Planning and Validation of Vehicle Degradation using

Simulation and Optical Measurements

By

Jyoti Mukherjee
Submitted to the System Design and Management Program
in Partial Fulfillment of the Requirements for the Degree of

Master of Science in Engineering and Management BARKER

At the MASSACHUSETTS INSTITUTE
OF TFCHR'ULOGY
Massachusetts Institute of Technology
'51ir 0 1 2002
May 2002
LIBRARIES
The author hereby grants to MIT permission to reproduce and to
distribute publicly paper and electronic copies of this thesis document in whole or in part.

Signature of Author
IJyoi Mukhejee
System Desi and Management Program
May 2002

Certified by_____
Daniel Whitney
Thesis Supervisor
Center for Technology, Policy & Development

Accepted by
Steven D. Eppinger
Co-Director, LFM/SDM
rMtAEM Professor of Management Science and Engineering Systems

Accepted by
Paul A. Lagace
Co-Director, LFM/SDM
Professor of Aeronautics & Astronautics and Engineering Systems

Page 1 of 112
 List of Acronyms

AP Attribute Prototype
CAE Computer Aided Engineering
CMM Coordinate Measuring Machine
CP Confirmation Prototype
CCD Capacitor Discharged
DOF Degree of Freedom
DSM Design Structure matrix
DMM Dynamic Measurement Method
FSS Full Service Supplier
FPDS Ford Product Development System
J1 Job One
KO Kick Off
LED Light Emitting Diode
MAST Multi Axes Simulation table, MTS
NVH Noise, Vibration and Harshness
NASA National Administration and Space
Administration
PA Program Approval
PAV Process, Analysis and verification
PD Product Development
PH Program Hard point
PR Program Readiness
QOS Quality Operating System
RODDYM Trademark for Krypton Engineering
RPC Remote Parameter Control, MTS
RWUP Real World Usage profile
S&R Squeak and Rattle
SI Strategic Intent
SC Strategic Content
SWIFT Spinning Wheel Integrated Force
Transducer, MTS Corporation
TGW Things Gone Wrong
VDS Vehicle Design Specification
VOC Voice of Customer
WBS Work Breakdown Structure
YIS Years in Service

Page 2 of 112
 Table of Contents

Description Page Number

1.0 Abstract 4

2.0 Acknowledgement 6

3.0 Introduction 8

4.0 Historical Background 11

4.1 Emergence of Durable Design Considerations 11
4.2 Evolution of Durability Attribute 13
4.3 Evolution of "Performance Degradation" 14
as a Durability Attribute Requirement
4.4 Corporate Initiatives to respond to 16
the Durability attribute Requirements
4.5 Degradation Measurement and Testing 17
Requirements
4.6 Durability Attribute Assessment and 18
Specification Development for "Useful-Life"
4.7 Durability Attribute Development Procedure 20

5.0 Product Development Process and Durability 21

Assessment
5.1 Generic Product Development Process 22
5.2 Ford Product Development Process and 26
High Mileage Durability Attribute
5.3 Motivation for Performance Degradation 30
Measurements and Tracking
5.4 Program Specific Advantages of Durability 32
Assessment in Laboratory
5.5 High Mileage Degradation Planning & 33
Validation Implementation Plan
5.6 Deliverables of Degradation Planning and Validation Process 41

Page 3 of 112
 Table of Contents
Description Pae Number

6.0 Test Procedures and Set Up for Simulation and 49

Degradation Measurement
6.1 Degradation Assessment: Experimental and Analytical 49
6.2 Structural Testing for Durability Attributes using Simulation 50
6.3 Krypton TM 6DOF Optical Measurement System Setup and 59
Procedure
6.4 Test Procedures for Body and Suspension Systems 62
6.5 Risk and Concerns for Measurement Procedures 70
6.6 Structural Assessment Degradation for Durability, S&R 71
and NVH

7.0 Body Structure Test Data Management and Analysis 73

7.1 Test Set Up Details 73
7.2 Development of Input Drive Files 74
7.3 Test Sequence and Data Collection Procedures 75
7.4 Measurement System Details 76
7.5 Results 76
7.6 Discussion of Results 77

8.0 Suspension Degradation Test Data Management 88

and Analysis
8.1 Test Set Up Details 88
8.2 Description of Analysis and Automation Software 89
8.3 Test Sequence and Data Collection Procedures 90
8.4 Measurement System Details 90
8.5 Results 91
8.6 Discussion of Results 93

9.0 Implementation and Management of the proposed 103

degradation assessment process
9.1 Background 103
9.2 Implementation of Degradation Process 103
9.3 Generic Degradation Implementation Plan 107
9.4 Suspension/Body Structure Degradation Implementation 108
Plan

10.0 Conclusion 109

11.0 Bibliography 112

Page 4 of 112
Planning and Validation of Vehicle Degradation using
Simulation and Optical Measurements
By

Jyoti Mukherjee
Submitted to the System Design and Management Program
in Partial Fulfillment of the Requirements for the Degree of
Master of Science in Engineering and Management

1. Abstract

The present work provides a systemic approach for providing a structural degradation assessment
process and technology with respect to high mileage durability attribute of vehicle body structures
and suspension modules of automobiles in general.

The focus of this thesis was to develop methodology based on real time system excitations and
six degrees of freedom Optical measurement systems for the assessment, prediction and prevention of
body structure system and suspension degradation for ground vehicles, which can be customized for a
specific vehicle program applications. The goal of the developed technology and methods is to allow
program durability engineers and managers to effectively assess, manage and enhance high mileage
durability performance targets of automobiles. The thesis work will primarily focus on the car body
and suspension degradation measurements and assessments under real time road inputs simulated in
the laboratory environment. In this work an attempt will be made to develop procedures and
methodology to evaluate implications of structural degradation of a car suspension system and body
structures on the high mileage durability attribute design targets such as permanent set of structural
elements of the body structures and changes in suspension geometry which affect performance of the
subject vehicle during it's useful life.

A combination of real time simulation process and high frequency six degree of freedom (6DOF)
Optical measurements will be used to develop systemic methodology to understand relationship
between changes in structural degradation of the body and suspension systems and durability mileage
of the vehicle in the laboratory environment. Secondly, it also establishes guidelines of how this
methodology could be integrated with Product Development process to validate the product
specifications and reduce development time and cost. Last but not the least, the proposed method
generates a degradation assessment managerial process and its related database that could be utilized
to optimize and improve durability metrics that defines the durability performance specifications to
maximize customer satisfaction. This implementation of such process may prevent failures such as
broken welds, loose screws, cracked sheet metal, and sheet metal movement causing movement of
hard points of the structures during life cycle of the vehicles.

This process will help the program development engineers and project managers to define,
validate and verify high mileage durability attribute specifications and develop a product design
strategy roadmap based on balancing customer requirements and technical feasibility aspects of any
program.

Thesis Supervisor: Dr. Daniel Whitney, Senior Research Scientist

Center for Technology, Policy and Industrial Development, MIT.

Page 5 of 112
2. Acknowledgement

I would like to convey my sincere appreciation to Dr. Daniel Whitney, for all his support,

guidance and teaching. The relationship with my advisor, Dr. Whitney, through the course of

the thesis work remained very open and honest, which was crucial to the planning and

completion of this work. During my entire tenure at MIT, Dr. Whitney was very

accommodating in listening to my comments, and then provided me with the valuable

feedbacks as and when necessary. At the outset of this thesis work, I was very open and

ambiguous about my interest to explore several possibilities in this particular emerging

technology area in a very loosely defined space, however, continuous and lengthy discussion

with Dr. Whitney helped me immensely to bring my focus towards the specific area of high

mileage durability attribute in the product development arena. The bi-weekly follow-ups

directed me toward different aspects of this issue, which broadened my thought process, and

refined the thesis objectives. Since, I completed this work away from the MIT campus, it

took an extensive effort in coordinating and conducting the meetings. However, I remain

highly thankful to Dr. Whitney, whose patience and experience helped me overcome the

difficulties introduced by distance.

Dr. Eleni Beyko's support and vision were essential in the selection of the thesis topic.

Dr. Beyko's involvement enabled me to utilize her leadership qualities and expertise in

designing and developing the thesis work, which maximized the benefit to Ford Motor

Company. I thank Dr. Beyko for finding a time to consult me on the thesis work, and

defining a concise direction for thesis. In addition, Mr. Daniel Arbiter's eagerness to make

difference at every level of durability attribute and product development process and

organization, and his desire to find innovative solutions to the issues of product development

Page 6 of 112
provided me with lots of incentive to work on this topic. Mr. Arbiter recognized the need for

a structured solution for high mileage durability assessment, which provided me a lot of

encouragement for this work. I would like to thank both Dr. Beyko and Mr. Arbiter for all

this support and trust. Last but not the least, I could not fulfill my dream without the vision

and support of Mr. R. Folksons and Ms. S. Wrestler.

This acknowledgement would be incomplete without mentioning the timely support of

my colleagues: Lynn Morgan, John Good of Dunton laboratory, England, Building#4

Laboratory Support Personnel, Milind Oak, Adnan Khan of Ford Motor Company and Luc

Berts of Krypton Engineering, UK. and, my special thanks go to my fellow student and

friend, Russ Wertenburg of NASA for his proofreading the thesis and mental support.

Contribution of my family, Mrs. Nanda Mukherjee, my daughters, Anna and Mini, during

the entire process is immeasurable. Their immense support and desire to see me excel and

succeed, provided me with the much-required perseverance and energy to take upon this

challenge, and accomplish it ahead of normal time schedule allowed for the program.

Page 7 of 112
3. Introduction

Ford Motor Company has always pursued a consistent and sincere effort to improve and

enhance high mileage durability performances of its vehicles with the objective of

maximizing customer satisfaction. Various robust analytical tools such as Finite Element

Analysis and Modal Analysis and very crude experimental practices have been deployed to

assess the areas that require further improvements upfront in the product development

process due to very stringent program requirements definitions. Such metrics and process

have paid dividends in the past. Recent customer voices through clinics and independent

quality surveys of presently available vehicles have suggested major enhancements required

towards high and low mileage durability degradation assessment and improvements of such

degradation of body and suspension system, which includes structures, joints and highly non-

linear interfaces such as rubber elements etc.

Due to lack of scientific principles and established best practices used to characterize the

behavior of body and suspension systems and its interfaces with the chassis elements,

significant progress in this particular area has been suppressed in the recent past. Due to

severe limitations of CAE process in modeling body structure joints interfaced with highly

non-linear material, accurate assessment and prediction of body system degradation and

prediction of accurate rigid body movements over life cycle of the vehicle have been highly

unsuccessful. It has been proven in the recent past that theoretical evaluation of the body and

suspension structures, joints and interfaces along with experimental validation and

verification of the analytical results is required to accurately predict body and suspension

system degradation over the life cycle of the product.

Page 8 of 112
 The primary motive behind the present effort is to develop a systemic approach that will

enable product development engineers to assess the degradation and take upfront steps to

prevent such degradation to maximize customer satisfaction.

This work takes a systemic approach to the experimental solution of a complex system

problem through a holistic view of the durability development and assessment process in the

Ford Motor Company. Another focal point of this thesis is to develop a experimental

methodology based on real time system excitations and six degree of freedom Optical

measurement systems to predict and characterize body and suspension system degradation in

the laboratory during structural durability runs and use such database to take upstream steps

during product development process to prevent ungraceful or unpredicted body and

suspension system degradation during the early and later phases of vehicle life cycles. The

project will also make an attempt to validate and verify analytical results as obtained using

linear and non-linear finite element principles and tools. The primary goal of the thesis work

is to develop body and suspension attribute development procedure, which can be

customized to satisfy and optimize any specific vehicle program application. This process

will also enable program design engineers to effectively deliver vehicle program body and

suspension design targets with a reduced attribute development cycle time allowed for such

program.

There are several advantages derived by such process for body systems depending on the

type of program styles and requirements. In case of programs with carry over body structures

with minimum modifications, such techniques will be used to optimize the body structure to

satisfy or improve weight constraints without sacrificing other desirable body attributes such

as stiffness, NVH requirements etc. For new platform vehicles with new body styles, the

Page 9 of 112
developed procedure will assist body attribute development team to validate the analytical

results and define the improvements required to satisfy body degradation program

requirements. In essence, this method, if developed and applied properly, has potential of

reducing product development cycle time and satisfies both internal and external customer

requirements. In addition, it will assist new program team members in learning the body

design and development process and limitations thereof Management, on the other hand, can

utilize the developed process as a primary validated and verified indicator to estimate

variation of body system attributes over design life and effects of changes in the vehicle

program. Understanding the complexities of body system and its role in vehicle property

degradation will also help the management to estimate and effective deployment of resources

in the future programs to avoid any program difficulties in advanced phases of the

development cycle.

The present thesis work is an attempt to address the following aspects of the development

process:

* Methods to predict Body System Structural Degradation Process

* Methods to predict Suspension System Structural Degradation Process
" Determine Tasks and program timing relationships
" Determine complexity level for the Body System Design and steps required to
satisfy program requirements
* Establish program timing interferences and resource requirements
" Define roles and responsibilities of the involved teams of engineers
* Define and assess dynamics of interaction between design engineers, durability
engineers and test engineers
* Identify tools, resources and guidelines to extend this method for other potential
areas in the manufacturing areas
" Identify types of degradation and classify failures due to degradation
" Predict when different kinds of failures occur during vehicle life
* Identify cascade failure situations and design them out

Page 10 of 112
4.0 Historical Background

In recent past, customers are becoming increasingly aware of the high mileage durability

issues of automobiles worldwide in addition to features and safety of the vehicles. Product

quality now includes durability requirements to achieve highest level of customer satisfaction

and stay ahead of the competition. Hence, durability attributes and long term vehicle

performances have to be added and monitored in the system design specifications during

product development cycle. To respond to this requirement, automobile manufacturers are

driven to stringent design and test specifications with respect to robustness and reliability of

the vehicles throughout the life cycle of the vehicle. The products are being enhanced to

include design targets and specifications that will augment the durability life of the vehicle.

Customers are demanding a pre-planned graceful degradation of vehicle's performances

instead of random failures or failures during various phases of the vehicle's life. To assess

high mileage durability aspects of vehicles, manufacturers and designers are in constant

search for innovative process, methods and equipments that can accurately assess

performance degradation of critical modules such as suspension and body structures.

The next few paragraphs provide additional overview of durability attribute, degradation

assessment and measurement for automobiles in the laboratory and methods to predict such

behavior during durability testing using simulated drive files and active measurement

systems.

4.1 Emergence of Durable Design Considerations

The history of the early automotive design in the recent past was based initially on a

philosophy that emphasized features and styling rather than performance requirements

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throughout the life cycle of the vehicle. At that early period, vehicle power, speed, size and

even ride characteristics were predominant factors in customer's mind for selecting any

particular vehicle. Recent customer satisfaction survey has shifted the focus towards high

mileage performances. This emergent requirement with regard to durability performances of

any vehicle has become a symbol of quality for automobiles. Moreover, emergence of such

requirement has motivated the manufacturers, specially Ford Motor Company to

continuously implement durability and performance assessment methods and procedure in

the laboratory for the complete vehicle systems both in laboratory and proving ground using

real world usage profile (RWUP), various road conditions and environmental conditions.

Vehicle Design specifications have been modified to address the high mileage degradation

issues for systems and components. Influenced by the competitive environment, durability

attribute requirements of vehicles have become intertwined with synonymous to vehicle

features, safety and comfort requirements. Today's automotive manufacturers are trying to

achieve highest customer satisfaction by proving comfortable transportation, which is more

than the worth of the money they spend.

Presently, vehicle design considerations at the system level include specifications that

improve high mileage durability issues at a very early stage of product development cycle.

The system level design specifications are cascaded for system, sub systems and components.

Test and methods are developed to verify and confirm such specifications at several stages of

product development. This work also addresses the measurement methods for such durability

tests during laboratory verification and confirmation testing. Design, analysis and test

engineers all work in unison to design and produce a vehicle, which maximizes customer

Page 12 of 112
satisfaction. Total quality of the vehicle blends all the attributes such as durability, features,

safety and aesthetics.

4.2 Evolution of Durability Attribute

Ford Motor Company operates in an incredible competitive and matured market with

excess capability and capacity everywhere. Therefore, customer-perceived value becomes

central in new vehicle selection. Durability has been determined to be a key element of

customer perception at the time of purchase decision. Hence, high mileage durability has

become a corporate imperative. Every manufactures is spending enormous amount of

resources to become undisputed durability and reliability leader.

The durability applies to the whole vehicle i.e. primary structures such as suspension,

body etc., secondary structure such as seats, brake lines etc., tertiary structure such as interior

trim etc. and non-structural items such as paint, fabric etc. In Ford Motor Company, the

quality target setting for vehicle design specifications (VDS) represents the functional targets

over the vehicle life. The basis of the target setting is dependent upon the functional

degradation levels over time collected during past durability tests on various vehicles. The

goal of durability is to assure that the customers will be satisfied with the function,

performance, look, feel and safety throughout the useful life of the vehicle. Durability

includes quality, reliability, acceptable NVH and vehicle dynamics for expected life of the

vehicle.

The durability is impacted by decisions made by many engineering disciplines of the

company. The durability of products delivered to our customers is impacted mainly by design

process, usage and service conditions, CAE analysis and prediction of life, physics of failure,

testing etc. In practice, many several quality indicators such as 3-year in service (YIS)

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customer satisfaction, warranty cost per unit, 3-YIS TGW, have been related to durability

attribute of any vehicle.

4.3 Evolution of "Performance Degradation" as a Durability Attribute

Requirement

As the automobile market has matured to its present state of affairs, process and quality

aspects have gained importance and dominance over the innovations and features of any

automobile. Every manufacturer has changed their focus primarily towards monitoring

changes in the consumers' hierarchy of attributes and adjusts to changing consumer priorities.

The market has shifted big time from type/price/brand dominance towards quality/service

orientation. "Performance and Features" has been subdued by "Reliability and Robustness".

Durability and reliability under Real World Usage Profile have been the single most

important attributes to achieve highest customer satisfaction. Amount and nature of high

mileage performance degradation of the vehicle have been found to determine the reliability

and robustness of the vehicle system as a whole. To satisfy this recent customer high mileage

durability requirement and address this quality issue, the mission of Ford Motor Company

has been defined to maximize shareholder value by developing efficient, durable, and reliable

vehicles those are desired by our customers and to provide value and consistent function for

10 years and 150,000 miles for the 90th percentile customer. The mission is also to develop

the processes and procedures to design and verify these vehicles at high quality and low cost.

Initially, end quality was not given due consideration as much as the "Things Gone Wrong"

during first few months of the vehicle in service.

Page 14 of 112
 Consequently, prediction and assessment of system performance degradation throughout

the vehicle life has become an important design parameter. In addition to features,

performance, manufacturability, serviceability, cost and safety of the vehicles, degradation of

system and sub-system performances have become a design attribute that will embrace both

durability and reliability. The design engineer has to bake all these aspects into design of the

vehicle and follow the maxim" Form follows Function".

Performance degradation has been defined to be the undesirable change, over time and

real world usage profile (RWUP), in a function of system. Performance degradation data for

the systems has to be measured and monitored during vehicle durability testing and the

benefits of using degradation data in predicting quality of the vehicle are numerous and they

could be summarized as mentioned below:

* Degradation data yields a picture of incremental change of performance over time

* It enables robustness analysis over time
" Such study enhances long term understanding of the system and its failure modes
* It provides higher confidence in quality prediction than failure time analysis
0 It may lead to analytical model of the failure mechanism

Understanding the pattern of degradation can allow the design engineers to use shorter

test periods with few or no failures to predict long-term performance. Degradation analysis

culminates into more meaningful information regarding the failure mechanism of the

components of the assembly than provided by a series of tests, which record only failure

modes and time at the failure. Eventually degradation testing and measurement of system

performance parameters precede degradation analysis. Even if there is no identifiable failure

of any system during the use of the vehicle, performance of the system may deteriorate

beyond the level of customer's expectation, which is very crucial to achieve highest customer

satisfaction.

Page 15 of 112
 4.4 Corporate Initiatives to respond to the Durability attribute
Requirements

The durability target for any vehicle in Ford Motor Company has been enhanced to

10years/150K miles to achieve higher customer satisfaction. The move from component

orientation to systems orientation has been put in place to focus on system level degradation

instead of component failure and robustness. The aggressive vehicle level targets are being

deployed through quality and vision strategic change towards increased focus on customer

and vehicle function through higher-time-in-service. Laboratory, Proving Ground and fleet

data also are collected to indicate the quality of the vehicle. Eventually, "Key Life Test" has

been designed for system and sub system level of several modules, such as suspension, body,

steering system, brake system etc. to address the high mileage issues. The measurement of

performance degradation has been the single most important factor for these key life tests as

described below.

The system level key life tests and procedures have been developed to address the high

mileage durability issue in the laboratory after years of research and methods development.

Engineers used the field data, proving ground experiences with series of vehicles, fleet

testing data, real world usage profile and available core technology to design the key life

testing procedures to conduct a customer correlated key life test in the laboratory. These

testing procedures derived the need for instrumentation, data acquisition and data processing

procedures to evaluate the system and sub system level modules such as Suspension, body

structures etc. in the laboratory environment. In order to assess the performance degradation,

special instrumentation schemes and procedures were required to collect real time behavior

of the system. To simulate the road surface events in the laboratory simulation equipments

Page 16 of 112
have been designed and special software has been developed to drive the simulation

equipment.

These input devices are meant to provide dynamic inputs to the vehicle in the laboratory

to create equivalent proving ground responses for the vehicle system. It took more than a

decade to perfect this simulation technology for chassis and body system testing. Recently

another new technology has been deployed to measure suspension and body performance

degradation during durability testing in the laboratory. This work is about exploring this

6DOF Optical measurement technology in assessing the performance degradation, if any, of

systems. The static coordinate measurement (CMM) and dynamic measurements can be

done using this technology.

4.5 Degradation Measurement and Testing Requirements

Degradation testing yields an order of magnitude more information per test or prototype

than testing-to-failure, just as testing-to-failure yields more information than bogey test that

was a norm of the industry sometime back. Both the test-to-failure and bogey test do not

yield information on the gradual loss of customer satisfaction due to deterioration of

performance prior to "failure". On the other hand, degradation testing provides information

about gradual deterioration of performance away from the desired level. Customer

satisfaction often decreases substantially when the performance degrades to an undesired

level even if there was no hard failure of the components or systems. As an example,

customer may notice the gradual or sudden changes in the ride and handling or comfort level

of the vehicle during its use. Although the system did not have any failure, customer may be

unhappy due to unacceptable rate of deteriorations of the vehicle performances. Increase of

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Squeak and Rattle for the body structure or suspension systems may be another example

where both system failure and premature or higher rate of degradation of performance may

be unacceptable to the customer. Because of this powerful information provided by the

degradation testing, it is preferred to the conventional bogey or "test-to failure" tests.

Prerequisites of a successful degradation testing and subsequent analysis could be

summarized as follows:

" Time series or repeated measure analysis may be necessary

" Variable measurement time duration may be necessary based upon
increase or decrease of degradation rate
" Measurement of the function (degradation characteristic) must not
interfere with degradation process being measured
* Proper corrective action should be considered and planned in case of
system fails during investigation
* As with any data collection:
o Dynamic Measurement systems may be required
o Model or sub system should represent the physics of the whole
system
o Measurement error needs to be much smaller than engineering
significant differences that test is trying to detect
o Measurement system repeatability is also significant in enhancing
the confidence of collected data

4.6 Durability Attribute Assessments and Specification Development

for "Useful-Life"

Engineers have traditionally relied on a combination of experimental and analytical

techniques. In the future, the emphasis for laboratory testing will shift from the development

and prove-out of physical components to the development and verification of analytical

models. Today, analytical design validation has only been partially realized. For durability,

as against for NVH and crash, analytical methods are still competing with experimental tests

in an effort to be the first available tool to accurately predict structural performance in a

developing vehicle program. Such lagging is primarily due to the nature of attribute being

Page 18 of 112
modeled. Complete modeling of durability attribute, high mileage performance and

performance degradation requires that many non linear little known factors to be integrated

such as fatigue, abrasion, vibration, rigid body movements coupled with elastic deformation

etc. Durability considerations such as fatigue require much more discrete modeling efforts to

accurately predict performance degradation.

As mentioned before, the real difference between attributes, however, lies not in how

accurately they can be modeled or analyzed, but in how their performance requirements are

specified. NVH performance requirements are almost specified with respect to the design-

intent structure. Durability performance, on the other hand, is specified over the useful-life of

the design. Durability is a progressive phenomenon; analyses for material damage, wear, and

corrosion effects must be cumulative. If the "design-intent" structure could be assumed to be

unchanged throughout the design's useful-life, the requirements for durability performance

would reduce to a simple test of strength.

To enable the development of useful life NVH or durability specifications, NVH and

Squeak and Rattle (S&R) performance must be validated over the life of the vehicle.

Analytical prediction of high mileage durability characteristics such as NVH or S&R, would,

however, depend on accurately modeling the structural degradation associated with all of the

durability factors previously discussed. Therefore, to meet extended customer expectations

for NVH, S&R, Suspension geometry changes, body structure degradation etc. experimental

tools must be employed to simulate both the durability environment, and to measure the

affected attribute performances.

To meet the program requirements of developing vehicle in shortest possible time, and

due to lack of durability analysis tools, experimental tools for structural vehicle testing such

Page 19 of 112
as Simulation equipments, Krypton 6DOF Optical measurement systems etc. have evolved

recently to provide increasing performance and accuracy in simulating the real world usage

profiles in the laboratory.

4.7 Durability Attribute Development Procedure

Developing a durable and robust car for its customer in a highly matured and competitive

market has always been the primary objective of every vehicle program at the Ford Motor

Company. In order to insure that the high mileage durability performance issues are

considered at every design level of the vehicle, several measures are placed at the various

levels of design and testing process. All the involved personnel in the program including full

service suppliers (FSS) and vehicle program management have been held responsible for

delivering a vehicle well defined degradation requirements. The objective is to plan the

degradation and not to firefight the issue when the failure occurs at random during the life

cycle of the product.

However, before discussing about the measurement techniques and test procedures that

can capture the durability issues throughout the life cycle of the product, a comprehensive

look at the fundamentals of the Product development and Ford's unique product development

system (FPDS) is warranted to investigate how and where such issues are addressed in the

product development cycle fro the vehicle programs. The next chapter will be devoted to get

a closer look inside the current FPDS and how durability attributes design and verifications

are addressed for the vehicles at the system level.

Page 20 of 112
5.0 Product Development Process and Durability Assessment
This thesis is embedded in the Product Development Track of the System Design and

Management Program. It provides useful information in the formulation of product

development strategy that will drive program decisions regarding high mileage customer

satisfaction requirements and validation and verification of design specifications of system,

subsystems and component level design requirements.

This work develops a methodology for building system level durability performance

knowledge based to validate and verify system level durability performances at various

stages of product development phases. It identifies the structural weakness of a vehicle

system and rate of change of structural stiffness and performance requirements with regard to

durability, safety, NVH and Squeak & Rattle attributes. The system level performance

optimization is also another focal point of this study.

As suggested by Ulrich & Eppinger [1], the prototype is tested to verify that the customer

requirements and corporate requirements are simultaneously met. In this stage of the product

development process, any shortcomings with regard to attribute requirements should be

assessed and resolved before the next stage is launched. Assessment and resolution of

shortcoming of product performances with regard to durability and robustness of the vehicle

is another important dimension of this phase of PD cycle. In case the problems are not

addressed here, product will be launched with unknown and unresolved issues, which will

show up during life cycle of the product, and this may mean hefty warranty costs and

customer dissatisfaction. Once the product goes through in-house durability assessment and

testing, a specific number of vehicles is produced and distributed to a limited number of

customers with the idea of evaluation of the vehicle in the real world usage conditions. This

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last step is an interim step between confirmation prototype stage and production run. The

fleet test resolves many issues that could not be detected during durability testing of the

vehicle either in Proving ground or Laboratory as simulated road surfaces and environmental

conditions cannot be exactly reproduced.

5.1 Generic Product Development Process

A generic schematic of Product Development Process has been provided by Ulrich and

Eppinger [1]. Another version of similar concept for a product development (PD) process

consisting of six basic and interrelated phases is illustrated in Figure 5.1.1. Such a generic

process starts with planning phase and goes through several sequential phases such as

concept development, system level design and detail design, testing and refinement and

production ramp up.

The success of product development and PD process implementation depend primarily on

the execution of the process. It provides the program management and engineers a roadmap

to follow with milestones previously established and well-defined executables and

deliverables at each milestone. Follow of such a disciplined process becomes even more

critical for automobile production environment where quality, cost and timing need to be

simultaneously controlled and managed to remain competitive.

Page 22 of 112
 Iterative Pr ocess --0I

13OL T =D

Feasibility I eedback
Requirements Cascade Highly S rial ---
PD Concept System-Level Detail resting & I roduction

TL
Planning
Letter Development Design Design efinement Ramp Up
AL

Product Selected 0

Concept Selected--

VDS/SDS
System Design
Established Confirmation of
Detail Design 1 Customer
Established Requirements
Verification_
Completed
Production
Begins
Product Development Cycle A
0
t t t t t t t T

Financial Analvsis/Benchmark Analysis

Cornorate Knowledge/Government Regulation/Safetv Regulations
Generic Vehicle Design Snecifications (VDS) and System Design Snecifications (SDS)
Service Data/Warranty Field Data/ Legal Asnects/ Manufacturing Knowledge & Reusabilitv/ Core

Figure 5.1.1

Page 23 of 112
 Matured market environment and stiff competition compel the automobile product

development to be highly process oriented and such process has been defined by Ulrich

&
Eppinger [1] as a "Front-End Process" where high level product related decisions are

conceptualized and finalized upfront of the process. The process ends up being a highly

iterative and process flow becomes sequential as it passes through the proposed six phases of

the development cycle. Although the front-end process starts with the identification of

customer needs and ends up with modeling and prototyping, major decisions are taken

upfront of the process and actual results are compared at each milestones till the next phase

starts. Concept stage of the PD cycle starts with a product direction letter, which is prepared

by business planning and Strategy group and marketing group. The product directional letter

provides initial program contents, total investment, affordable business structure for the

program and program development and launch timings.

In the concept development phase, program team conceptualizes the product design based

on the product goals and directives. The conceptual design transforms the customer needs

into product objectives using competitive benchmarking, resource estimation and allocation,

concept design selection and design target specifications. Vehicle level inputs and

requirements are cascaded down for each attributes including durability requirements

throughout the life cycle of the product. The process is highly iterative up to the design stage

and becomes mostly serial after detail designs are developed throughout system verification

and production stages. Moreover, concept selection procedure also depends on the available

core technology and manufacturing base of the company.

Page 24 of 112
 Design phase emerges out of the concept stage and migrates into product sections at the

system level design phase. In system level design phase, system level design specifications

and performance targets for each system and sub system are established. The vehicle level

and system level targets are cascaded to the lower level till component specifications and

designs are established. Inn each step, a feasibility study is conducted and feedback is given

to the previous level for refinement of specifications at higher levels. Next phase is

verification and design validation stages. High mileage requirements for each module are

confirmed at this stage to conform to the previously set targets through laboratory, proving

ground or field durability testing. The product design may have to be tuned to conform to the

specifications that could not be compromised for the product. After confirmation and

validation, pilot production is taken up to confirm and validate manufacturing assumptions

and requirements. For process-intensive products such as automobiles, production

requirements and manufacturing concerns cannot be separated from the design considerations

throughout all the phases of PD cycle.

During the full production stage, design-intent production is carried out in a mass

production environment. Hard tooling, assembly fixtures and manufacturing strategies are

verified in a continuous production environment and manufacturing conditions may have to

be tuned to achieve the desired production level for the product. Once pilot production

process is established, full production process is launched to ramp up to the desired level of

production.

Page 25 of 112
5.2 Ford Product Development Process and High Mileage Durability
Attribute

The Ford Product Development Process (FPDS) was introduced in mid 90's. The

introduction of FPDS was primarily driven by stiff competition and falling profit. A striking

similarity between Professor Eppinger's model of PD process and FPDS can also be

observed. Similar to the Eppinger's [1] model FPDS is also very much front-end product

development process. The net result of FPDS was an all round success of Ford's success in

the years that followed the introduction of FPDS. The themes of the FPDS could be

summarized very briefly as follows:

" Voice of the Customer (VOC) focused

" Process driven
* Disciplined and results driven
" Reusability of technology and previous platforms
" System oriented
" Customer Satisfaction
" Shareholder's value maximized

The stages of PD cycles in FPDS are shown in Figure 5.2.1 along with durability

attributes' requirements throughout the program. At each milestone of the FPDS process,

certain deliverables have to be completed for each attribute. Major deliverables and a

proposed scheme of high mileage degradation testing for durability attribute are also outlined

in the Figure 5.2.1. The total PD cycle and time durations between the milestones are

determined by the nature, complexity and contents of any program. The program complexity

is dependent upon its number of design changes required, amount of carry over from

previous programs and desired launch time. These levels are designated as scalability levels

of vehicle program and higher the scalability value of any program is, higher the complexity

and less carry over for the program is expected for any program.

Page 26 of 112
 In such cases extreme care is taken to redefine the durability and high mileage

degradation requirement for the program as substantial changes are made to negate

previously established performances of the vehicle. Scalability level of a vehicle program is

established based on amount of design changes and program contents. A common and logical

approach will be to start with the available data and record the changes due to change in the

design and ensure the new high mileage performances are within the vehicle durability

attribute specifications for the program. The assessment of high mileage degradation

becomes more critical as the complexity rises.

FPDS has so far played a key role in improving Ford's performance and efficiency. FPDS

became a strategic vision of Ford Motor Company. It has helped the corporation to make a

bold step towards enhancing quality and corporate image in the eye of its employees and

further reducing PD cycle time and cost.

As shown in Figure 5.2.1, the high mileage durability performance testing and analysis at

the sub system level (suspension module) should be performed in the laboratory to confirm

sub system level requirements of durability attributes. For suspension, castor, camber and toe

measurements could be done at different stages of structural durability testing in the

laboratory using 6DOF krypton active Optical measurements system when the sub system is

excited through simulation corners using road load or analytical input data. The use of 6DOF

Optical measurement system in conjunction with the simulation procedures is a new concept

in Ford Motor Company and it has been introduced recently in the laboratory for methods

development and validation of such method to assess system degradation. The actual

displacement measurements can be compared with rigid body movement analytical data to

confirm the durability degradation requirements of the module.

Page 27 of 112
 As can be seen from the Figure 5.2.1, vehicle level testing is carried out for the CP level

vehicle in both laboratory and proving ground for confirmation of durability performance at

the system level. At this point, body structure and body joint degradation also could be

measured in the laboratory and compared with the vehicle level system design requirements.

This proposed method involve the use of both experimental and analytical tools, although

analysis methods are becoming pre-eminent to determine many of the structure attributes,

which affect the ultimate design. In that case the proposed method could be used for

validation of analytical data.

For confirmation of degradation performances, laboratory simulation testing along with

sophisticated state of the art active measurement tools using Optical etc. may become a

standard combination in the vehicle industry for assessing performance degradations of the

vehicle. In addition, use of simulation equipment in combination with active measurement

systems allows highly accurate, multi channel tests to be run in the laboratory in significantly

less time than on the proving ground or road. In such proposed method, correlation between

accumulated durability mileage and changes in body structural rigid body responses are

examined. Using this technique, changes in NVH, Ride and Handling, Squeak and Rattle

performances over the life cycle of the vehicle/durability life, can be examined and graceful

degradation can be planned and predicted, leading to the eventual development of more

comprehensive design specifications which will more effectively address long-term customer

satisfaction. This work describes a method how this Optical measurement system could be

combined with simulated durability tests in the laboratory to find changes in the system or

sub-system performances such as door movements with respect to body or suspension

parameters (castor, camber, toe and ride height changes).

Page 28 of 112
 SI=Sign Off; SC= Strategic Confirmation; PH= Hard Point; AA= Appearance Approval; PR= Prototype Readiness; CP=Conformation prototype;
SO= Sign Off; LR=Launch Ready; J1= Job One

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t Sign Off

Corporate/Program DurabiltylNigh Mileage Durability Requirements

- Instrument Vehicle Proving ground

&
Acquire Data Durability Test
Instrument Vehicle
Sub System Level Performance & Acquire Data
CORPORATE
LOADS DATABAS Suspension Module Performancc
6 DOF Optical Measurements Confirmaition of High Mileage
COMPARE Perforn ance & Degradation
HISTORICAL Body Structure Performance
6 DOF Optical Measurements Laboratory Structural CORPORATE
LOADS

&
A Body Durability Test LOADS DATABASE
Engine with Mounts Movement

11 I.."...
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SUB SSYTEM LEVEL FULL VEHICLE SYSTEM LEVEL
I NTEGRATED (CAE & LABORATORY) ESTI1'G9 MEASUREMENT & ANALYSIS

FIGURE 5.2.1 Proposed High Mileage Durability Testing and FPDS

Page 29 of 112
5.3 Motivation for Performance Degradation Measurements and Tracking
The primary reason for assessment of performance degradation is to gather data to

enhance the performance in the future vehicles. The vehicle level bookshelf data at the

production level does help to understand the discrepancy between desired and actual. The

objecting of testing analysis is to reduce the error to an acceptable level as per the program

requirements.

Due to lack of scientific principles and established best practices used to characterize the

behavior of body and suspension systems and its interfaces with the chassis elements,

significant progress in this particular area has been suppressed in the recent past. Due to

severe limitations of CAE process in modeling body structure joints interfaced with highly

non-linear material, accurate assessment and prediction of body system degradation and

prediction of accurate rigid body movements over life cycle of the vehicle have been highly

unsuccessful. It has been proven in the recent past that theoretical evaluation of the body and

suspension structures, joints and interfaces along with experimental validation and

verification of the analytical results is required to accurately predict body and suspension

system degradation over the life cycle of the product. This work has been dedicated to

overcome this difficulty by proving an avenue to measure the body and suspension

movements at different level of durability.

There are several advantages derived by such process, as proposed in Figure 5.2.1, for

body and suspension systems depending on the type of program styles and requirements. In

case of programs with carry over body structures with minimum modifications, such

techniques may be used to optimize the body structure to satisfy or improve weight

constraints without sacrificing other desirable body attributes such as stiffness, NVH

Page 30 of 112
requirements etc. For new platform vehicles with new body styles, the developed procedure

may assist body attribute development team to validate the analytical results and define the

improvements required to satisfy body degradation program requirements.

In an highly competitive environment, automobile manufacturers are challenged with

designing a vehicle, which satisfies all the customer requirements including safety, features,

styling and robust, durable product that has a graceful performance degradation history. It is

an enormous task for the engineers to accomplish all the conflicting requirements such as

comfortable ride with high mileage durability requirements. These tasks are even further

complicated when cost and market considerations are added to these engineering

requirements. This has been a historical fact that a long-standing product has always very

slow rate of performance degradation.

Survival always goes to the fittest among the competition. Survival strategy is not always

a good strategy for long run. Automobile manufacturers must come up with products that

excite customers along with assured quality for the product. Since PD cycle time is reduced

to such a point that any downstream surprise near the launch time is very detrimental to the

success of the program. Hence early evaluation of performances and its degradation

characteristics will allow engineers to accurately fix the problem before the problem is

dictated during manufacturing or confirmation stage. Vehicle program management and

engineering team constantly try to come up with a vehicle that has most features blended

with highest quality and durability. The limitation is the vehicle cost and program investment

required. Hence, this delicate balance of feature, quality, durable product Vs. cost to

manufacture it requires a disciplined product development approach and conscious effort,

with the flawless execution in manufacturing.

Page 31 of 112
5.4 Program Specific Advantages of Durability Assessment in Laboratory

The proposed method generates a degradation assessment process and its related database

that could be utilized to optimize and improve durability metrics that defines the durability

performance specifications to maximize customer satisfaction. This process will help the

program development engineers and project managers to define, validate and verify high

mileage durability attribute specifications and develop a product design strategy roadmap

based on balancing customer requirements and technical feasibility aspects of any program.

We also develop a framework on how to use the 6 degrees of freedom Optical guided high

frequency real time digital measurement system in combination with the subject vehicle and

real time excitation inputs to the body systems and how to utilize and manage the data in

predicting and preventing system level degradation worse than customer expectation during

the whole life cycle of the product. This process also can be very well used to optimize the

system level durability performance for the vehicle.

There are several advantages derived by such process for body systems depending on the

type of program styles and requirements. In case of programs with carry over body structures

with minimum modifications, such techniques will be used to optimize the body structure to

satisfy or improve weight constraints without sacrificing other desirable body attributes such

as stiffness, NVH requirements etc. For new platform vehicles with new body styles, the

developed procedure will assist body attribute development team to validate the analytical

results and define the improvements required to satisfy body degradation program

requirements.

Page 32 of 112
5.5 Proposed High Mileage Degradation Planning& Validation
Implementation Plan

The durability and test engineers are constantly trying to come up with methods and

process for different component level key life tests and full vehicle level simulation tests.

Such a design process to address the high mileage durability issues should also consider other

considerations as mentioned below:

" In alignment with corporate objectives, time and financial constraints

" In alignment with current FPDS process
* Empowers durability and test engineers to come up with means, process and
resources to address high mileage durability issues
* Interacts with management to ask for help whenever desired
* Follows the defined process and be innovative when faced with challenges

In spite of extreme care thoughts given to design the durability process and its targets,

more often than not surprising events do occur due to several external noise factors that

cannot be controlled in a timely fashion. Environmental conditions such as temperature,

chemical reactions with environments, human reactionary forces and emotions under panicky

conditions, are very difficult to incorporate in the key life and simulation tests. Such

variables are the elements, which should be dealt with in order to have planned performance

degradation for the vehicle.

Although unpredictable and difficult to reproduce in the laboratory, such incidents are

found to strikingly similar and common for many vehicle programs. One such common

incident is the engine mount performance degradation at a much higher rate than anticipated

and planned for. The higher rate of performance degradation of stiffness and damping

characteristics for the control arm bushings is another example.

Due to temperature dependency and material non-linearity of the rubber material,

accurate prediction and design of such elements using purely theoretical and analytical means

Page 33 of 112
becomes almost impossible. Another such example is the body/door squeaks due to changes

in hinge properties. In all of these cases, elastic and rigid body movements are involved to

affect the performance of these elements. Although some directional trends could be

achieved for elastic movements of rubber elements using non-linear CAE analysis, effect of

rigid body movements on the performance cannot be assessed and predicted. In such cases

displacement and rotation measurements of elements become almost mandatory to predict

the behavior. To assess these behaviors, dynamic Optical measurement system along with

simulation equipments are only available tools in the industry at the present moment. CAE

analysis provides direction and laboratory tests and measurements provide confirmation and

validations.

The complete high mileage durability process is shown in Figure 5.5.1. The workflow for

this thesis, as shown in the framework, is divided into mainly four segments. The final

documentation and program implementation phase will be left for the program engineers to

flow depending on the nature and type of program. The complete high mileage durability

process has been divided into four interrelated phases: Exploration phase, Execution Phase,

Analysis, verification and validation phase and, lat but the not the least, documentation and

program Implementation Phase. Due to absence of accurate CAE data for rigid body

analysis, CAE correlation of the degradation measurements will not be addressed in this

thesis. This work provides a process to layout the plan and methods development for

degradation measurement using simulation engineering in the laboratory environment.

These steps are embedded in the durability attribute development and confirmation

process, which is required at every stage of the program as shown in Figure 5.5. 1. The

Page 34 of 112
planning for these actions and sequence of events could be developed and planned using

DSM developed by Professor Eppinger of Sloan School, MIT.

The flow diagram for various tasks for the proposed generic degradation attribute process

is shown in Figure 5.5.2 & 5.5.3. The task and information dependencies are also shown in

the Design Structure Matrix (DSM) in Figure 5.5.4. The information flow diagram has

several sequential, parallel and coupled task activities as shown in the matrix as well as in the

information-processing view [1]. The tasks were listed in the sequential order in which they

would be executed during the degradation assessment and resolution. The original order of

tasks were sequenced or partitioned such that the tasks are ordered as much as possible

according to sequential dependencies of the tasks.

Page 35 of 112
 Exploration Phase

Select and Study Study Existing Study Body System

Vehicle Line Measurement
and Process Systems Design requirements

Study Analytical Study Program Determine Mode shapes,

Data for the Vehicle Timings and Plans Measurement points

Execution Phase
Determine Test Determine the Measurement Fix the Measurement Set
System Requirements Process and Plans in ups along with Optical
Laboratory Apparatus and Subject
vehicle
Determine Test vehicle
Excitation Levels Set up analog Measurement
_________________ plans and A/D Conversion Interface with Program and
plans__ _ __ and__ C onversionC A E for data collection
Finalize Data collection and validation
plan, number of data sets Collect data and validate the
along with CAE, Program data on Line, Static and Finalize the Data Base
Dynamic

Analysis, verification and Validation Phase

Compile and CAE Validation and Vehicle Degradation and
Validate Data Verification of Data Mode Shape Mapping

Degradation and Mode Confirm Results with Program Compile/Verify

Shape Prediction Prediction and requirements System Analysis Data

Documentation and Program Implementation Phase

Document/Book Share results with CAE Finalize the Methods for a typical
shelf data and and Program Design Body System Degradation
Process Engineers Measurement Process

Develop, Execute and Implement the process for another

platform vehicle Programs for confirmation (Database)

FIGURE 5.5.1

Page 36 of 112
 EXPLORATION PHASE

Study Program
Timings and Plans Study Analytical Data

Select and Study for the Vehicle

Vehicle Line
Study Body System/Suspension
Degradation Requirements

Study Existing Determine Mode shapes,

Measurement Systems Measurement points
and Process

EXECUTION PHASE

Determine Test System

Determine the
Measurement Process
Requirements
j
and Plans in Laboratory
Set up analog Measurem ent
plans and A/D Conversi on -- Fix the Measurement Set ups
along with Optical Apparatus
and Subject vehicle

Interface with
Finalize Data collection plan,
Program and CAE
number of data sets along Collect data and validate the
for data collection with CAE, Program
data on Line, Static and
and validation
Dynamic
Determine Test vehicle
Excitation Levels
Finalize the Data Base

TO ANALYSIS AND
VERIFICATION PHASE

FIGURE 5.5.2

Page 37 of 112
 ANALYSIS AND VERIFICATION PHASE

FROM EXECUTION
PHASE

CAE Validation and

Verification of Data

Compile and 10 Compile/Verify

Validate Data 0, System Analysis Data

-H Degradation and Mode

Shape Prediction

Confirm Results with Program Vehicle Degradation and

Prediction and requirements Mode Shape Mapping

DOCUMENTATION AND PROGRAM IMPLEMENTATION PHASE

Share results with CAE Document/Bookshelf

and Program Design data and Process

Engineers

Finalize the Methods for a typical Body

System Degradation Measurement Process J4
Develop, Execute and Implement the process for another platform vehicle
Programs for confirmation (Database)

FIGURE 5.5.3

Page 38 of 112
 A B C D E F G H I J K L M N O P Q R S T U V W X Y
A A
B X B
C X C
D X X D
E X E
F X F
G X G
H X H
I X I
J X J
K X K
L X L
M X X X X M
N X N
0 X
P X P
-Q
II Q X
R _X R I
S X X S
T X T
U X U
V IX V
X W
W X Y
X
Y X Z

FIGURE 5.5.4
Task Le2end:

A= Select and study vehicle line;

B= Study program timings and plans;
C= Study Body/suspension Degradation Requirements;
D= Study Analytical Data, Vehicle
E= Determine Mode Shapes, Measurement Plan;
F = Study Existing Measurement Plan
G= Determine the Measurement Process and Plans in Laboratory;
H= Interface with Program and CAE for data collection and validation;
1= Determine Test System Requirements;
J= Set up measurement plans and A/D conversion;
K= Finalize Data Collection Plan, number of data sets along with CAE diagram;
L= Determine Test vehicle Excitation levels;
M= Fix measurement set ups along with Optical apparatus and subject vehicle
N= Collect Data and validate the data on Line, static and dynamic;
O= Finalize the data base; P= Compile and Validate Data;
Q= CAE Validation and verification of data
R= Degradation Results with program prediction and requirements;

Page 39 of 112
Task Legend:

S= Compile/verify system analysis data;

T= Vehicle Degradation and Mode shape mapping;
U= Confirm results with program prediction and requirements;
V= Share results with CAE and program design engineers
W= Document/Bookshelf data and process;
Y= Finalize the methods for a typical body system and suspension degradation measurement;
Z= Develop, Execute and Implement the process for another platform for confirmation

Page 40 of 112
5.6 Deliverables of Degradation Planning and Validation Process

As previously mentioned, every vehicle product development process is derived from

the currently approved Ford Product Development System, FPDS. Project management

team and engineers are responsible for customizing this development process for a

specific program without violating clearly laid hard points and deliverables at each

milestone. The nature and amount of such customization is primarily based on vehicle

program complexity, scalability, and Jobi date and program contents. These factors lead

to the definition of deliverables for each attribute at each milestone. The degradation

aspect of the product development process becomes a sub set of durability attribute,

which has deliverables throughout the development process.

Degradation, being one of the important aspects of durability attribute, drives the

design and durability attributes inside the overall umbrella of FPDS process. The

performance degradation deliverables along with durability deliverables are aligned

throughout the vehicle program milestones, deliverables and durability objectives. The

Figure 5.7.1 shows a generic performance degradation development process with respect

to vehicle program milestones. The generic durability development including degradation

process as illustrated in the Figure 5.6.1 shows that, degradation work starts with from

the initial stage of the vehicle program, Kick-off<KO> and continues until the last stage,

<Ji>, milestone.

The degradation and durability development ramps up after Strategic Intent Stage,

<SI>, where vehicle level targets are specified and vehicle architecture is defined in line

with the program direction letter. Also, vehicle program prototype requirements, new

technology requirements such as simulation and measurement system requirements, and

Page 41 of 112
high level design trade offs are established to obtain a preplanned degradation

requirements for the full life cycle of the vehicle. At the Strategic confirmation, <SC>,

milestone, system level degradation and durability targets are specified, initial

verification plans are developed, equipment supplier selection is finalized and durability

team along with CAE and test engineers verifies vehicle level degradation objectives and

process to fulfill the requirements.

After the Strategic confirmation milestone, <SC>, durability engineers lead the

degradation and durability attribute and guide the design engineers to achieve the

required specifications. The team specifies sub system and component level designs to

have enough robustness so that when they are assembled together, the system level

performance degradation will be met. This may mean to have higher factor of safety at

the component level. The sub system level targets are specified at the program hard

points, <PH>, milestones, which are derived from the combination of durability and

design requirements and specifications.

The program approval milestone, <PA>, seems to be a pivotal point in the process

where the whole program team commits itself to the vehicle level design requirements

that will satisfy the degradation and durability objectives of the vehicle throughout the

life cycle of the vehicle. This process could be termed as planned degradation objectives

of the vehicle. The design and durability team together resolve all the major design and

testing issues, establish design and durability specifications and establish the verification

and confirmation plan. The transition from design intents to verification process occurs at

the program approval stage, <PA>.

Page 42 of 112
 The verification stage starts with the confirmation of component level targets. Since,

full service suppliers, FSS, are selected at this stage to manufacture and deliver the

components with desired level of durability requirements, this stage is very crucial for

development of degradation planning. Component level verifications and testing plans

are established at the SI stage. The design and durability verification process continues

till program readiness milestone, <PR>. The intended product design from the component

to the vehicle level should be verified, and durability team is responsible for analytically

sign-off the vehicle program durability attribute objectives along with degradation

requirements.

Establish Resource Degradation Component level

Required Commitments degradation Verification

Establish system CAE and Test Vehicle level Degradation

level targets Plans Sign-off

KO SI SC PH PA ST PR CP CC LR LS Ji

A k L

Component
Specifications Vehicle level
degradation
Define verification
Degradation
Requirement Analytical Confirmation
Sign off Prototype level
degradation confirmation
and data acquire/
bookshelf

FIGURE 5.6.1

Page 43 of 112
 The high mileage degradation team has to interface with the program durability team as

shown in Figure 5.6.2. The degradation team takes the input from the customers and design

group and come up with the degradation plan for the vehicle and relays the requirements

back to design, CAE and durability teams. The requirements are then taken into

consideration while designing the parts and the same information is passed to full service

suppliers to design and test the components accordingly. The high mileage degradation team

will confirm the requirements at the CP level during sign off stage as shown in the flow

diagram

Page 44 of 112
 .. High Mileage
Degradation/
Durability Team

AL Full Service
Suppliers
(FSS)
Design Specifications
(SDS) using Core
technology

Confirmed High Mileage

Program Design PAV CAE Degradation/
Customer Inputs
from
Durability- Concepts to Team -- Durability
support Validation and
Quality Survey Team Degradation Sign Off
Specifications

Relevant Design
Information from
Previous Programs
VEV Testing

CP Sign Off

FIGURE 5.5.2

Page 45 of 112
6.0 Test Procedures and Set Up for Simulation and Degradation
Measurement

The current procedures for vehicle level structural simulation testing and 6 DOF Optical

measurement system involve the use of both experimental and analytical tools, although

analysis methods are becoming pre-eminent to determine many of the body and suspension

degradation over the life cycle of the vehicle. For durability performance, however,

experimental methods are still the primary tools used for structural degradation validation

and structural durability performances. Laboratory simulation testing has become a standard

tool within the ground vehicle industry for assessing structural durability and degradation. In

addition, the use of response simulation software such as RPCTM allows highly accurate,

multi channel tests to be run in the laboratory in significantly less time than on the road or

proving ground.

6.1 Degradation Assessment: Experimental and Analytical

To verify a vehicle's degradation of performance in the areas of body and suspension

system and durability, engineers have traditionally relied on a combination of experimental

and analytical techniques. Increasing availability of low-cost computing power in the recent

past has allowed the engineers to develop analytical CAE tools and procedures which ha

shifted the focus of PD process from the physical testing to digital world. A gradual

migration of physical testing to digital world has been noticed during last two decades due to

reduction of development time and cost. Increasingly, laboratory facilities are being viewed

as interim tools for design evaluation and such tools are being gradually replaced by robust

analytical method to evaluate and confirm designs. While long rage visions do call for the

Page 46 of 112
laboratory facilities and equipments, their projected role is imminently changing. In the

immediate future, emphasis for physical testing in the laboratory will gradually shift from

development and prove out of physical components to the development and validation of

analytical models to make the analytical tools and process more robust.

At present, the success of analytical tools is very marginal and limited and the

achievement has not been very spectacular. State of the art tools for modeling vehicle

structural performance for NVH and Safety attributes are fairly mature, given a thorough

understanding of the associated system structure and loading conditions. While physical

testing for NVH and Safety are still being conducted, these are very often required to verify

performance that has been predicted analytically, and as an aid to improve the modeling

tools. On the other hand, for durability, analytical methods are still behind the physical

testing arena with respect to structural performance and degradation evaluations. Analytical

methods are still competing with experimental methods for such verification as present

analytical tools fall short of high confidence level that is required for such tests. Accurate

prediction of degradation and confirmation of specifications have been far away from the

actual behavior of vehicle system as such.

The deviation of predicted results from the real life experiences is mainly due to the fact

that methods for modeling structural durability performance are incapable of modeling real

life situations within the stipulated time. Part of the explanation is due to the nature of

durability attribute being modeled. Complete modeling of durability performance requires

that many integrated and simultaneously active variables and factors such as fatigue,

corrosion, vibration, friction etc., should be considered. These variables are mostly noise of

the system and accurate prediction of these factors are extremely time consuming and costly

Page 47 of 112
to gain high level of confidence in the data and sometime impossible. Another reason for

such large-scale deviation is the inclusion of accurate boundary conditions required to make

the model close to the real life situations. Hence, experimental methods and physical testing

have been mostly used to complete the degradation measurements and assessments.

Moreover, durability attributes are specified over the life cycle of the vehicle and not

with respect to the design intent structure. Durability is a dynamic, cumulative and

progressive phenomenon that depends on the customer usage and vehicle robustness in

general. In that case all the analysis performed to assess such performances should also be

performed using material damage, wear, friction and corrosion etc. If the design intent

structure did not change over the life of the vehicle, static and one-time measurements for

durability performance would be sufficient and strength test would be same as durability test

in the laboratory.

From safety standpoint, durability specifications are developed in part to ensure that

customer safety is maintained over the life of the vehicle and safety models are developed

assuming the component characteristics remain same over the life of the vehicle. Degradation

is somewhat different from durability of any vehicle. While durability specifications are

geared to ensuring that customers are not stranded due to abrupt and sudden mechanical

failures, degradation planning consists of specifications that provide the rate of performance

degradation over duration of vehicle life. This brings the design focus to design components

and systems that have preplanned and predicted life for 3 or 4 years in service (YIS) or

reducing things gone wrong (TGW) for the vehicle. To gain customer confidence and ensure

continual customer satisfaction by maintaining the performance "as new" over the life of the

vehicle, degradation measurements and assessment become very critical. It has been

Page 48 of 112
demonstrated that for Japanese automobiles, degradation of performances stabilizes over

time to an acceptable low value where as American made automobiles continuously degrade

and at a much higher rate.

To enable the development of useful-life NVH and robustness specifications, NVH,

durability and Squeak and Rattle performances must be validated over the durable life of the

vehicle and degradation of such performances below the expected levels must be prevented.

In absence of accurate analytical models to predict such dynamic behavior, experimental

tools must be employed to simulate both the durability environment, and to measure the

affected durability attributes such as suspension characteristics, body component rigid body

movements. This may be the key point to meet an extended customer expectation and once

met, customer satisfaction will be achieved.

6.2 Structural Testing for Durability Attributes using Simulation

To meet the pressures of compressed development timing, and in the absence of

durability analysis tools for degradation assessments, experimental tools for structural

vehicle testing and Optical measurements have evolved over the years to provide increasing

performance and accuracy in simulating the service environment. A typical state of the art set

up for such simulation and measurement of durability attributes includes high performance

mechanical road simulators, sophisticated control software to control the simulator and 6

Degree of Freedom Optical measurement system. Both of these systems will be explained in

the following sections.

Page 49 of 112
6.2.1 Full Vehicle Structural Simulators

The standard simulator configurations used for structural degradation testing many

include any of the following configurations along with a common 6 DOF Optical

Measurement System from Krypton TM

6.2.1.1 Six DOF Spindle Coupled Simulators (Figure 6.2.1.1)

Spindle couple simulators are designed to provide general vehicle structural durability

and degradation assessment. They are normally configured to provide from 6 forces,

displacement, or moment inputs to each vehicle spindle, simulating all road induced

suspension, chassis, and body loads. In addition, auxiliary inputs are often used to simulate

non-road induced loads, such as powertrain torque reaction, or driver-induced maneuvering

and braking.

When used properly, spindle coupled simulators provide the most comprehensive,

integrated vehicle structural durability test technology available in the present time emulating

the proving ground road test conditions. Except for components subject to rotational

powertrain-induced loadings all vehicle components and systems are loaded correctly in

terms of both amplitude and frequency contents.

The systems are normally operated in an inertial load reaction mode, which limits their

ability to reproduce low frequency maneuvering inputs without supplemental restraint

systems. These restrained causes undesirable localized reactionary loading to the structure or

body structure, which may reduce validity of such tests. In addition, control mode does not

comprehend the effects that tire compliance and dynamics can have on the vehicle response

as the structure changes due to degradation or design improvements or tire inflation levels.

Page 50 of 112
 FIGURE 6.2.1.1

6.2.2 Vehicle Tire Coupled Simulators (Figure 6.2.2.1)

The tire-coupled simulators are employed to assess body and body system structural

durability testing. These systems consist of four vertical displacement inputs coupled directly

to the vehicle tire-patch. Vehicle motion is normally only passively restrained in the lateral

and longitudinal direction, and vertical tire input is controlled in vertical direction only.

These simulators could be very well used for body degradation assessment and for

interior body component degradation testing. Other uses include subjective evaluation of

S&R, and for calibrating and tuning suspension characteristics for Racing Vehicles. Lack of

significant loading in the lateral and longitudinal directions prevents these systems from

being good tools for evaluating overall suspension or chassis system performance, although,

tire coupling does provide effects of tire compliance on the body rigid body movements.

Page 51 of 112
 FIGURE 6.2.2.1

6.2.3 Front and Rear Suspension Subsystem Simulators (Figure 6.2.3.1)

The suspension subsystem simulator uses similar mechanical input fixturing as that used

for full vehicle configuration, providing 3 to 6 inputs per corner to either front or rear

suspension spindle test setup. Suspension component reaction loads are normally generated

either by including a portion of the full vehicle structure as part of the tests set up, or by

generic suspension mounting fixtures.

These systems are generally used for up-front evaluation and development of suspension

or chassis sub systems, in advance of full prototype availability. They're fully restrained or

semi inertial configuration allows for simulation of the complete suspension-loading

spectrum, including maneuvering and braking events. These systems have very limited

capability for body structural testing. It can be very well used for suspension degradation

Page 52 of 112
testing in the laboratory using the proposed method. The accuracy of such measurement in

this test is highly dependent on the design of component restrained system, since the

suspension system boundary conditions must be satisfied for all components to be loaded

correctly under both static and dynamic conditions.

FIGURE 6.2.3.1

6.2.4 Multi-Axes Simulation Table, MAST (Figure 6.2.4.1)

MASTs are generally 5 to 6 degrees of freedom rigid vibration tables used for testing

vehicle sub-structures. The planer input motion is imparted into systems, which are inertially

self-loaded. Auxiliary torque inputs are sometimes used to simulate engine torque conditions.

MAST systems are used to test frame or body mounted sub structures such as engine

mounting systems, instrument panels, tire support structures etc. They are particularly useful

for testing systems whose dynamic effect on the system forcing function is negligible. This

allows the simulator control input to remain valid even as the system being tested changes or

is modified. Supplemental inputs are required with these simulators anytime non-rigid-body

Page 53 of 112
 dynamics need to be controlled. The absence of complete vehicle structure presents

significant challenges when attempting to match system boundary conditions.

FIGURE 6.2.4.1

6.2.5 RPCTm Simulation Control and Software

All of the simulation configurations described above are controlled by closed loop servo

hydraulic systems. These control systems, however, do not have the inherent performance

required to accurately reproduce the dynamic high-frequency structural inputs, with the

proper multi channel phase relationships, that are required to simulate the road environment.

To develop the correct test inputs, an external control system must be used which

incorporates a model of system dynamics. This model can predict servo-loop control vectors

required to generate the proper simulator inputs or responses. This test control technique is

known as response simulation and designated by a trade name called RPC, which is a

software product of MTS Systems Corporation. Such process includes four different and

sequential process steps as described below.

Page 54 of 112
6.2.6 Structural Simulation Process Steps

Data Acquisition from Road The vehicle is instrumented with Transducers at the

spindles and remote sensors and operated in its service environment. System response time

histories are recorded when driven over the proving ground road surfaces, which represent

the significant test specimen input conditions. Such data is processed further to retain most

damaging portion including the frequency content of the signals. (See Figure 6.2.6.1)

System Identifications A non-linear model of the test/simulator-combined system is

developed using system identification methods based upon broadband excitation depending

upon data acquisition sample rate. These models, which can be in either the frequency or

time domain represent dynamic model of the test system including the simulator structures.

(See Figure 6.2.6.2)

Drive file Creation Through the use of the system, as described in the last step, initial

control inputs are predicted which are expected to generate the desired specimen response.

Since a linear model is used in approximating the non-linear system, an iterative procedure is

used to create the final input from incremental correction vectors calculated from the residual

response errors. (See Figure 6.2.6.3)

Durability Test The specimen is tested using a sequenced playback of the drive file

database to simulate the system's useful life in its intended service environment. This is step

where the rigid body movements of various components or systems are recorded using

Optical Measurement System at 0%, 25%, 50%, 75% and 100% of the durability test in the

laboratory. The data thus recorded is compared and degradation of performance is assessed

over the life of the vehicle. (See Figure 6.2.6.4)

Page 55 of 112
 Measured
Loads

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Loads
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Desfred
LOADS DATA
ata
Predicted P d
Loads

FIGURE 6.2.6.1

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FRF

FIGURE 6.2.6.2

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FIGURE 6.2.6.3

Drivefile TeITrn
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FIGURE 6.2.6.4

Page 56 of 112
6.3 KryptonT m 6DOF Optical Measurement System Setup and Procedure

The Optical measurement optical system consists of three lenses CCD camera system, a

space probe for CMM and LED identification, individual Light Emitting Diodes (LED) and

RODDYM IM dynamic software for data analysis using analog signal received by camera

lenses and from the individual LEDs fixed on the body or suspension systems for which

degradation rate has to be assesses.

6.3.1 Measurement set-up

The measurement set up for a typical body degradation measurement setup is shown in

Figure 6.3.1.1. The red dots are individuals LEDs fixed to the body and door. The vehicle

coordinates for measurement system is shown for the LEDs.

Body/]?oor LEDs Vehicle Coordin ate System LED Coordinate System

P6

......
....
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............
.......
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.

FIGURE 6.3.1.1

Page 57 of 112
 The measurement equipment consists of the following:

o Computer Systems with RODDYM Software

o Three lenses CCD Camera Systems
o Space Probe for CMM of LED identifications
o Strobe units to group the LEDs
o ADC600: allows measuring analog, digital and counter signals and allows
external synchronization
o Synchronization module: this optional RodymDMM module allows
measurement scripts to be synchronized with external equipment by using
digital compatible signals.

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FIGURE 6.3.1.2

Page 58 of 112
6.3.2 Measurement procedures

6.3.2.1 Instrumentation

o Attach all LED's on the body system and connect the force/torque transducers
to the analog acquisition unit (for load synchronization only)

o Connect external trigger for starting measurement and other digital signals for
synchronisation of the measurement scripts

6.3.2.2 Identification

o Camera position 1 to 6

o Static frame, camera-car relation identification on basis of nominal points that

can be found on the car body or use PowerInspect to align on basis of a CAD
file.

o Use min 3 LEDs to make a dynamic frame of the car coordinate system. This
dynamic frame can afterwards be used to easily re-align the camera system
with the car body

6.3.2.3 Measurement

o Measure the LED outputs for desired number of cycles and channels
o Camera position 1 to 6
o Use dynamic frame to align camera with car body
o Make a static measurement (using good reference for finding back all the
positions of the LED's)
o Dynamic measurement of LED's and analog channels, involving white noise
excitation of test bench or drive file excitations that could be used every 25%
of the durability run

6.3.2.4 Camera calibration Procedure

The camera system is pre-calibrated. This means that the calibration of the camera is

performed in-factory. There are three different levels of calibration. The first two levels are

performed in factory. The third one can optionally be performed on site to extend the

Page 59 of 112
accuracy for large distances when the environmental conditions i.e. temperature, humidity

and light brightness etc. are not optimal. The data for the first two levels is acquired on a

large-volume CMM in a conditioned environment. The first level of calibration is completed

in a situation where the optical parameters and the geometrical parameters are identified.

This step results in a mathematical camera model. The second level of calibration is based on

special filtering techniques eliminating the residual errors caused by non-linear higher order

phenomenon. An operator can perform the third level of calibration on site, if required. A

rotating ball bar is used to instantly correct small deviations in the linearity of the system,

which can be caused by environmental influences. The resolution of camera system is about

0.005 mm within a measurement distance of 6-10 feet.

6.4 Test Procedures for Body and Suspension Systems

6.4.1 Objective

The objective of the test is to perform measurements similar to evaluate suspension and

body performance degradation throughout the durability life of the test vehicle. The body

degradation measurements will be limited to door movements compared to body over the

durability life of the test vehicle in the laboratory.

6.4.2 System Configuration

A fully floating body with suspension and doors will be used along with 6 DOF 329

corners and Krypton RODDYM 6D Optical active and measurement systems, synchronized

with load/displacement inputs at spindle points, to record transnational motions of the spindle

and door assemblies, as described in the previous section. Each corner and the door will be

Page 60 of 112
equipped with a set of LED's to measure system spindle and door displacements at pre-

specified points. All measurements will be translated to global vehicle coordinates as shown

in the attached drawing. (See Figure 6.3.1.1 for LED arrangements and Figure 6.3.1.2 for

Measurement system configuration).

6.4.3 Degradation Requirements Scope

Suspension System: The suspension degradation over the durability life will be

measured against the followings:

* Suspension Steering Dynamics Inputs (Full Displacements and Moments)

* Suspension Alignment Measurements (Camber, Castor and Toe)
* Suspension Static compliance measurements

Body/Door System:

* Door Alignment Measurements (Full displacements and rotations)

Drift Specifications: The suspension alignment and body door movements can be

summarized as follows.

Assumed Suspension Alignment requirements:

Parameter +/-

Camber 0.50
Castor 0.50
Total Front Toe 0.30
Indicated Rear Toe 0.20
Cross camber 0.50
Cross castor 0.50

A typical spreadsheet that could be used to track the suspension parameter degradation

assessment is shown in Table 6.4.3.1

Page 61 of 112
 Assumed Wheel Frequency Requirements:

The wheel frequencies at design weight should fall into the following ranges at zero
Mileage conditions:
Front Wheel Frequency, CPM

Sport 70-80
Family Sedan 60-70
Luxury 50-60

Front/Rear Side Door Structure/SDS Requirement:

Seal Gap must be within +/- 2.5 mm (or smaller) of nominal dimension (Nominal

Seal gap is program specific) to ensure that air leakage, water leakage and CO

concentration requirements can be met. Correlation between theoretical rigid body

motion of the door panels and the physical test measurements using Krypton systems

should be established to establish the accuracy and validity of such measurement process.

(Disclaimer: These specifications are assumed and fictitious values and have no bearings on
the actual suspension design parameters followed by Ford Motor Company)

Test types and metrics:

The primary test objective is to use periodic measurements of spindle, body and door

motions under specified inputs to monitor suspension and door panel degradation while

durability test is in progress.

For each test type, load data from the Spinning Wheel Force Transducer (SWIFT TM) and

displacement data from the Krypton will be acquired. Spring rates, alignment parameters for

the suspension will be calculated and seal gap between door panel and body will be

measured.

Page 62 of 112
 The rates, alignment parameters and seal gap will be compared to the initial value and
difference checked against preset limits. The test types could be as described below:

* Vertical in/out phase, displacement control measure load

* Lateral aiding/opposing, load control measure displacement
* Longitudinal brake/acceleration, load control measure displacement
. Alignment torque aiding/opposing, load control measure displacement

Test Procedure: The following procedure will be carried out at 0, 25%, 50%,

75% and 100% of durability test:

* Tests are to be run quasi-statically using sinusoidal inputs at 1 -2

Hz
* Stop Durability test. Bring all channels to nominal ride positions.
Zero all forces and moments
0 Measure FRF at each corner. The FRF models will be used to
determine degradation in wheel hop frequency etc.
0 Iterate test command at each corner to achieve zero forces on non-
programmed channels within about +/- 2 to 5 lb.
* Run test and acquire data from SWIFT and Krypton of the spindle
and body fender motions. Tests are run quasi-statically with sine
wave @ 1 or 2 Hz
0 Calculate spring rates and check alignment values against
degradation limits
0 Repeat each test 3-5 times for consistency and averaging the
results
* Measure Door panel and body movements under following road
surfaces at the start of each segment of durability sequence (0,
25%, 50%, 75% and 100%)

0 Curb Strike
0 Cobble Stone
0 Chuck Hole
* Railroad crossings

0 Continue durability schedule depending upon results of limit checks

Page 63 of 112
In-Test Measurements:

Ride Height - Adjust suspension ride height to achieve the vertical force (FZ) equal to

corner weight of the test vehicle while all other forces and moments @ SWIFT/Spindle (i.e.

Fx, Fy, Mx, My and Mz) set to zero or iterated to achieve near zero value possible, measure

the gap between Lower control arm or any other suitable point of suspension near spindle)

and frame for framed vehicle or spindle and a fixed point in the wheel well area (The

measurement points should be consistent throughout the test ). The ride height loss due to

suspension settling shall not exceed 20 mm from initial measurement during durability life of

the vehicle.

Suspension Alignment - Adjust suspension ride height to achieve the vertical force (FZ)

equal to corner weight of the test vehicle while all other forces and moments

@SWI[FT/Spindle (Fx, Fy, Mx, My and Mz) set to zero or iterated to achieve near zero value

possible, measure the LED positions on the SWIFT face and calculate castor, camber and

Toe angles on all the wheels. The alignment change from the initial settings shall not exceed

+/- 0.5 degrees total or side-to-side for caster and +/- 0.25 degrees for Toe (For further details

see and fill up attached spreadsheet).

Vertical Rate - With brakes applied, steering angle fixed and longitudinal, Lateral forces,

moments inputs (Fx, Fy, Mx, My and Mz) set or iterated to near zero possible, apply equal

vertical displacements (Sinusoidal inputs @1 cpm) to both wheels, left and right, to cycle

between full jounce and rebound. Record load and displacements in all 6 degrees of freedom

(Loads by SWIFT and displacements by LEDs) at each wheel for 2 warm up and 4 data

record cycles. Plot hysterisis loops and calculate linear rate. The change in linear rate shall

not exceed +/- 15% from initial value.

Page 64 of 112
 Vertical Roll Rate - With brakes applied, steering angle fixed and longitudinal, Lateral

forces, moments inputs (Fx, Fy, Mx, My and Mz) set or iterated to near zero possible and

with suspension ride height set to achieve a vertical Force (FZ) equal to vehicle corner

weight for all the corners, apply equal vertical displacements to both wheels in front, out of

phase, to cycle between a roll angle of +/- 4 degrees, with a cycle time of approx. 60 seconds.

Record loads and displacements in all 6 DOF at each wheel for 2 warm up and 4 data record

cycles. Repeat the above procedure for rear wheel also, if required. Plot hysterisis loops and

calculate linear rate. The change in linear rate shall not exceed +/- 15% from initial value.

Lateral Compliance - With brakes applied, steering angle fixed and longitudinal force,

brake and steer moments inputs (Fx, My and Mz) set or iterated to near zero possible and

with suspension ride height set to achieve a vertical Force (FZ) equal to vehicle corner

weight for all the corners, apply equal lateral force to both wheels in front, out of phase, to

cycle between a lateral force of +/- (0.7*(vertical force/2)), with a cycle time of approx. 60

seconds. Record loads and displacements in all 6 DOF at each wheel for 2 warm up and 4

data record cycles. Repeat the above procedure for rear wheel also, if required. Plot hysterisis

loops and calculate linear rate for all the corners. The change in linear rate shall not exceed

+1- 15% from initial value and there shall be no backlash in excess of 0.25 mm.

Longitudinal Compliance - With brakes applied, steering angle fixed and longitudinal

force, brake and steer moments inputs (Fx, My and Mz) set or iterated to near zero possible

and with suspension ride height set to achieve a vertical Force (FZ) equal to vehicle corner

weight for all the corners, apply equal longitudinal force to both wheels in front, out of

phase, to cycle between a lateral force of +/- (vertical force/2), with a cycle time of approx.

Page 65 of 112
60 seconds. Record loads and displacements in all 6 DOF at each wheel for 2 warm up and 4

data record cycles. Repeat the above procedure for rear wheel also, if required. Plot hysterisis

loops and calculate linear rate for all the corners. The change in linear rate shall not exceed

+/- 15% from initial value and there shall be no backlash in excess of 0.25 mm.

Dynamic rates - Apply white noise signal (shape of 1/f up to Nyquist frequency,

10% of full scale load applied to vertical, lateral and longitudinal directions) to vertical,

longitudinal and lateral actuators. Record loads and displacements in the three directions and

compute frequency response functions between each input load and the resultant spindle

displacements

Body/Door Panel Movement - Measure al the 6 DOF measurements at all the

locations in the door panel and the body under the four drives mentioned before. Repeat the

procedure for left and right side doors. Calculate the maximum relative movements of the

door strategic points with respect to the corresponding Body locations. The maximum

relative movements should not exceed +/- 2.5 mm over the durability life of the vehicle.

Page 66 of 112
 CDP CDP Front Ride Heights Remarks
(%) (No. of Passes) LF Camber RF Camber Cross Camber LF Castor RF Castor Cross Castor LF Toe RF Toe Total Toe LF RF
0
25
50
75
100
Maximum
Minimum
Allowable Drift 0.5 0.5 0.5 0.5 0.5 0.5 N/A N/A 0.3
Max Cumulative Drift
Exceed Allowable Drift?
Mileage of Cum. Drift
CDP CDP Rear Ride Heights Remarks
(%) (No. of Passes) LR Camber RR Camber Cross Camber LR Castor RR Castor Cross Castor LR Toe RR Toe Total Toe LR RR
0
25
50
75
100
Maximum
Minimum
Allowable Drift 0.5 0.5 0.5 0.5 0.5 0.5 N/A N/A 0.3
Max Cumulative Drift
Exceed Allowable Drift?
Mileage of Cum. Drift
Remarks Description Remarks Description

TABLE 6.4.3.1

Page 67 of 112
6.5 Risk and Concerns for Measurement Procedures

First of all, the repeatability of the simulation equipment and control software could be an

issue if not controlled properly. The accuracy for such measurements would very much

depend on nonlinearities, hysterisis, bushing damping consistencies etc. To resolve this issue

and reduce the chance of measurement uncertainties, simulation repeatability studies

conducted at regular intervals and components could be changed to ensure uniformity of

results.

Next concern could be the repeatability, resolution and signal to noise ratio for the

SWIFT transducers used for load measurements. The resolution for load and moment

measurements should be within 75-1OON to be consistent in degradation prediction and

confirmation. The SWIFT, when mounted in the spindle housing, may induce an error due to

end constraint stiffness, which may exceed these degradation specifications to be measured.

To resolve this issue, the SWIFT could be calibrated after the unit is mounted in the spindle

housing and remove at the end of the durability test.

An investigation should be carried for all the instruments before measurement to

differentiate between cross talk and linearity errors. Any cross talk and non-linearity must be

demonstrated in a calibration fixture only without ay compensation to make for the

instrument insensivities.

Measurement accuracy over long range of time could be the toughest challenge in such

measurements. The resolution of the transducer has to be around 0.5% of the full scale of the

transducer. End to end calibration may be required to resolve the issue.

Page 68 of 112
 Overall, resolution of the transducers should not be a major issue. Repeatability is going

to be governed and dominated by hysterisis and fixture issues and calibration process. Since

the comparison is from point to point measurements over time, comparative performance

results should provide insight into the system degradation over time and robustness of the

system as a whole.

6.6 Structural Assessment Degradation for Durability, S&R and NVH

Many efforts are being made in the automobile industry to gain insight in predicting

structural degradation to assess NVH, Body and suspension behaviors and S&R

characteristics in the context of high mileage durability for the vehicles. To aid in predicting

TGW and other customer satisfaction indices occurring at extended vehicle mileage levels,

the traditional body structure development process and suspension design process are being

constantly modified to include a series of combined vehicle durability simulation and model

tests. A series of similar vehicles with different structural body configurations and

suspension structures are being tested to determine the impact of design improvements on

high mileage NVH and Ride and Handling degradation.

The present work will consist of collecting data for the body/door combination and

suspension parameters at various points during durability runs in the laboratory. The data will

be used to show several methods of quantifying parameter degradations such as castor,

camber, and toe values over time. The data analysis presented, by no means, is exhaustive

due to time and equipment constraints. Moreover, detailed analysis of such data to accurately

predict the degradation behavior of the vehicle is outside the scope of this thesis as they vary

quite widely and vehicle specific. In order to assess vehicle degradation characteristics for

Page 69 of 112
chosen design parameters of the vehicle, an exhaustive analytical and experimental results

need to be collected and analyzed simultaneously to make an accurate and meaningful

prediction. The rigid body movements for door/body and suspensions were collected using

the above procedures to prove the viability and potentials for such measurements in

predicting degradation behavior of the vehicle. The next chapters will deal with data analysis

and management of the data that was collected using above equipments and procedures.

Page 70 of 112
7.0 Body Structure Test Data Management and Analysis

A typical test set up to assess degradation of a Door sub system is shown in Figure 7.1.

The accuracy of degradation testing is dependent on many factors including the quality of the

road data, road surfaces being simulated, the simulation equipment design, drive file

generation process, accuracy and resolution of measurement systems and durability process

the vehicle is subjected to. When using multi-axis full vehicle road simulation along with the

Optical active measurement systems, the degradation assessment becomes "vehicle

dependent" and factors such as vehicle suspension geometry and transducer and LED

locations also influence the degradation measurement accuracy.

7.1 Test Set Up Details

The test set up for the body degradation measurement, as shown in Figure 7.1.1, consists

of a seven-actuator road simulator, a representative body system with the subject door with

representative hinges and structures, strategically located LEDs, 3 lens measurement camera

system with associated computer hardware and software.

A six-degree of freedom Optical measurement system is used to collect the data. The

Krypton T measurement is an active Optical measurement system that tracks the

translational displacements of the LEDs in three X, Y and Z directions. The locations of the

16LEDs are shown Figure 7.1.2. The system has fully programmable signal conditioning

capabilities. The measurement accuracy is 0.005 mm. The measurement system is calibrated

to maintain this accuracy up to 3000 Hz of sampling rate. In the present case, a sampling rate

of 100 Hz with 16 LEDs was used for the body degradation data collection.

Page 71 of 112
 The sample door with design intent level hinges and structures were assembled as a sub

system and then put in the body structure. The body system is then mounted on the simulator

and the strings were attached for all the seven inputs. The doors were also assembled with all

the hardware and trims. The hinge bolt torques was tightened as per the specifications and the

hinge bolts were painted to detect movements.

7.2 Development of Input Drive Files

The test procedures called for data collection at 0%, 25%, 50%, 75% and 100% of

durability run in the laboratory. A specific sequence of road surfaces was followed as per the

FORD durability requirements to conduct the structural durability test. The laboratory drive

files were simulated using the proving ground data. The iteration process consists of

generation of frequency response function for the system and development of input

requirements that will generate the seven accelerations at the strategic locations

corresponding to the actual vehicle run in the proving ground. The process uses RPCTM

software (Remote Parameter Control software) to conduct the simulation process at a

sampling rate 204.8 Hz. When the best accuracy achievable for the RPC channels was

obtained the final drive signal was put together in a particular sequence to reproduce the

proving ground events. For data collection, a white noise random noise file and high

frequency cobblestone drive file was used for all the degradation data collection.

Page 72 of 112
7.3 Test Sequence and Data Collection procedure

The data collection sequence was kept as follows:

* Collect the data for all the 16 LEDs at the beginning of the durability using
white noise and cobblestone drive files.
* Run the durability sequence.
* At 25%, 50%, 75% and 100% of the durability stop the test and play out the
two drive files, cobblestone and white noise, and collect data for all the LEDs
in predefined local coordinates. If required, three sets of data could be
collected and averaged for final data comparison.
* After each data collection compare the data with the previously collected data
to ensure the collected data is in alignment and consistent.

7.4 Measurement System Details

The RODYMTM 6D system is a camera based dynamic position measurement system.

The X, Y and Z coordinates of static or moving LED's are measured in real time with a high

accuracy. Velocity and acceleration profiles can also be derived. It uses 3 CCD units to

measure the position of one or more infrared LEDs. BY using multiple LEDs, the position

and orientation of the subject can be calculated. Te system is pre-calibrated by Krypton

Electronic Engineering so that exact relative position and orientation of the cameras is known

to a common camera coordinate system. The system has high accuracy and wide

measurement range with a maximum sampling rate of 3000Hz. The system has on-line

feedback capability. The system has a resolution of 0.0005 mm at 2.5 meter distance and

accuracy of 0.05 mm in X, Y and Z directions at 2.5 meter.

Page 73 of 112
 The sequence of operation during the measurement and analysis phase of such system is

as follows:

" Identification of reference coordinate system

" Identification of the car body as a rigid system
* Measurement data converted to the common reference coordinate system
* Synchronization of the measurement points
* Calculations of translations and rotation of each LED point

7.5 Results

" A typical value of the maximum displacements in X, Y and Z directions for

LED 1, 7 and 13 were calculated and given in Table 7.5.5, 7.5.6 and 7.5.7 at

various stages of the durability run. LED 1 is at the body as shown in Figure

7.1.2 and LED7 and 13 are located on the door. At every interval, the vehicle

was excited with seven channel random white noise displacement inputs and

displacements of each LED were taken. The maximum displacements for

Location 1,7 and 13 were calculated and presented in these tables.

* The displacement for each LED, RMS value was calculated for various stages

of durability. These values are given in Table 7.5.1, 7.5.2, 7.5.3 and Table

7.5.4. The difference in each direction between the adjacent LEDs were

computed and given in the same table.

" The power spectral density (PSD) for the displacement signals of the LED7,

Body structure location, in X, Y and Z directions was calculated at various

stages of the durability, namely, 0, 50 and 100%. The power spectral density

is a presentation of the energy content in the signal. The peaks of this

signature could also represent the system resonant frequencies. The vehicle is

Page 74 of 112
 most sensitive in the frequency range between 10 Hz and 35 Hz. This

becomes the zone of interest. All the PSDs were calculated for this zone. The

PSDs for LED7 for displacement signals in X, Y and Z directions are

displayed in Figure 7.5.8, 7.5.9 and 7.5.10 respectively.

" The PSDs for LED 13, Door structure location, in the Y and Z directions were

calculated for various stages of durability and these are displayed in Figure

7.5.11 and 7.5.12 respectively.

* The comparison of PSDs of the displacement signals in X, Y and Z directions

for two adjacent locations, LED 1 (Body) and LED 7 (Door), are shown in

Figure 7.5.13, 7.5.14 and 7.5.15 respectively at various levels of durability

runs.

7.6 Discussion of Results

The LED 1 and LED 7 were strategically placed close to each other and at same levels

where LEDI is fixed to the body structure and LED 7 is fixed to the door structure. The

relative displacements of these two points in X, Y and Z directions will change as the vehicle

degrades during laboratory simulation tests which are equivalent to the damage of the vehicle

in the Proving Ground or real world usage. We can vectorially add these relative

displacements in three vehicle coordinates to find the resultant movement and keep track of

these resultant displacements during the durability run. The relative displacement could also

represent the looseness of the joint for the door hinges and could give an indication when the

door movements could be unacceptable. The tables, 7.5.1 thru 7.5.4, show a typical

calculation for two adjacent points. The same procedure could be repeated for all the

Page 75 of 112
strategic points in real test situation and movements for different locations of the door and

body structure could be mapped. In this fashion, the maximum displacement near the joint

could be determined and the joint which has lost the stiffness most, could be singled out for

further design improvements. The worst joint could be identified easily and proper steps

could be taken to improve the hinge stiffness if required. From these tables, the maximum

change during the run was found to be in X direction (Fore and Aft) between 1 and 7 where

as the change was negligible in other directions. Due to gravity directions, the change is

normally negligible in vertical direction (preloaded direction) and the movements normally

occur primarily in fore and aft direction. The result of this experiment also tends to be in

alignment with real world results.

Another way to understand the permanent set of two structures could be to compare the

RMS value of the displacement in all three directions for any two strategically placed

locations of the body and door structure. The relative difference between the RMS values of

two adjacent locations could be interpreted as permanent set of those two points when the

values are compared between the start and end of the test. In practice, computations could be

done for several points and average value could be determined. The maximum changes in

RMS values of the two adjacent points, Point 1 and 7, were found in the fore and aft

directions. Although these values are small, this could point the designers to the direction of

looseness that may appear as the vehicle ages. The rate of change and maximum change are

both important to assess the degradation of the vehicle attributes. The relative changes seem

to be another important factor for degradation assessments.

Page 76 of 112
 Another way to assess the degradation is to compare the power spectral density or energy

content of the signals for the movements of the structures. In this case, the relative changes of

these spectrums at various levels of durability are the most important element. For example,

from Figure 7.5.8 it could be seen that as the vehicle degrades, the energy content of the

signal goes up indicating higher movements in the frequency zone of interest. That means

more movement of the door and more looseness of the joint. A specification for such energy

changes could be established for specific vehicle to limit degradation. There also could be a

frequency shift that could be possibly be determined from this diagram. In case of loss of

joint stiffness, the frequency will reduce, as the mass of the rigid body remains constant. A

design specification for such shift could also be specified to keep such changes within

desired limits. By comparing the PSDs for the LED 1 (Body) and LED 7 (Door), it can be

observed that door has a tendency to have higher energy content in all the directions. The

rigid body movements for the body structure are mainly due to suspension characteristics

where as door movements relative to the body structure, could be due to loss in joint

stiffness. The door was found to move more than the body structure, which is more robust

than the door.

Page 77 of 112
FIGURE 7.1.1 Seven-actuator Road Simulator
with test component

FIGURE 7.1.2 Location for 16 LEDs

Page 78 of 112
Figure 7.1.3 Location for LED 1 (Body) and 7 (Door)

Figure 7.1.3 Strober Locations

Page 79 of 112
 LED 1(Body) LED 7(Door) Difference Comment

,
X Direction 2.265 mm 2.261 mm 0.04 mm 0% durability
Y Direction 1.642 mm 1.604 mm 0.038 mm 0% durability
Z Direction 1.807 mm 1.780 mm 0.027 mm 0% durability

Table 7.5.1 RMS Displacements @ 0% Durability

LED 1 (Body) LED 7(Door) Difference Comment

X Direction 2.349 mm 2.346 mm 0.003 mm 100% durability
Y Direction 1.689 mm 1.654 mm 0.035 mm 100% durability
Z Direction 1.863 mm 1.836 mm 0.027 mm 100% durability

Table 7.5.2 RMS Displacements @ 100% Durability

LED 1(Body) LED 13(Door) Difference Comment

X Direction 2.265 mm 2.254 mm 0.011 mm 0% durability
Y Direction 1.642 mm 1.570 mm 0.072 mm 0% durability
Z Direction 1.807 mm 1.750 mm 0.057 mm 0% durability

Table 7.5.3 RMS Displacements @ 0% Durability

LED 1(Body) LED 13(Door Difference Comment

X Direction 2.349 mm 2.337 mm 0.012 mm 100% durability
Y Direction 1.689 mm 1.626 mm 0.063 mm 100% durability
Z Direction 1.863 mm 1.818 mm 0.045 mm 100% durability

Table 7.5.4 RMS Displacements @ 100% Durability

Page 80 of 112
I I

-
LED 1(Body) LED 7(Door) LED 13(Door) Comment
X Direction 6.206 mm 6.033 mm. 6.103 mm 0% durability
Y Direction 4.153 mm 4.044 mm 4.112 mm 0% durability
Z Direction 7.118 mm 6.941 mm 6.539 mm
0% durability

Table 7.5.5 Maximum Displacements @ 0% Durability

LED 1(Body) LED 7(Door) LED 13(Door) Comment

X Direction 6.404 mm 6.265 mm 6.198 mm 50% durability
Y Direction 4.209 mm 4.243 mm 4.236 mm 50% durability
Z Direction 7.221mm 7.052 mm 6.585 mm 50% durability

Table 7.5.6 Maximum Displacements @ 50% Durability

LED 1(Body) LED 7(Door) LED 13(Door) Comment

X Direction 6.510 mm 6.365 mm 6.304 mm 100% durability
Y Direction 4.359 mm 4.286 mm 4.386 mm 100% durability
II
Z Direction 7.337mm 7.145 mm 6.624 mm
. i | 100% durability ___j
.

Table 7.5.7 Maximum Displacements @ 100% Durability

Page 81 of 112
 LED7, X axis Displacement PLot
10

-o 5 10% Durability

0
0)
CM,

E -5
-o

L
0% durab i yat
-10 ----------- ----------- r----------- r-----------r -- -------
a,
CD 50% Ddrability
0 -15 ----
- ----- ----
- -r----------
---------
Oa

-20
0. 1 0.15 0.2 0.25 0.3 0.35
FreauencvfX1001. Hz

Figure 7.5.8 Power Spectral Density for LED 7, X-axis

LED7, Y axis Displacement

0

-10

C:
----------- ----- 50%-Darabdity- --------------------
E 0% Durability
2 -20 ----------------------- ----------- -----------------------
CD)

F--
- -----
0-

0
S-25

-30

-35
0. 1
-----------------

0.16
-------- -------

0.2
-----

0.25
- ---------------------

0.3 0.35
Freauencv

Figure 7.5.9 Power Spectral Density for LED 7, Y-axis

Page 82 of 112
 LED7, Z axis Displacements
10 I I I
I I I
I I I
I I
I I I

5 ------------- ---------
I I I
- I
I I

:100% Dur~biity I I

0 -------- I~4~L.

: W,
M -5
0% Durabi ity 0% rabillty
CD 10 ---------- - ---------
--- ---
ID 18 %.

)
'D- 0

15 -----. J--------------
I I - - - - - -

-
I I
0 I I I
I I
I I
-20
'

0. 1 0.15 0.2 0.25 0.3 0.35

1: i'II IOnW

Figure 7.5.10 Power Spectral Density for LED 7, Z-axis

LED13J Y axis Displacement

10

5 -------------- r------------- r------------- r------------- I-------------

0 -------------- - ----------------------------------
- - ---- - -- -- -- -- --

E:-5 -- %-------- L------------- L------------- --1

M%- DjazA it ----------
ID -1 0 0% Durability
- - --- ---- --- - + -----------
- .- - ---
C2) -- --,
-

1 -15 -------------- -- 0%Drbt----------------------------------------

-20
0. 1 0.15 0.2 0.25 0.3 0.35
Frrni inrse

Figure 7.5.11 Power Spectral Density for LED 13, Y-axis

Page 83 of 112
 LED13, Z axis Displacements
10

5 ----------- ----------- ----------- ----------- r-----------

U
100% Dhrability
0
CO

---------- ---- --- ---------- -------

0% Dur Mlty
CD
-10 ----------- ----------- r----------- r----------- r-----------

0 -15 - --- ----

- -- ---- --- ----------- - - - - - - - - -

-
a-

-20
0. 1 0.15 0.2 0.25 0.3 0.35
Freauencv

Figure 7.5.12 Power Spectral Density for LED 13, Z axis

LED1 and 7, X axis Energy Content Comparison

10

5
_0 L..- Door

0
------------
- - - --------
E4 ----
'E
-

CM -5
------------------- +---------+ --- + ----

C)
-10
-- -- ------------------------ I---------- ----------
0 -15
Oa
-20
0. 1 0.15 0.2 0.25 0.3 0.35
Froniinev1nn) H7

Figure 7.5.13 Power Spectral Density for LED 1 & 7, X-axis

Page 84 of 112
 LtU' anC /,Y axis,inergy Lontent uoampanson
10

---- --- ------ - ---- --- --- --- -----------

Ci) ---------- - I -- - --------- - ~DI-------

ra Ii
-----------
E -

-
o -10
----- ----- ----- -- ------
---- --- -----

-; -15 ---------- ----------- - - - - - - - -

-
-20
0. 1 0.15 0.2 0.25 0.3 0.35
1-.. - .

Figure 7.5.14 Power Spectral Density for LED 1 & 7, Y-axis

LED 1 and 7, Z axis, Energy Content Comparison

10

5 ----------- ---------- --------------- E13:'D7 I b - -----

_0

----------
0 ----- ----- ----------
--------- - -- -
------ - ---------
-
c
-

2)

E -5
L
-10 ----------- ---------- ---------------------------------
CU

-15 ------------ ----------------------I----------- I----------

0-

-20
0. 1 0.15 0.2 0.25 0.3 0.35

Figure 7.5.15 Power Spectral Density for LED 1 & 7, Z-axis

Page 85 of 112
8.0 Suspension Degradation Test Data Management and Analysis

A typical fixed body structure with suspension module test set up to assess degradation of

a suspension assembly is displayed in Figure 8.1. The accuracy of degradation testing for

suspension assembly is dependent on many factors such as method of testing and restraining

the body structure and frequency band for simulation including the quality of the road data,

road surfaces being simulated, the simulation equipment design, drive file generation

process, accuracy and resolution of measurement systems and, last but not the least,

durability process the vehicle is subjected to. When using multi-axis half vehicle sub-system

road simulation along with the Optical active measurement systems, the degradation

assessment for suspension parameters, namely kinematics and compliance degradation,

becomes "set-up and frequency dependent" and factors such as vehicle suspension geometry

and load measuring transducers also influence the degradation measurement quality.

8.1 Test Set Up Details

The test set up for the suspension degradation measurement, as shown in Figure 8.1.1,

consists of two 6 DOF road simulators, a representative body system with the subject

suspension module with representative shocks and springs, strategically located three LEDs

on the transducer plane, 3 lens measurement camera system with associated computer

hardware and software to synchronize load and displacement measurements.

A six-degree of freedom Optical measurement system is used to collect the data. The

Krypton TM measurement is an active Optical measurement system that tracks the

translational displacements of the LEDs in three X, Y and Z directions. The locations of the 3

LEDs are

Page 86 of 112
shown Figure 8.1.2. The system has fully programmable signal conditioning capabilities. The

software filters the LED outputs and has the capabilities to trigger the load and displacement

signals, which are very important for determination of suspension compliances. In the present

case, a sampling rate of 200 Hz with 3 LEDs was used for the displacement data collection.

The suspension module with design intent level shocks springs; toe links etc. were

assembled as complete system and then assembled in the body structure. The suspension

system is then mounted on the simulators. The load transducer is placed in between the

spindle face and the load simulator housing. The input forces go through the load transducer

and then subjected to the spindle of the suspension.

8.2 Description of Analysis and Automation Software

The analysis software is required to take the measured displacement and load time history

information at a number of points throughout a durability test from each of the performance

listed below:

" Ride height at predetermined spindle vertical load

* Suspension Alignment at constant load input condition
" Vertical Rate in-phase and out-of-phase - Hysterisis Loop
* Lateral compliance-Hysterisis Loop
* Longitudinal compliance-Hysterisis Loop
* Dynamic Rate

The automation software is required to operate in conjunction with the test rig control

system, to integrate the durability test schedule, periodic performance test measurements and

test stop/continue decision process. The software has the following functions:

Page 87 of 112
 * Insertion of performance tests at user defined points within the durability test
sequence.
* Communication as required with any separate hardware or software system to
initiate simultaneous data collection of load and displacement measurements.
* Communication with the analysis software system to determine whether any
of the static "Zero" load values or calculated parameters lies outside of the
preset limits.

8.3 Test Sequence and Data Collection procedure

The data collection sequence was kept as follows:

0 Collect the data for all the 3 LEDs at the beginning of the durability using
white noise and several previously determined sinusoidal load drives
* Run the durability sequence.
* At 25%, 50%, 75% and 100% of the durability stop the test and play out the
all the drive files, and collect data for all the LEDs in predefined local
coordinates. If required, three sets of data could be collected and averaged for
final data comparison.
* After each data collection compare the data with the previously collected data
to ensure the collected data is in alignment and consistent.

8.4 Measurement System Details

The vertical wheel rate indicates how much force is needed for a certain vertical

displacement. It is very similar to the spring constant. The ride height is the initial 6D

position of the wheel-hub or initial vertical height between road and wheel-hub. The ride

height change calculates a distance by dividing the changes in force by the spring

constant. Lateral compliance is the ratio between camber-change and lateral force

change. Longitudinal compliance is the ration between length-change and longitudinal

force change.

Page 88 of 112
 The sequence of operation during the measurement and analysis phase of such system

is as follows:

* Identification of reference coordinate system

* Identification of the car body as a rigid system
* Measurement data converted to the common reference coordinate system
* Synchronization of the measurement points
* Calculations of translations and rotation of each LED point

8.5 Results

* For the determination of vertical rate, vertical sinusoidal displacements are

provided to both the wheels in-phase and out-of-phase conditions. The in-

phase input gives the suspension vertical movements where as the out-of-

phase input provides roll motion of the suspension and body in addition to the

vertical inputs of each spindle or hub. Figure 8.5.1 displays the relationship

between vertical input and the resisting force measured by the load transducer

attached to the spindle. The resultant curve is the hysterisis loop curve for the

vertical rates.

* During the sinusoidal displacement input to the spindle, the force at the

transducer that is the rig response or suspension response is also measured to

see if the resisting force of the suspension has changed. Figure 8.5.2 displays

the relationship at various levels of durability between vertical force and time

duration during which the sinusoidal inputs are provided.

" In a similar fashion, while providing the lateral force inputs, the rolling

moment, Mx, is measured. Due to lateral force input off the hub center, lateral

force creates a lateral force and camber moment at the spindle centerline. This

is the moment that is measured by the load transducer. Figure 8.5.3 displays
Page 89 of 112
 the relationship between the camber moment and time duration during which

the sinusoidal drive file is played out.

* While providing the off-center lateral force inputs to the wheel, the lateral

force response, Fy, is measured at the hub centerline. An opposing lateral

force is provided to the both spindle centerline to create a compressive force

in-bound of the wheels. This is the force that is measured by the load

transducer. Figure 8.5.4 displays the relationship between the lateral force and

time duration during which the sinusoidal drive file is played out.

" Figure 8.5.5 is a similar graph for the longitudinal direction input. For the

longitudinal direction, both the wheels are excited in-phase in the longitudinal

with sinusoidal forces for a predetermined duration at 0,25%, 50%, 75% and

100% of the durability.

* The next figure, Figure 8.5.6, displays the hysterisis curve in the longitudinal

direction. The represents the relationship of the suspension force response in

the longitudinal direction against the longitudinal displacement inputs. Due to

sinusoidal inputs, the resultant graph displays a closed loop fashion. The area

of the hysterisis loop normally represents the frictional losses of the

suspension during such inputs.

" The following graph, Figure 8.5.7, displays the location of the spindle

centerline without any input to the spindle, defined as "Stop Test". Such

measurement is taken at 0%, 25%, 50%, 75% and 100% of durability run. The

forces and moments of the rig transducers are adjusted to zero before each

such measurement. The primary objective of such test is to measure the

Page 90 of 112
 spindle center location to determine the settling of the suspension in three

directions. This also allows the determination of the ride height changes for

the suspension.

* The last graph, Figure 8.5.8, displays the force transducer outputs against time

duration during which an in-phase sinusoidal displacement is provided for

both the wheels. Such measurements are taken at uniform interval during

durability run as mentioned before.

8.6 Discussion of Results

In general, the vertical tests, in-phase and out-of-phase, are done using displacement

inputs and spindle force and movements are recorded to develop kinematics and compliance

relationship for the spindle. In lateral and longitudinal directions, force inputs are provided

and the spindle reactions and movements are recorded at predetermined intervals during the

durability test. Since, various parameters and variables are required to accurately assess the

degradation of the suspension modules, various tests are performed to determine the

degradation of performance of such module.

The suspension stiffness, damping and deflections are important parameters to be tracked

during durability as they affect the ride and handling characteristics of a vehicle. Kinematics

tests measure wheel position changes that occur due to vehicle position changes such as roll

and ride height while horizontal forces are zero. Compliance tests measure wheel position

changes due to horizontal force inputs. As a result of performing both of these types of tests,

degradation of suspension parameters can be assessed in a very precise manner.

Page 91 of 112
 To determine the suspension rate changes, backlash and friction losses, the hysterisis

loop, as displayed in Figure 8.5.1 and 8.5.6, is often used. The slope of the line when the

displacement is gradually increased in any direction, determines the vertical stiffness of the

suspension. In this case, at 0% durability, it was found to be about 23 N/mm. If the vertical

stiffness degrades during durability or backlash changes, the slope of this line will change.

As can be seen from this figure, the suspension vertical rate slightly changed but such

changes are to be compared against required or specified variation of the rate during the

lifetime of the vehicle so that ride and handling of the vehicle does not change beyond the

expectation level of the customer. Another important aspect is the area inside the hysterisis

curve. This is an indication of the frictional losses in the system. If the area grows in size and

shape, it may mean that damping and bushing characteristics have changed. A large

hysterisis loop area at any point of time may point towards highly damped shock etc. and this

can be used to tune the shocks at any level of the durability. The changes of the shock

behavior is more important than the absolute value of the damping once the shock has been

adjusted to its desired level in the initial stages. Another important aspect of such curve is

the change in the direction of the gradient of the line that may mean backlash has been

introduced in the system. The backlash is the phenomenon where the suspension hesitates to

response for a range of force inputs. This makes the suspension insensitive to the changes in

external forces. In general, all these parameters, kinematics and compliance parameters, are

to be tracked during durability and compared against specifications. The suspension

degradation assessment should include racking down these parameters and rate of changes

are more significant than absolute values at any point of time.

Page 92 of 112
 Another important degradation parameter is the change in ride height or permanent

settling of the suspension. This may occur due to permanent changes in the springs and

bushings. Once the ride height is minimized due to permanent settling of springs or bushings,

the jounce and rebound travels gets affected. In that case, component interferences could be

increased. This may severely affect the fatigue life of the chassis components as the vehicle

ages during the life of vehicle. Such phenomenon could be observed in the Figure 8.5.7 and

Figure 8.5.8. Any horizontal shift of these graphs against time is an indication of suspension

changes with regard to spring and bushing stiffness rates.

In general, suspension degradation assessment and steps taken to keep the changes within

a specified range are the most important aspects of vehicle durability performance tests in the

laboratory. Once such changes are specified in the system design specifications, such

performance measurement techniques could be employed to confirm the requirements during

the durability tests in the laboratory. Once the confirmation is completed, vehicle can be sent

to proving ground for other chassis durability tests. The controlled laboratory environment

make the degradation assessment of any vehicle make such tests more suitable and preferred

to the proving ground tests where tracking such minute changes could be time consuming

and difficult.

Page 93 of 112
 LED1 LED4

Load Input Fixtu e of 6 DOF Simulator

LED LED3

FIGURE 8.1 6 DOF Road Simulators with Transducers and LEDs

Page 94 of 112
 Body Structure Front Strut

6 DOF Housing LED I LED 2 LED 3 Load Transducer

FIGURE 8.1.1 Location for 3 LEDs on the Transducer Housing

Page 95 of 112
 3 Lens Cam a System

Figure 8.1.2 Three Lens Camera System

Page 96 of 112
100% Durability (Red)

0% Durability (Green)

Figure 8.5.1 Hysterisis Curves for Out-of-Phase inputs, Fz Vs. Z

0% Durability (Red) 50% and 100% Durability

Figure 8.5.2 Vertical Displacement, Z, Vs. Time

Page 97 of 112
0% Durability (Blue)

50% and 100% Durability

Figure 8.5.3 Rolling Moment, Mx, Vs. Time

Figure 8.5.4 Lateral Force, Fy, Vs. Time

Page 98 of 112
0% Durability (Green) 100% Durability (Red)

Figure 8.5.5 Longitudinal Force, Fx, Vs. Time

Durability 0% Durability 100%

Figure 8.5.6 Hysterisis Curves for Out-of-Phase inputs, Fx Vs. X

Page 99 of 112
Durability 0% Durability 25%

Durability 100% Durability 75%

Figure 8.5.7 Stop Test Vertical Output for In-Phase inputs, Z Vs. Time

Figure 8.5.8 Vertical Force, Fz, Vs. Time

Page 100 of 112

9.0 Implementation and Management of the proposed Degradation Assessment Process

9.1 Background:

The implementation and management of a high mileage degradation process requires the

following of a step-by-step process. The implementation planning process could be defined

as planning the integration of customer objectives with those of management and program

engineers while establishing team interaction among all the stakeholders of the process. The

planning and implementation of a high mileage degradation process for any vehicle

introduces a new challenge to the standard principles of durability attribute management,

graceful. The high mileage degradation management and graceful degradation planning are

two relatively new concepts that will bring, in my opinion, the highest possible customer

satisfaction if it is followed and managed in a religious fashion. Implementation therefore

follows a general plan normally associated with robustness and durability training.

9.2 Implementation of Degradation Process:

The implementation planning process converts all the degradation requirements into a

logically sequenced set of negotiated work authorizing agreements and subcontracts. This

process is driven by the objectives and need to communicate and obtain agreements and

commitments among durability engineers, program engineers, and management. A possible

overview of the degradation plan development objectives and process is shown in Figure

9.2.1. It highlights the role and responsibilities of the high mileage degradation attribute

project manager in the integration of customer requirements with those of management. The

success of degradation planning and assessment ultimately depends on the level and quality

of team interaction among program, durability, and CAE Engineers and Program

management.

Page 101 of 112

 Program Timing- Program Cost
Voice of the High Mileage
Customer (VOC) -r Durability and
Degradation
Quality Target Brand
Man gement
Degradation
Cascade Requirements Requirement
for Sub system and Platform Attribute
Assessment for System Derivative and Management
comnonents

Customer Objectives Management Objectives

High Mileage

t
Degradation Objectives
for Program
...........
Iterative Process
Team Interaction
among Durability,
Program, CAE and Test
Engineers

Degradation
Implementation Plan

Degradation Attribute
Team Commitment

Figure 9.2.1 Degradation Implementation Overview

Page 102 of 112

The project objectives for the degradation assessment and implementation for any vehicle

program include:

* Project Strategy
o System level Control or Component Level Control
o Short Term or Long Term Vision
o Attribute Degradation
o Budget
" Level of Degradation Management and Control
o Bath Curve Assessment
o Degradation planning for Attributes
o Life Required
" Time Requirements
o Program Milestone Requirements
o Attribute Degradation
" Degradation task Deliverables
o Input of the system
o Output of the system
o Noise Level and Management
" Manpower Requirements for each program
" Team/Task Relationship
" Critical Path
o Suspension System
o Chassis System
o Body System
o Electrical System
" Risk Management and Assessment
o What if degradation is not managed
o Program Timing Issue
" Degradation/Robustness Action and Control Issues

The sequential implementation process must:

* Define System Variables to be considered for degradation assessment and control for
each major system of the vehicle
" Define the requirements and milestone requirements
" Define work requirements to satisfy all the deliverables
" Sequence and link each task into a project network
o Suspension degradation task
o Body Structure degradation task
o Electrical
" Identify the critical path
" Define and evaluate risk associated with not satisfying the requirements

Page 103 of 112

 " Develop schedules and establish contingencies
" Plan for the physical requirements, equipments, set-ups, fixtures etc.
* Plan the type and number of personnel requirements and time when they are required
* Assess the budgetary requirements and make sure the budget is available
" Perform Iteration if required to make the plan a real plan
* Obtain Management and engineers' buy-in
* Execute the plan for the program

9.3 Generic Degradation Implementation Plan

The primary task of the degradation attribute team engineers is to envision realistic and

down-to-earth degradation requirements for each component of any attribute of the vehicle,

decompose those requirements into deliverables, and then simulate the workflow smoothly

through the system without causing unnecessary strain on the system. The planning flow

chart, shown in Figure 9.3.1, shows a systematic way to transform the degradation

requirements into an activity and control plan suitable for successful achievement of a

degradation plan for the vehicle. The elements of such a planning diagram or flow chart can

be described as given below.

9.3.1 Determination of Project Deliverables:

The first step is to determine all the project deliverables and provide a detailed

description of each such project. For suspension degradation planning, the deliverables could

be to limit the change in the suspension parameters every 25% of real world usage life for the

vehicle. The suspension parameter could be ride weight; castor, camber, and toe changes;

suspension stiffness; and damping rate of change; etc. The product architecture could be

decomposed into a hierarchical structure and for each level of sub system, degradation

requirements or deliverables could be mentioned. The system decomposition, historical facts,

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experience with the system, and its behaviors are the key elements to the success of this step of

the process. In this a way, a complete list of projects and its deliverables could be determined.

9.3.2 Development of Degradation Strategy

Next, for each system and sub system of the vehicle, a degradation strategy has to be

developed with regard to NVH, S&R, stiffness, damping, hard point interferences etc. The

program team has to decide whether an incremental improvement or revolutionary change is

required to satisfy the customer requirements. The vehicle level strategy and requirements

have to be cascaded down to system, subsystem and component level requirements. For a

borrowed platform vehicle, incremental improvement could be sufficient. For a new

platform, an revolutionary strategy may be more suitable.

9.3.3 Development of Risk Strategy

For each control element or degradation parameter the opportunities and associated risks

should be evaluated. For many system parameters it may not be possible to determine a clear

cause. In that case, spending of resource and time may be not worthwhile at all. A risk

strategy also has to be developed for preventive, causative, and contingent plans. This should

be referred back to a previous history or data book of the company, or it could be put it into

the database of " lessons learned" for future platforms.

9.3.4 Definition of Tasks and Network of Tasks

Next, all the tasks have to be defined to ensure completion of each deliverable. Once the

complete set of tasks is developed, it should be logically sequenced and a network of

sequenced tasks has to be developed for smooth execution. The logical arrangement of tasks

will portray the best delivery approach. The critical path also should be determined. As an

example, frame degradation has to be assessed and controlled before the body mount
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degradation is controlled. Sequencing of the tasks must be maintained to ensure the integrity

of the test.

9.3.5 Development of Work Breakdown Structure (WBS)

The WBS is used, as defined by NASA, to depict the system assemblies, sub assemblies,

and component rather than by discipline or functions of the system. Hence the suspension

will be broken down into components (e.g. lower and upper control arms, upper ball joint,

shocks, springs spindle etc.). It is a mandatory document for the implementation plan since it

is the basis for work assignments, budgeting, scheduling, and other critical components of the

overall process. The work package is developed for each element of system at its lowest

level.

9.3.6 Schedules, Resources and Commitments

After the sequencing and critical path for the tasks are determined, work schedules should

be developed. The combined set of work schedules will establish the resources, personnel,

equipment, and facilities required for the program to address degradation assessment for the

program. Commitments from higher management to deploy the required resources (including

financial) for each task should be obtained before execution and implementation of the plan.

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 Program Corporate Best
Vehicle level Degradation Management Standards Practices
Requirements

Cost System Benchmark

Manageme Design Data
Sneifiriti
Lessons
Degradation Timing Learned
alignment with FPDS
Timinor nnd Mi PQtAnP

PROJECT PLAN S AND

Degradation UPDATES
Team Testing Plan Manufactur ing Plan
CAE Plan Modal Test Plan
PG Test Plan CAE/Test C orrelation
System/Prod System Engineering Management
Program uct List Plhn
Timing
SRhidwii1

yProgram Task/Responsibility Matrix

-
WrBreadw Organization * Test Engineer responsibility
* CAE Responsibility
* Manufacturing Responsibility
p. * High Mileage Degradation
Sequenced Degradation * System Integration
task Network Design Team Responsibility

PG Test Test/CAE
Schedule Assessment .....I...................

.
Design Changes Project Review
If Required And Control
Facility Test
Schedule Schedule
Figure 9.3.1 Implementation Flow Sheet
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9.4 Suspension/Body Structure Degradation Implementation

The generic implementation plan described in the previous section could be applied to the
suspension degradation scheme for any program. The following six steps are required:

Step 1:
* Formation of High Mileage Degradation Team for the program
* Establish communication channel with Porgram Durability team
Step 2:
" Obtain Customer Requirements for suspension/Body Degradation
" Obtain SDS available from Core Technology group
" Relevant design information from previous program's "lessons learned"
Step 3:
" Formalize Suspension/Body Degradation Specifications for the vehicle
o Castor, Camber and Toe changes for the useful life
o Ride Height Changes
o Ride and handling Changes required
" Confirmation of Design Concepts to support the Degradation requirements
o CAE Analysis and Prediction
o Modal Analysis
* Develop Test Plan for the vehicle for verification of CAE results
o Develop Optical Measurements plan - CMM and Dynamic
o Strategic Locations and measurements Plan
o Durability Road Surfaces and Correlation Road Surfaces
o Simulation or Block Cycle
o Vehicle Level testing or Sub System level testing
Step 4:
" Inform FSS the degradation requirement and testing plan and requirements
* Inform Test Operation Team about the test plan
" Line up Test Facilities
Step 5:
* Conduct Suspension related testing foe degradation parameters
" Validate and correlate the degradation of suspension parameters
* Report back to program management any anomalies, if required
" Decide the design fix
" High Mileage Degradation Sign Off
Step 6:
* Complete High Mileage Degradation Verification for other attributes
" CP Sign Off
* Fill up the "Lessons Learned" database
* Confirmation of Degradation Parameters for Launch"QOS" Vehicle
* Update the database, if required

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10.0 Conclusion

The focus of this thesis was to develop methodology based on real time system
excitations and six degrees of freedom Optical measurement systems for the assessment,
planning and validation of body structure and suspension system degradation for ground
vehicles. The intention of this work was not to determine the level of degradation of any
particular Ford vehicle cited in this thesis but rather introduce a preliminary concept of
degradation planning and validation using active measurement and simulation in the
laboratory using a system level approach.

The thesis framework was developed to address two critical elements of the degradation
aspect of the durability attribute of the development of any vehicle: Process planning and
validation method suitable for structural tests in the laboratory environment. Inputs from
such experimental measurements and analysis of the data are highly useful in product
development process to provide representative and timely information for decision making in
the early stages of the automobile body design process. This work also pointed towards
systemic development of procedures and methodology to evaluate implications of structural
degradation on the high mileage durability attribute targets such as Noise, Vibration and
Harshness (NVH) and Squeak & Rattle performance of the subject vehicle. A combination of
real time simulation process and high frequency Optical measurements was recommended to
develop systemic methodology to understand relationship between changes in structural
degradation of the body and suspension systems and durability mileage of the vehicle in the
laboratory environment.

The first portion of this thesis framework was dedicated to describe the deliverables,
process optimization and program interfaces required to make this systemic approach
successful and useful to achieve highest customer satisfaction. The rest of the work provided
a methodology for verification and confirmation of degradation requirements for system
level design intent parameters of suspension modules and body structures. The content of
these modules are sufficient and necessary to develop a holistic strategy to plan for a graceful
degradation of system level performances for any automobile under the scope. The content is

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also recommended as a necessary pre-requisite for the durability attribute team to enhance
robustness of the vehicle during real world usage. The primary purpose of this work was to
create a strategic direction for planning and controlling degradation of structural
performances and not to pinpoint limitation or severity of degradation for any vehicle that
has been used here to develop these tools.

The proposed method generates a degradation assessment process and its related database
that could be utilized to optimize and improve durability metrics that define the durability
performance specifications to maximize customer satisfaction. This process will help the
program development engineers and project managers to define, validate and verify high
mileage durability attribute specifications and develop a product design strategy roadmap
based on balancing customer requirements and technical feasibility aspects of any program.
A systemic test planning and methodology were developed for using the 6 degrees of
freedom Optical guided high frequency real time digital measurement system in combination
with the subject vehicle and real time excitation inputs to the body systems and how to utilize
and manage the data in predicting and preventing system level degradation worse than
customer expectation during the whole life cycle of the product. This process also can be
very well used to optimize the system level durability performance for the vehicle.

In essence, this proposed method, if developed and applied properly, has potential of
reducing product development cycle time and satisfies both internal and external customer
requirements. In addition, it will assist new program team members in learning the body
design and development process and limitations thereof Management, on the other hand, can
utilize the developed process as a primary validated and verified indicator to estimate
variation of body system attributes over design life and effects of changes in the vehicle
program. Understanding the complexities of body system and its role in vehicle property
degradation will also help the management to estimate and effective deployment of resources
in the future programs to avoid any program difficulties in advanced phases of the
development cycle.

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 This work was meant to develop a methodology for building system level durability
performance knowledge base to validate and verify system level durability performances at
various stages of product development phases. Such process and methods, if developed
properly, will help to identify the structural weakness of a vehicle system and rate of change
of structural stiffness and performance requirements with regard to safety, NVH and Squeak
& Rattle attributes.

The deliverables and tools suggested in this proposed methodology can be further
modified and verified for a specific vehicle application. The durability team can customize
the procedure by including specific design specifications for degradation and robustness for
system, sub-system or components. Specifically, including methods to verify and confirm
laboratory findings in the proving ground can further enhance the suggested procedure.
Although the suggested procedure concentrated on the suspension module and body
structure, it can be easily modified for other vehicle sub systems as deemed necessary by the
durability team and management. Moreover, a vehicle specific database, showing the
relationship between degradation and nature and amount of actual abnormalities in the
structure, also has to be developed over time so that the past experience could be used for
future platforms.

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11.0 Bibliography

1. K. Ulrich, S. Eppinger, Product Design & Development, 2nd Edition, McGraw Hill, 2000
2. Q. Dong, D. Whitney, Designing a Requirement Driven Product Development Process,
Proceedings of DETC 2001, ASME, 2001
3. E. Rechtin, M. Maier, The Art of Systems Architecting, CRC Press, 1997
4. K. Clark, S. Wheelwright, The Product Development Challenge, HBS Press, 1995
5. A. Khan, Systematic Approach for Safety Development Process, MIT Thesis, 2001
6. FPDS Process Overview, Ford Internal Document, 1997
7. System Engineering Course-Pak, C. Boppe, MIT, 2000 & 2001
8. System Architecture Lecture Notes, E. Crawley, MIT, 2000 & 2001
9. Users Guide for DSM@MIT
10. System Engineering Fundamentals, Ford Technical Institute Manual, 1998
11. Reliability Engineering, Ford Technical Institute Manual, 1998
12. Durability Engineering Manual, Ford Technical Workshop, 1999
13. Krypton System and Operating Manual, Krypton Engineering Corporation, USA, 1999
14. System and Project Management Course Pack, J. Warmkessel, MIT, 2001
15. Robert Shisko, NASA System Engineering Handbook, SP-6105
16. MTS System Manual, MTS Corporation, USA, 2000

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