Automobile cabin assembly process quality problem tracing method and system

Abstract

The present application belongs to the technical field of automobile assembly manufacturing, and provides a vehicle cabin assembly process quality problem tracing method and system, comprising: identifying a high-risk replacement group in an assembly connection group, comparing and analyzing the assembly time of the high-risk replacement group and the multiple historical assembly times of the high-risk replacement group, determining the assembly replacement group, and performing simulation assembly before and after assembly replacement to obtain an assembly problem index library of the assembly replacement group, comparing the assembly problem index library of the assembly replacement group with the historical assembly problem index library of the vehicle anomaly, judging the risk of the assembly replacement group causing the vehicle anomaly, screening the assembly replacement group, updating the standard process file of the vehicle cabin assembly, and tracing the assembly process quality problem. The present application mainly solves the problem difference caused by assembly replacement during tracing, and improves the accuracy of vehicle cabin assembly quality tracing.

Description

Technical Field

[0001] This invention belongs to the field of automotive assembly and manufacturing technology, specifically a method and system for tracing the source of quality problems in the automotive cabin assembly process. Background Technology

[0002] Currently, automotive cabin assembly primarily relies on standard process documents to guide production. These documents detail the assembly steps, sequence, and corresponding time for each component, aiming to ensure consistency and stability in the assembly process and thus guarantee product quality. However, in actual automotive cabin assembly production, existing technologies still present some pressing issues that significantly impact the accuracy of assembly quality traceability and the stability of product quality.

[0003] Current technology lacks an effective mechanism for identifying and evaluating changes in the assembly sequence during automotive cabin assembly. In actual production, due to various reasons, such as temporary adjustments to the supply order of parts and differences in assembly workers' operating habits, inconsistencies may arise between the assembly sequence and standard process documents. For example, the normal assembly process specifies installing the panel before the wiring harness, but in some cases, workers may install the wiring harness first and then the panel. Such changes in the assembly sequence may trigger a series of potential problems, such as stress differences. Over long-term use, these stress differences may cause short circuits, open circuits, and other malfunctions in the wiring harness, seriously affecting the normal operation of the vehicle.

[0004] However, existing assembly quality traceability methods often focus only on the assembly quality of the components themselves, neglecting the potential impact of changing the assembly sequence. During quality traceability, they typically only check whether each component is installed according to the requirements of the standard process documents, lacking in-depth analysis and evaluation of changes in the assembly sequence. This leads to the easy overlooking of differences in problems caused by assembly changes during normal traceability processes, resulting in incomplete and inaccurate traceability results. For example, when a car experiences a wiring harness failure, existing traceability methods might only check whether the wiring harness itself is securely installed and whether the soldering is good, without considering that the failure is caused by stress issues due to the change in the assembly sequence. Therefore, it is difficult to find the true root cause of the problem and implement effective improvement measures.

[0005] Therefore, the present invention provides a method and system for tracing the source of quality problems in the automotive cabin assembly process. Summary of the Invention

[0006] In order to overcome the shortcomings of the prior art, at least one technical problem raised in the background art is solved.

[0007] The technical solution adopted by this invention to solve its technical problem is: a method for tracing the source of quality problems in the automotive cabin assembly process, comprising:

[0008] The automotive cabin assembly is performed according to the standard process documents for automotive cabin assembly, the assembly connection groups are determined, and high-risk replacement groups are identified within the assembly connection groups.

[0009] The assembly time of high-risk replacement groups during component assembly is obtained, the traceability assembly time of high-risk replacement groups is obtained, and the assembly replacement groups are compared and analyzed with the historical assembly time of high-risk replacement groups to identify the assembly replacement groups in the high-risk replacement groups.

[0010] Simulate assembly before and after the assembly swapping group, determine the assembly problem indicators generated after the assembly swapping, and summarize them into an assembly problem indicator library for the assembly swapping group.

[0011] By identifying vehicle anomalies that occur after the assembly of the vehicle cabin, historical assembly problem indicators associated with these anomalies are extracted from historical traceability data and compiled into a historical assembly problem indicator library for vehicle anomalies.

[0012] By comparing the assembly problem indicator database with the historical assembly problem indicator database, the risk of vehicle abnormalities caused by assembly replacement groups is determined, and the assembly replacement groups are screened according to the risk.

[0013] The selected assembly replacement team updates the standard process documents for automotive cabin assembly and traces the source of quality problems in the assembly process.

[0014] Furthermore, the method for identifying high-risk swap groups within the assembly connection group is as follows:

[0015] According to the standard process documents for automotive cabin assembly, the assembly operations of adjacent installation sequences are combined in pairs to obtain the assembly connection group.

[0016] By analyzing the assembly sequence of the assembly connection group within the historical assembly cycle, the assembly changeover frequency value and assembly changeover stability value are obtained, and the assembly changeover risk value is output in combination.

[0017] If the risk value of assembly replacement meets the preset requirements, the assembly connection group will be marked as a high-risk replacement group.

[0018] Furthermore, the assembly change frequency value is the proportion of the number of times the assembly sequence of the assembly connection group is changed within the historical assembly cycle.

[0019] Furthermore, the method for obtaining the assembly replacement stability value is as follows:

[0020] The time point at which the assembly sequence of the assembly connection group is changed is obtained, and the time interval between adjacent assembly sequence change time points is obtained. These are then integrated into an assembly change time interval sequence according to the time sequence. The coefficient of variation of the assembly change time interval sequence is calculated to obtain the stable value of the assembly change of the assembly connection group.

[0021] Furthermore, the process of identifying the assembly replacement group within the high-risk replacement group is as follows:

[0022] Obtain the historical assembly man-hours of high-risk swap groups that have experienced multiple assembly sequence changes within the historical assembly cycle, and integrate them to obtain a historical swap assembly man-hour sequence.

[0023] The assembly time deviation of the high-risk replacement group is calculated by comparing the traced assembly time with each historical assembly time in the historical replacement assembly time sequence.

[0024] If the assembly time deviation is within the assembly time error range, the assembly time deviation will be marked as a qualified time deviation.

[0025] By statistically analyzing the proportion of acceptable time deviations among all assembly time deviations, we can obtain the approximate value of assembly time.

[0026] If the assembly time is close to the preset requirement, the high-risk replacement group is marked as an assembly replacement group.

[0027] Furthermore, the method for obtaining the assembly problem index library of the assembly and replacement group is as follows:

[0028] Simulate assembly before and after the assembly swapping of the assembly swapping group to obtain the assembly indicators before and after the assembly swapping.

[0029] If the assembly indicators before and after the assembly swap are inconsistent, the assembly indicators will be marked as assembly problem indicators and summarized to obtain the assembly problem indicator library of the assembly swap group.

[0030] The method for obtaining the historical assembly problem index database of vehicle anomalies is as follows:

[0031] Based on historical traceability data, all historical assembly problem indicators that led to vehicle abnormalities were extracted and integrated into a historical assembly problem indicator library for vehicle abnormalities.

[0032] The historical assembly problem index database also includes the number of times that historical assembly problem indicators have caused vehicle abnormalities.

[0033] Furthermore, the process for determining the risk of vehicle malfunction due to assembly and replacement is as follows:

[0034] Based on any assembly problem indicator;

[0035] If a historical assembly problem indicator with the same name exists in the historical assembly problem indicator database for vehicle abnormalities, then the assembly problem indicator will be marked as a risk assembly problem indicator.

[0036] Based on the analysis of risk assembly problem indicators, the percentage and frequency of occurrence of problem indicators are obtained, and the impact risk value of assembly replacement group is output in combination.

[0037] If the risk value meets the preset requirements, it means that the risk of the assembly and replacement group causing vehicle abnormalities is high, and the assembly and replacement group is retained; otherwise, it means that the risk is low, and the assembly and replacement group is eliminated.

[0038] Furthermore, the occurrence rate of the problem indicator is the proportion of risky assembly problem indicators in the assembly problem indicator library;

[0039] The frequency value of the problem indicator is obtained as follows:

[0040] Within the historical assembly problem indicator database, obtain historical assembly problem indicators that are identical to risk assembly problem indicators, and count the number of times that historical assembly problem indicators caused vehicle abnormalities. Calculate the ratio of these historical assembly problem indicators to the total number of occurrences to obtain the historical impact frequency of risk assembly problem indicators. Then, average the historical impact frequencies of all risk assembly problem indicators in the assembly problem indicator database to obtain the frequency value of the problem indicator occurrence.

[0041] The total number of times is the total number of times that all historical assembly problem indicators have caused vehicle abnormalities.

[0042] Furthermore, the process of updating the standard process documents for automotive cabin assembly through the selected assembly replacement group and tracing the source of quality problems in the assembly process is as follows:

[0043] The standard process documents for automotive cabin assembly are updated by the selected assembly exchange group, and the source of quality problems in the assembly process is traced. According to the updated standard process documents for automotive cabin assembly, adjacent assembly operations in the standard process documents are identified in turn. If adjacent assembly operations appear in the same assembly exchange group, the assembly problem indicators of the assembly exchange group are traced one by one.

[0044] A system for tracing quality issues in the automotive cabin assembly process includes:

[0045] Assembly Replacement Risk Analysis Module: The automotive cabin assembly is combined according to the standard process documents for automotive cabin assembly to obtain assembly connection groups. By analyzing the assembly connection groups, high-risk replacement groups are identified within the assembly connection groups.

[0046] Assembly and Replacement Determination Module: Obtain the assembly time when high-risk replacement groups assemble components, obtain the traceability assembly time of high-risk replacement groups, and compare and analyze it with the multiple historical assembly times of high-risk replacement groups to determine the assembly and replacement groups in the high-risk replacement groups.

[0047] Problem Difference Index Identification Module: Simulates assembly before and after assembly swapping for the assembly swapping group, determines the assembly problem indexes generated after assembly swapping based on the simulation assembly result report, and summarizes them to obtain the assembly problem index library for the assembly swapping group.

[0048] Historical Issues Index Summary Module: Based on vehicle anomalies that occur after the assembly of the car cabin, extract historical assembly issues related to the vehicle anomalies from the historical traceability results data, and summarize them to obtain a historical assembly issues index library for vehicle anomalies.

[0049] Problem indicator comparison and analysis module: By comparing the assembly problem indicator library of the assembly replacement group with the historical assembly problem indicator library of vehicle anomalies, the module determines the risk of the assembly replacement group causing vehicle anomalies and filters the assembly replacement group according to the risk.

[0050] Source tracing, optimization, and update module: The standard process documents for automotive cabin assembly are updated by the selected assembly replacement groups, and the source of quality problems in the assembly process is traced based on the updated standard process documents for automotive cabin assembly.

[0051] The beneficial effects of this invention are as follows: The automotive cabin assembly is combined according to the standard process documents for automotive cabin assembly to obtain assembly connection groups. By analyzing these assembly connection groups, high-risk replacement groups are identified within them. The assembly man-hours of these high-risk replacement groups during component assembly are obtained, and the traceable assembly man-hours of these high-risk replacement groups are compared and analyzed with multiple historical assembly man-hours of these high-risk replacement groups. Assembly replacement groups are then identified within the high-risk replacement groups. Simulated assembly before and after the replacement is performed on these assembly replacement groups. Based on the simulated assembly results report, assembly problem indicators generated after the replacement are determined, and a database of assembly problem indicators for the replacement groups is compiled. This database is then used to analyze the vehicle assembly results generated after the automotive cabin assembly. For abnormal issues, historical assembly problem indicators associated with vehicle abnormalities are extracted from historical traceability data, and a historical assembly problem indicator library for vehicle abnormalities is compiled. By comparing the assembly problem indicator library of assembly replacement groups with the historical assembly problem indicator library for vehicle abnormalities, the risk of vehicle abnormalities caused by assembly replacement groups is determined. Based on the risk, assembly replacement groups are screened. The standard process documents for automotive cabin assembly are updated based on the screened assembly replacement groups, and the traceability of quality problems in the assembly process is carried out based on the updated standard process documents for automotive cabin assembly. This invention mainly solves the problem differences caused by assembly replacement during traceability, and improves the accuracy of automotive cabin assembly quality traceability. Attached Figure Description

[0052] The invention will now be further described with reference to the accompanying drawings.

[0053] Figure 1 This is a flowchart illustrating the steps of a method for tracing the source of quality problems in the automotive cabin assembly process according to an embodiment of the present invention.

[0054] Figure 2 This is a flowchart of a system for tracing quality problems in the automotive cabin assembly process, as described in an embodiment of the present invention. Detailed Implementation

[0055] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0056] Example 1: Please refer to Figure 1 As shown in the embodiment of the present invention, a method for tracing the source of quality problems in the automotive cabin assembly process includes the following steps:

[0057] Step 1: Assemble the automotive cabin according to the standard process documents for automotive cabin assembly to obtain the assembly connection group. By analyzing the assembly connection group, identify the high-risk replacement group within the assembly connection group.

[0058] In step one, the standard process document for the assembly of the car cabin refers to the normative technical document for the assembly process of each component of the cabin, which includes the normal assembly sequence of each component of the cabin. For example, the normal assembly sequence of components during the assembly of the car cabin is: panel bracket positioning → wire harness pre-installation (through the panel reserved hole) → sensor cable connection → panel fastening → bolt torque tightening (35±2N・m) → electrical function test.

[0059] In step one, the automotive cabin assembly is performed according to the standard process documents for automotive cabin assembly, resulting in the following assembly connection group:

[0060] According to the normal component assembly sequence included in the standard process document for automotive cabin assembly, the assembly operations of adjacent installation sequences are combined in pairs to obtain the assembly connection group.

[0061] For example, the assembly sequence of panel bracket positioning → wire harness pre-installation (through the panel pre-drilled hole) → sensor cable connection → panel fastening → bolt torque tightening (35±2N・m) → electrical function testing can be combined in pairs to obtain the following results for panel bracket positioning → wire harness pre-installation: (panel bracket positioning → wire harness pre-installation), (wire harness pre-installation → sensor cable connection), (sensor cable connection → panel fastening), (panel fastening → bolt torque tightening), (bolt torque tightening → electrical function testing).

[0062] In step one, the method for identifying high-risk replacement groups within the assembly connection group by analyzing the assembly connection group is as follows:

[0063] Obtain the component assembly process sequence when assembling the car cabin multiple times in the historical assembly cycle, compare with the component assembly process sequence, and count the proportion of times the assembly sequence of the assembly connection group is changed during component assembly to obtain the assembly change frequency value of the assembly connection group.

[0064] It should be noted that when the assembly sequence of the assembly connection group is changed during component assembly, it specifically means that the assembly operation sequence is changed. For example, if the assembly operation sequence of (panel bracket positioning → wire harness pre-assembly) is changed, it will become (wire harness pre-assembly → panel bracket positioning).

[0065] By comparing the assembly process sequence of the components, the time points when the assembly sequence of the assembly connection group is changed during the assembly of the components are extracted to obtain the assembly change time points, and then integrated into an assembly change time sequence according to the time sequence.

[0066] In the assembly changeover time series, the time interval between adjacent assembly sequence changeover time points is obtained and integrated into an assembly changeover time interval sequence according to the time order. The coefficient of variation of the assembly changeover time interval sequence is calculated to obtain the assembly changeover stability value of the assembly connection group.

[0067] The assembly replacement frequency value and assembly replacement stability value of the assembly connection group are processed by difference to obtain the assembly replacement risk value.

[0068] In some embodiments, the assembly replacement risk value is compared with the assembly replacement risk threshold;

[0069] If the assembly replacement risk value is less than the assembly replacement risk threshold, it means that the assembly connection group is likely to be replaced, and the assembly connection group is marked as a high-risk replacement group.

[0070] If the assembly replacement risk value is greater than or equal to the assembly replacement risk threshold, it means that the probability of assembly replacement in the assembly connection group is low, and no operation is performed.

[0071] Step 2: Obtain the assembly time of the high-risk replacement group when assembling components, obtain the traceable assembly time of the high-risk replacement group, and compare and analyze it with the historical assembly time of the high-risk replacement group to identify the assembly replacement group in the high-risk replacement group.

[0072] In step two, the process of identifying the assembly swap group within the high-risk swap group is as follows:

[0073] Obtain the assembly time of high-risk replacement groups when assembling components, i.e., the traceable assembly time of high-risk replacement groups;

[0074] Obtain the historical assembly man-hours of high-risk swap groups that have experienced multiple assembly sequence changes within the historical assembly cycle, and integrate them to obtain a historical swap assembly man-hour sequence.

[0075] The assembly time deviation of the high-risk replacement group is calculated by comparing the traced assembly time with each historical assembly time in the historical replacement assembly time sequence.

[0076] In some embodiments, assembly time deviation is compared with assembly time error range;

[0077] If the assembly time deviation is within the assembly time error range, the assembly time deviation will be marked as a qualified time deviation.

[0078] If the assembly time deviation is outside the assembly time error range, the assembly time deviation shall be marked as an unqualified deviation.

[0079] By statistically analyzing the proportion of acceptable time deviations among all assembly time deviations, we can obtain the approximate value of assembly time.

[0080] In some embodiments, an assembly time proximity value is compared with an assembly time proximity threshold;

[0081] If the assembly time is close to the value and equal to the assembly time close to the threshold, it means that the actual assembly time of the high-risk replacement group meets the assembly time under the condition of component assembly replacement multiple times. It means that the assembly sequence of the high-risk replacement group has been changed, and the high-risk replacement group is marked as an assembly replacement group.

[0082] If the assembly time is close to the threshold, no action is taken.

[0083] The purpose of obtaining the assembly swap group is:

[0084] Function 1: The assembly swap group is obtained based on the assembly time analysis corresponding to the high-risk swap group. By reflecting whether the assembly sequence has been changed during the assembly of components through the assembly time, the assembly swap group is identified, which helps to identify the key focus of the traceability when tracing the source of assembly quality problems in the future, thereby improving the traceability efficiency.

[0085] Function 2: The assembly replacement group is also used as a simulated assembly object before and after subsequent assembly replacements. Through simulated assembly, the differences in problem indicators before and after the assembly sequence replacement can be identified, and compared with the influencing factors of vehicle abnormalities during historical assembly processes. Thus, when tracing the source of quality problems, the differences in problem indicators before and after the assembly sequence replacement can be focused on, improving the accuracy of the tracing and preventing the problem differences caused by assembly replacement during the tracing. For example, in normal assembly, the panel is installed first and then the wiring harness is installed. However, installing the wiring harness first and then the panel may cause stress difference problems, which may be ignored during normal tracing, resulting in incomplete tracing.

[0086] Function 3: The assembly and replacement group is also used for subsequent screening and analysis. Based on the screening results, the standard process documents are updated to prevent the lag of the standard process documents from causing errors in the traceability path sequence and to improve the accuracy of traceability.

[0087] Step 3: Perform simulated assembly before and after the assembly swap for the assembly swap group. Based on the simulated assembly result report, determine the assembly problem indicators generated after the assembly swap and compile them into an assembly problem indicator library for the assembly swap group.

[0088] In step three, the assembly problem index library of the assembly and replacement group is obtained as follows:

[0089] Simulated assembly before and after the assembly swapping of the assembly swapping group is performed. Based on the simulated assembly result report, the assembly indicators before and after the assembly swapping are obtained and compared.

[0090] If the assembly indicators before and after the assembly swap are inconsistent, the assembly indicators will be marked as assembly problem indicators, and all assembly problem indicators will be summarized to obtain the assembly problem indicator library of the assembly swap group.

[0091] If the assembly specifications before and after the assembly swap are the same, no operation will be performed.

[0092] Among them, assembly indicators include, but are not limited to, the stress generated after component assembly, assembly error, and assembly performance (wire harness resistance) indicators.

[0093] For example, the simulated assembly process before and after the assembly swap of the assembly swap group is as follows:

[0094] Use CAD software (such as CATIA, UG) to create 3D digital models of parts, including but not limited to: panels (including buckles and mounting holes), wire harnesses (including connectors and clamps), tooling fixtures, and tolerance markings (such as panel hole positions ±0.2mm, wire harness bending radius ≥10mm).

[0095] Import the parameters from the standard process document into the model, including but not limited to: bolt torque (35±2N・m), insertion and extraction force (15-20N), and operating space (≥50mm).

[0096] The assembly parameters, such as the positional relationship and stress of the swapped parts, are output through simulation software (such as DELMIA and Process Simulate).

[0097] Step 4: Based on the vehicle abnormality issues that arise after the assembly of the car cabin, extract the historical assembly problem indicators associated with the vehicle abnormality issues from the historical traceability results data, and summarize them to obtain a historical assembly problem indicator library for vehicle abnormalities.

[0098] In step four, the historical traceability results data includes quality problems that occurred during the assembly of the vehicle cabin in the historical assembly cycle, as well as the assembly problem indicators that caused these quality problems.

[0099] In step four, the method for obtaining the historical assembly problem index database of vehicle anomalies is as follows:

[0100] Based on the vehicle abnormalities that occur after the vehicle cabin is assembled, extract all historical assembly problem indicators that led to the occurrence of vehicle abnormalities from the historical traceability results data, and integrate them into a historical assembly problem indicator library for vehicle abnormalities.

[0101] Among them, the historical traceability results data are traceability results obtained within the historical assembly cycle. It includes various vehicle abnormal problems and corresponding historical assembly problem indicators. The historical assembly problem indicator library not only includes historical assembly problem indicators, but also the number of times the historical assembly problem indicators caused vehicle abnormal problems. For example, the historical assembly problem indicators are stress and assembly error. The vehicle abnormal problem is cabin noise. The cabin noise problem caused by stress occurred 5 times, and the cabin noise problem caused by assembly error occurred 8 times.

[0102] Step 5: By comparing the assembly problem index library of the assembly replacement group with the historical assembly problem index library of vehicle anomalies, determine the risk of the assembly replacement group causing vehicle anomalies, and screen the assembly replacement group according to the risk.

[0103] In step five, the process of determining the risk of vehicle malfunction due to assembly and replacement is as follows:

[0104] Based on any assembly problem indicator in the assembly problem indicator library of the assembly exchange group;

[0105] If a historical assembly problem indicator with the same name exists in the historical assembly problem indicator database for vehicle abnormalities, then the assembly problem indicator will be marked as a risk assembly problem indicator.

[0106] If there is no historical assembly problem indicator that matches the assembly problem indicator in the historical assembly problem indicator database for vehicle abnormalities, no operation will be performed.

[0107] The proportion of risky assembly problem indicators in the assembly problem indicator library of the assembly and replacement group is statistically analyzed to obtain the percentage of occurrence of problem indicators.

[0108] It is understandable that the physical meaning of obtaining the occurrence percentage of problem indicators is that the occurrence percentage of problem indicators reflects the degree of similarity between the assembly problem indicators in the assembly problem indicator library and the historical assembly problem indicators in the historical assembly problem indicator library of vehicle abnormalities. If there are many assembly problem indicators in the assembly problem indicator library that are the same as historical assembly problem indicators, it reflects that the probability of the assembly replacement group corresponding to the assembly problem indicator library causing vehicle abnormality problems is higher, and vice versa.

[0109] Within the historical assembly problem indicator database, obtain the historical assembly problem indicators that are the same as the risk assembly problem indicators, and obtain the number of times that the historical assembly problem indicators caused vehicle abnormalities. Calculate the ratio of these numbers to the total number of occurrences to obtain the historical impact frequency of the risk assembly problem indicators. Then, average the historical impact frequencies of all risk assembly problem indicators in the assembly problem indicator database to obtain the frequency value of the problem indicators.

[0110] The total number of times is the total number of times that all historical assembly problem indicators have caused vehicle abnormalities.

[0111] For example, if stress caused abnormal cabin noise 5 times and assembly error caused abnormal cabin noise 8 times, then the total number of times is 8+5=13.

[0112] It is understandable that the physical meaning of obtaining the frequency value of the problem indicator is that the frequency value of the problem indicator reflects the proportion of times that the same historical assembly problem indicator caused vehicle abnormality during the historical assembly process. If there are many assembly problem indicators in the assembly problem indicator library that are the same as the historical assembly problem indicators, and the higher the proportion of times that the historical assembly problem indicators caused vehicle abnormality, then the higher the probability that the assembly replacement group corresponding to the assembly problem indicator library will cause vehicle abnormality. Conversely, the lower the probability, the lower the probability.

[0113] The impact risk value of the assembly and replacement group is obtained by summing the percentage of problematic indicators and the frequency of problematic indicators.

[0114] In some embodiments, the impact risk value is compared with the impact risk threshold;

[0115] If the impact risk value is greater than or equal to the impact risk threshold, it indicates that the risk of vehicle abnormalities caused by the assembly and replacement group is high.

[0116] If the impact risk value is less than the impact risk threshold, it means that the risk of the assembly and replacement group causing vehicle abnormalities is low.

[0117] In step five, the process of screening assembly replacement groups based on risk is as follows:

[0118] If the risk of vehicle malfunction is high due to the assembly and replacement of groups, then retain them; otherwise, remove them.

[0119] Understandably, by eliminating low-risk assembly and replacement groups, the focus of traceability can be further identified, thereby improving the efficiency of traceability.

[0120] Step Six: Update the standard process documents for automotive cabin assembly through the selected assembly replacement group, and trace the source of quality problems in the assembly process based on the updated standard process documents for automotive cabin assembly.

[0121] In step six, the process of updating the standard process documents for automotive cabin assembly through the selected assembly changeover group is as follows:

[0122] The assembly operations contained in the assembly swap group are rearranged in order, and the position order of the assembly operations in the standard process document is updated according to the rearranged order.

[0123] In step six, the method for tracing the source of assembly process quality problems based on the updated standard process documents for automotive cabin assembly is as follows:

[0124] According to the updated standard process document for automotive cabin assembly, adjacent assembly operations in the standard process document are identified in turn. If adjacent assembly operations appear in the same assembly change group, the assembly problem indicators of the assembly change group are traced one by one.

[0125] The technical solution of this invention is as follows: The automotive cabin assembly is combined according to the standard process documents for automotive cabin assembly to obtain assembly connection groups. By analyzing these assembly connection groups, high-risk replacement groups are identified within them. The assembly man-hours of these high-risk replacement groups during component assembly are obtained, and the traceable assembly man-hours of these high-risk replacement groups are compared and analyzed with multiple historical assembly man-hours of these high-risk replacement groups. Assembly replacement groups are then identified within the high-risk replacement groups. Simulated assembly before and after the replacement is performed on these assembly replacement groups. Based on the simulated assembly result report, assembly problem indicators generated after the replacement are determined, and a database of assembly problem indicators for these replacement groups is compiled. This database is then used to analyze the vehicle... For vehicle anomaly issues, historical assembly problem indicators associated with the vehicle anomaly are extracted from historical traceability data, and a historical assembly problem indicator library for vehicle anomalies is compiled. By comparing the assembly problem indicator library of assembly replacement groups with the historical assembly problem indicator library for vehicle anomalies, the risk of the assembly replacement group causing vehicle anomalies is determined, and the assembly replacement groups are screened according to the risk. The standard process documents for automotive cabin assembly are updated based on the screened assembly replacement groups, and the source of quality problems in the assembly process is traced according to the updated standard process documents for automotive cabin assembly. This invention mainly solves the problem differences caused by assembly replacement during source tracing, and improves the accuracy of automotive cabin assembly quality traceability.

[0126] Example 2: Please refer to Figure 2 As shown in the embodiment of the present invention, a quality problem tracing system for automotive cabin assembly process includes:

[0127] Assembly Replacement Risk Analysis Module: The automotive cabin assembly is combined according to the standard process documents for automotive cabin assembly to obtain assembly connection groups. By analyzing the assembly connection groups, high-risk replacement groups are identified within the assembly connection groups.

[0128] Assembly and Replacement Determination Module: Obtain the assembly time when high-risk replacement groups assemble components, obtain the traceability assembly time of high-risk replacement groups, and compare and analyze it with the multiple historical assembly times of high-risk replacement groups to determine the assembly and replacement groups in the high-risk replacement groups.

[0129] Problem Difference Index Identification Module: Simulates assembly before and after assembly swapping for the assembly swapping group, determines the assembly problem indexes generated after assembly swapping based on the simulation assembly result report, and summarizes them to obtain the assembly problem index library for the assembly swapping group.

[0130] Historical Issues Index Summary Module: Based on vehicle anomalies that occur after the assembly of the car cabin, extract historical assembly issues related to the vehicle anomalies from the historical traceability results data, and summarize them to obtain a historical assembly issues index library for vehicle anomalies.

[0131] Problem indicator comparison and analysis module: By comparing the assembly problem indicator library of the assembly replacement group with the historical assembly problem indicator library of vehicle anomalies, the module determines the risk of the assembly replacement group causing vehicle anomalies and filters the assembly replacement group according to the risk.

[0132] Source tracing, optimization, and update module: The standard process documents for automotive cabin assembly are updated by the selected assembly replacement groups, and the source of quality problems in the assembly process is traced based on the updated standard process documents for automotive cabin assembly.

[0133] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A method for tracing the source of quality problems in the automotive cabin assembly process, characterized in that: include: The automotive cabin assembly is performed according to the standard process documents for automotive cabin assembly, the assembly connection groups are determined, and high-risk replacement groups are identified within the assembly connection groups. According to the normal component assembly sequence included in the standard process document for automotive cabin assembly, the assembly operations of adjacent installation sequences are combined in pairs to obtain the assembly connection group. Obtain the component assembly process sequence when assembling the car cabin multiple times in the historical assembly cycle, compare with the component assembly process sequence, and count the proportion of times the assembly sequence of the assembly connection group is changed during component assembly to obtain the assembly change frequency value of the assembly connection group. By comparing the assembly process sequence of the components, the time points when the assembly sequence of the assembly connection group is changed during the assembly of the components are extracted to obtain the assembly change time points, and then integrated into an assembly change time sequence according to the time sequence. In the assembly changeover time series, the time interval between adjacent assembly sequence changeover time points is obtained and integrated into an assembly changeover time interval sequence according to the time order. The coefficient of variation of the assembly changeover time interval sequence is calculated to obtain the assembly changeover stability value of the assembly connection group. The assembly replacement frequency value and assembly replacement stability value of the assembly connection group are processed by difference to obtain the assembly replacement risk value. Compare the assembly replacement risk value with the assembly replacement risk threshold; If the assembly replacement risk value is less than the assembly replacement risk threshold, it means that the assembly connection group is likely to be replaced, and the assembly connection group is marked as a high-risk replacement group. The assembly time of high-risk replacement groups during component assembly is obtained, the traceability assembly time of high-risk replacement groups is obtained, and the assembly replacement groups are compared and analyzed with the historical assembly time of high-risk replacement groups to identify the assembly replacement groups in the high-risk replacement groups. Simulate assembly before and after the assembly swapping group, determine the assembly problem indicators generated after the assembly swapping, and summarize them into an assembly problem indicator library for the assembly swapping group. By identifying vehicle anomalies that occur after the assembly of the vehicle cabin, historical assembly problem indicators associated with these anomalies are extracted from historical traceability data and compiled into a historical assembly problem indicator library for vehicle anomalies. By comparing the assembly problem indicator database with the historical assembly problem indicator database, the risk of vehicle abnormalities caused by assembly replacement groups is determined, and the assembly replacement groups are screened according to the risk. The selected assembly replacement team updates the standard process documents for automotive cabin assembly and traces the source of quality problems in the assembly process.

2. The method for tracing the source of quality problems in the automotive cabin assembly process according to claim 1, characterized in that: The process for identifying assembly swap groups within high-risk swap groups is as follows: Obtain the historical assembly man-hours of high-risk swap groups that have experienced multiple assembly sequence changes within the historical assembly cycle, and integrate them to obtain a historical swap assembly man-hour sequence. The assembly time deviation of the high-risk replacement group is calculated by comparing the traced assembly time with each historical assembly time in the historical replacement assembly time sequence. If the assembly time deviation is within the assembly time error range, the assembly time deviation will be marked as a qualified time deviation. By statistically analyzing the proportion of acceptable time deviations among all assembly time deviations, we can obtain the approximate value of assembly time. If the assembly time is close to the preset requirement, the high-risk replacement group is marked as an assembly replacement group.

3. The method for tracing the source of quality problems in the automotive cabin assembly process according to claim 1, characterized in that: The assembly problem index database of the assembly and replacement group is obtained in the following way: Simulate assembly before and after the assembly swapping of the assembly swapping group to obtain the assembly indicators before and after the assembly swapping. If the assembly indicators before and after the assembly swap are inconsistent, the assembly indicators will be marked as assembly problem indicators and summarized to obtain the assembly problem indicator library of the assembly swap group. The method for obtaining the historical assembly problem index database of vehicle anomalies is as follows: Based on historical traceability data, all historical assembly problem indicators that led to vehicle abnormalities were extracted and integrated into a historical assembly problem indicator library for vehicle abnormalities. The historical assembly problem index database also includes the number of times that historical assembly problem indicators have caused vehicle abnormalities.

4. The method for tracing the source of quality problems in the automotive cabin assembly process according to claim 3, characterized in that: The process for determining the risk of vehicle malfunctions due to assembly and swapping is as follows: Based on any assembly problem indicator; If a historical assembly problem indicator with the same name exists in the historical assembly problem indicator database for vehicle abnormalities, then the assembly problem indicator will be marked as a risk assembly problem indicator. Based on the analysis of risk assembly problem indicators, the percentage and frequency of occurrence of problem indicators are obtained, and the impact risk value of assembly replacement group is output in combination. If the risk value meets the preset requirements, it means that the risk of the assembly and replacement group causing vehicle abnormalities is high, and the assembly and replacement group is retained; otherwise, it means that the risk is low, and the assembly and replacement group is eliminated.

5. The method for tracing the source of quality problems in the automotive cabin assembly process according to claim 4, characterized in that: The percentage of occurrence of the problem indicator is the proportion of the number of risky assembly problem indicators in the assembly problem indicator library. The frequency value of the problem indicator is obtained as follows: Within the historical assembly problem indicator database, obtain the historical assembly problem indicators that are the same as the risk assembly problem indicators, and count the number of times that the historical assembly problem indicators caused vehicle abnormalities. Calculate the ratio of these historical assembly problem indicators to the total number of occurrences to obtain the historical impact frequency of the risk assembly problem indicators. Then, average the historical impact frequencies of all risk assembly problem indicators in the assembly problem indicator database to obtain the frequency value of the problem indicators. The total number of times is the total number of times that all historical assembly problem indicators have caused vehicle abnormalities.

6. The method for tracing the source of quality problems in the automotive cabin assembly process according to claim 5, characterized in that: The process of updating the standard process documents for automotive cabin assembly through the selected assembly replacement group and tracing the source of quality problems in the assembly process is as follows: The standard process documents for automotive cabin assembly are updated by the selected assembly exchange group, and the source of quality problems in the assembly process is traced. According to the updated standard process documents for automotive cabin assembly, adjacent assembly operations in the standard process documents are identified in turn. If adjacent assembly operations appear in the same assembly exchange group, the assembly problem indicators of the assembly exchange group are traced one by one.

7. A system for tracing quality problems in the automotive cabin assembly process, characterized in that: include: Assembly Replacement Risk Analysis Module: The automotive cabin assembly is combined according to the standard process documents for automotive cabin assembly to obtain assembly connection groups. By analyzing the assembly connection groups, high-risk replacement groups are identified within the assembly connection groups. According to the normal component assembly sequence included in the standard process document for automotive cabin assembly, the assembly operations of adjacent installation sequences are combined in pairs to obtain the assembly connection group. Obtain the component assembly process sequence when assembling the car cabin multiple times in the historical assembly cycle, compare with the component assembly process sequence, and count the proportion of times the assembly sequence of the assembly connection group is changed during component assembly to obtain the assembly change frequency value of the assembly connection group. By comparing the assembly process sequence of the components, the time points when the assembly sequence of the assembly connection group is changed during the assembly of the components are extracted to obtain the assembly change time points, and then integrated into an assembly change time sequence according to the time sequence. In the assembly changeover time series, the time interval between adjacent assembly sequence changeover time points is obtained and integrated into an assembly changeover time interval sequence according to the time order. The coefficient of variation of the assembly changeover time interval sequence is calculated to obtain the assembly changeover stability value of the assembly connection group. The assembly replacement frequency value and assembly replacement stability value of the assembly connection group are processed by difference to obtain the assembly replacement risk value. Compare the assembly replacement risk value with the assembly replacement risk threshold; If the assembly replacement risk value is less than the assembly replacement risk threshold, it means that the assembly connection group is likely to be replaced, and the assembly connection group is marked as a high-risk replacement group. Assembly and Replacement Determination Module: Obtain the assembly time when high-risk replacement groups assemble components, obtain the traceability assembly time of high-risk replacement groups, and compare and analyze it with the multiple historical assembly times of high-risk replacement groups to determine the assembly and replacement groups in the high-risk replacement groups. Problem Difference Index Identification Module: Simulates assembly before and after assembly swapping for the assembly swapping group, determines the assembly problem indexes generated after assembly swapping based on the simulation assembly result report, and summarizes them to obtain the assembly problem index library for the assembly swapping group. Historical Issues Index Summary Module: Based on vehicle anomalies that occur after the assembly of the car cabin, extract historical assembly issues related to the vehicle anomalies from the historical traceability results data, and summarize them to obtain a historical assembly issues index library for vehicle anomalies. Problem indicator comparison and analysis module: By comparing the assembly problem indicator library of the assembly replacement group with the historical assembly problem indicator library of vehicle anomalies, the module determines the risk of the assembly replacement group causing vehicle anomalies and filters the assembly replacement group according to the risk. Source tracing, optimization, and update module: The standard process documents for automotive cabin assembly are updated by the selected assembly replacement groups, and the source of quality problems in the assembly process is traced based on the updated standard process documents for automotive cabin assembly.

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