The estateBaleno Altura is also shown, while IDTR (Institute of Driving Training and Research) is launched jointly with the Delhi government to promote safe driving habits. In 2001 Maruti True Value, selling and buying used Maruti Suzukis, is launched in Bangalore and Delhi, later in Mumbai and elsewhere. In October of the same year the Maruti Versa sees the day, a bigger engined and more luxurious microbus than the Omni. It never catches on in the market and is discontinued by late 2009, only to be replaced by a cheaper, stripped-down version called Eeco. Customer information centers are also launched in Hyderabad, Bangalore and Chennai. In 2002 the Esteem Diesel appears, as does Maruti Insurance. Two new subsidiaries are also started: Maruti Insurance Distributor Services and Maruti Insurance Brokers Limited. Suzuki Motor Corporation increases its stake in Maruti to 54.2 percent. In 2003 the new Suzuki Grand Vitara XL-7 appears, while the Zen and the Wagon R are upgraded and redesigned. The four millionth Maruti vehicle is built and they enter into a partnership with the State Bank of India. Maruti Udyog Ltd is Listed on BSE and NSE after a public issue, which is oversubscribed tenfold. In 2004 the Alto becomes India's new best selling car, overtaking the Maruti 800 which had been number one for nearly two decades. The fiveseater Versa 5-seater, a new variant, is created while the Esteem undergoes cosmetic changes and is re-launched with a price cut. Maruti Udyog closed the financial year 2003-04 with an annual sale of 472,122 units, the highest ever since the company began operations 20 years earlier, and the fiftieth lakh (5 millionth) car rolls out in April, 2005, with overall sales growing by 15.8%. The 1.3 L Suzuki Swift five-door hatchback also appears. 2004-05 marked another record year (487,402 domestic sales) and exports reached 48,899 cars to about fifty different countries. The United Kingdom took the lion's share, with 10,623 deliveries. In 2006 Suzuki and Maruti set up another joint venture, "Maruti Suzuki Automobiles India", to build two new manufacturing plants, one for vehicles and one for engines. Cleaner cars were also introduced, with several new models meeting the new "Bharat Stage III" standards. In February 2012, Maruti Suzuki sold its ten millionth vehicle in India. For the Month of July 2014, it has a Market share of >45 %

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PRODUCTS 1) Four Wheeler Seating System 2) Two-Wheeler Seating System 3) Molded Carpets 4) Two-Wheeler Frames 5) and Sheet Metal Components 6) Railway Seats & Berths 7) Two - Wheeler 8) Main Frame

RELAN GROUP Relan Group is a diversified, multi-product group of Companies, with expertise in manufacturing and supply of components to automotive and White Goods Manufacturers. The group is also one of the pioneers in financial services. Relan Group believes that their responsibility is to satisfy all their customers and those who use their products and services by meeting their needs promptly and accurately by maintaining the highest quality standards. There must be equal opportunity for development, advancement and growth. Relan Group has state of the art manufacturing facilities with continuous focus on new product, innovation and technology upgradation. Under the dynamic leadership and vision of Shri N.D.Relan, the Chairman of the Group, Shri Rohit Relan, the Managing Director Bharat Seats Ltd and Shri Ajay Relan, the Managing Director of the Sharda Motor Industries Ltd and it's units, the RELAN GROUP, with its successful track record and desire for excellence is today an industrial force to reckon with in the Automotive Supplier Industry.

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PRODUCTS Bharat seats limited deals with many types of Products. The products are mentioned below. 1) Seat Frame 2) Ex - Mainfold CC 3) Main Muffler 4) Logan (K-96) 5) Independent Front Suspension 6) AC Outer Shell 7) Four Wheeler Seating System 8) Two-Wheeler Seating System 9) Moulded Carpets 10) Two-Wheeler Frames 11) and Sheet Metal Components 12) Railway Seats & Berths

MISSION 1) To ensure Product Quality & Performance as per Customer Standards & Specifications. 2) To work along with the Customer for Introduction, Development & Validation of New Products as per their schedules 3) To continuously upgrade the Products through Engineering Changes in order to meet the Market Challenges. 4) To ensure Total Customer Satisfaction in the Products developed & supplied. 5) To achieve all the above through continuous improvements & innovations by Total Employee Participation & Involvement.

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VALUES  We at Bharat Seats are committed to achieving our core values. The company exists for creating value for its customers, employees and stakeholders. It operates with high ethical and moral standards.

CUSTOMER DRIVEN APPROACH  We are a customer driven organization. Our continuous endeavor is to provide products and services of superior value to meet the expectations of our internal and external customers.

INNOVATION  BSL constantly strives to be creative and innovative in all its endeavors. All BSL employees are encouraged to bring forth new and better ideas for improved performance.

INTEGRITY  Honesty and fairness are essential to the way we do business. BSL demands openness and honesty throughout its operations. Trust and Integrity underscores everything.

PEOPLE  BSL employees are partners, working together in the pursuit of its mission and strategy. We strongly value teamwork and we want every employee to be motivated to succeed.

PERFORMANCE  BSL is performance driven. We continuously aim to improve in all that we do.

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MANUFACTURING FACILITIES Bharat Seats has installed the latest state of the art equipments for the complete range of seating systems such as a High Pressure Polyurethane machines for foam moulding.

STATE OF THE ART 1) PU Moulding lines for making PU Pads 2) Conveyerised assembly lines for seat assembly 3) Carpet lamination 4) Moulding and punching equipments. 5) Pipe End Swaging Machine 6) CNC Tube Bending Machine 7) Tube End Fine Boring Machine 8) Mechanical Press

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PU MOULDING LINES FOR MAKING PU PADS

Two Main Techniques Are Used For The Manufacturing According to a first technique, the foam padding is manufactured by expansion of foam in a mould shaped to the form of the cushion to be obtained. Then the cover is assembled on the padding by bonding or by mechanical attachment for the so-called traditional padding methods. According to the second technique, also called “in-situ manufacture”, a mould shaped to the form of the cushion to be obtained is used in which the prepared cover is placed, utilization face against the surface of the mould. The cover can be held in place in the mould by various means, especially by suction through the surface of the mould. Then the polyurethane foam is moulded, on the back of the cover, in the mould where it is expanded in a manner known per se, after having closed the mould, to take the form of the mould. In common practice, the cover consists of a compound textile (textile and foam back) that is, with, on its face located on the cushion internal side, a sublayer consisting of a more or less thin covering, generally cellular (the foam back), which can favour the adhesion with the foam by penetration of the foam into the sublayer of the cover. However, in this case, the polyurethane foam may have a tendency to traverse the material of the cover, which is of course not acceptable for obvious aesthetic and comfort reasons. To avoid this problem, it is known to use for the cover a composite material, generally designed as “complex”, integrating either an impervious film protecting the fabric or the decorative covering, or a sufficiently thick layer of cellular flexible material to prevent the polyurethane foam of the padding from completely passing through the cover, this process being known as the “permeable in-situ process”. If a cellular layer is used alone, this layer must be sufficiently thick, for example around 4 to 7 mm, dense and with air permeability as low as possible. However, this air permeability is difficult to achieve in a satisfactory and reproducible manner. Moreover, the parts obtained have foam over densifications, that are zones where the foam is more compact, under the textile cover. They can also have penetrations of foam into the cellular sub layer detrimental to comfort and to feel. These over densification and penetration phenomena are also the consequence of the negative pressure applied through the wall of the mould, passed on through the cover, which creates heat losses and a suction effect of the polyurethane foam within the thickness of the material of the cover. If an impervious film is used, the hygro thermic comfort of the resulting cushion is very poor due to the air and water vapour impermeability at cushion surface. It has already been proposed to solve this problem by making the films used permeable to vapour and to air after moulding either by mechanical means such as needles perforating the film or by at least partial destruction of the 8

film during or after the foaming of the polyurethane, for example by heat. A notable disadvantage is that the destruction of the film is difficult to control, the synchronisation between the polyurethane curing reaction and the effect of the destruction of the film being especially tricky: either the destruction of the film occurs too early during the foaming and leads to a risk of the polyurethane penetrating the cover or, on the contrary, the destruction of the film occurs only on completion of the moulding and, in this case, the adhesion between the foam and the cover is liable to be significantly degraded. In addition, the relatively high temperatures required, for example more than 120° C. to act on meltable films, is not suitable to all textiles and there is a risk that they will be degraded.

CONVEYERISED ASSEMBLY LINES FOR SEAT ASSEMBLY The passing of the polyurethane through the film at end of moulding can be explained, according to a hypothesis put forward by the inventors, by the fact that the film is pressed by the expansion of the foam against the back face of the cover, this face having a rough finish due to the use of a cellular material sublayer or a material with, at macroscopic scale, a significant roughness, such as a bare textile, coated or assembled with an unwoven or agglomerated fibre-base sublayer. Therefore, combined with the softening of the film due to its plastification mentioned above, the material of the film flows into the recesses or hollows of the back face of the cover until it at times fragments or breaks up thus enabling the polyurethane foam to progress into the surface layer on the back of the cover and adhere to it.

The Advantages Of This Process Are Especially: The possibility of obtaining a higher pressure during foaming when compared with the one obtained with processes of the “in-situ permeable” type thanks to the film barrier effect, direct adhesion between the cover and the foam without the need to use an adhesive film, absence of all exterior agents or additives due to the fact that the foam penetrates into the film under the direct effect of the pressure that it generates. The thickness of the film is typically around 10 to 50 microns. Its melting point is between 60 and 150° C. Its air permeability is lower than 1 liter/m2/s under a pressure difference of 100 Pa, which is well below the air permeability of the composite materials, used conventionally for covers and employed in the so-called “in-situ permeable” process, which is around 40 to 200 liters/m2/s. Its water vapour permeability is much higher than that of an impervious film and at least equal to that a cover composite material. As a comparison, the quantities of water exchanged, under the same measurement conditions, according to the method explained below, after 1 and 2 hours respectively are: 0.3 and 0.6 grams respectively for a conventional impervious-type film, 1 to 2 9

and 2 to 3 respectively for a conventional cover, and 1.5 to 3 and 3 to 6 respectively for a starchbase film used in compliance with the invention. The hygrothermic comfort measurement method consists in using a measurement tool called sealed breathable module, or also called waterproof breathable module, which consists, on one side, of a so-called breathable membrane made of a material impermeable to water but permeable to water vapour, for example a microporous PTFE membrane and, on the other side, a sheet of material totally impervious to water and to water vapour, for example polyethylene. The membrane and the sheet are assembled by bonding or welding, for example using hot pressure, to form an impervious envelope. Two small tubes are used to supply the module with water. To make the measurement, at a predetermined temperature and relative humidity, 30 g of water are injected into such a breathable module. After 30 minutes, the module is weighed and placed on the surface of the material under test. Then, the weight of the module is recorded every 30 minutes. The quantity of water vapour absorbed by the material is calculated by the difference in the weights measured. A water vapour absorption curve for the material under test can thus be obtained versus time, representative of the hygrothermic comfort of the material. Moreover, the reactivity, mentioned above, of the film with the isocyanate is characterised by a dissolution time of less than 10 minutes at a temperature of between 20 and 60° C. for a film sample immersed in pure isocyanate of the MDI (methylene-diparaphenylene isocyanate) or TDI (toluene diisocyanate) type. Note that the solubility of the film in the isocyanate combines with the heat supplied by the polyurethane curing reaction to facilitate the plastification of the abovementioned film. The film used also enables a limitation of the over densification of the foam which can be usually observed under the surface of the cover in processes according to the earlier art. The implementation of the process according to the invention also enables the thickness and costs of the textile compounds used for the covers to be reduced, authorizes the use of compounds more permeable to air or bare or coated fabrics. It also enables the use of polyurethane formulas less reactive and more fluid than the formulas conventionally used in processes of the “insitu permeable” type mentioned at the start of this paper.

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CARPET LAMINATION A continuous lamination process is used to form rigid foam laminate insulation panels known as board stock. For appliance insulation, liquid chemicals are injected between Chemicals are dispensed in a continuous fashion called open pouring or free-rise. Once blended, the reactive components are poured onto a conveyor belt, where the foam rises and cures to form slab stock. Next, the slabstock is conveyred through a series of automatic band saws that cut the slabstock to premeasured widths and thicknesses. Chemicals are dispensed in a continuous fashion called open pouring or free-rise. A laminated fabric having an integral raised area formed therein which simulates the appearance of a button, welt or the like, and method of making same. The laminated fabric is comprised of a layer of cloth or vinyl cover material, an intermediate layer of foam and a layer of backing material such as nylon. A form having the shape which corresponds to the desired shape of the raised area is disposed between the foam layer and the cover material. Anhydrous polyurethane foam forming materials are applied in liquid form to the form layer and cover material contact surface and the form layer and backing material contact surface. The unlamented layers are placed over a die with each of the forms being positioned immediately above a die having protrusions which generally circumscribe the form. Moisture is introduced into the foam forming material and a heated press is applied to the backing material forcing the unlaminated layers down against the die. The resultant heat and pressure cause a foaming reaction of the foam forming materials which results in a foam bonding layer which bonds the cover material in substantial contact with the backing material in the region surrounding the form. The bonding layer also bonds the cover material and the backing material to substantially all of the remainder surface area of the foam layer. Once blended, the reactive components are poured onto a conveyor belt, where the foam rises and cures to form slabstock. Next, the slab stock is conveyred through a series of automatic bandsaws that cut the slab stock to premeasured widths and thicknesses. The inner and outer walls of the appliance cabinet, where they undergo the foaming process.

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For flexible foam molding, dispensing machines are used to vary the output of chemicals or the component ratios during the pour. This allows the production of molded foams with dual hardness. Molded foam articles with solid surface skin are made from liquid chemicals in a single step, using carbon dioxide as the sole blowing agent. Automotive cushions are made by molding flexible foam behind a pre-shaped fabric cover. This process reduces the number of steps in the manufacture of car seats.

MOULDING AND PUNCHING Foam rubber is found in a wide range of applications, from cushioning in automobile seats and furniture to insulation in walls and appliances to soles and heels in footwear. Foams are made by forming gas bubbles in a plastic mixture, with the use of a blowing agent. Foam manufacture is either a continuous process for making laminate or slab stock or a batch process for making various shapes by cutting or molding. There are two basic types of foam. Flexible foams have an open cell structure and can be produced in both high and low densities. Applications include cushioning for furniture and automobiles, mattresses and pillows, automotive trim, and shoe soling. Rigid foams are highly cross-linked polymers with a closed cell structure that prevents gas movement. Their main application is as insulation for buildings, refrigerators and freezers and refrigerated transport vehicles. The punching and shearing equipment mainly for the automobile clutch shell Putting the shell to the positioning seat, servo pressure and rotating with the product Sensors detects position, punch die cuts, a vacuum cleaner absorbs cutting materials Function： 1) The equipment can be compatible with 3 kinds of products, by quick change the toolings. 2) Fixture moves, on Y, and Z direction through the servo motor control. 3) Reduction motor torque by gear transmission, produces huge impact force.

SPECIFICATION： Power supply ： AC 380V, 50Hz Rate

： 20kW

Pressure

： 0.5-0.7MPa

Dimensions

： 1300x1600x2000mm

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SEAT ASSEMBLY LINE An assembly for use in bonding an trim cover to a foam pad along a pair of conveyor line in a process of a plurality of stations. A plurality of tool carriers are transported along each of the conveyor lines to each station. The tool carrier supports at least one mold assembly for bonding an air impervious adhesive film between the cover and the foam pad. A collar assembly pivotally supports a press platen above the mold assembly and provides pivotal movement between an open position spaced at a predetermined angle above the mold assembly and a closed position compressing the foam pad against the trim cover and mold assembly.

The tool carrier includes a pair of vacuum inlet connectors for engagement by a vacuum snorkel to provide vacuum pressure to the mold assembly and travel with the tool carrier along the conveyor line between consecutive process stations. The tool carrier also includes a pair of heat connectors and a second dirty vacuum connector which are engaged at several stations by heat snorkels and a vacuum snorkel, respectively, to provide heat to the mold assembly for melting the adhesive and then dirty vacuum pressure to cure the bond between the trim cover and foam pad. A striker assembly is positioned above the tool carrier at two different process stations for pivoting and locking the press platen between the open and closed positions.

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CARPET MOULDING LINE Verify New Auto Carpet It is very important that to verify new auto carpet now, before begin the installation. Once begin to cut new carpet, it may no longer be returnable, so now is the time to verify that the carpet received is the correct item for your vehicle.

The easiest way to verify your new carpet is to lay it overtops of your old carpet and line up the molded contours of both carpets. Keep in mind, the new carpet has just been shipped in a box and it will have some wrinkles that have not relaxed and some of the molded contours will look flattened. This is normal and should not be mistaken as a manufacturing problem. After being installed properly, the carpet will regain and hold its molded shape. If your old auto carpet is not available, you can also "dry-fit" the carpet to your vehicle's floor pan.

Preparation For Installation  Remove the old carpet padding, leave the body insulation on the floor (do not remove the catalytic converter shield if the vehicle has one on the floor)  Vacuum or sweep the floor, remove all loose matter  Use a stiff wire brush on rust spots and a mild solvent to clean the floor pan if necessary  Place the old automobile carpet over your new molded carpet.  Mark any holes or additional cutout on the carpet with chalk  Do Not Cut the carpet yet!

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HOW TO INSTALL AUTO CARPET  Lay carpet flat outside the vehicle. Fold in half by pulling front edge back over to meet rear edge.  Center folded carpet over the transmission hump just in front of the front seat.  Slowly unfold the carpet toward the front firewall and underneath the pedals.  Do not make any cuts until you fully undersand the carpet layout, and you are sure it is in the correct place.  Match the contours of the auto carpet with the floor; be sure the heel pad is under the area for the brake pedal.  When you reach a shift lever cut a small "x" shaped slit just large enough for the shift lever rod to fit through.  It is best to wait until the very end to trim around the edges of your new carpet.  Lift the carpet up and slide it down over the lever through the "x" slit.  Repeat steps 3, 4 and 5 if a second shift lever exist.  After the full installation of your carpet is complete, return to the shift levers and cut the holes larger. Be careful not to cut the hole larger than the boot or console that will cover the area.  Use the same "x" slit system if your vehicle requires a cutout for the floor dimmer switch.  Cut holes for seat bolts.  Center the carpet over the transmission hump and starting from the center of the hump, work out towards each side smoothing out wrinkles and pulling the carpet tight.  Note: Some people also prefer to use brush or spray adhesive on the floor to give a better, smoother fit which is less likely to move over time. After correct fit is determined, fold back sections of the carpet. Apply adhesive then smooth down and press into position.  On some carpets you will find slight excess of material on both sides at the sill plates and around the edges. This is purposely included to provide for possible variations of individual installations. If excess exists on your car, merely trim it off with scissors, being careful not to trim too much.  Slip end of carpet under sill plate at either side.  Replace Back Seat Bottom Cushion, Kick Plates, Console, Seat belt bolts, Front seats, Front seat bolts and any other trim that you removed prior to installation. 15

PIPE END SWAGING MACHINE As a general manufacturing process swaging may be broken up into two categories. The first category of swaging involves extrusion of the work piece, forcing it through a confining die to reduce its diameter, similar to the process of drawing wire. This may also be referred to as "tube swaging." The second category involves two or more dies used to hammer a round work piece into a smaller diameter. This process is usually called "rotary swaging" or "radial forging." Tubes may be tagged (reduced in diameter to enable the tube to be initially fed through the die to then be pulled from the other side) using a rotary swager, which allows them to be drawn on a draw bench. Swaging is normally the method of choice for precious metals since there is no loss of material in the process.

A swaging machine works by using two or four split dies which separate and close up to 2000 times a minute. This action is achieved by mounting the dies into the machine's spindle which is rotated by a motor. The spindle is mounted inside a cage containing rollers (looks like a roller bearing). The rollers are larger than the cage so as the spindle spins the dies are pushed out to ride on the cage by centrifugal force, as the dies cross over the rollers they push the dies together 16

because of their larger size. On a four-die machine, the number of rollers cause all dies to close at a time; if the number of rollers do not cause all pairs of dies to close at the same time then the machine is called a rotary forging machine, even though it is still a swaging process. A variation of the rotary swager is the creeping spindle swaging machine where both the spindle and cage revolve in opposite directions, this prevents the production of fins between the dies where the material being swaged grows up the gap between the dies. There are two basic types of rotary swaging machine, the standard (also known as a tagging machine), and the butt swaging machine. A butt swaging machine works by having sets of wedges that close the dies onto the workpiece by inserting them between the annular rollers and the dies, normally by the use of a foot pedal. A butt swaging machine can allow a workpiece to be inserted without the dies closing on it, for example a three foot workpiece can be inserted 12 inches and then the dies closed, drawn through until 12 inches remain and the dies are then released, the finished workpiece would then, for example, be four feet long but still of its initial diameter for a foot at each end.

CNC TUBE BENDING MACHINE Tube bending is the umbrella term for metal forming processes used to permanently form pipes or tubing. One has to differentiate between form-bound and freeform-bending procedures, as well as between heat supported and cold forming procedures. Form bound bending procedures like “press bending” or “rotary draw bending” are used to form the work piece into the shape of a die. Straight tube stock can be formed using a bending machine to create a variety of single or multiple bends and to shape the piece into the desired form. This processes can be used to form complex shapes out of different types of ductile metal tubing. Freeform-bending processes, like three-roll-pushbending, shape the workpiece kinematically, thus the bending contour is not dependent on the tool geometry.

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Generally, round stock is what is used in tube bending. However, square and rectangular tubes and pipes may also be bent to meet job specifications. Other factors involved in the tube bending process is the wall thickness, tooling and lubricants needed by the pipe and tube bender to best shape the material. and its also used in different ways e.g.( tube,pipe wires) Tube bending as a process starts with loading a tube into a pipe bender and clamping it into place between two dies, the clamping block and the forming die. The tube is also loosely held by two other dies, the wiper die and the pressure die. The process of tube bending involves using mechanical force to push stock material pipe or tubing against a die, forcing the pipe or tube to conform to the shape of the die. Often, stock tubing is held firmly in place while the end is rotated and rolled around the die. Other forms of processing including pushing stock through rollers that bend it into a simple curve.[2] For some tube bending processing, a mandrel is placed inside the tube to prevent collapsing. The tube is also held in tension by a wiper die to prevent any creasing during stress. A wiper die is usually made of a softer alloy i.e. aluminum, brass to avoid scratching or damaging the material being bent. Much of the tooling is made of hardened steel or tooled steel to maintain and prolong the tools life. However wherever there is a concern of scratching or gouging the work piece, a softer 18

material such as aluminum or bronze is utilized. For example, the clamping block, rotating form block and pressure die are often formed from the hardened steel because the tubing is not moving past these parts of the machine. On the other hand, the pressure die and the wiping die are formed from aluminum or bronze to maintain the shape and surface of the work piece as it slides by.Pipe bending machines are typically human powered, pneumatic powered, hydraulic assisted, hydraulic driven, or electric servomotor.

ROLL BENDING During the roll bending process the pipe, extrusion, or solid is passed through a series of rollers (typically 3) that apply pressure to the pipe gradually changing the bend radius in the pipe. The pyramid style roll benders have one moving roll, usually the top roll. Double pinch type roll benders have two adjustable rolls, usually the bottom rolls, and a fixed top roll. This method of bending causes very little deformation in the cross section of the pipe. This process is suited to producing coils of pipe as well as long gentle bends like those used in truss systems.

QUALITY TESTING 1. 3 - Station Seat Endurance Test Rig 2. Frame and Cushion Endurance Rig 3. Headrest Impact Test Rig 4. 3D-CMM Machine 5. Profile Projector

3 - STATION SEAT ENDURANCE TEST RIG A test rig for measuring wear on flexible membrane material used as seal gers on air cushion vehicles includes a pump and nozzle for producing a shallow, high speed water flow and hydraulic actuators for moving the seal fingers into the flow. The fingers are moved into and out of the flow to simulate the effect of the ship crossing waves at high speed. A fan and air plenum inflates the seal fingers in a manner similar to normal operation.

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Car seat properties play an important role for the occupant protection during various types of accidents. An improved understanding of the interaction between the occupant and the seat is therefore desirable, since this could lead to enhanced protective capacities of future car seats. In this work a test-rig has been developed and constructed, by means of which it is possible to study the response from various seats during frontal collisions. With small modifications the testrig can be utilized to study other collision directions as well.

The rig has been used in a test series, which comprises four car seats in altogether 14 tests. In order to evaluate the interaction between the seat and the dummy, measurements have been made on: the seat frame; the floor connections; the seat belt; the submarine-beam; and on several locations in the dummy. Due to the complexity of the dynamic interaction between the seat and the dummy, the process will be transferred into the mathematical model MADYMO3D, since this model allows for calculations of parameters that are not possible to measure in the experiments. The mathematical model will also be used to establish the characteristics of a seat that is optimal with respect to safety properties and comfort aspects.

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FRAME AND CUSHION ENDURANCE RIG The seat frame we rebuilt is of the old coil and band spring type - common to many interior chairs and couches - mounted to a metal frame. In this case (typical for most cars) the base platforms that hold the seat tracks were broken off, requiring a re-weld (easy work for a MIG welder, if you have one, or about $25 worth of repair at a welding shop.) We won't show the welding process, since that's a whole separate how-to article in itself. After weld repairs, all rust was removed. Doing so required various wire brushes, both manual (hand held) and mounted to a drill. After rust removal we coated the frame with paint stripper to bring it down to bare metal.

Once the frame was bare and clean we sprayed it with a rust-preventive primer and then a coat of black paint. (We could have sandblasted it bare, but we chose to use up some leftover stripper. Also, we could have powder coated it rather than paint, but there was no hurry to complete the project, so we were able to let the frame dry for a few days. Restoration is all about "flexibility").

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HEADREST IMPACT TEST RIG As with all other vehicle components, the seats used in automobiles undergo extensive testing. Zwick has developed a testing system which, in addition to testing seats and seat-frames, can be used to determine hardness and fatigue for foams after processing . The stiffness of the seat is a typical example of the characteristic values involved. The seats and frames (including the rear seat) are tested in various positions. Foams are tested for fatigue (cyclic tests) and their hardness is determined. To maximize the versatility of the servo testing actuator it is installed in a portal specially developed by Zwick. It provides electrically powered travel in the X and Y directions, together with crosshead height adjustment, while positioning at a defined angle is a retrofit option. Indenters for foam testing as per standards plus a safety housing complete the package.

With test speeds up to 500mm/second and the high-resolution testControl electronics offering measured-value acquisition up to 500Hz, a precisely tailored solution is on hand even for the most demanding testing requirements. The electro-mechanical testing actuators are available in 1, 2, 5, 10, 20 and 30kN versions. Areas of use for these actuators range from materials and 22

component testing to testing finished end-products, while tests for production stages such as joining, force-fitting and assembly or long-stroke cyclic tests are also possible.

3D-CMM MACHINE A coordinate measuring machine (CMM) is a device for measuring the physical geometrical characteristics of an object. This machine may be manually controlled by an operator or it may be computer controlled. Measurements are defined by a probe attached to the third moving axis of this machine. Probes may be mechanical, optical, laser, or white light, amongst others. A machine which takes readings in six degrees of freedom and displays these readings in mathematical form is known as a CMM.

The typical 3 "bridge" CMM is composed of three axes, an X, Y and Z. These axes are orthogonal to each other in a typical three-dimensional coordinate system. Each axis has a scale system that indicates the location of that axis. The machine will read the input from the touch

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probe, as directed by the operator or programmer. The machine then uses the X,Y,Z coordinates of each of these points to determine size and position with micrometre precision typically. A coordinate measuring machine (CMM) is also a device used in manufacturing and assembly processes to test a part or assembly against the design intent. By precisely recording the X, Y, and Z coordinates of the target, points are generated which can then be analyzed via regression algorithms for the construction of features. These points are collected by using a probe that is positioned manually by an operator or automatically via Direct Computer Control (DCC). DCC CMMs can be programmed to repeatedly measure identical parts, thus a CMM is a specialized form of industrial robot.

PROFILE PROJECTOR Profile projectors are the basic precision measuring instrument used for precise dimensional measurement of finished and semi finished components. It has very wide applications in the field of Precision Engineering, tools and dye making, Automobile component manufacturing, Electronics, PCB, Connectors, Rubber and plastic injection moulding components etc. Profile projectors are used to establish the dimensional accuracy and profile. Nikon profile projectors are easy to operate, highly durable, maintaining highest level of precision and accuracy.

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LESSONS LEARNT In the three years of B.Tech curriculum one is taught many things about one’s field. This includes many lectures and experience sharing workshops. Still, experiencing the actual feel of the professional life is much different. The six weeks training that one does gives an insight of how the actual world is. It exhibits the difference between looking at the world from the window and actually a plunge into the real world. The need for training was really felt when the gap between the learned knowledge and field experience was felt. It seems that industrial training is very important to get a feel of what we are expected to do by the society and how much people like us can really contribute to the society. As a student we are taught many things but when it comes to going to shop floor, our whole knowledge seems to be a speck in the ocean. People with very less knowledge than us seem to be the real masters. Sometimes it is felt that there is no use of what we are studying in university. However, looking closely ,one would ask, why were we appreciating the environment in which we were sent? It was only due the background prepared in the university. The knowledge we gathered only helped us in understanding what was going on and why. Thus the feeling on this disparity is only for few days and then one realizes the importance of going through such trainings. It is to remove this gap between the real and the imaginary that is why training is done. Bharat Seats Ltd. has been a world class leader in car seats manufacturing. There were many machines, which were totally new to my knowledge. The process and the intricacies involved could only be perceived when seen and gone through gradually and logically. The people in the company were very friendly and helpful. Everyday there were situations when the real master seemed to be the old floor worker who is not even a diploma holder.

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BIBLIOGRAPHY

www.bharatseats.com www.tradeindia.com www.wikipedia.com www.google.com

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