RENAULT NISSAN AUTOMOTIVE INDIA

PRIVATE LIMITED

INTERNSHIP REPORT

Submitted to: Mr. ARUN KUMAR M

Assistant Manager - Trim and Chassis-PE

Submitted by,
HARIPRASHATH D
RAJALAKSHMI ENGINEERING COLLEGE
Internship ID: INT0740
 Acknowledgement

I hereby thank RNAIPL for providing me this immense

opportunity. I also thank Mr. Arun kumar .M, Assistant
manager, Trim & chassis PE for mentoring me throughout
my internship period at this esteemed concern. I would also
like to thank Mr. Sathish kumar .P, Engineer, Trim and
chassis PE for guiding and supporting me in this internship.
I observed the process of vehicle assembling at trim and
chassis and supported him in the concerns that rose in the
models namely K2 (Datsun go), K2 Mpv (Datsun go+),
K13 (Nissan micra) and N79 (Nissan sunny).

Mr. Arun kumar Mr NIJIL

Asst. Manager (Trim & chassis PE) HR
ABOUT RNAIPL:
The first dedicated alliance facility in which Nissans and
Renault’s car are made side by side is a modern and highly
efficient plant producing top quality cars. But there is more. Its
official now it’s one of the India’s safest and most environment
friendly factories too. That’s according to CII (Confederation of
Indian industries) which has given the plant its top award for
excellence in environmental health and safety.
In February 2008, the Renault Nissan alliance signed a MOU
with the government of Tamilnadu to set up a manufacturing
plant at Oragadam, near Chennai with a minimum investment of
Rs.4500 crore over a period of 7 years. On March 17, 2010 the
Renault Nissan alliance plant was inaugurated in a record time
of 21 months since its groundbreaking ceremony in June 2018.
RNAIPL thus achieved the unique milestone of starting
operation in record time of 21 months from the date of MOU
signing. The plant has a initial capacity of 200000 units per
annum and achieved a target of 500000 units per year in full
capacity in October 2013. Nissan’s first locally manufactured
global compact hatchback NISSAN MICRA is manufactured at
this plant and its commercial production began in May 2010.
RNAIPL is one of the most profitable companies which adopt
Japanese manufacturing policy of GENBA KANRI. The
company works on the style of maximum productivity with
minimum resources.
VISION AND MISSION
VISION- Enriching people’s lives.
MISSION- It provides unique and innovative automotive
product and services that deliver superior measurable values to
all stack holders.

SOME OF THE MODELS MANUFACTURED HERE

ARE:
PROCESS FLOW OF LINE-2:
TRIM AND CHASSIS:
 Here all the components of car are assembled.
 There are two main lines Line-1 and Line-2. The process
followed in both line are same.
 At each station 3-4 process are carried out in car body.
There are sub lines in each main line:
 Trim A
 Trim B
 CPM Unit
 Under Floor
 Engine Sub-assembly
 CUBS Line
 Chassis Trim
 Door Sub
 Pre final
 Tester Line
 Static Line
 Repair Line
 AVES
 Shower Unit
 Dynamic Test
 Kanken
TRIM A:
 Engine room harness fixed
 Engine mounting bracket (LH,RH)
 Backdoor finishing (lock, striker, stay latch)
 Door off (door removed from the body and sent to door
sub line to complete the door work )
 Headliner fixing (completion of roof )
 Brake and clutch pedal mounting
 Seat belt fixing
 Airbag sensor fixing.
TRIM B:
 CCB member mounting (CCB member assembly is
mounted with SMM manipulator)
 Brake tube fixing
 IP completion (instrument panel mounted)
 A,B,C,D and parcel shelf Trims are assembled
 Keyset installation
 Roof rail mounting
 Front, rear and quarter glass fixing (high strength sealant is
used).

CPM UNIT:
  CCB Member (member mounted on trolley)
 Blower is assembled on member
 Main Harness fixed (power unit)
 Steering column mounted
 Fuse box fixed
 AC Duct assembled

NOTE: For H79R, H79N and J92 the instrument panel

separately mounted in trim-B.

UNDERFLOOR (UF):
 Completion of fuel and brake tube assembly
 Transmission cable fixing
 ABS mounting
 Fuel tank assembly
 Rear shock absorber jig fixing
 Exhaust insulation plate
 Engine, transmission and axle assembly mounted
 Exhaust system mounted.

ENGINE SUB-ASSEMBLY:
 Child parts of engine are assembled in POWERTRAIN
 Transmission system is fixed to the engine.
CUBS LINE:
  Engine assembly is mounted on the axle
 Tie rod and knuckle joint are fixed
 Wheel disc and drum brakes are assembled here
 Differential is also mounted to it.
CHASSIS TRIM (CT):
 Steering wheel mounted
 Front and rear lamps are fixed
 Both bumpers are assembled
 Tyres are mounted (nut runner heavy).
DOOR SUB:
 Glass is assembled in the door panel
 Motor is fixed in the door
 Rear view mirror completion
 Door trim is fixed to the panel
 Completion door interior.

PRE FINAL (PF):

 Brake fluid, engine oil filled
 Front and rear seat assembled
 Fuel, AC gas filling
 Air bag and horn pad assembly
 Doors on (after door sub interior completion door is
mounted)
 Body setting process is carried out
  VQA assures the quality of the vehicle.

TESTER LINE:
 Tie rod adjusting of camber and caster angle
 Headlamp aiming and adjusting
 Roller test (up to 120km/hr)
 Engine room checking
 Under body leakage checking (if leakage is there sent to
repair line)
 VQA assured OK or NG.

STATIC LINE:
CS CONVEYOR-1
 Body flush and gap adjusted and verified
 Dent and scratch checking.
CS CONVEYOR-2
 Paint repair is reworked if possible.

REPAIR LINE:
  The vehicles repairing activity carried out
SHOWER UNIT:
 Water leakage is checked by spraying water
DYNAMIC TEST:
 Abnormal noise while opening or closing the doors
 Parking brake is checked at certain angle 8 to 12 notches

SHORT TEST TRACK:

 Small Belgium road at 15km/hr
 To check noise raising inside the vehicle
 Big Belgium road at 15km/hr
 Straight road at 30km/hr
 Rough road at 20km/hr
 Asymmetric road 20km/hr
 Pebble road test
 Audio system test (if available)
 Skip pad (full left and right)
 Static (doors checked both window open and closed)

NOTE: For HHA, J92 and H79 the under body is checked
for leakage protector plate is fixed after the STT.
LONG TEST TRACK:
 Belgium road at 25km/hr
  To check noise raising inside the vehicle
 Straight road at 120km/hr
 Rough road at 100km/hr
 Asymmetric road 20km/hr
 Pebble road test
 Large skip pad (full left and right)
KANKEN:
 Before shipping the vehicle approved

YARD:
 The vehicle is parked in the yard for the dealer end supply.

LIST OF CONCERN SUPPORTED:

1. K2 door closing high effort.
2. K13 back door finisher centering.
3. K13 and N79 kicking plate gap adjustment.
4. N79 COWL top finisher gap filling.

Concern: K2 Door closing high effort

 The effort required to close the door was observed to be
very high in all the production cars.
  The nominal effort required to close the door varies with
respect to time
 So in order to reduce the out flow of the concern temporary
body setting was done at the pre final stage and in dynamic
test area.
 In some cases door striker adjustment was done to reduce
the effort.
 Then various trails were taken by changing and modifying
the part
SHORT LISTED CAUSES
 The thickness of the sponge inside the weather strip was
found to be larger and the dia of the rubber tube was also
found to be larger.
 As they were larger, when the door is closed they were the
first to foul on the door rather than the door closing latch.
 The material in the weather strip used for Indian models
an that of the material was found to be harder than that of
the material used in the Indonesian part
 The locking clip used in the South African was soft than
that of the clip used in the Indian part.
 So the effort required to lock the clip in the holes provided
in the door was a bit high.
 It was also doubted that the thickness of the tape in the
weather strip might also be a contributor.
OBSERVATIONS TAKEN
 First the weather strip was mounted and the effort required
was measured for 0-1 hr and within 48 hrs.
 As the tube and sponge thickness were considered to be the
concern contributors the sponge and the tube was removed
 The weather strip used in India vehicle and Indonesia
vehicle was compared.

 The effort required was lower than that of the previous but
not within the nominal in Indonesia and south African
parts.
 It was doubted that the contribution may also be due to the
deformation of the door.
 So the door was checked in the UCF and the reading
  The gap, flush and seal gap for the door in mounted
position was calculated. The door closing effort of the
export parts was also measured and was found to be less
and so it was concluded to make design changes in the
Indian part.

 Effort required after doing and the following adjustments

with and without striker adjustments were taken.
COUNTER MEASURE ADOPTED
 The weather strip part was modified by the supplier by
changing the dia of the hollow rubber tube which comes in
 the corners of the door so that effort required to close the
door was reduced temporarily.
 The proposed design change was
RESULT:

 The NG vehicles were made ok by body setting and after

48 hrs data measured the vehicle was found to be ok.

Concern: K13 backdoor finisher centering

 The finisher mounted in the back door was always found to
be shifted in the LH side. There was no centering.
 Due this shifting of finisher the gap between the bumper
and door was found to be more on the LH side than that of
the RH side which in turn resulted in uneven gap in the
rear.
SHORTLISTED CAUSES
  No proper centering of finisher.
 Improper locking of clip in the datum hole.
 Inability of operator to fix the part in centred position.

ANALYSIS OF CONCERN:

LH RH FIN GAP inner bracket

assy follow
CCR
SL.NO NO L1 L2 L3 L7 L8 L9 LH RH
1 163304 4.5 4 4 4.75 4.5 4.25 0 1
2 163077 3 2.5 2.5 7.25 6.5 6.25 1 0
3 163286 4.25 4 4 6.5 6 5.5 0 -1
4 163264 5 5 6 6 5 4.75 -0.5 0
5 163232 2.5 2.5 3 6 5.5 5.25 1 0
6 163627 3 3 3.75 7 5.5 5 1 0 RH ~LH 4321
7 163640 4.25 4.5 5 7.25 6 5.5 0 -1
8 163641 3.5 4 4.5 7.5 7 6 1 0
AS PER GOS
4.25 4 4.5 7 5 4
9 163654 1 0 34 21
10 163657 3 3.25 4 7.5 7 6.5 1 -1.5
11 163659 2.75 3 4 7.5 7 6 2 -0.5
12 163665 4.5 4 4.75 5 4.5 4.25 0 1 LH~RH 1234
13 163679 2.5 2.25 2.5 6 5 4.75 1 -0.5
14 163697 2.5 3 4 8.5 7.5 7 1.5 -1.5
  There was uneven gap between the bumper and door in the
LH and RH side.
 The finisher part was firstly analysed for any defects and
was compared with the actual design data.

ACTUAL DESIGN DATA

 During the analysis it was found that there was variation in
depth of clip mounting area in the LH and RH side in the
finisher.
 This was thought as the major reason which prevented the
finisher from getting centred.
 So in order to make the finisher centred it was decided to
do rework in the clip mounting area of RH side.
TEMPROARY REWORK SUGGESTION
  The clip mounting area in the RH side was said to be piled
for 2mm.
 By doing this the clip moves inside and fixes firmly in the
door hole so that it does not shift towards LH.
 There by centering of finisher is achieved.
By doing further analysis it was doubted that the part might be
NG. So it was decided to measure the parts in PG. In three
different conditions.
 Before paint condition.
 After paint condition (with tape) condition.
 After paint rework condition.
Reading was taken in all the three different conditions.
1. FRESH PART WITHOUT PAINT
SPEC SPEC SPEC
k13 backdoor finsher PG REPORT for
0.5 0.5 0.5
LH- gap "L " -0.7 -0.7 -0.7
LH END
TO TRIM LH BACK
parts POINT-1(L) POINT-2 POINT-3 LINE J K TO TRIM
1 3.1 3.1 3.1 -1 1 1 -1.5
2 2.9 3 3 -1.5 0.5 1 -1.5
3 3.6 3.6 3.6 -1 -1.5 1 -1
4 3.5 3.5 3.5 -1.5 1.5 2 -1.5
5 3.6 3.6 3.6 -1 0 1 -1
 SPEC 3±1.1 SPEC SPEC SPEC
CONDITION 0.5 0.5 0.5
RH GAP- "V" -0.7 -0.7 -0.7
RH END RH
POINT- TO TRIM BACK TO
POINT-1 2(V) POINT-3 LINE A B TRIM
4.9 4.1 4.1 2 1 1 0
4.6 4.3 4.3 2 1 1 0
4.6 4.3 4.1 1.5 1 1 0
5.1 4.6 4.6 2 1 1 0.5
5.3 4.6 4.3 1 0 0 0.5

2. AFTER PAINT WITH TAPE

SPEC SPEC SPEC
k13 backdoor finsher PG REPORT for with paint with tape
0.5 0.5 0.5
LH- gap "L " -0.7 -0.7 -0.7
LH END
TO TRIM LH BACK
parts POINT-1(L) POINT-2 POINT-3 LINE J K TO TRIM
1 3.1 3.1 3.1 -1 1.5 2
2 3.4 3.4 3.4 -1 1.5 2 -1.5
3 3.3 3.2 3.2 -1 2 -1 -1.5
4 3.2 3.2 3.2 -1 2 -1 -1.5
5 3.6 3.6 3.6 0 1.5 1.5 -0.5

SPEC 3±1.1 SPEC SPEC SPEC

CONDITION 0.5 0.5 0.5
RH GAP- "V" -0.7 -0.7 -0.7
RH END TO RH BACK
POINT-1 POINT-2(V) POINT-3 TRIM LINE A B TO TRIM
4.9 4.1 4.1 2 1 1
4.6 4.1 4.1 2 1 1 0.5
4.6 4.1 4.1 2 1 1 0.5
4.6 4.1 4.1 2 1 1 0.5
4.6 4.1 4.1 1 0.5 0.5 0.5

.
k13 backdoor finsher PG REPORT with paint & SPEC SPEC SPEC
rework with tape 0.5 0.5 0.5
LH- gap "L " -0.7 -0.7 -0.7
LH
LH END
POINT- BACK
parts POINT-2 POINT-3 TO TRIM J K
1(L) TO
LINE
TRIM
1 4.1 4.1 3.9 1 1 2 -0.5
2 4.2 4.2 4.1 1 1 2 0
3 4 4 3.8 1 1 2 -0.5
4 4.1 4 3.9 1 1.5 1.5 -0.5
5 3.6 3.6 3.6 0 1.5 2 -0.5
3. PAINT REWORK WITH TAPE

SPEC 3±1.1 SPEC SPEC SPEC

CONDITION 0.5 0.5 0.5
RH GAP- "V" -0.7 -0.7 -0.7
RH END RH
POINT-
POINT-1 POINT-3 TO TRIM A B BACK
2(V)
LINE TO TRIM
4.4 4.1 4 0.5 1 1 0
4 3.9 3.9 0 1 1 -0.5
4.1 4.1 3.8 0 1 1 0
4.2 3.9 3.9 0.5 1 1 0
4.3 4.2 4 1 1 1 0

On all the above conditions it was noted that the part was
not ok in the RH side. The part was seen to be twisted in
the LH side.
So it was decided to make improvement in the LH side by
-1.5.
 CONCERN: K13 KICKING PLATE GAP
 It was observed that there was more gap in the kicking
plate area in Nissan sunny and micra models.

AREA IN WHICH THE KICKING PLATE IS

MOUNTED
CAUSE FOR THE CONCERN:
 The concern was mainly caused due to the improper
fitment in the line by the operator.
 While fitment of the kicking plate the operator must align
and place it and must also give enough force for the kicking
plate to fix properly if nor will fitting other trim parts gap i
kicking plate may rise.
ANALYSIS OF GAP IN THE LINE
 The gap in the kicking plate was measured using a feeler
gauge and the readings were taken for 15 vehicles.
 The process by the line operator was also noted
  By the end of the analysis it was found that the issue was
in the operator process
CONCLUSTION
 The actual process was taught to the line operator and the
concern outflow was reduced.
CONCERN: K13 AND N17 COWL TOP FINISHER
GAP
 The cowl top or fender cover is assembled near the wind
shield area covering the gap between the bonnet.
In the old part the clearance was found to be excess and it was
decided to make improvement in the part itself at the supplier
end and also a glossy finish was given to the part than the
former.
PART MOUNTING AREA

OLD PART ASSEMBLED CONDITION

It was decided to take 5 part trail and 15 part trail using the
improved part and the gap was said to be measured.
The measurement taken in K13 and N17 using the old part is as
follows:

MODEL:N17 LH RH
CCR NUMBER TOP BOTTOM TOP BOTTOM
133555 0.8 0.5 0.8 0.5
133560 0.25 0 0.25 0
133562 0.2 0.5 0.2 1
133563 0.2 0 0.2 0.5
133565 0.2 0.5 0.5 0.2

MODEL:K13 LH RH
CCR NUMBER TOP BOTTOM TOP BOTTOM
133556 0 0 0 0
133559 0.25 0 0 0
133561 0 0 0 0

The new part was then put in trail and the measurements were
taken as follows
 s-aves NG Vehichle swape measurnment detils
MODEL:N17 LH RH
CCR NUMBER TOP BOTTOM TOP BOTTOM Remarks
133720 0.5 0.5 2 0.5 old part
133720 0.2 0 1 0 new part

The measurements in the new part were found to be OK and the

change of part is in discussion and yet to be confirmed by the
designer end and the concern is in observation.