Can The Solid Window In A Pickup Trucks 3 Panel Slider Be Repaired

Automobile

Background

In 1908 Henry Ford began product of the Model T automobile. Based on his original Model A design outset manufactured in 1903, the Model T took five years to develop. Its cosmos inaugurated what we know today equally the mass production assembly line. This revolutionary idea was based on the concept of simply assembling interchangeable component parts. Prior to this fourth dimension, coaches and buggies had been hand-congenital in small numbers past specialized craftspeople who rarely duplicated whatsoever particular unit of measurement. Ford'southward innovative design reduced the number of parts needed equally well as the number of skilled fitters who had e'er formed the bulk of the associates operation, giving Ford a tremendous reward over his competition.

Ford's start venture into automobile assembly with the Model A involved setting upwardly assembly stands on which the whole vehicle was built, usually by a single assembler who fit an unabridged section of the car together in one place. This person performed the same activity over and over at his stationary assembly stand. To provide for more efficiency, Ford had parts delivered as needed to each work station. In this way each assembly fitter took about 8.5 hours to complete his assembly task. Past the time the Model T was existence developed Ford had decided to use multiple assembly stands with assemblers moving from stand up to stand, each performing a specific function. This process reduced the assembly fourth dimension for each fitter from 8.5 hours to a mere 2.5 minutes by rendering each worker completely familiar with a specific job.

Ford soon recognized that walking from stand to stand wasted fourth dimension and created jam-ups in the production process every bit faster workers overtook slower ones. In Detroit in 1913, he solved this problem by introducing the first moving assembly line, a conveyor that moved the vehicle past a stationary assembler. By eliminating the demand for workers to movement between stations, Ford cut the assembly task for each worker from 2.5 minutes to just nether 2 minutes; the moving assembly conveyor could now pace the stationary worker. The offset conveyor line consisted of metal strips to which the vehicle'south wheels were attached. The metal strips were fastened to a chugalug that rolled the length of the factory and then, beneath the flooring, returned to the beginning surface area. This reduction in the amount of human effort required to assemble an automobile caught the attention of car assemblers throughout the earth. Ford's mass production drove the machine manufacture for near five decades and was eventually adopted by well-nigh every other industrial manufacturer. Although technological advancements take enabled many improvements to modern day automobile assembly operations, the basic concept of stationary workers installing parts on a vehicle as information technology passes their work stations has not inverse drastically over the years.

Raw Materials

Although the majority of an car is virgin steel, petroleum-based products (plastics and vinyls) have come up to stand for an increasingly big pct of automotive components. The lite-weight materials derived from petroleum have helped to lighten some models by as much as xxx percent. Every bit the price of fossil fuels continues to rising, the preference for lighter, more than fuel efficient vehicles will become more pronounced.

Pattern

Introducing a new model of auto generally takes three to 5 years from inception to assembly. Ideas for new models are developed to respond to unmet pubic needs and preferences. Trying to predict what the public volition want to drive in 5 years is no modest feat, yet automobile companies accept successfully designed automobiles that fit public tastes. With the help of reckoner-aided design equipment, designers develop basic concept drawings that help them visualize the proposed vehicle's advent. Based on this simulation, they then construct clay models that tin be studied by styling experts familiar with what the public is likely to accept. Aerodynamic engineers also review the models, studying air-catamenia parameters and doing feasibility studies on crash tests. Only after all models accept been reviewed and accustomed are tool designers permitted to begin building the tools that will manufacture the component parts of the new model.

The Manufacturing
Process

Components

• ane The car assembly plant represents only the final stage in the process of manufacturing an automobile, for it is here that the components supplied by more than four,000 outside suppliers, including company-owned parts suppliers, are brought together for assembly, commonly by truck or railroad. Those parts that will be used in the chassis are delivered to 1 area, while those that will comprise the trunk are unloaded at another.

Chassis

• 2 The typical machine or truck is constructed from the basis upward (and out). The frame forms the base on which the body rests and from which all subsequent assembly components follow. The frame is placed on the assembly line and clamped to the conveyer to prevent shifting every bit information technology moves down the line. From here the automobile frame moves to component assembly areas where complete front and rear suspensions, gas tanks, rear axles and drive shafts, gear boxes, steering box components, wheel drums, and braking systems are sequentially installed.

  

  Workers install engines on Model Ts at a Ford Motor Company plant. The photograph is from virtually 1917.

  The automobile, for decades the quintessential American industrial production, did not have its origins in the U.s.. In 1860, Etienne Lenoir, a Belgian mechanic, introduced an internal combustion engine that proved useful as a source of stationary power. In 1878, Nicholas Otto, a German manufacturer, adult his four-stroke "explosion" engine. By 1885, i of his engineers, Gottlieb Daimler, was edifice the first of four experimental vehicles powered by a modified Otto internal combustion engine. Also in 1885, another German manufacturer, Carl Benz, introduced a three-wheeled, cocky-propelled vehicle. In 1887, the Benz became the first auto offered for sale to the public. By 1895, automotive applied science was dominated past the French, led by Emile Lavassor. Lavassor developed the basic mechanical organisation of the auto, placing the engine in the forepart of the chassis, with the crankshaft perpendicular to the axles.

  In 1896, the Duryea Motor Wagon became the first production motor vehicle in the United States. In that aforementioned yr, Henry Ford demonstrated his first experimental vehicle, the Quadricycle. Past 1908, when the Ford Motor Visitor introduced the Model T, the United States had dozens of automobile manufacturers. The Model T speedily became the standard by which other cars were measured; ten years later, half of all cars on the route were Model Ts. It had a unproblematic four-cylinder, twenty-horsepower engine and a planetary manual giving ii gears forward and one backward. It was sturdy, had loftier road clearance to negotiate the rutted roads of the twenty-four hours, and was easy to operate and maintain.

  William South. Pretzer

• 3 An off-line operation at this stage of product mates the vehicle'southward engine with its transmission. Workers use robotic arms to install these heavy components within the engine compartment of the frame. After the engine and transmission are installed, a

  

  On automobile associates lines, much of the work is at present done by robots rather than humans. In the showtime stages of automobile manufacture, robots weld the floor pan pieces together and assist workers in placing components such as the break onto the chassis.

  worker attaches the radiator, and another bolts information technology into place. Because of the nature of these heavy component parts, articulating robots perform all of the lift and carry operations while assemblers using pneumatic wrenches bolt component pieces in place. Careful ergonomic studies of every assembly chore have provided assembly workers with the safest and most efficient tools available.

Torso

• iv Generally, the floor pan is the largest trunk component to which a multitude of panels and braces will afterwards be either welded or bolted. As it moves downward the associates line, held in place by clamping fixtures, the shell of the vehicle is built. Offset, the left and right quarter panels are robotically disengaged from pre-staged aircraft containers and placed onto the flooring pan, where they are stabilized with positioning fixtures and welded.
• 5 The front end and rear door pillars, roof, and body side panels are assembled in the aforementioned fashion. The vanquish of the automobile assembled in this section of the process lends itself to the use of robots because articulating arms tin easily innovate various component braces and panels to the floor pan and perform a high number of weld operations in a fourth dimension frame and with a degree of accurateness no human workers could ever approach. Robots can pick and load 200-pound (xc.8 kilograms) roof panels and place them precisely in the proper weld position with tolerance variations held to within .001 of an inch. Moreover, robots tin can as well tolerate the

  

  The body is built up on a separate assembly line from the chassis. Robots once once more perform most of the welding on the diverse panels, but homo workers are necessary to bolt the parts together. During welding, component pieces are held securely in a jig while welding operations are performed. Once the trunk shell is complete, it is attached to an overhead conveyor for the painting process. The multi-pace painting process entails inspection, cleaning, undercoat (electrostatically applied) dipping, drying, topcoat spraying, and blistering.

  smoke, weld flashes, and gases created during this stage of production.
• 6 As the torso moves from the isolated weld area of the assembly line, subsequent body components including fully assembled doors, deck lids, hood panel, fenders, trunk hat, and bumper reinforcements are installed. Although robots help workers place these components onto the body beat out, the workers provide the proper fit for nearly of the bolt-on functional parts using pneumatically assisted tools.

Paint

• 7 Prior to painting, the torso must pass through a rigorous inspection process, the body in white performance. The crush of the vehicle passes through a brightly lit white room where it is fully wiped down by visual inspectors using cloths soaked in howdy-lite oil. Nether the lights, this oil allows inspectors to see any defects in the sheet metallic trunk panels. Dings, dents, and any other defects are repaired right on the line by skilled trunk repairmen. Afterward the beat has been fully inspected and repaired, the associates conveyor carries it through a cleaning station where it is immersed and cleaned of all residual oil, clay, and contaminants.
• eight As the shell exits the cleaning station it goes through a drying booth and and so through an undercoat dip—an electrostatically charged bathroom of undercoat paint (called the E-coat) that covers every nook and cranny of the body beat out, both within and out, with primer. This coat acts as a substrate surface to which the top coat of colored paint adheres.
• 9 After the E-coat bath, the shell is again dried in a booth as it proceeds on to the final paint operation. In about machine assembly plants today, vehicle bodies are spray-painted by robots that have been programmed to apply the exact amounts of paint to just the right areas for just the correct length of time. Considerable enquiry and programming has gone into the dynamics of robotic painting in gild to ensure the fine "wet" finishes we accept come up to expect. Our robotic painters have come a long way since Ford's first Model Ts, which were painted by hand with a brush.
• 10 Once the vanquish has been fully covered 1 Five with a base coat of color paint and a clear peak coat, the conveyor transfers the bodies through baking ovens where the paint is cured at temperatures exceeding 275 degrees Fahrenheit (135 degrees Celsius).

  

  The trunk and chassis assemblies are mated about the end of the product process. Robotic arms lift the body shell onto the chassis frame, where human workers and so bolt the ii together. Afterward terminal components are installed, the vehicle is driven off the assembly line to a quality checkpoint.

  After the shell leaves the paint area information technology is ready for interior associates.

Interior assembly

• 11 The painted shell gain through the interior assembly area where workers assemble all of the instrumentation and wiring systems, dash panels, interior lights, seats, door and trim panels, headliners, radios, speakers, all glass except the automobile windshield, steering column and bicycle, body weatherstrips, vinyl tops, brake and gas pedals, carpeting, and forepart and rear bumper fascias.
• 12 Next, robots equipped with suction cups remove the windshield from a shipping container, apply a bead of urethane sealer to the perimeter of the glass, then place it into the body windshield frame. Robots as well pick seats and trim panels and transport them to the vehicle for the ease and efficiency of the associates operator. After passing through this section the shell is given a h2o test to ensure the proper fit of door panels, glass, and weatherstripping. Information technology is now set to mate with the chassis.

Mate

• 13 The chassis associates conveyor and the torso shell conveyor encounter at this phase of production. Equally the chassis passes the trunk conveyor the shell is robotically lifted from its conveyor fixtures and placed onto the car frame. Assembly workers, some at ground level and some in work pits beneath the conveyor, bolt the car body to the frame. Once the mating takes place the automobile gain down the line to receive concluding trim components, bombardment, tires, anti-freeze, and gasoline.
• 14 The vehicle can now be started. From here it is driven to a checkpoint off the line, where its engine is audited, its lights and horn checked, its tires balanced, and its charging organisation examined. Any defects discovered at this stage require that the car be taken to a central repair expanse, unremarkably located near the end of the line. A crew of skilled trouble-shooters at this stage clarify and repair all problems. When the vehicle passes final audit information technology is given a price label and driven to a staging lot where it will await shipment to its destination.

Quality Control

All of the components that go into the automobile are produced at other sites. This means the thousands of component pieces that comprise the car must be manufactured, tested, packaged, and shipped to the assembly plants, ofttimes on the same day they will exist used. This requires no modest amount of planning. To accomplish it, nigh car manufacturers require outside parts vendors to subject area their component parts to rigorous testing and inspection audits similar to those used by the assembly plants. In this way the associates plants can anticipate that the products arriving at their receiving docks are Statistical Process Command (SPC) approved and costless from defects.

Once the component parts of the automobile begin to be assembled at the automotive factory, production control specialists tin follow the progress of each embryonic automobile by means of its Vehicle Identification Number (VIN), assigned at the start of the production line. In many of the more advanced assembly plants a small radio frequency transponder is fastened to the chassis and flooring pan. This sending unit carries the VIN data and monitors its progress forth the assembly process. Knowing what operations the vehicle has been through, where it is going, and when it should arrive at the adjacent assembly station gives production management personnel the ability to electronically control the manufacturing sequence. Throughout the assembly process quality audit stations go on track of vital data concerning the integrity of various functional components of the vehicle.

This idea comes from a alter in quality command ideology over the years. Formerly, quality control was seen equally a final inspection process that sought to find defects merely afterward the vehicle was built. In contrast, today quality is seen as a process congenital right into the blueprint of the vehicle too every bit the assembly process. In this way assembly operators can stop the conveyor if workers discover a defect. Corrections tin then be fabricated, or supplies checked to determine whether an unabridged batch of components is bad. Vehicle recalls are costly and manufacturers do everything possible to ensure the integrity of their production before it is shipped to the customer. Afterward the vehicle is assembled a validation process is conducted at the finish of the associates line to verify quality audits from the various inspection points throughout the assembly process. This concluding inspect tests for properly fitting panels; dynamics; squeaks and rattles; functioning electrical components; and engine, chassis, and cycle alignment. In many assembly plants vehicles are periodically pulled from the inspect line and given full functional tests. All efforts today are put along to ensure that quality and reliability are built into the assembled product.

The Futurity

The development of the electrical automobile will owe more than to innovative solar and aeronautical engineering and avant-garde satellite and radar technology than to traditional automotive pattern and construction. The electric car has no engine, exhaust system, transmission, muffler, radiator, or spark plugs. It will require neither tune-ups nor—truly revolutionary—gasoline. Instead, its power will come from alternating current (AC) electrical motors with a brushless blueprint capable of spinning up to 20,000 revolutions/minute. Batteries to power these motors will come from high performance cells capable of generating more than 100 kilowatts of power. And, unlike the lead-acid batteries of the past and present, futurity batteries will be environmentally rubber and recyclable. Integral to the braking system of the vehicle volition be a power inverter that converts directly electric current electricity back into the battery pack organisation once the accelerator is let off, thus interim as a generator to the battery system even as the automobile is driven long into the future.

The growth of automobile use and the increasing resistance to road building have made our highway systems both congested and obsolete. But new electronic vehicle technologies that permit cars to navigate around the congestion and even bulldoze themselves may before long get possible. Turning over the performance of our automobiles to computers would mean they would get together data from the roadway virtually congestion and discover the fastest route to their instructed destination, thus making better use of limited highway infinite. The advent of the electric car will come considering of a rare convergence of circumstance and ability. Growing intolerance for pollution combined with boggling technological advancements will change the global transportation epitome that will carry u.s. into the twenty-first century.

Where To Acquire More

Books

Abernathy, William. The Productivity Dilemma: Roadblock to Innovation in the Motorcar Manufacture. Johns Hopkins University Press, 1978.

Gear Blueprint, Manufacturing & Inspection Transmission. Guild of Manufacturing Engineers, Inc., 1990.

Hounshell, David. From the American Organisation to Mass Product. Johns Hopkins University Press, 1984.

Lamming, Richard. Beyond Partnership: Strategies for Innovation & Lean Supply. Prentice Hall, 1993.

Making the Car. Motor Vehicle Manufacturers Clan of the United States, 1987.

Mortimer, J., ed. Advanced Manufacturing in the Automotive Industry. Springer-Verlag New York, Inc., 1987.

Mortimer, John. Advanced Manufacturing in the Automotive Industry. Air Science Co., 1986.

Nevins, Allen and Frank E. Loma. Ford: The Times, The Man, The Company. Scribners, 1954.

Seiffert, Ulrich. Automobile Technology of the Future. Society of Automotive Engineers, Inc., 1991.

Sloan, Alfred P. My Years with Full general Motors. Doubleday, 1963.

Periodicals

"The Secrets of the Production Line," The Economist. October 17, 1992, p. S5.

— Rick Bockmiller

Source: http://www.madehow.com/Volume-1/Automobile.html

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