RENAULT NISSAN AUTOMOTIVE INDIA PVT LTD

INTERNSHIP REPORT

Submitted by
BALAGANESH V (16M906)
on

PROCESS ENGINEERING
(BODY SHOP)

in partial fulfilment for the award of the degree

of
BACHELOR OF ENGINEERING
in
Mechanical Engineering (SW)
PSG COLLEGE OF TECHNOLOGY
(Autonomous Institution)
Coimbatore – 641 004
 BONAFIDE CERTIFICATE

This is to certify that this Internship Project Report submitted is a

Bonafide record of the work carried out by BALAGANESH V (16M906),
pursuing B.E., Mechanical Engineering(SW)(IV Year) in PSG College of
Technology, Coimbatore-641004, under our supervision in “RENAULT
NISSAN AUTOMOTIVE INDIA PRIVATE LIMITED" from 14th May
2018 to 27th July 2018.

Mr.Takeda Naoaki Mr. Anbalagan Saravanan

General Manager Deputy General Manager
Body Shop Body Shop
RNAIPL. RNAIPL.

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 ACKNOWLEDGEMENT
I would like to express our gratitude to the God almighty for her showers of
blessing and good health she has bestowed upon us.

I would like to thank our institution, PSG College of Technology, for

providing us with an opportunity to do an Internship as a part of the Industrial
Training Program. I would like to thank our Training Manager Mr. D. MURALIDAR
for his great support, motivation and guidance to carry out this Internship.

I would like to express, special thanks to our Principal

Dr.K.RUDRAMOORTHY as well as to our HOD Dr.P.THYLA who have given us the
golden opportunity to do this Internship program, which helped us understanding
MNC culture.

I wish to express my deep sense of gratitude to Mr.Takeda Naoaki, General

Manager, Renault Nissan Automotive India Private Limited, Oragadam, for his
support during the course of my training.

I am very much in debt and thankful to respectable mentor Mr.Anbalagan

Saravanan, Deputy General Manager, Renault Nissan Automotive India Private
Limited, Oragadam, who gave me timely advices, sufficient technical and moral
support throughout the project.

I am very much indebted and thankful to respectable guide Mr.John jegan

and Mr.Roopan, senior engineer, Renault Nissan Automotive India Private Limited,
Oragadam, who gave me timely advices, sufficient technical and moral support
throughout the project.

I am thankful to all of them, for their insightful comments and valuable

suggestions, constructive criticism which helped me to complete this project
successfully and I also extend my gratitude to the process engineering team
members and all the body shop members for their cooperation and valuable
assistance during the training program.

My special thanks to Human Resource Department, Renault Nissan

Automotive India Private Limited, Oragadam, for their help in coordinating the
internship.

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 CONTENTS
INTRODUCTION TO THE PLANT
1. ABOUT THE COMPANY
1.1. ABOUT RNAIPL 1
1.2. ABOUT THE PRODUCTS 2
1.3. ABOUT RENAULT 2
1.4. ABOUT NISSAN 3
1.5. RENAULT - NISSAN ALLIANCE 4
1.6. ABOUT 5S 4
1.7. ABOUT KAIZEN 5
2. VEHICLE PRODUCTION PROCESS
2.1. STAMPING 6
2.2. BODY SHOP 7
2.3. PAINT SHOP 7
2.4. PLASTIC SHOP 8
2.5. TRIM & CHASSIS 9
2.6. POWER TRAIN 10

ACTIVITY 1
3. BODY SHOP IN DETAIL
3.1. BODY SHOP ASSEMBLY PROCESS
3.1.1. ENGINE COMPARTMENT: 11
3.1.2. FRONT FLOOR & REAR FLOOR 11
3.1.3. FLOOR MAIN 11
3.1.4. BODY SIDES 11
3.1.5. BODY MAIN 11
3.1.6. BODY MAIN RESPOT 11
3.1.7. METAL LINE 11
3.2. OPERATIONS IN BODY SHOP
3.2.1. SPOT WELDING 12
3.2.2. SPOT WELDING GUNS 14

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 3.2.3. MIG WELDING 14
3.2.4. HEMMING 15
3.3. BODYSHOP DETAILED PROCESS FLOW ANLAYSIS
3.3.1. CENTRAL LINE 16
3.3.2. SUPPLY LINE 18
4. QUALITY 22

ACTIVITY 2
5. DPHU-(DEFECTS PER HUNDRED UNITS)
5.1. THE DPHU PROCESS 23
6. PROJECT
6.1. THEME SELECTION 24
6.2. CURRENT STATE MAPPING 25
6.3. DATA COLLECTION 26
6.4. FACTOR ANALYSIS 28
6.5. COUNTER MEASURE 30
6.6. EFFECT CHECK 30
6.7. RESULT 32

CONCLUSION 33

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 LIST OF ABREVIATIONS
4M Man Machine Method Material
APM Alliance Production Way
AVES Alliance Vehicle Evaluation System
BIW Body In White
BMR Body Main Respot
CMM Coordinate Measuring Machine
COD Concern Of The Day
DPHU Defect Per Hundred Unit
DST Design Standard Time
DSTR Design Standard Time Ratio
EMS Electro Mechanic System
FSTR First Time Straight Through Ratio
IE Industrial Engineering
IHQA In House Quality Assurance
IMS Information Management System
JPH Job Per Hour
MAG Metal Active Gas
MIG Metal Inert Gas Welding
NG Not Good
NVA Non Value Added
OAO Over All Opinion
OEE Overall Equipment Efficiency
OFFVES Off Vehicle Evaluation System
POP Pile Of Panel
POS Process Operation Sheet
PPE Personal Protection Equipment
PQA Part Quality Assurance
PSW Portable Spot Welding
PUG Part Unit Gauge
QCT Quality Cost & Control
QRQC Quick Response Quality Control
RFQ Request For Quotation
RSW Robot Spot Welding
SAVES Sort Alliance Vehicle Evaluation System
SDC Self-Declare Concern
SLC Static Line Concern
SOS Standard Operation Sheet
SSW Static Spot Welding
TDC Total Delivery Cost
TPM Total Productive Maintenance
TQM Total Quality Management
UCF Unit Checking Fixture
VIN Vehicle Identification Number
VQA Vehicle Quality Assurance

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vii
INTRODUCTION TO THE PLANT

1. ABOUT THE COMPANY

1.1. ABOUT RNAIPL

The Renault–Nissan Alliance is a Franco-Japanese strategic partnership between

the automobile manufacturers Renault based in Paris, France, Nissan based in
Yokohama, Japan which together sell more than 1 in 10 cars worldwide.

Originally known as the Renault–Nissan Alliance, Renault and Nissan became

strategic partners in 1999 and have nearly 450,000 employees and control some
major brands: Renault, Nissan, Renault Samsung motors, Lada, Venucia, Infiniti,
Datsun, Alpine, Dacia. The car group sold nearly 1.3 million cars worldwide in 2013.

Renault Nissan Automotive India Private Limited is the Indian subsidiary of Renault
Nissan. It was established in the year 2005. Renault Nissan Automotive India Private
Limited has their manufacturing plant in Chennai. The plant has a capacity of
400,000 vehicles per annum and is spread over 800 acres. Renault Nissan
Automotive India Private Limited is the first brand new plant under the Renault-
Nissan Alliance. The capacity is divided equally between Renault India Private
Limited and Nissan Motor India Private Limited. RNAIPL is one of the most profitable
company which adopts Japanese manufacturing policy of Genba Kanri. The
company works with the style of maximum productivity with minimum resources

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 1.2. ABOUT THE PRODUCTS

India is the world’s 12th biggest economic power. Between 2005 and 2007 it
posted steady economic growth of over 9% and GDP per capita has doubled in the
space of ten years. The car market is growing by around 10% a year, attracting the
attention of many vehicle manufactures. India’s middle class total more than 350
million people, all of whom are potential buyers and their numbers are continuing to
grow.

In this market, the various models offered by the company are:

 Nissan Micra
 Datsun Go
 Datsun Go+
 Nissan Sunny
 Renault Duster
 Renault Capture
 Nissan Terrano
 Renault Kwid
 Datsun Redi Go
 Renault Lodgy

1.3. ABOUT RENAULT

Renault is a French multinational automobile manufacturer established in

1899. The company produces a range of cars and vans, and in the past has
manufactured trucks, tractors, tanks, buses/coaches and auto rail vehicles.

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 According to the Organisation Internationale des Constructeurs
d’Automobiles, in 2015 Renault was the tenth biggest automaker in the world by
production volume with 50.5% of sales coming outside of Europe. The Renault-
Nissan Alliance is the fourth largest automotive group. , Renault owns the Romanian
Manufacturer Automobile Dacia and the Korean Renault Samsung Motors. It also
owns subsidiaries RCI Banquet (providing automotive financing), Renault Retail
Group (automotive distribution) and MO trio (automotive parts).

Renault India Private Limited is the Indian subsidiary of Renault S.A. of

France, with its headquarters in Mumbai. Renault India Private Limited was
established in October 2010. In September 2008, Renault India opened its fifth
Global vehicle design studio in Mumbai.

In March 2010, Renault India and Nissan India opened a production Facility
in Chennai. Established with an initial investment of 45 billion (US$819 million), the
plant has a combined annual capacity to produce 400,000 vehicles. Each partner is
entitled to half the production capacity.

1.4. ABOUT NISSAN

Nissan Motor Co Ltd. Usually shortened to Nissan is a Japanese multinational

automaker headquartered in Japan. It was founded in 1933 with activities in 160
countries. It was a core member of the Nissan group, but has become more
independent after its restructuring under Carlos Ghosn (CEO).

It was the six largest automaker in the world behind General Motors,
Volkswagen Group, Toyota, Hyundai Motor Group and Ford in 2011.It formally
marketed vehicles under the “Datsun” brand name.
The Nissan VQ engines of V6 configuration have
been featured among World’s 10 Best Engines for 14
straight years. Nissan Motor India Private Limited is
the Indian subsidiary of Nissan Motor Company of
Japan. Nissan Motor India Private Limited (NMIPL)
started its operations in India in 2005, with the launch
of the Nissan X-Trail (T30), which was imported as a
CBU.

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 1.5. RENAULT - NISSAN ALLIANCE

Founded in 1999, the Renault-Nissan Alliance

has become the longest lasting cross-cultural
combination among major carmakers. This unique
partnership is a pragmatic, flexible business tool that can
expand to accommodate new projects and partners worldwide.

 In the past half-decade, the Alliance has emerged as a buffer to protect

partners during regional downturns, and it has accelerated Renault and
Nissan’s momentum in some of the world’s fastest growing economies.
 The Alliance has helped Renault and Nissan outperform historic regional
rivals, elevating both companies into an elite tier. Together, Renault and
Nissan rank in the top four car groups globally.
 Based on cross-shareholding and mutual self-interest, the Alliance business
platform maximizes synergies without destroying brand identity. In order to
achieve competitive economies of scale, many automakers are embarking on
collaborations similar to the ground breaking partnership that Renault and
Nissan established 14 years ago.

1.6. ABOUT 5S

5S is the name of a workplace organization method that uses a list of five

Japanese words “seiri, seiton, seiso, seiketsu, shitsuke”. Transliterated or translated
into English, they all start with the letter “S”. The list describes how to organize a
work space for efficiency and effectiveness by identifying and storing the items used,
maintaining the area and items, and sustaining the new order.

The decision-making process usually comes from a dialogue about

standardization, which builds understanding among employees of how they should
do the work. These Japanese words are transliterated in to English as Sort, Set in
order, Shine, Standardize and Sustain.

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 1.7. ABOUT KAIZEN

The meaning of the Japanese word ‘kaizen’ is “continuous improvement” or

“change for the best”, refers to philosophy or practices that focus upon continuous
improvement of processes in manufacturing, engineering, business management or
any process. When used in the business sense and applied to the workplace, kaizen
refers to activities that continually improve all functions, and involve all employees
from the CEO to the assembly line workers.

By improving standardized activities and

process kaizen aims to eliminate waste where
all line personnel are expected to stop their
moving production line in case of any
abnormality, along with the supervisor, suggest
an improvement to resolve the abnormality
which may initiate a kaizen. The discussion
below focuses on such interpretations of the
word, as frequently used in the context of
modern management discussions.

2. VEHICLE PRODUCTION PROCESS

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 2.1. STAMPING

It’s the initial process for car manufacturing. It is the process of placing sheet
metal (Grey Iron) in coil form into the stamping press where a tool and die surface
forms the metal into a net shape. Car panels and several body parts of the car made
in the stamping shop.

The blanking operation takes place initially. The several processes involved in
blanking operation are:

 COILER UNIT: The coiler unit consists of a drum where the steel coil is
placed and it has a sensor that accordingly measures its diameter and sets
the drum in position.
 UNCOILER UNIT: The uncoiled unit uncoils the steel coil from the drum by
rotation.
 WASHER UNIT: The washer unit removes the dirt, dust and other impurities.
It has pinch, brush and wringer roller.
 LEVELLER UNIT: It levels the surface of the blank and ensures no uneven
surface are present.
 LOOPING UNIT: It is used to increase the flow of the blank to feeder unit
mainly with the help of rollers.
 FEEDER UNIT: The feeder unit feeds the blank on to the press and blanking
of the steel sheet takes places and moves to the pillar.
 PILLER UNIT: It consists of table 1 and table 2. It piles up the blank that
comes out from the press with the required shape and dimensions.
 END PILLAR: The operation is completed at end pillar. From here it is sent to
the line to make car panels, hood, roof etc.

Each line has four processes:

 PB: Press gives the shape to the steel plate by the specific die according to
drawing.
 PC: By the press side or by robots’ extra material is removed.
 PD: By this press piercing is done.
 PE: By this press specific holes is done.

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 2.2. BODY SHOP

In this shop the various stampings (viz. the roof, door frames and the back
door) produced in the stamping shop are put together to form the body of the car.
The process followed is resistance welding. About 50-60% of the work is done
manually and the rest is done by robots.

The body shop consists of three lines – Line 1, line 2 and Line 3. Each of
these lines work towards the assembly of cars of both Renault and Nissan.

The lines are as such identical in equipment and apparatus. The robots used
in line-1 are manufactured by FANUC and are capable of moving 2000 mm/second.
The second line uses ABB robots to weld the body parts. ABB robots are used for
the hemming process. The difference arises in only the quantity, number of cars
produced and the specificity of the cars produced.

Line 1:

This line is the largest of the three lines. It is responsible for the manufacture
of cars such as Sunny, Evalia, and Terrano of the Nissan brand & Duster and Scala
of the Renault brand. It is thus evident that this line has the capability and is built to
support the heavy duty cars and of the SUV range. This line is spread over an area
of 23,100 sq.m and has 107 working stations. It involves a total of 304 processes

Line 2:

This line occupies a slightly smaller area and is limited in number and types of
cars produced. This line is not suited for heavy duty and SUV type vehicle production
and is thus involved in smaller cars such as Nissan Micra & Sunny and Renault
Pulse. It has a total of 100 working stations which involve a total of 215 processes.
These processes are carried out in two shifts.

2.3. PAINT SHOP

In this shop, the bodies of the cars are painted. But before painting, the
bodies must be cleaned to ensure that the paint adheres to the surfaces. The various
stages of the paint shop are as follows:

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  Pre-treatment (PT)
 Electro deposition (ED)
 Sealing
 Under body Sealer (UBS)
 ED Sanding
 Top coat application
 Check and Repair
 Waxing
 Final Inspection
 Quality Checking

There are two lines in the paint shop; one line is for small cars while the other
is for larger cars. There are three overhead conveyers in this shop-one for hanger-
PT, one for PT-ED, and the third for ED-Sealer.

2.4. PLASTIC SHOP

PROCESS INVOLVED:

The plastic used in the process is polypropylene and it’s made in to fine
grains. The fine grain of plastics is stored in silo chamber in large quantities and
dried in the dryer to remove the moisture content. From silo chamber it moves to the
blender with help of vacuum. From blender it moves to mould machine

And the plastic is heated at three different temperatures and the plastic gets
heated up to 250 degrees Celsius and gets converted into molten state. It moves
evenly in the machine with six holes so as to spread evenly.150mm of plastic is
supplied for single bumper and capacity of machine is 3150T. Now from the mould,
the required shape is obtained and water from the chiller moves to the moulded
plastic through GI Pipe. After the cooling process the bumpers are ready to be sent
to the paint shop

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 2.5. TRIM & CHASSIS

First the suppliers from various places supplies the parts to the body shop.
Here all the components of the car are assembled in various stations. There are two
main lines. Both these lines have the same operations.

About 5 to 6 parts are assembled in each station and has to be done within
the given time allotted to the worker.

There are about 300 suppliers who manufacture parts and supply to the shop.
These parts are stored in the shop and taken to the station with the help of IPMS
operated from the CCR. There is a help call operation in every station and operated
from CCR.

There are six sub-lines in each mainline:

 PRIMARY LINE: Car body comes from paint shop and doors are assembled
in this line.
 TRIM LINE: The interior parts are assembled at this line like seat belts, flow
cover, front and back rear glass with the use of the sealant, CMM
(Speedometer, tachometer etc.) CCR Controls the operation of the lines.
 CHASSIS AND ENGINE ASSEMBLY LINE: Exterior parts are assembled like
engine, suspension, radiator, exhaust system, fuel tank, and exhaust heat
observer.
 CHASSIS AND TRIM LINE: all assembled parts and components are
checked, front and rear wheels.
 PRE-FINAL LINE: In retinal line brake oil, fuel and coolant are filled using
combo filling machine.
 FINAL LINE: The doors are assembled.
 TESTER LINE: Head light aiming, brake test and torque test, shower test and
leakage is tested.

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 2.6. POWER TRAIN

It has three lines

 JXX gear box assembly line

 Engine line 1
 Engine line 2

GEAR-BOX ASSEMBLY LINE

 Assembly of gears.
 Gear shifter attached to the secondary shaft.
 Primary shaft, secondary shaft with gear shifter and differential are assembled
in clutch housing.
 Machine by blue and Gear shifters for third, fourth and reverse gears are
assembled with both shafts.
 Differential housing is assembled using clutch housing.
 By using mechanical housing tire side of gear box is closed.
 In gear box a magnet is placed.
 Primary shaft thickness measurement.
 Sealant deposition.
 Then mechanical and clutch gear boxes are fixed and closed using nuts.
 Gear box leakage testing by pressurized air.
 Final testing of gear box by assembling with engine.
 First gear box is scanned.
 All tests are control by a PC.
 Maximum speed at different gears.
 Unloaded at gear box area.
 Testing of red gear box.
 All blocks of gear are imported.

ENGINE SHOP LINE

 At line 1 diesel engine.

 At line 2 petrol engine.
 And then engine assembling Process is done

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ACTIVITY 1

3. BODY SHOP IN DETAIL

3.1. BODY SHOP ASSEMBLY PROCESS

HOOD LEDGE AND

MBR

3.1.1.ENGINE COMPARTMENT
 In this zone, mainly the engine mounting area is manufactured and this zone
consists of many IMPORTANT (B) Spots since it is safety related area in the
driver point of view.
 Here is the zone where the vehicle’s VIN Punching is done and this number is
important till the end of the production process so as to avoid the duplication
of that particular vehicle.

3.1.2.FRONT FLOOR & REAR FLOOR

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  In this zones, mainly the seat mounting areas are produced and Stud Welding
is done in this area for the mounting of the wiring harness for the vehicle’s
electrical system.
3.1.3.FLOOR MAIN
 In this zone, the above said zones are attached together and spot welding is
being done and thus the platform is created.

3.1.4.BODY SIDES
 In this zone, the left and the right side of the vehicle is made and in this zone
major things are outline of the LH and RH sides are made.
 Aesthetic wise importance is given to this zone for the perfect finish.

3.1.5.BODY MAIN
 In this zone the total control of the entire body structure is created and in this
zone the roof is being fixed and there is the Overhanging Guide which is used
for the accuracy of the matching parts such as body sides, roof etc.

3.1.6.BODY MAIN RESPOT

 In this zone, mainly the additional strength for the BIW is carried out.
 For Renault Model, roof will be mounted in this zone.
 In addition to this rear panel mounting also carried out in this station.

3.1.7.METAL LINE
 In this zone, metal fitment is being done (i.e.) Front and Rear doors of both LH
side and RH side, Back door, Hood and Fender are fixed and followed by this
if the vehicle is in OK condition it goes to Paint Shop and if it is not it goes to
Repair line and then goes to Paint Shop.

3.2. OPERATIONS IN BODY SHOP

3.2.1.SPOT WELDING

Resistive spot welding (RSW) is a process in which contacting metal surfaces

are joined by the heat obtained from resistance to electric current. Work-pieces are
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held together under pressure exerted by electrodes. Forcing a large current through
the spot will melt the metal and form the weld.

The attractive feature of spot welding is that a lot of energy can be delivered
to the spot in a very short time (approximately 10–100 milliseconds).

That permits the welding to occur without excessive heating of the remainder
of the sheet. The amount of heat (energy) delivered to the spot is determined by the
resistance between the electrodes and the magnitude and duration of the current.
The amount of energy is chosen to match the sheet's material Properties, its
thickness, and type of electrodes. Applying too little energy will not melt the metal or
will make a poor weld. Applying too much energy will melt too much metal, eject
molten material, and make a hole rather than a weld. Another feature of spot welding
is that the energy delivered to the spot can be controlled to produce reliable welds.

WELD CYCLES

SQUEEZE
Pressure is applied to a lap joint of two pieces of sheet metal by two opposing
cylindrical electrodes.
WELD

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While the pressure is being applied, the current is turned on to create the weld.
HOLD
The current is turned off while pressure continues to be applied.
Cooling starts.
OFF
The pressure is released after the weld nugget has formed.

3.2.2.SPOT WELDING GUNS

Spot welding guns are normally designed to fit the assembly. Many basic
types of guns are available, the two most commonly used being the direct acting
type, generally known as a "C"-type gun, where the operating cylinder is connected
directly to the moving electrode, and the "X"-type (also known as "Scissors" or
"Pinch") where the operating cylinder is remote from the moving electrode, the force
being applied to it by means of a lever arm.

C guns are generally the cheapest and the most commonly used. There are
many variations available in each basic type with regard to the shape and style of the
frame and arms, and also the duty for which the gun is designed with reference to
welding pressure and current.

Pneumatic guns are usually preferred because they are faster, and they apply
a uniform electrode force. Hydraulic spot welding guns are normally used where
space is limited or where high electrode forces
are required.

3.2.3.MIG WELDING

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 MIG is a welding process in which an electric arc forms between a
consumable wire electrode and the parent metal(s), which creates arc, causing them
to melt and join.

Sometimes it is referred by its subtypes Metal Inert Gas (MIG) welding or

Metal Active Gas (MAG) welding. Here CO2 gas is used in a larger proportion. The
figure represents the MIG Welding process.

3.2.4.HEMMING

Hemming is the process in which the edge is rolled flush to itself, while a
seam joins the edges of two materials. This operation is done here by only semi-
automatic robots for high precision. The major process taking place in this section is
the sealer, hinge fixing, cleaning process. The figure below represents the Hemming
process.

HEMMING TYPES:

 Press type
 Roll Hemming
 Caulking
 Table Top Type

PRESS TYPE:

 Single-Process Hemming
 Process Hemming

SINGLE PROCESS HEMMING:

 Link Type
 2-Motion Type
 Vauxhall Type
 Cam Type
 Federal Type
 Federal Cam Type

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PROCESS HEMMING:

 Cam Type
 Cam less Type

3.3. BODYSHOP DETAILED PROCESS FLOW ANLAYSIS

There are two important parts in each of the lines. These are the central line
and supply lines.

The central line constitutes:

 Floor Main
 Body Main
 Body Main Respot
 Metal line

These lines are supplied by the other sections which are part of the SCM (Supply
Chain Management). The supply line consists of:

 Engine Compartment
 Front Floor
 Rear floor
 B\S LH
 B\S RH
 Hemming

3.3.1.CENTRAL LINE - AIMS

FLOOR MAIN:

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 This section of the central line is the point of intersection of the engine
compartment, front floor and rear floor .i.e. the assembled components from these
stations are spot welded to form a basic profile of the car floor with the help of engine
compartment and floor. Spot welding is the major process happening here and the
entire process is carried out in 4 stations.

BODY MAIN:

This is the next station in the central line where the feed inputs from B\S LH
and B\S RH are also given. The body sides are attached to the assembled floor main
and spot welded to keep them intact. This section of the central line has 4 stations
again. Spot and stud welding is the major process taking place in this section.

BODY MAIN RESPOT:

This section succeeds the body main stations. This station involves the use of
robotic arms which are programmed accordingly using plc for welding purposes. The
robots that are used are Fanuc-301 i robots. They are programmed using Fanuc
robotics controllers. This section is necessary as many spots are to be welded which
are impossible to reach manually. Thus with the use of robots the welding efficiency
is increased and done effectively.

There are a total of 11 working stations in this line. They may be enlisted as:

 170 – For MODEL X, sealer application and cowl top assembly is done. For
MODEL XX, no work is done.
 180 – For MODEL X, roof spot is done at the meeting point.
 190 – For MODEL XX, both windshield and C-pillar are spot welded on the LH
& RH sides.
 200 – For MODEL XX, rear panel, roof and B-pillar spot welded. For MODEL
X, rear panel spot welded.
 210 – Sill area spot welded on both LH & RH.
 220 – For MODEL XX, wheelhouse hem and A-pillar spot welded. For
MODEL X, front structure spot welded.
 230 – For MODEL X, wheelhouse hem and spot welding done.

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  240 – Respot done.
 250 – CO2 welding station at specific locations.
 260 & 270 – Robot stations where weld robots perform an additional efficient
welding operation using 4 robots. The robots are namely 601,602,603 & 604
and 701,702,703 & 704.
 280 – This is the weld confirmation station.

METAL LINE:

This line is also a continuous line and follows the BMR line. This line is just a
fitment and rework line. Only fittings, adjustments and damages done during the
BMR are monitored and corrected appropriately. Metal line also has quality
inspection and control. It has 3 quality inspection stations and 3 rework stations to
work the concerns captured during the quality inspection.

It has a total of 19 working stations. The first quality inspection and rework station is
at the start near the VDL. The working stations which follows are:-

 Rear door LH & RH -- Bolt fitted to hold the door assembly

 Front door – both LH & RH.
 Backdoor – the backdoor assembly from the hemming stations is fitted to the
moving car body using nuts and bolts. It is then given appropriate torque
using torque wrenches.
 Hood fitment – at this station, the hood assembly is fitted at the front of the
car.
 After the hood station, is present another quality inspection and quality rework
station to encounter and deal with the damages that may have risen during
the door fitments.
 Fender LH & RH – the fender assembly is attached near the wheelhouse on
both sides.

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 After all these stations is present the final quality inspection station (IHQA)
which triangulates any other damages or dents and is finally reworked to solve the
problem.

From this line the car is in continuous movement to the paint shop where the
painting operation takes place.

3.3.2.SUPPLY LINE

Engine Compartment:

This signifies the initiation and the start of the line components. Various
subassemblies such as hood ledge and dashcom subassemblies are made in this
section. The individual parts which are obtained from the stamping shop are welded
and merged together to form the aforementioned subassemblies, which are in turn
combined to obtain the engine compartment.(MODEL XX) and (MODEL X) models
are supplied in the same line in this section. The LH and RH sides are fitted using
the joining methods which have been mentioned before to obtain the engine
compartment. A cross-end unit is used for MODEL XX version whereas both cross-
end and bumper are required for MODEL X.

There are a total of five working stations namely:

 10 --This is the first station, LH and RH assembled along with cross-end and
bumper (MODEL X)
 20 – Dashcom attached by spot welding to the output from station 10.
 30 – Respot station
 40 – For MODEL XX, Dash side is attached and respot is done for MODEL X
 50 – Member extension attached for MODEL X and respot is done for MODEL
XX.

Front floor:

In this section also both MODEL X and MODEL XX cars are assembled. LH
and RH are provided for both MODEL X & MODEL XX which are to be merged
together to form the front floor assembly.

The different processes involved in this section are:-

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  -Spot welding
 -Bolt welding
 -Stud welding
 -Sealer application

There are totally 5 working stations namely:

 Side RH – The right side of front floor is assembled from subassemblies using
spot welding.
 Side LH – The left side of the front floor is assembled using stud welding.
 Centre finish – A central element which joins together the side LH and side
RH is assembled using spot and stud welding along with sealer application.
 10 – The merging of the side LH, side RH and centre finish is done.
 20 – Respot station.

Rear Floor:

Contrary to front floor section, this section has separate areas for assembling
the rear floors of MODEL X and MODEL XX.

MODEL XX Rear floor:--

There is a total of 9 working stations. Some of them are illustrated as follows:

 LH – Left side floor member assembled.

 RH – Right side floor member assembled.
 10 – Extra central part welded.
 20 – Assembling of the components from LH, RH and station 10.
 30 --Respot station
 40 – Respot station

MODEL X Rear floor:--

This also has 9 working stations. A significant point to be noted here is that
one particular station involves the stud welding of 28 parts. The member LH and
member RH are nu welded.

B\S LH:-

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 This section stands for body side left hand side. It follows the engine
compartment, front and rear floors. This section involves only two processes and
those are:

 -Spot welding
 -Sealer application

Both MODEL X and MODEL XX models are supplied in the same main line.

There are 4 working stations. They are:

 10 – The various subassemblies like fender mounting, front side outer, rear
side outer and Rear glass mounting are welded together.
 20 – In this station, an extra stiffness giving component is mounted and inner
combi lamp Assembly welded.
 30 – Respot station
 40 – Respot station.

The MODEL X and MODEL XX models are similar in the body side profile. The
difference arises in only the combi lamp profile and fitting.

B\S RH:-

This section is identical to the B\S LH. It assembles an identical component to

fit the right hand side of the body. This also 4 working stations which has similar
functions as the working stations in B\S LH. The stations 20 and 30 are respot
stations.

From here the final product goes to the body main station for assembly.

Hemming:-

Hemming is strictly a sheet metal operation involved to mend the rough edges
of the outer assembly. Hemming is the section responsible for the doors, hood and
back doors for the car body. The major process taking place in this section is the
sealer application process. The different stations involved are:-

Hood:

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 In this station, the front side to the car body i.e. the hood is assembled. The
hood inner and outer sub-assemblies are merged together by applying sealers. The
different sealers used are hemming and mastic sealers. Hemming sealers are used
to keep the inner and outer assembly merged together. Mastic sealers are used in
order to overcome the rattle noise and resist the vibrations among the components.
After applying the sealers, the assembly is fixed onto the robotic jig where the robotic
arms perform the task of sheet metal operation. Following this task is cleaning and
hinge fitting.

Fender RH and LH:

At this station, the fender part for the front side of the car is prepared. The
major process involved is spot welding. Fender outer assembly and 3 child parts are
spot welded by means of 19 spots in particular.

Backdoor:

This station is responsible for the backdoor assembly which is co-ordinated

using 4 child parts – backdoor lower, 2 side parts, and backdoor upper. These
subassemblies are spot welded through 22 spots to form the backdoor outer
assembly. Backdoor inner and outer assembly are again hemmed together using
robots which perform the sheet metal operation. The assembly is then cleaned and
sent to respot again.

RH AND LH door:

This station involves the use of 2 sealers again to merge together the inner
and outer assembly. This station operates same as that of the backdoor station, the
difference arises only in the subassemblies and child parts.

4. QUALITY

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Various requirements needed for the body are classified into 5 categories as shown.

ACTIVITY 2

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 5. DPHU-(DEFECTS PER HUNDRED UNITS)

Defect per hundred unit (DPHU) is the term used in Renault Nissan to show
the concern details in the production line if the 1 concern rise in one car the DPHU is
100 that is one concern of car will be the same in hundred unit.

NO . OF DEFECTS
DPHU = X 100
NO .OF CARS

5.1. THE DPHU PROCESS

VQA: The VQA team test for the quality of the car and reports the concern, if any, to
the corresponding team making in the format of DPHU.

BODY PE: The concerns issued by VQA will be received by BODY PE team and the
one that got higher DPHU will be chosen and proceeded accordingly.

4M ANALYSIS: The cause for the concern will be analysed here. Initially the place
where the concern arising is analysed for any irregularities like mishandling of POS
by workers, problems undergone by machines, part quality and other factors that are
the causes for the concern.

PREDATA COLLECTION: Before any correction, the data will be collected and
analysed in a probability graph to check whether the data matches with the
specification. In this process IHQA and CMM team will help in measuring the exact
dimensions.

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CORRECTION: According to the above data collected, some corrections will be
made that will have an impact at the final output. Mostly jigs in the body shop will be
adjusted according to the need.

POSTDATA COLLECTION: After the correction has been made, the data will be
collected to check whether the correction has met the expectations.

BODY GEOMETRY:

6. PROJECT – DPHU REDUCTION

6.1. THEME SELECTION

Concern title Back door glass to rear fender uneven flush

Model model x
Description This concern is based on the dimensional inaccuracy, which on
large trend may affect the appearance of the model.
Effect It affect the aesthetics of the vehicle.

FLUSH LH
FLUSH RH

Spec: -3.0 +/- 1.5

The clearance of this concern is required for maintaining the

specified accuracy for the model x

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TEMPORARY MEASURE

SHOP: TRIM B

 To avoid uneven flush, other adjustments were carried out in both body shop
and trim & chassis.
 Temporarily to make the flush between back door glass and RR fender even a
3mm foam was placed between glass door and backdoor
 The result was that the flush got adjusted to some extent in a series of cars
 Thus this would be a suitable temporary measure to arrest the problem.

3mm foam

6.2. CURRENT STATE MAPPING

DPHU Trend of Back Door Glass to Rear Fender Uneven Flush

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The DPHU status depicts irregular pattern day by day. It provides an average of 40
which is quite high and need to be taken care immediately, thus a counter measure
has to be adopted to reduce this concern permanently.

The current status of the concern is understood through observation

SPECIFICATION DETAILS:
● FLUSH: -3.0±2.0MM
● NOMINAL: -3.0MM
● USL: -5.0MM
● LSL: -1.0MM
● LAT FLUSH : ≤ 2mm
● GAP: 4.5±1.7mm

LH RH

6.3. PRE-DATA COLLECTION

Back Door Glass to Rear Fender Flush (Pre Data)

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 SL.NO LH SIDE RH SIDE PARALLELISM LATERAL FLUSH DIF
LH RH P1 P2
p1 p2 p1 p2 p1-p2 p1-p2 LH-RH LH-RH
1 2.7 1.9 5.5 4.7 0.8 0.8 2.8 2.8
2 3.6 2.7 5 5.7 0.9 -0.7 1.4 3
3 1.5 2.9 5.5 4.8 -1.4 0.7 4 1.9
4 3.5 2.3 4.8 5.9 1.2 -1.1 1.3 3.6
5 2.5 2.5 4.6 4.5 0 0.1 2.1 2
6 2.7 1.7 5 4.6 1 0.4 2.3 2.9
7 3.2 2.5 4.9 4.8 0.7 0.1 1.7 2.3
8 2.6 2.7 5.7 4.6 -0.1 1.1 3.1 1.9
9 2 1.8 5.8 4.87 0.2 0.93 3.8 3.07
10 3.5 2.4 4.6 4.9 1.1 -0.3 1.1 2.5

From the above data and chart it is clear that the flush difference
between LH and RH is more there 2mm (specification).

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6.4. FACTOR ANALYSIS

Body side
outer (BSO) to
combi lamp
base panel
parting

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BIW CONDITION

BODY SIDE OUTER TO COMBI LAMP BASE PANEL GAP

Distance: - 7.2mm

Distance: - 4.5mm

DESIGN REQUIREMENT RH
LH

It is found that the parting gap between BODY SIDE OUTER TO COMBI
LAMP BASE PANEL is more on RH side compared to the LH SIDE.

From the CAD design of the model, the parting gap at the specified point
is found to be as 5.8 mm.

Since the LH side condition is ok and within in the spec, there is no need
to do changes on that side. But on the RH side the gap was more and so
suitable counter measure is to be taken.

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 6.5. COUNTER MEASURE

IN BODY SIDES
#10 RH
Primary control
gauge shifted in
X-3.5mm

In order to reduce the parting gap between body side outer and the combi lamp base
panel in RH, the primary control gauge is shifted for-3.5mm in x direction.

Because of this act, the parting gap can be reduced such that it will contribute for
reducing the over flush between back glass and rear fender

6.6. EFFECT CHECK-(POST DATA COLLECTION)

BIW CONDITION

Distance reduced from: - 7.0mm  4.5 mm

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BACK DOOR GLASS TO REAR FENDER FLUSH AFTER CM

CCR.NO LH SIDE RH SIDE PARALLELISM LATERAL FLUSH DIF

LH RH P1 P2
p1 p2 p1 p2 p1-p2 p1-p2 LH-RH LH-RH
36372 2.8 1.9 2.9 1.1 0.9 1.8 0.1 -0.8
36376 3.5 3.1 1.9 3.3 0.4 -1.4 1.4 1.2
36380 2.2 2 1.7 2.8 0.2 -1.1 -0.5 0.8
36384 3.3 3.8 3.3 3.5 -0.5 -0.2 1 -0.3
36388 3.1 1.9 2 3.5 1.2 -1.5 0.9 1.6
36411 2.1 3.1 0.3 2.6 -1 -2.3 -1.8 1.5
36415 1.9 2.2 2.4 1.8 -0.3 0.6 0.5 -0.4
36419 3 3.2 2.4 2 -0.2 0.4 -0.6 0.8
36423 2.5 2 2.2 3.2 0.5 -1 -0.3 1.2
36429 2.3 2.5 3.2 2.2 -0.2 1 0.9 1.6

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From the above graph, it is evident that the counter measure gave a
positive effect on reducing uneven flush when checked in series of cars.

6.7. RESULT

The observation from the above mentioned measures were positive and gave
very good results after getting a permanent solution to the above said problems and
it also reduced the DPHU for this particular concern(BACK DOOR GLASS TO RR
FENDER U/E/F)

Based on the above graph it can be understood that the DPHU values started
decreasing gradually from July 6 (the day, counter measure was implemented). The
DPHU value became zero for uneven flush between backdoor glass and RR fender
on July 12. But on the next day, the DPHU was 2. This may due to operation factors
like adjusting backdoor glass, etc. Even though, by neglecting this the DPHU for the
above mentioned concern was permanently reduced to zero by analysing the factors
that were the root cause for the defect.

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CONCLUSION
This internship was very useful to me in understanding the scale of machinery
that is used to produce the commonly used automobiles. I got an insight into the
automobile industry and professional practice. It was very interesting to see large
scale robotic equipment at use and also gave me hands on experience in
understanding their functioning through the means of an activity. Energy saving
practices and safety aspects are clearly seen in an industry of this scale and such
practices will undoubtedly be inculcated in the interns here.

I got the opportunity to see the maintenance aspects of the entire plant and
this has made me understand the importance of good machine handling practices,
and has given me some familiarity regarding the common failures possible in
mechanical and electrical equipment and also the human factor associated with
them.

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