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Week 1451-1502 INTERNSHIP REPORT
Submitted by
Vinay Adithya
Dept. of Electronics &
Communications
Undertaken At Volvo India Pvt. Ltd, Bengaluru, Karnataka

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This is to certify that the Industrial Exposure is the bonafide work of Mr G P
Vinay Adithya, bearing Roll. No: 12N31A0453, 3RD
Year B.Tech in Electronics
& Communications Engineering from Malla Reddy College of Engineering And
Technology (MRCET), Telangana carried out during the period 22nd
December
2014 to 21st
January 2015.
Place: Bengaluru
Project Guide
AR MANGALAVALLI
Technical Preparation CVD, GTO,
Volvo India Pvt. Ltd.
CERTIFICATE

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ACKNOWLEDGEMENT
Dreams do come true. Yes, the past one month’s experience at Volvo India Pvt.
Ltd was the realization of an engineer’s dream, my dream. I owe my sincere
gratitude to the people who have contributed to this wonderful experience.
I shall go about thanking my principal Dr. V. S.K Reddy first without whose
support; I couldn’t have been typing this acknowledgement. I am extremely
grateful to the Director of ECE dept. Prof. Sanjeev Reddy and to the Head OF
ECE Dept. Prof. Srinivas Rao, for granting me this opportunity and also, for
their constant encouragement.
I use this opportunity to express my deepest gratitude to Mr. Stefan Berglin –
Site Manager Bangalore –QEKD - GTO, Volvo India Pvt. Ltd. - for providing
this prestigious opportunity to me. I also thank my guide, Mrs. AR Mangalavalli
-Technical Preparation CVD, GTO, Volvo India Pvt. Ltd. - who despite her
busy schedule, took time out to hear, guide and introduce me to the various
learning centers and contacts within GTO and thereby helped me to enrich my
learning experience.
It is my radiant sentiment to place on record my best regards and deepest sense
of gratitude to the following people for their careful and precious guidance
which were extremely valuable for my study both theoretically and practically.
Mr. Harshavardhan, SW Process Controller SW/EL, GTO
Mr. Nilesh Kalmegh, Technical Preparation CVD,GTO
Mr.Anoop Srikantaswamy, Technical Preparation CAB, GTO
Mrs. Madhavi, Technical Preparation SW/EL,GTO
Mr. Mallikarjun, Production Engineer, C&VA, Hoskote
Mr. Rakesh, Technical Preparation,VMVE,GTO
Mr. Bibin, Technical Preparation CAB division, GTO
Mr. Sreekumar, Portfolio Manager, APAC, Business Office
I would also like to thank my extended family for the time they spent with me,
for their hospitality and for always doing their best to make my stay merry and
pleasant. I feel lucky to have them. And lastly I thank my sister and my parents,
for the love, support and confidence they have shown.
I perceive this opportunity as a head start to my career’s development. And will
use the gained knowledge in the best possible way to brighten my career
objectives. Hope to continue cooperation with all of you in the future.

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This report documents the work done during my Internship/ Industrial Exposure
at Volvo India Pvt. Ltd .This report first, shall give an overview about the
company’s profile and operations performed in the GTO QEKD dept. at
Brigade Metropolis, Bengaluru. Furthermore, I have given an in depth
description of the work executed in the plant at Hosakote, Bengaluru.
The report shall also include an elaborate study on the administration of
PROSIT+ software in the factory, with analysis on the operation types,
hardware and software components. Also enlightening aspects of future works
which can be persuaded as an advancement of the current work.
I have tried my best to keep the report simple yet technically correct. I hope to
succeed in my attempt.
Vinay Adithya
ABSTRACT

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Table of contents
Title Page ....................................................................................................................................1
Certificate ...................................................................................................................................2
Acknowldegement......................................................................................................................3
Abstract.......................................................................................................................................4
Abbrevations & Designation:....................................................................................................7
ECU Message IDs .....................................................................................................................8
Chapter -1 Introduction .....................................................................................................................9
1.1 Volvo’s History................................................................................................................9
1.2 Volvo’s Heritage & Vision .............................................................................................9
2.0 Volvo’s organization structure..........................................................................................9
2.1 Group Trucks Technologies GTT.................................................................................10
2.2 Group Trucks Operations GTO.....................................................................................10
2.2.1 SW/EL QEKD dept. .....................................................................................................11
2.2.2 SW/EL Product Design.................................................................................................12
3.0 Vehicle Manufactuing & Validation.............................................................................12
Chapter-2 Frequently used Nomenclatures & Tools Within Volvo..........................................13
1. Project Nomenclatures...................................................................................................13
2. Part Numbers .................................................................................................................13
3. KOLA ............................................................................................................................13
4. PROTUS .................................................................... Error! Bookmark not defined.13
5. Green OK.......................................................................................................................14
5.1 Bill Of Material BOM....................................................................................................14
6. Sprint..............................................................................................................................14
Chapter-3 @ The Factory/Plant ....................................................................................................15
1. Logistics........................................................................................................................15
2. Inception Of Assembly ................................................................................................ 15
3. Assembly on the Eicher and Volvo lines ......................................................................16
3.1 Eicher line................................................................. Error! Bookmark not defined.16
3.2 Volvo Line ....................................................................................................................16
3.3 Paint Shop.....................................................................................................................18
4. Offline Tests..................................................................................................................18
5. Something unique about Volvo Trucks.........................................................................19

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Chapter-4 PROSIT+.....................................................................................................................20
1. Prosit+ HW setup..........................................................................................................21
2. Prosit+ tools ..................................................................................................................21
3. ESW SWDL.................................................................................................................22
Chapter-5 CAN Basics..................................................................................................................23
1.1 Basic CAN…………………………………………………………………………… 23
1.2 Full CAN…………………………………………………………………………….. 23
2. CAN Gateway………………………………………………………………………...23
3. CAN Repeater………………………………………………………………………...24
CONCLUSION…..………………………………………………………………………………………………………………………….25

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Control units and Abbreviations
ABS =Anti -lock Braking system
Audio =Sound system, containing radio, music etc.
BBM =Body Builder Module, controls function to do with the bodywork
ECC =Electronic Climate Control, control system for air conditioning
ECS =Electronic Controlled Suspension, electronic control of air suspension
EBS =Electronic controlled Brake System, electronic control of disc brakes
EECU =Engine Electronic Control Unit, electronic monitoring of engine functions
ESP =Electronic Stability Program, auxiliary program which stabilises a vehicle combination
during emergencies
FMI =Failure Mode Identifier, identification of fault types
GECU =Gear lever Electronic Control Unit, monitors gear position and driving program for
Gear-tronics, I -shift and Power tronic transmissions
ICU = Immobilizer Control Unit, controls engagement and disengagement of start interlock
Instrument =Instrument control unit processes input signals from control units and sensors for
driver information.
LCM =Light Control Module, controls and regulates the external lighting of the vehicle
RECU =Retarder Electronic Control Unit, control unit which controls the auxiliary braking
system.
SRS =Supplemental Restraint System, system for airbag and seat belt tensioner
SWM = Steering Wheel Module, steering wheel button control unit
TECU=Transmission Electronic Control Unit, control unit for gear shifting with Gear-tronic,
I -shift and Power tronic transmissions.
VCADS =Volvo Computer Aided Diagnostic System, Volvo's computerised diagnostic
system.
QEKD = Quality Engineering Knock Down
GTO= Group Trucks Operations
GTT= Group Trucks Technologies
GTS= Group Trucks Sales

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ECU Messenger IDs (MIDs)
EMS Engine Management System
TECS Transmission ECU
EBS Electronically controlled braking system
IC Instrument cluster
SCU Satellite communication unit
VECU Vehicle controlled suspension
ECS Electronically controlled suspension
ICU Immobilizer ECU
DECU Display ECU, instrument
FMS Fleet management system
RAS Rear axle steering
LCM Light control module
ACC Adaptive cruise control
RECU Retarded ECU
GECU PS Gear level ECU, Power tronics
GECU AGS Gear level ECU, gear tronics
GS-ECU Gear level ECU, I-shift
SRS Supplemental restraint system
BBM Body builder module

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INTRODUCTION
Volvo (I Roll) is an automotive giant, which makes the safest automobiles and heavy
machinery. And is now the world’s largest manufacturer of heavy duty trucks after acquiring
45% of a new subsidiary of DFG, Dongfeng commercial vehicles (DFCV).
The firm is massive with R&D facilities and Plants located in 18 countries and sales in over
190 countries. 3 out of those 18 facilities are located in the A-PAC, Asia Pacific region. And
I was privileged to do my internship at the Bengaluru facility in India.
1. Volvo’s History
When Volvo manufactured its first automobiles in 1927, the first truck was already on the
drawing table and in early 1928, the LV series 1 was presented to the public. Though it, by
modern standards, was merely a truck, it was an immediate success.
1.1 Volvo’s Heritage and Vision
Quality, Safety and Environmental care are the core values that form the Volvo Group's
common base and are important components of the corporate culture here. Energy, Passion
and Respect for individual are not just preached at Volvo, but are found in the eyes of every
employee. The Volvo Group's vision is to become the world leader in sustainable transport
solutions by creating value for customers in selected segments
2. Volvo’s organization structure

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The Volvo group offers services such as, Volvo buses, construction equipment, Volvo Penta,
Volvo financial services and Volvo trucks. All the brands have sales in the EMEA, Europe
Middle Eastern Africa, America and in the A-PAC.
Although some brands are focused on specific regions of the world, Volvo Trucks is a global
brand. Volvo trucks division is associated with five other truck manufacturers, which are UD
in Japan, Eicher in India, Mack in the USA, Renault in the Europe, Dongfeng in China. Out
of which Volvo has complete ownership in UD trucks, Mack trucks and Renault Trucks. And
runs a joint venture with Eicher India and Dongfeng
All of this is managed by three enormous departments- Group Trucks Technologies (GTT),
Group Trucks Operations (GTO) and The Group Trucks sales (GTS).
2.1 Group Trucks Technologies GTT
It is a worldwide entity supporting the Group Trucks and Business Areas within the Volvo
Group. Providing state-of-the-art research, engineering, product planning and purchasing
excellence to final delivery of complete products and also support the products in the
aftermarket.
The GTT organization is spread across the world. With about 10 000 employees working in
global teams on international projects. The GTT is the R&D hub in the group trucks.
2.2 Group Trucks Operations GTO
GTO is the truck industrial entity within the Volvo Group responsible for Truck
manufacturing, including Cab & Vehicle Assembly, Powertrain Production, Logistics
Services, Parts Distribution and Remanufacturing.
Group Trucks Operations manufactures state-of-the-art products for the brands of the Volvo
Group. It has a global industrial footprint that offers an opportunity to an international world
class industrial environment, where continuous improvement and productivity improvement
is driven through Volvo Production System (VPS). There are several departments functioning
under GTO. The schematic below shows these respective divisions.
GTO QEKD
Quality &
environment
SW/EE Power
Train
CAB VMVE CVD Product
project

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Overview:
There are 45 plants and 54 distribution centers in total. The organization includes
approximately 34,000 employees in 36 countries.
The QEKD dept. is where I have undergone my Internship/ Industrial exposure and worked
with the Software/Electrical Technical Preparation team.
2.2.1 SW/EL Tech Prep
The SW/EE team’s overall mission is to manage and execute the global Embedded Software
and Electrical manufacturing of engineering processes within Group Truck Operations
(GTO). Their key role is to
 Provide engineering competence across regions with clear mandate and global
perspective.
 Align manufacturing processes across regions and plants towards QDC efficiency
 To steer product development in delivering solutions adapted for manufacturing.
The main deliverables are:
 Manufacturing strategies, pre-requisites and requirements
 Master process definitions and manufacturing processes harmonization across regions
 New manufacturing process technology developed and validated in pilot plant
 Product changes verified and signed-off, including adaption of processes
 QJ-solving and support to maintenance activities
 Time set DCN’s related to SW&E
 Released Operations for Software download and diagnostics

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2.2.2 SW/EL Product Design
The Product Design office for VIPL is located at the Bhagmane tech park. The workplace
here comes under the GTT dept. Volvo India’s test lab is located in this office. The lab
consists of box trucks where, simulations of hardware components can be performed ex:
performance simulation of head lamps, fuel injectors, battery box, ECU interface etc.
3. Virtual Manufacturing & Validation
With certain design and analysis soft wares such as PRO ENGG, CREO PRO & DELMIA
we can virtually detect all the flaws in a particular design. The design which is approved by
the Product Development dept. is scrutinized and rectified for errors using these soft wares.
The design flaws are then identified and reported back to PD dept. for any changes to be
made. Even the smallest misalignment is not ignored and is rectified immediately.
The software gives a 3-D view of the truck and can run simulations of each component being
assembled from which the assembly errors can be identified, if any. There is also a provision
to record them.Every single part can be assembled virtually. This is done by feeding the
system software with accurate dimensions and material strength details. Thereby overcoming
errors due to part dimensions. The errors which can be rectified are the misalignment errors
and simulation errors for which the entire structure associated to that part is restructured. This
way, the physical feasibility of the truck is obtained.
Moreover once the design specs are fed, the software is also capable of auto aligning the
parts. That is, the common parts are aligned by the cad software. But either ways, proper
monitoring is always done.
The CAD soft ware is used to create the Design For sales and Design For Assembly.
(DFS/DFA).
Using this we have a major advantage of
 Filling in the simulations
 Space analysis
 Automatic clash detection
 Kinematic simulation
 Reduction in errors up to 80% and
 Tool accessibility
The Validation checks also help to identify if the assembly Process involved in a certain
component/ product class fall within the safe zones as described in the Volvo Ergonomic
Standards such as:
 The green zone – The most recommended zone for working
 The yellow zone - An alternative to the green zone and
 The red zone - Indicates a complete no clear region.

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Frequently used Nomenclatures and Tools within GTO
1. Project Nomenclatures
Every project is given a four digit codename preceded by the letter ‘P’. Example P9103
(Ongoing project).The first digit of the four specifies the region of work it is associated with.
Where, 9 specific to A-PAC, 2 is for Europe, 6 is Sweden and 7 is specific to the USA. The
last two digits change when the project has sub divisions. Example 9153, 9154, 9175
2. Part Numbers
The Part Number is a unique code assigned to every component. The parts are coded with
certain address locations represented by alphabets present in them. This makes it easy while
sending the parts to particular stations on the assembly lines and various storage locations.
The information regarding all the part numbers are uploaded in KOLA
3. KOLA
KOLA is a Product Data Management system used within Volvo for the trucks, Volvo CE,
Volvo Bus, Volvo Penta and GTT Parts. Kola’s main purpose is to house the design
documentation. It acts as a product life cycle management tool, which is also the ground for
all systems. KOLA is used to give the engineering departments the ability to see their design
solutions from a common point of view.
KOLA is an acronym for KOnstruktionsdata LAstvagnar, which stands for design data in
trucks.
4. Protus
It is the system used for prototype development within several sectors in the Volvo Group.
The name PROTUS is an acronym for Prototype-follow-Up-System.
Protus is a vital tool that allows us to specify a test prototype, to support the building of the
prototype and to report assembly problems or deviations. It also supports the testing of the
prototype and to report problems linked with the production process.
Protus also houses an area for factory reporting and follow up (PROTUS-F).
In Protus, all the issues are logged. It keeps track on all the problems that arise and are
present in a particular product specification.

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5. Green Ok
A Green OK (GOK) is a term used to state the completion of Production and handover to
Sales team. A GOK truck means that the truck is “FIT” to be sold in the right Quality. The
quality which should be achieved within a Volvo truck, must meet the customer’s demands,
i.e. what the customer is expecting to receive. The quality aspect involves functionality,
visualisation and delivery precision.
Everyone involved in Production must be aware of the process’s requirements to ensure that
each production step reaches the quality level that the next production step requires. When
this is ensured, along with all software checks at the final station, the truck is certified as
Green OK.
5.1 Bill of Material (BOM)
The BOM is the list of material that is created for every truck. This list defines what material
is needed for the specific truck, as every truck has variants depending on the customers’
requirements. And shall therefore include parts to be assembled and included on the Truck, in
the correct quantity. The accuracy of the BOM ensures that the correct parts are used. The
aim is to secure the parts to the right point of use at the correct time and with right quality.
6. SPRINT
SPRINT is a data base which has information to operators on the assembly of various parts
that go into a Truck. This is the basic Assembly Instructions which form an important aspect
of Assembly. This data base varies with every Plant/Product Class. Its access is restricted to
people operating in the plant. It also provides information on Use Points to the logistics team
so that the right Part Numbers are issued to the respective stations.

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@ The Factory/Plant
Volvo India’s manufacturing/assembly Plant for trucks & buses is one mammoth factory
located at Hosakote, Bengaluru. The plant is spread over 100 acres of land and is a jaw
dropping sight to watch. It’s so big, one could easily get lost in it. The layout of the plant is
displayed at almost every corner. All the station operators and employees, work collectively
to complete a task. For obvious reasons the factory is restricted to authorized personals only.
1. Logistics
There are two assembly lines. Eicher truck’s assembly/production line and Volvo truck’s
assembly/production line. The functions of each start at the logistics division. For the Eicher
truck, the primary parts such as axels and gear systems come assembled from it’s Pritampur
plant in Madhya Pradesh. And for the Volvo trucks, the parts are imported from Sweden and
other local dealers.
Components which are sent to the stations are having part numbers .The task in hand for the
logistics dept. is quite difficult, as the estimated error rate is the highest during imports and
exports. The errors encountered are bad codes, faulty parts and mess up in order count.
For the Eicher trucks the logistics dept. has a 50% import from local dealers, 40% from china
and another 8% from Thailand.
2. Inception of assembly
At the start of the assembly in the first station, the parts are brought in from the storage area.
And from this point on (from stage one), the truck is said to be online. The assembly line
resembles a fishbone structure, with parts coming in from either side onto the main line,
where either operators or machines assemble them. The pre assembly and sub assembly lines
integrate the parts together and send it to the base module. There is a myriad of individual
parts known as kit parts; these kit parts when combined form a module of parts. Application
of this module is known as module strategy.
Sub assembly line
Final assembled product
Main assembly line
Incoming part

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3. Assembly on the Volvo and Eicher lines
3.1 Eicher line
Eicher’s assembly has 3 main lines. Base module, Chassis main line and CAB trim line. The
assembly starts at the frame line. There are four stations on this line, and this is where the
chassis are brought in. the chassis is the skeleton of a truck. At the end of the four frame
stations the chassis of the truck will be completely assembled using riveting joints, cross
members, harnesses and bolts.
 The rivets are fixed with pneumatic guns under high pressures of about 650 kg/cm
 Rigid suspension, piped cables, fuel lines and brackets are also assembled in these
frame lines.
 The PA pipes have different thickness from 4mm to 16 mm and vary in multiples of
4. A hose cutting machine is used to cut the pipes by using high pressures nozzles.
 The suspensions are made of heavy iron materials and are coated with substances that
prevent is from corrosion. They have small hard rubber bumps attached, to damp the
additional forces.
The now assembled chassis is moved to the main line via carriers.
 The main line starts at DM00 and terminates at DM10. And in the process the chassis
is introduced with ‘V’ stray mountings and brackets.
 At the second & third stations the axel drop and engine, clutch and gear box drop
takes place. And this is known as the marriage point.
 It further proceeds with silencer and air cleaners and a 5th
wheel joint if required.
 Dm06 station is where the pre-assembled cab is dropped.
 The mudguards, FUPs (front under protection), tire and wheel nuts tightening take
place at the 7th
, 8th
and 9th
stations.
 At the 10th
and final station the checking and testing ops are performed. Media filters
comprising of, the AC gas tank, clutch oil tank, windshield washer containers, diesel
filling tanks and the ad-blue fillings containers are checked for proper functioning.
Once all the tests and the upstart, are done, the vehicle is fully functional and the truck
is now said to be offline.
3.2 Volvo line
The Volvo truck’s assembly is both high end and complex. The stations have more operators
and are slightly advanced when compared to the Eicher line. A schematic of the Volvo line is
presented below.

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Pre-Assy
CAB Weld
Welding,
moulding,
puncturing,
shaping of the
cab, from the
scratch.
Green
OK
Retro/
paint
touch
up
Station 60400
software check, wheel alignment
check, air pressure check,
leakage test, using Prosit+ SW.
Station 60300
Cab drop, criticality class 1, fuel
tank, cab suspensions, minor
fixings, sensors, exhaust check
Station 60200
Truck-Engine marriage point,
exhaust pipe, noise seals, tail
lamps, headlamps, radiator joint.
Station 60150
Tire, axel assembly, wheel
suspensions, transmission, wheel
butts, pneumatic pipes, U bolts.
Station 60100
Chassis tilting, wiring, air tanks,
fuel filters, oil separators, knobs
Station 60050
Brackets, routings, harness
connection, nipples
Station 60000
Frame Member riveting, Cross
members, Chassis Brackets
EATS
Powertrain
Module
Battery
Box/Air tanks
Battery
Box/Air Tanks
PA Pipe
cutting
Final
Instrumentpanels,clusterbox,ECU’s,Trim
Assembly,PerAssyofHeadlamp,Bumper,
Valvesetc.,Harness
Paint
Shop
CabAssemblyline

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As seen in the above structure, the assembly line (orange), begins with the chassis frames and
then proceeds further through 6 more stations to finally come out as a complete truck. The
cab line is shown in green trapezoids, where the metal frame of the cab is built in the cab
weld area (dark green), which then travels to the paint shop (red), and comes out as a body in
white to, the stage one of the cab assembly line. The individual assembling of parts such as
axels, engines, radiators, suspensions, exhausts take place to the left of the main line and are
brought in at their corresponding stations.
Once the truck clears the main line, it is said to be offline and goes to the retro bay area, for
clearing the tests which weren’t Okayed at the previous stations.
In case of misalignments or failure in the functioning of a part, the verification is not done
then and there. The truck is continued to be built, as the line has a clocked Takt time which
has to be followed. The check marking of all the flaws are later done in the Retro bay area
when the truck is offline.
 Takt time is defined as the time difference between two consecutive trucks coming
out of the assembly line. It is the average unit production time needed to meet
customer demand.
3.3 In the paint shop
The galvanized steel body of the cab, which was welded, chiseled and shaped to perfection in
the cab weld area, is first sprayed with an anti-oxidant and heated to about 100 degrees
centigrade in hot air incubators. Once the metal cab cools down significantly, it is taken to the
paint area and is given layers of paint one after another and finally an atmosphere protectant.
In India on environmental grounds, low temperatures between 80c-100c are used for this
baking process. Other methods include baking at close to 120c which is not required for the
metal used.
 Baking process is used to heat dry the pigmented paint. The thicker the paint layer,
higher the cost. Application of the paint is done in almost 9 stages. At each stage the
body in white is coated with a new layer.
4. Offline tests
Once the truck specs are check marked while it was online, it now has to undergo physical
performance examinations.
 Side slip test: the truck is monitored for stability on the road, analyzing the deviation
the truck makes when the steering is kept straight. According to the company’s
standard expectations, a deviation of 3 meters over 1 km is acceptable.
 Wheel alignment test: the lock to lock turning angle is measured and the error is
estimated and minimized.

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 Shower test: to determine the cabs resistivity to water, it is passed through a chamber
which sprays water under a pressure of 5 bar.
The concept of a 5th
wheel is present in the Eicher /Volvo truck as per the consumer’s
demand. The Eicher truck offers 5 variants, with 2 tractor models. Whereas the Volvo truck
has 3 variants with only rigid truck models. The tipper for both the trucks is supplied by
HYVA. The tyres used In the Volvo trucks are manufactured by Big Wheels, Good Year,
MRF, Apollo and JK.
5. Something unique about the Volvo trucks
The Volvo truck offers single and twin front axle system as variants. The dual front axle
system allows both the front axels to turn, eventually reducing the radius of turn. This is
known as Relative Movement of the axels, executed due to a linkage present between them.
A propeller shaft running from the engine to the rear axles via the gear box provides torque to
the Rear axles. The number of Propellor shafts to be used in the truck is determined based on
the axle configuration ordered by the Customer. The V –Stay prevents the rear axles from
movement by joining their axel frames to the cross membrane
The solenoid valves have an electronic as well as pneumatic valve inlet. So, basically the
electronic signal commands the intake of the pneumatic air pressure, making it more of a
switching operation.
Every peripheral in the truck follows a fundamental logic. Which is that, every part needs to
have an input, a processor for the input and an output generation system in the processor
itself.
The battery box is covered with a slip resistant, rigid black surface. Since it is a usually a
walkable area or a standing area it is made highly non slippery. In trucks with Rear Tag axle,
there are air bellows present which raise the first rear axle, in order to have no surface contact
when its use is not required. The pressure in the air bellows come from the pneumatic air
tanks which fill and dissipate the air as per command.
The heavy duty trucks produced by Volvo are majorly used in the mining industry, where the
combustion factor due to heat and friction is always high. And since these combustible
substances are also present at ground levels the exhaust vents are faced to release the smoke
upwards. Volvo also offers Horizontal, Right and Rear Exhaust variants.
Fuel filters are used to supply good quality of fuel from Fuel tank to Engine. The filter
removes dust particles and ensures clean fuel to engine. The Air Dryer in the truck absorbs
the water components in the fuel which come in due to external atmospheric conditions such
as rain.

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.PROSIT
PROduction System Integrated Tools
PROSIT is Volvo group's official Production tool, used for the SWDL, testing and handling
of embedded software (ESW). An overview of the tool is presented in the content below.
Every plant in the Volvo group uses this Production tool, be it for the production of trucks,
buses, construction equipment or even marine equipment owing to its common architecture.
PROSIT is basically used for
 Programming (SWDL)
 Checking
 Testing
 Altering ECU parameters
 Reading/resetting fault codes
 Calibrating
1. PROSIT HW setup
The Prosit+ setup consists of below parts
 PSC2 cabinet
 Power supply
 Fixtures and adapters
 Cables
 Computer with Prosit+ applications
Bar code reader
AC 230V
PC
(With keyboard and
Display)
AC 230V
Power
supply
PSC2 cabinet
UWA
Interfac
e
AC 230V
UWA
Interface
Factory network
AdapterFixture
Acm

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Power supply control (PSC)
It replaces the battery in the vehicle when connecting the PROSIT client directly to ECU, via
fixture or adapter cable.
It is a virtual battery, with all the four levels (Off, Accessory, Ignition On and Crank-Vehicle
modes) that varies with the software used.
Power Supply
To power up the PSC unit
Fixture, Adapters and cables
To connect ECUs .decision on fixture or adapter depending on the need.
2. PROSIT Tools:
Prosit+ consists of four main tools, with each having a specific functionality.
P+ Designer: Used to develop P+ operations. The operations basically divided into different
categories.
 Programming: Used for ECU SWDL
 Checking: To check healthiness of ECU (HW, Proper communication, errors..)
 Testing: Used for testing Electrical assembly
 Altering ECU parameters: To modify ECU parameter values manually
 Reading/resetting fault codes: To Read and reset fault codes
 Calibrating: Calibrating the electrical components
P+ Factory Manager: Configuring the factory layout and stations
P+ Operator: Used while running operation at the production line
P+ Viewer: To display product/chassis related data, report and log

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3. ESW SWDL using Prosit+ @ the Production lines:
-ECU are connected to each other on CAN network
Depending on electrical architecture there could be multiple CAN channels
-ECU SWDL is performed on CAN network at different baud rate (250,500 KBPS)
- Basically SWDL P+ operation are used to perform SWDL in the respective ECUs
Fault codes are basically the error messages thrown by ECU in case of any HW failure, open
signal, short to power /ground. The fault codes are identified by specific diagnostic codes.
We can read and reset these fault codes using the fault code P+ operations.
PROSIT+
ECU 1
ECU 3 ECU 4
ECU 2
CAN
CAN1
1
CAN2
ECU1 ECU2
ECU3 ECU4
PSC 2
FIXTURE
CLIENT
Power
supply

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CAN Basics
The Controller Area Network is a powerful tool used to prevent data corruption due to
message collision. This is done by two main Hardware Implementations, Basic CAN and Full
CAN.
1.1 Basic CAN: Basic CAN has only one Message buffer for Receive and Transmit messages.
The received message is either accepted or ignored by the acceptance filter. And the decision
to process a message or to ignore it is also achieved by acceptance filter. This acceptance
filtering of the node is done by software in Basic CAN.
1.2 Full CAN: In Full CAN, there are 8 to 16 memory buffers for every transmitted or
received message. Here the acceptance filtering is done by hardware and not by the software.
Every buffer can be configured to accept messages with specific ID’s.
And since the acceptance filtering is done by hardware, the software load is greatly reduced.
Configuring each buffer for every message ensures also the data consistency in Full CAN.
The tool can be used for partitioning the bits by timing the segments and it specifies five
different types of network errors. Which, is detected by a transmitting node when it monitors
a bit value different than what it is transmitting? The reaction to which varies with the nature
of the error. It is also useful for bitwise arbitration in CAN networks.
Where The Message ID for each system element is assigned by the system designer, and the
arbitration method used, ensures that the highest-priority messages will always be transmitted
ahead of another message
2. CAN gateway
During the error detection and management the CAN gateways are used .Which incorporates
two CAN controllers with a microprocessor. (MCU)

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But the issue while using a CAN gateway is the latency time for a received message to be
sent out on the other side. For an idle network this time is the propagation delay of the
gateway. This issue is tackle using a CAN repeater.
3. Can repeater
A CAN repeater incorporates two CAN transceiver with a glue logic. It propagates a CAN
signal from one side to the other and vice versa. Therefor an ideal CAN repeater acts like a
piece of cable, it is transparent for the CAN signal.
A CAN repeater can be used to regenerate the CAN signal for very long CAN lines or it can
help to increase the maximum count of nodes in a CAN system. Due to the fact that a CAN
repeater is transparent for the CAN signal, error frames are also propagated. But a repeater
may offer the functionality to disconnect a segment, which is locked to a permanent dominant
state. This can help to increase the system reliability. Most of our repeaters work on the basis
of this feature.
The most important motivation to use a CAN repeater is to implement a network topology
which is not a line. This approach can help to decrease the overall length of a CAN system.
A CAN software offer a solution to network problems, which otherwise could only be solved
by higher costs or as worst case, by having to use something different than CAN which is
inconvenient .

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CONCLUSION
My entire experience of working at Volvo Bengaluru was fantastic and beyond expectations.
This organization has very good work culture, with many great minds working together. And
it was a privilege to work amidst them. I couldn’t thank them more for their contribution in
my learning.
The internship was an excellent and rewarding experience and I am more than satisfied to
have done it. I have tried to learn about many technical areas of the industry as well as the
etiquette on the professional frontier. I will continue to work hard and hope to learn more
about the industry and meet new people. The support I got was very encouraging and I am
sure that everything I have learnt is going to help me meet my goals.
My experience was so rich that, without any difficulty I can say that,
I came here a rookie, but now, I definitely know many aspects of the work that is done here
and also, how it is done.