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Part Technical Specification

FRONT IMPACT ABSORPTION SYSTEM


History of the document
Revision index

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Written by
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CONTENTS
2.1

General description of the vehicle(s) ................................................................................................................3

2.2
General description of purpose .........................................................................................................................3
2.2.1
Design perimeter...........................................................................................................................................3
2.2.2
Reference nomenclature ..............................................................................................................................3
2.2.3
Outline dimensions .......................................................................................................................................4
2.2.4
Operating mode ............................................................................................................................................4
5.1
Europe impact functional requirements ...........................................................................................................6
5.1.1
Urban impact.................................................................................................................................................6
5.1.2
ECE 42........................................................................................................................................................10
5.1.3
High speed impact ......................................................................................................................................12
5.2
Europe transportability functional requirements...........................................................................................14
5.2.1
Recommendations for the design ...............................................................................................................14
5.2.2
The tow ring ................................................................................................................................................14
5.2.3
Load Case...................................................................................................................................................14
5.2.4
Homologation towing ..................................................................................................................................15
5.2.5
Sea securing ...............................................................................................................................................16
5.2.6
Lifting on a truck..........................................................................................................................................17
5.2.7
Dynamic towing...........................................................................................................................................17
5.2.8
Criteria for acceptance................................................................................................................................19
5.3

Geometrical quality requirements ...................................................................................................................21

5.4

Interface requirements......................................................................................................................................21

5.5
Operational requirements.................................................................................................................................22
5.5.1
Process scenario ........................................................................................................................................22
5.5.2
Fitness for assembly ...................................................................................................................................22
5.5.3
Ergonomics and human factors ..................................................................................................................22
5.6
Constraint requirements...................................................................................................................................22
5.6.1
Weight.........................................................................................................................................................22
5.6.2
Cost.............................................................................................................................................................22
5.6.3
Deadlines ....................................................................................................................................................22
5.6.4
Quality factors .............................................................................................................................................22
5.6.5
Materials .....................................................................................................................................................23
5.6.6
Industrial standardization and regulation ....................................................................................................32
5.6.7
Interchangeability........................................................................................................................................32
5.6.8
Marking of the components ........................................................................................................................33
5.6.9
Logistics / transportability ...........................................................................................................................33
5.6.10
FTC (Functional Technical Characteristics) ...............................................................................................33
5.7
Integration and validation requirements.........................................................................................................33
5.7.1
Validation plan ............................................................................................................................................33
5.7.2
Calculation and tests Spec .........................................................................................................................34
5.8

Failsafe operation and List of the Criticality 3 and 4 DE (Dreaded Events) ................................................35

6.1
Appendix 1 Transportability .............................................................................................................................36
6.1.1
UTAC (Union Technique de l'Automobile, du Motocycle et du Cycle) homologation towing .....................36
6.1.2
Sea securing ...............................................................................................................................................36
6.1.3
Lifting on a truck..........................................................................................................................................37
6.1.4
Dynamic towing...........................................................................................................................................37

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1. PURPOSE
The aim of the study is to propose a system that integrates in a given volume and that meets the specifications, with a
beam/absorber length to be defined by your calculations, depending on the project constraints, particularly on the overhang and on the
position of the wall after the impact.
The delivered parts must comply with the functional technical specifications described in this document. Our standards are
available upon request to the Purchase Division.

2. SCOPE
2.1 General description of the vehicle(s)
Volume, Mix (to be sent by the Purchase Division)
Manufacturing site: integrated in CDC EC.

2.2 General description of purpose


The perimeter of this Technical Specification has been defined as the following:

2.2.1 Design perimeter


Included in the perimeter:
Complete frame, energy absorption system,
Right side tow ring support
Absorber supports (parts which interface with the body),
Bumper supports (adjustable angle bracket)
Fixings of the ARTIV and its beam
Fixings pedestrian absorber
Excluded from the perimeter:
Screws and bolts.
4+4 SCREWS K H RCL M8X125 L25 ZLVFGL CY (ref. to be specified) tightening torque: 20 Nm +/- 25%
The supplier must respond to the consultation with the hypotheses supplied by us, but he can also propose other solutions that
comply with the technical Spec / material Spec, as well as with the environment constraints, in order to improve the part specific
(feasibility, cost, weight, material, etc. ...).

2.2.2 Reference nomenclature


As an indication, the system can be made up of the following parts (depending on the design choice retained by the supplier in
order to meet the functional requirements):
The bumper frame and its possible reinforcements, and the tow ring support.
The absorbers (which can be built-in to the bumper frame).
The compatible absorber plates of the interface with the rails.

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2.2.3 Outline dimensions

Input data
Volume and maximum outline dimensions before impact
Interfaces (rails, caulking plates, low support fastening)

CAD definition
CATIA files to be required from the
DO (Design Office)

The system must be compatible with the assigned volume (volume and maximum outline dimensions before impact).

2.2.4 Operating mode


Sharing of tasks
The supplier will be responsible for updating the definitions / meshing after the feasibility / tests / calculations iterations (in
compliance with the CATIA V5 CAD conventions, the meshing Specs and the digital Specs).
The tests performed in order to characterize the sensitivity of the process will be of supplier's responsibility.
We will be responsible for the calculations and the tests on a complete vehicle.
Data exchange
Throughout this collaboration, the supplier will receive the environment data for technical feasibility. In parallel, for the other
items, regular exchanges of principle volumes, of local 3D definitions, of meshing, of body stiffness matrixes will be necessary from
the beginning of the consultation.
The exchanges must be made in compliance with our CAD conventions, in CATIA V5 format (the 2D and 3D definitions sent by
the supplier may not be corrected by us; they must be integrated to our title block, not to the supplier's)
The meshing must be made in compliance with the ESME Specs.
The material laws employed by the suppliers must be validated dynamically. These laws must be appraised by us.
Each part meshing must be in distinct files or entities. The file or entity name must be the name of the part.
For each new meshing, a synthetic table must be supplied, indicating:
- The name of the part and the date of the CAD definition.
- For the mechanical calculations: the thickness, the material and the fastening points.
The exchanges of definitions must be made using compatible software with BILBAO.
A follow-up table of the parts sent and received using BILBAO is required.

3. REFERENCE DOCUMENTS

Design, justification and specifications, integration - validation


Closed bare body TS (Technical Specification).

Standards and regulations


This paragraph describes the standards and the regulations that the system must comply with:

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European external requirements:

European Directive on the processing of end-of-life vehicles


European Directive on marking the parts and the materials
European standard
Allianz and Euro NCAP impact procedures (see the requirements in this doc)
standard
European Directive
European Directive
Recycling standard

2000/53/EC
2003/138/EC
ECE 42
ISO 5422 "towing out of a pit"
RG00162_CEE77-389
RG00162_CEE96-64
B20 0200

4. GLOSSARY
The technical and specific terms, as well as the abbreviations and acronyms used in this document are defined in the
MANAGEMENT AND QUALITY ASSURANCE CLAUSES.

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5. REQUIREMENTS
5.1 Europe impact functional requirements
This section lists all the performances included in the design perimeter. All the performances are required on a temperature
range of 23 4 C and for a humidity range from 0 to 100%.
5.1.1 Urban impact
Requirement and conditions:
Functional Requirement no. 1:
Dissipate the energy upon an ALLIANZ impact
Functional Requirement no. 2:
Do not deteriorate the structure of the vehicle during the ALLIANZ impact
Test conditions
Wall leaning at 10
Speed: 16 km/h
Recovery equivalent to 40 % of the vehicle
Vehicle weight: 1225 kg
Updated vehicle weight depending on the test means
Justification:
Reparability
Data provided to the supplier:
CAD file for the assigned volume before impact.
Numerical calculus model
Performance criteria:
The complete system must dissipate at least 6500 J on a vehicle, before saturation whatever the product/process dispersions.
The saturation of the system corresponds to the moment when the system achieves its energy goal.
The system must comply with the available volume before impact and with the volume and the position of the wall upon the
maximum dynamic sinking.
The length of the non deformed system must be of maximum 135 mm (not including the thickness of the plate) on the absorber
axis at Y=507.
The residual dimension of the system at its maximum dynamic collapse must be of around 20 mm, on the absorber axis at
Y=507, so that the efficiency of the absorber reaches the 85%.
The maximum sinking must be on the absorber level; no part of the frame may penetrate along X more than the latter. The beam
must remain in front of the compressibility limit of the absorbers.

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Specification of the behavior of the beam

Compressibility
limit

Beam that respects the repairability wall = target


Beam that shows an excessive modification of shape, to be prohibited

The maximum effort must be of 75 kN at peak, and around 65 kN on the plateau, whatever the dispersions. This validation
criterion must be measured on the rails level.
The transversal efforts must be the smallest possible, and they may not exceed 5 kN along Y and 5 kN along Z on both rails.
No inclination of the absorber towards Y or Z may be observed during the tests on a subsystem and on a vehicle.
Compliance with the chronology:
- Crushing the beam towards the plate for the reparability system
- No deformation may occur on the rails during the collapse of the reparability system
No bending of the plate as a result of a test is allowed (subsystems and on a vehicle): flatness within the plan tolerances.
The performance must be identical on the left and on the right
The absorber squares must be aligned on the rail squares (YZ plane section).
The maximum TR (Tolerance Range) to be guaranteed for the alignment of the absorber-rail neutral axes is of 2 mm
Robustness:
Angle of the wall: the supplier must perform robustness tests with wall angles of 8 and 12
A robustness/sensitivity study in relation with all the influencing parameters (geometrical characteristics, mechanical
characteristics, temperature effect, welding characteristics, surface finishes ...) must be considered for each development phase. The
supplier must present the details of his robustness study, included on the response to consultation.
Digital Validations:
The digital validation must be performed on the subsystem model supplied by us as it is; no modification may be made without
our approval (the weight, the limiting conditions, and the adequate instruments are supplied in this model).

The supplier can size his system in the digital line of his choice, but the presentation of the results and the deliverables must
comply with our digital line.

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FR1 validation:

Output data:
Energy of the reparability system (sum between the internal energy and the hourglass energy of all the parts of supplier's
responsibility)
X effort/sinking curve of the system (effort measured in the section LEFT-RAIL-SECTION (x=-700) of the rail, sinking
measured with the TH (time history) node of the vehicle: "VEHICLE").
Y effort/sinking curve of the system (effort measured in the section LEFT-RAIL-SECTION (x=-700) of the rail, sinking
measured with the TH node of the vehicle: "VEHICLE").
Z effort/sinking curve of the system (effort measured in the section LEFT-RAIL-SECTION (x=-700) of the rail, sinking
measured with the TH node of the vehicle: "VEHICLE").
Effort/time curves (sections identical to the previous curves)
System deformations
Validation criteria:
The absorbed energy against the sinking, obtained by integrating the effort/sinking curve
The max. efforts (normal and transversal)
The maximum sinking
FR2 validation:

Output data:
Plastic deformations stretchers before saturation of the system

Validation criteria:
Rails: no part of the rails (left and right) may show more than 10 related items that show a plastic deformation above 5%
on the maximum sinking (saturation of the reparability system)
Other parts: no item of the other parts of the structure may show plastic deformations above 5% on the maximum sinking
(saturation of the reparability system)
Physical Validations:
Left and right side impacts on the beam (with tow ball) in compliance with the ALLIANZ procedure
Number of tests per configuration: See the integration and validation plan, in point 5.7.1.
Manufacturing the test means and performing the tests are of supplier's responsibility
Test of subsystem no. 1 (FR1 validation):
Trolley with complete reparability system or drop-weight tower sent towards a fixed leaning wall

Output data:

Effort curves along the directions X, Y, and Z (effort measured by three-axis cells placed between the plates of the tested
system and the trolley)
The effort/sinking curve on the impact side and on the side opposite to the impact (effort measured by three-axis cells
placed between the plates of the tested system and the trolley, sinking measured between the bumper and the plate)
Effort/time curves (sections identical to the previous curves)
A high-frequency video of each test (above, behind and in front, frequency of 1000 images/sec)
Calculation of the efficiency index of the system

The supplier must evaluate the efficiency index of his system using the following formula: Ieff=Eabs/Emax
Where Emax = [maximum effort allowed on the platform (Fadm)] x [Total available length (Ldispo)]
And Eabs is the energy absorbed by the complete reparability system.

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Maximum effort allowed on the platform (Fadm)

Total available length (Ldispo)

Validation criteria:

The absorbed energy against the sinking, obtained by integrating the effort/sinking curve
The max. efforts (normal and transversal)
The maximum sinking

Test of subsystem no. 2 (FR2 validation):


Trolley with complete reparability system + L and R rails of the vehicle (or drop-weight tower) sent towards a fixed leaning wall

Output data:

The effort/sinking curve on the impact side and on the side opposite to the impact (effort measured by three-axis cells
placed between the rear of the false spars and the trolley, sinking measured between the bumper and the plate)
Effort/time curves (sections identical to the previous curves)
A high-frequency video of each test (above, behind and in front, frequency of 1000 images/sec)

Validation criteria:

Absorbed energy
No deformation of the rails. No deformation of the vehicle structure items before reaching the absorbed energy (the
energy must be measured by integrating the effort/sinking curve)

Any physical trial run will have to be followed of a phase of correlation calculations/tests in order to justify the numerical results
presented by the supplier.

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5.1.2 ECE 42
Regulation requirement and conditions:
Functional Requirement:
Compliance with the ECE42 regulation.
Test conditions

In compliance with the ECE42 regulation


The weight of the stop is equal to the curb weight of the reference vehicle that is: 1225 kg
For the load cases, see the table below
Height of the stop at 445 mm from the ground:
o Empty: Z = -o Laden: Z = + 15 mm
For the definition of the stop, see the diagram below

Load case:
Bumper at ambient temperature

In compliance with the ECE


42 Regulation
Centered, at 4 km/h

Angle at 60, at 2.5 km/h

Empty weight in kg

1225 kg

1225 kg

1225 kg

Laden weight in kg

1450 kg

1450 kg

1450 kg

915

Definition of the stop:

Reference
line

R3

114

15

76

305

Shifted by 300 mm, at


4 km/h

610
406

R13

Ground
R25
R102

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Data provided to the supplier:


Numerical calculus model

Performance criteria:
The maximum dynamic sinking of the system must be smaller than 50 mm.
For your information, the acceptance criteria of the ECE42 test are the following:
*Lighting and signaling in operation
*Maneuverable doors
*no leaks of liquids (cooling fluid, fuel...)
*EFU (Electric Fan Unit) and exhaust system in operation

Digital Validations:
Upon each presentation of the results of the design, the supplier must present at least the following items:
To check the requirements, the supplier must assure that no deformation appears on the structure of the vehicle,
except on the front plastic parts.
No deformation may appear on the reparability system.
The supplier must present a sinking/time law for each load case.
The validations cannot be performed on a rigid frame. The vehicle is guided along X, and the vehicle motion is free
along X.
Physical Validations:
Number of tests per configuration: See the integration and validation plan
Manufacturing the test means and performing the tests are of supplier's responsibility

Output data:
For each test phase, the mandatory physical validations are:
- 3 tests on a subsystem. Parking impact in compliance with the most critical load case calculated (this configuration must be
determined in collaboration with us) on a rigid frame
o speed: to be determined in compliance with the most critical configuration
o weight of the trolley: to be determined in compliance with the most critical configuration
o stop to be determined in compliance with the most critical configuration
o beam/stop relative position: vehicle configuration
For these parking impact tests, the required results are:
high frequency video: 3 views (top, left, right)
effort (along the 3 axes) behind the system
effort on the wall behind the stop
measurements of the acceleration (along the 3 directions) at the level of the stop
pictures after the tests (beam deformation)
measurement of the possible residual sinking before and after each test (modification of shape of the beam)

Validation criteria:

The max. dynamic sinking


The correlation must refer to the shifts and the efforts

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5.1.3 High speed impact


Regulation requirement and conditions:
Functional Requirement no. 1:
Dissipate the energy upon a high speed front impact
Functional Requirement no. 2:
Do not destabilize the operation of the front structure of the vehicle (especially of the false spars) upon a high speed front impact

Test conditions

Speed: 56 km/h
Recovery equivalent to 40 % of the vehicle
Vehicle weight: 1.225 kg

Justification:
Structure high speed front impact DC
Data provided to the supplier:
CAD file for the assigned volume before impact.
Numerical calculus model
Performance criteria:
The complete system must dissipate at least 7 kJ on a vehicle, whatever the product/process dispersions
The maximum effort transmitted along X must be of 90 KN at peak and of 80 KN on the operation plateau ( This validation
criterion must be measured at the false spars).
The transversal efforts must be the smallest possible, and they may not exceed 6 KN along Y and 6 KN along Z on both false
spars.
The max. bending moment around Z must be of 1.2 106 N.mm before the system is destroyed
No inclination of the absorber towards Y or Z may be observed during the tests on a subsystem and on a vehicle.
There may be no breaking of the complete system:
- No breaking of beam that results in separation between the system/panel/false spars throughout the
impact.
- The beam-absorber connection must resist to the efforts so as not generate breakings
The complete system may not disturb the false spars bundling (the system may not reduce the energy absorption potential of the
false spars)
Robustness:
A robustness/sensitivity study in relation with all the influencing parameters (geometrical characteristics, mechanical
characteristics, temperature effect, welding characteristics, surface finishes ...) must be considered for each development phase. The
supplier must present the details of his robustness study, including upon the response to consultation.

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Digital Validations:
The digital validation must be performed on the subsystem model supplied as it is; no modification may be made without approval
(the weight, the limiting conditions, and the adequate instruments are supplied in this model).
The supplier can size his system in the digital line of his choice, but the presentation of the results and the deliverables must
comply with our digital line.
Impacts in compliance with procedure ECE R94
FR1 (Functional Requirement) validation:

Output data:
Energy of the reparability system (sum between the internal energy and the hourglass energy of all the parts of supplier's
responsibility)
X effort/sinking curve of the system (effort measured in the left rail, sinking measured between the TH node of the left
bumper and the TH node of the left plate positioned after the absorber).
System deformations
Validation criteria:
The absorbed energy against the sinking.
The max. efforts (normal and transversal)
The maximum sinking
The absence of breaking of the system
The absence of inclination of the system
FR2 validation:

Output data:

Curve Moment Mz
Y effort (effort measured in the rails).
Z effort (effort measured in the rails).

Validation criteria:
Conformity Fy, Fz to 6 kN
Conformity, Mz with 1.2106 N.mm

Physical Validations:
Number of tests per configuration: See the integration and validation plan
Manufacturing the test means and performing the tests are of supplier's responsibility
Subsystem test (FR1 and FR2 validation):
Rigid frame with complete reparability system, hit by a mobile rigid wall

Output data:

Effort curves along the directions X, Y, and Z (effort measured by three-axis cells placed between the plates of the tested
system and the frame)
The effort/sinking curve wall/platinum (effort measured by three-axis cells placed between the plates of the tested system
and the frame, sinking measured between the bumper and the plate)
Curves Moments My and Mz/time (idem curved effort/depression)
a high-frequency video of each test (above, behind and in front, frequency of 1000 images/sec)

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Validation criteria:

The absorbed energy against the sinking


The max. efforts (normal and transversal)
The maximum moments My and Mz
The absence of inclination of the system
No breaking of the system

Any physical trial run will have to be followed of a phase of correlation calculations/tests in order to justify the numerical results
presented by the supplier.

5.2 Europe transportability functional requirements


The frame of the bumper must integrate a fastening system, so as to allow installing a tow ring that allows meeting the following
requirements:
o

UTAC (Union Technique de l'Automobile, du Motocycle et du Cycle) homologation towing in compliance


with the Regulation ECE 96-64 - regulation performance

Sea securing - safety performance

Lifting on a truck - safety performance

Dynamic towing - safety performance

5.2.1 Recommendations for the design


As the installation of the flap is not defined, the supplier must propose an installation of the ring compatible with all the functional
requirements described in this document.
The tow ring support must be positioned along the X axis of the vehicle, with an angle tolerance of 1 around Y and Z. It must
be on the right side of the vehicle.

5.2.2 The tow ring


The B58 in 20MB5 type ring is used for sea securing, for towing, and for lifting on a truck.
163

The rings for the tests and their model for the digital validation must be supplied by us

5.2.3 Load Case


Given that the weight of the vehicle can change during the design phase, we must communicate any variation, to update the load
values.
The acceptance criteria for each case are presented further

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5.2.4 Homologation towing


The towing device must comply with the European Directive EEC 96-64.
Loading: 0.5 x Gross Vehicle Weight Rating (GVWR), that is 1186 daN.
Direction of application of the effort: the effort must be maintained whatever the direction within a cone around the X axis of the
vehicle, in compliance with the figure below:
TRACTION: stress along the X axis (outwards on the vehicle) with a tolerance of 2.
COMPRESSION: stress along the X axis (inwards on the vehicle) with a tolerance of 2.

Vehicle axis (X)

1
2

= - 2

For the digital dimensioning, the extreme load cases have been considered (see the red points in the figure above).
See appendix transportability for details on the efforts and their directions

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5.2.5 Sea securing


The towing device must comply with the standard B20 1001.

5.2.5.1 Sea securing: max. effort


Loading: 0.25 x Empty Weight (EW), that is 453 daN.
Direction of application of the effort: the effort must be maintained whatever the direction of application within a cone section
between two coaxial cones, one of 45, and the other of 80 on top, and limited by an angle = + 60 around the Z axis.

z
Vehicle axis (X)

E
80

45

60

3
- 60

1
Direction of the max. sea securing effort (standard B20 1001)
For the digital dimensioning, the extreme load cases have been considered (see the red points in the figure above).
See appendix transportability for details on the efforts and their directions

5.2.5.2 Sea securing: fatigue


Loading: alternate effort 0.08 EW 0.08 EW (Empty Weight) for 106, that is here 145 daN 145 daN.
Direction of application of the effort: The effort must be maintained whatever the direction of application within a cone section
between two coaxial cones, one of 45, and the other of 80 on top, and limited by an angle = + 15 around the Z axis.

z
Vehicle axis (X)

E
80

45

4
15
- 15

Directions of the fatigue efforts for sea securing


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For the digital dimensioning, the extreme load cases have been considered (see the red points in the figure above).
See appendix transportability for details on the efforts and their directions

5.2.6 Lifting on a truck


Loading: 1300 daN.
Direction of application of the effort: 25 around the Z axis inwards on the vehicle and 40 around the Y2 axis downwards.
z

X2
Vehicle axis (X)

25

25
25

Y2

F = 1300 daN.

Direction of application of effort for lifting on a truck


For the digital dimensioning, the extreme load cases have been considered (see the red points in the figure above).
See appendix transportability for details on the efforts and their directions

5.2.7 Dynamic towing


The effort, compared to the Gross Vehicle Weight Rating (GVWR) varies depending on the angles as shown in the figure.
The resistance to effort must be ensured for any effort within these angles.

Vehicle axis (X)

X2
X

25
25

Y2

Direction of application of effort for dynamic towing

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Angle d'application par rapport l'axe vhicule selon effort dans le plan
horizontal
100

Angle ()

80

spc remorquage dynamique

60
40
20
-1

-0,8

-0,6

-0,4

-0,2

0
-20 0

F/MTAC

0,2

0,4

0,6

0,8

-40
-60

-80
-100

Angle d'application par rapport l'axe vhicule selon effort dans le plan vertical
100

Angle ()

80

spc remorquage dynamique


60
40

F/MTAC

20
0
-1

-0,8

-0,6

-0,4

-0,2

-20 0

0,2

0,4

0,6

0,8

-40

-60
-80
-100

F = -0.8 x
GVWR
= 25
= 10
= -10

F = -0.4 x
GVWR
= 25
= 20
= -40

Angle d'application par rapport l'axe vhicule


selon effort dans le plan vertical
Angle d'application par rapport l'axe vhicule
selon effort dans le plan vertical
spc remorquage dynamique

F = 0.4 x
GVWR
= 25
= 20
= -40

F = 0.8 x
GVWR
= 25
= 10
= -10

Angle of application from the vehicle axis


against the effort in the vertical plane
Angle of application from the vehicle axis
against the effort in the horizontal plane
dynamic towing specification

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Thus, the analysis of the following four load states proves necessary for complying with the envelopes presented above:
o
o
o
o

F=
F=
F=
F=

0.4 x GVWR, with average angles


0.8 x GVWR, with smaller angles
-0.4 x GVWR, with average angles
-0.8 x GVWR, with smaller angles

See appendix transportability for details on the efforts and their directions

5.2.8 Criteria for acceptance


Depending on the life situations, the criteria to be applied are of the following natures:
Aesthetic (avoid the interaction between the ring and the environment during normal use)
Functional (avoid degradation such as generalized plasticization or incipient cracks under important stress; the
system must remain functional after applying the effort)
Safety (avoid a violent breaking of any item of the system under exceptional or accidental stresses).
In all the life situation studied by calculation or by tests, the system must resist to the effort without breaking (or initiation of
breaking) of any of its components.
In order to respect the system's environment, in case of max. efforts, the shifting of the ring under load must remain within the
"deformation cone" that must be supplied in a CAD file upon consultation.
For the case of dynamic towing, the objective must be to minimize or even to eliminate the contacts with the deformation cone.
Area to be analyzed
Ring Support

Point A
Point B

Tow Ring

Point P
Area to be analyzed: Base of the ring.

Point A: end point of the ring


Point B: base point of the ring
Point P: point whose co-ordinate X corresponds to that of the trap door of shock avoids

5.2.8.1 Criteria for acceptance of calculations


The calculation analysis must comply with the specification of the methodological guide for numerical analysis or with an analog
method proven valid by the supplier.

service life
dynamic towing

requirement
category

EEC 94/64 homologation

exceptional effort
aesthetics
max. effort

lifting on a truck

max. effort
aesthetics

computed criterion
no initiation of breaking
minimize the risks of contact
no initiation of breaking
limited and restricted plasticization (Neuber criterion)
no risk of buckling under compression
compliance with the deformation cone specified in CAD.
no initiation of breaking
limited and restricted plasticization (Neuber criterion)
compliance with the deformation cone specified in CAD.

Page 19/37

sea securing: max. effort

max. effort
aesthetics

sea securing: fatigue

fatigue
aesthetics

no initiation of breaking
limited and restricted plasticization (Neuber criterion)
compliance with the deformation cone specified in CAD.
no incipient crack by fatigue on the parts and on the welded
connections
compliance with the deformation cone specified in CAD.

5.2.8.2 Criteria for acceptance of tests


For each load case (except for fatigue) the following loads must be applied at all the envelope angles. Each configuration must be
repeated 10 times in succession.
In case of the lifting on a truck, the dynamic towing, then the lifting on a truck must be validated on the same beam. The criteria of
acceptance must be met at the end of the first load case, and after the two load cases have been performed. In case of damage to the
ring, it can be changed between the towing test and the test of lifting on a truck.
In the case of homologation test, an ultimate compression test must be added, to determine the crossmember buckling mode and
effort.
The tests performance and analysis must comply with the specification of the methodological guide for numerical analysis or with
an analog method proven valid by the supplier.
The experimental criteria for acceptance are the following.
In all life situations, except for the dynamic towing exceptional efforts, after loading, the system must remain functional:
the screwed assemblies must remain intact, and they may not show uncoupling,
the reparability functions of the beam must be maintained.

service life
dynamic towing

requirement
category

EEC 94/64 homologation

exceptional effort
aesthetics
max. effort

lifting on a truck

max. effort

sea securing: max. effort

aesthetics
max. effort

aesthetics
sea securing: fatigue

fatigue
aesthetics

test criterion
no initiation of breaking
minimize the risks of contact
no initiation of breaking
to dismount the ring and to reassemble a new ring at
bottom and the hand
no risk of buckling under compression
compliance with the deformation cone specified in CAD.
no initiation of breaking
to dismount the ring and to reassemble a new ring at
bottom and the hand
compliance with the deformation cone specified in CAD.
no initiation of breaking
to dismount the ring and to reassemble a new ring at
bottom and the hand
compliance with the deformation cone specified in CAD.
no incipient crack by fatigue on the parts and on the welded
connections
compliance with the deformation cone specified in CAD.

For the exceptional efforts, the absence of initiations of breaking must be guaranteed, and also that the system - even if possibly
deformed - allows the client continuing the towing to the nearest garage.
For the fatigue, an analysis by inspection must be performed after the test, in compliance with the standardized procedures, to
check the absence of cracks in the parts and in the welding inside the system.

Page 20/37

5.2.8.3 Criteria for acceptance of Screwed Assemblies


The screwed assemblies must be subject to a dimensioning and validation procedure approved by us.
For the screwed assemblies inside the system:
no sliding or separation under the max. effort or under the fatigue effort
no uncoupling after applying the max. and fatigue efforts.
uncoupling tolerated in case of exceptional efforts. On the contrary, no significant unscrewing, screw
plasticization, or initiation of breaking may be observed
During the physical tests, the criterion must be met throughout the test.
For the screwed assemblies of the beam/body connection:
The minimum tightening torque for the vehicle concerned is of 15 Nm
To ensure the resistance of the assemblies in these conditions, the supplier must adapt the choice of his materials, of the
thicknesses of the assembled parts, and of the surface according to this requirements (as a first proposal, the EXEX (Exchange of
Experience) with the previous projects can be taken as a reference).
The exact specifications associated with this requirement must be supplied by us upon the consultation.

5.3 Geometrical quality requirements


A tolerances plan will be required (in compliance with the CAD conventions) by the supplier after the pre-tolerances file, which
must be filled in and validated by the latter.

5.4 Interface requirements


The interfaces and their main functions identified to date are the following (non exhaustive list):

Structure (STR):
STR part

Type

Function

R and L rail end pieces

Fastenings / geometry

Screw + pilot

R and L rail end pieces

Geometry

Proximities with the absorber during operation

R + L rails and base plates

Geometry

R + L rails and base plates

Geometry

Ring (towing / sea securing / Fastening


towing out of a pit)

Alignment of the absorber squares on the rail and


base plates squares (TR (Tolerance Range) 2 mm)
Proximities with the absorber during operation
Removable ring with M12 screwed end piece (the
interface must guarantee the recovery of the ring and
ensure a play between the ring and the bumper)

Outside equipments:
EFAA parts

Type

Interfaces

Front bumper *

Geometry

2 or 3 adjustable angle brackets

Technical panel and EFU

Proximity

Geometrical / minimum play of 50 mm

Pedestrian impact absorber *

Fastenings

Holding the part

ARTIV *

Fastenings

Part and of its beam maintains

(*) The interface files must be required.

Page 21/37

5.5 Operational requirements

5.5.1 Process scenario


The system is installed on the vehicle in the assembling and reinforcing workshop at our place. It must meet the corresponding
requirements of fitness for assembly (see section on the fitness for assembly).

5.5.2 Fitness for assembly


The principles of fitness for assembly are detailed in the assembly appendix and must be considered mandatory.

5.5.3 Ergonomics and human factors


The system must be free of flashes, splinters, or projections that might injury the operators (even in the absence of gloves).

5.6 Constraint requirements

5.6.1 Weight
The Weight objective must be applied to the entire perimeter subject to consultation.
Reparability system

Weight 5.5 kg

These values can be updated later.


Advanced optimization must be performed on this criterion, so as to lighten the front of the vehicle as much as possible. For this,
to know the cost of lightening, the employed technologies must be filled in, and it may not be a limiting factor for the design.

5.6.2 Cost
See the cost objectives in the PURCHASE file.

5.6.3 Deadlines
See the deliverables and the development planning in the MANAGEMENT AND QUALITY ASSURANCE CLAUSES file.

5.6.4 Quality factors


The supplier must comply with the quality requirements of the MANAGEMENT AND QUALITY ASSURANCE CLAUSES
file.

Page 22/37

5.6.5 Materials
5.6.5.1 Generalities
Two hypotheses are taken into account:

System reinforced by us (assembly by screwing)


System assembled by us (assembly by screwing)

5.6.5.2 General material requirements

Recycling
This paragraph specifies the treatment constraints at the end of life of the object, in compliance with the European Directive
2000/53/EC for the End-of-Life Vehicles (ELV).
These constraints may be resumed as follows:

Pb, Hg, Cd, CrVI Compliance


The Directive 2000/53/EC bans the use of lead, cadmium, mercury and chromium VI on all the vehicles sold starting July 1, 2003,
except in the case of dispensations listed in the Appendix 2 of this Directive. The specifications related to this requirement are
described in the standard B20 0250/B.
A certificate of compliance with the European Directive EC 2000/53 in compliance with the Appendix 1 of the standard B20
0250 must be supplied for all the materials, components and parts delivered to us, and information on it must be sent to the project
OQAF (Operational Quality Assurance Facilitator).
The used dispensations must be declared in compliance with the Appendix 2 of the standard B20 0250, and information on them
must be supplied through the MACSI application.

Homologation of Recyclability - Mass/material composition


At the earliest by the second half of year 2007, in compliance with the Directive 2000/53/CE, the NT (New Type) and TT (AllType) vehicles must be homologated for their capability for Recycling (reuse of 95% in weight, of which 85% recycling and reusing).
To prepare for this regulatory deadline, the composition in mass and material of all the components of our vehicles must be known.
The procedures and the information process through the MACSI application are described in the standard A12 5500/A.

Cleanup
In compliance with the Directive 200/53/EC, all the elements to clean up at the end of life of the vehicle must be fit for treatment,
either by breakdown, by neutralization, or by extraction. In the end, the cleanup of the vehicle must be possible.
As a consequence, the items subject to cleanup must be fit for cleanup in compliance with the procedures MXP_EMR01_0053
"Definition of the cleanup requirements for a vehicle project" and MXP_EMR01_0048 "Operating range of the items to clean up"

Recycled materials
The vehicles must use an increasing proportion of recycled materials.
The applications of recycled materials possible at the same cost and same Spec are performed and communicated through the
MACSI application.

Page 23/37

Material marking
The plastic parts are marked in compliance with the standard B20 1315/D and in compliance with the Directive 2003/138/EC.
The elastomer parts are marked in compliance with B20 1315/D and in compliance with the Directive 2003/138/EC.

Mentions included in the supplier plan


The following information must be included in the parts plans:

The material grades and the thermal treatments, if necessary, as well as the related European standards.

The coatings.

The standards concerning the specific of the part or of the subassembly (pins, nuts, crimping, etc.)

The standards concerning the functions that must be ensured by the organic products.

The standards concerning the quality of the assemblies.

5.6.5.3 Metallic materials requirements


Generic requirements
Reference documents

Requirement
The supplier must propose materials that allow meeting the functional
requirements and the required anticorrosion performances for the
subassembly.
Appearance:
The used products must be fit for manufacturing the specified parts and must
be free of faults in detrimental to their normal use.
The surface of the parts must be clean, free of oxidation, scale, and adhesive
tags.
Safety:
The parts may not show flashes or areas that might cause injuries to the
operator.

Flat products
Material choice

Case of an assembly built-in on reinforcing

The supplier must make his material choices in compliance with the following rules:
Prefer the material choice among the material grades and lines validated by us.
If the material grade and/or the lines are not validated, the supplier must prefer a material producer in our panel. In addition,
the supplier must make sure of the compatibility of the material with our downstream manufacturing processes (details in the next
paragraph).
If the proposed material is not validated by us and/or the material producer is not in our panel, our approval is mandatory. In
addition, the supplier must make sure of the compatibility of the material with our downstream manufacturing processes (details in the
next paragraph).

Page 24/37

Risks of elimination for the material compatibility with our manufacturing process

In the cases and , the supplier must make sure of the compatibility of the proposed material with our manufacturing process
(TTS, electrophoresis, painting) by meeting the following requirements:

Reference documents

Requirement
Traceability:
The traceability of the prototype parts and of the series parts must allow
retrieving, if necessary:
The information on the material production runs;
The production runs of manufactured parts corresponding to the parts
sampled for checking.
Surface finish:

B53 3059/F

The appearance requirements are defined in the following standards:

B54 1059/A

steel parts: B53 3059/F


aluminum parts: B54 1059/A

Case of a subassembly built-in upon assembling

The supplier must make his material choices in compliance with the following rules:
Prefer the material choice among the material grades and lines validated by us.
If the material grade and/or the liner are not validated, the supplier must prefer a material producer in our panel.
If the proposed material is not validated by us and/or the material producer is not in our panel, our approval is mandatory.

General specifications for the flat products


The flat products used for manufacturing parts must meet the following requirements:

Reference documents

Requirement

B10 1110/C

Parts stamped in steel or aluminum sheet - General technical requirements

B53 3020/C

Flat steel products - Symbolization and designation

B53 3050/C

Flat steel products - general specifications for the supply

B53 3070/F

Hot or cold rolled flat products - Particular technical specifications

B53 3072/E

Hot or cold rolled flat products - Dimension specifications


In the case of profiles, the forming method may not generate any necking,
breaking, tearing or cracking on the final part

Page 25/37

Thickness requirements for the flat products

Reference documents

Requirement

R21 0001/D

For the parts identified as Safety or Regulation, the material thinning must
comply with the standard R21 0001/D.
Stamped parts:
o

The dimension specifications concerning the nominal values and the


tolerances of thickness of the flat products for stamping are defined in the
standard B53 3072/E.

For some parts, as indicated in the plan, they must comply with the
thickness paragraph of the standard B10 1110/C.

B53 3072/E
B10 1110/C

B13 1510/A

Joined blanks: Thickness ratio in compliance with the standard B13 1510/A
Steel shapes:
o

The dimension specifications concerning the nominal values and the


tolerances of the thickness of the flat products used for manufacturing the
shape are defined in the standard B53 3072/E.

The supplier must make sure that the thickness of the material is not
modified by the forming method, especially in the radius areas.

B53 3072/E

Tubes
The tubes must comply with the requirements defined by the following standards:
Reference documents

Requirement

B53 5020/B

Structural steel in the form of tubes - Designation and symbolization

B53 5040/B

Structural steel in the form of bars - Technical and administrative specifications

B53 5043/C

Structural steel in the form of tubes - Metallurgical specifications

B53 5046/B

Structural steel in the form of tubes - Dimensional specifications


Thickness:

B53 5046/B

The dimensional specifications concerning the nominal values and the


tolerances of the thickness for the structural steel delivered in the form of tubes
are defined in the standard B53 5046/B.

Cold drawn steel wire rods


The cold drawn steel wire rods for general purpose must comply with the following standards:
Reference documents

Requirement

B53 1060/A

Cold drawn steel wire rods for general purpose -Technical and administrative
specifications

B53 1063/A

Cold drawn steel wire rods for general purpose - Metallurgical specifications

B53 1066/A

Cold drawn steel wire rods for general purpose - Dimensional specifications

Page 26/37

Structural steel in the form of bars


These steels must comply with the following standards:
Reference documents

Requirement

B53 1040/D

Structural steel in the form of bars - Technical and administrative specifications

B53 1043/D

Structural steel in the form of bars - Metallurgical specifications

B53 1046/E

Structural steel in the form of bars - Dimensional specifications

Anticorrosion coating of metallic products


The protection against corrosion of the steel parts can be ensured by a metallic coating whose properties are defined in the
following standards, and which meets the anticorrosion requirements defined in the paragraph "Anticorrosion requirements for the
FR/RE impact absorption systems":
Reference documents

Designation

B53 3210/E

Zinc coated hot or cold rolled flat products

B53 3220/H

Continuously galvanized hot or cold rolled flat products

B53 3830/D

22MnB5 grade coated hot or cold rolled flat products

B53 5020/B

Protection of the tubes depending on the designation in compliance with the


standard B53 5020/B

B15 4210/C

Protection of the wires in compliance with the standard B15 4210/C

B15 4101/D
B15 4102/B
B15 3320/A

Protection by electrolytic coating and lamellar zinc plating


The protection of the component items of the impact absorption system can be
ensured by a metal coating applied by electrolytic means, or by lamellar zinc
plating, under the reservation of compatibility with our manufacturing process.
The coating must meet the requirements of the following standards:
o standard B15 4102/B or B15 4101/D for the electrolytic zinc plating.
o standard B15 3320/A for the lamellar zinc plating.

Page 27/37

Temporary protection of metallic products


The temporary protection of metallic products must meet the following requirements:
Reference documents

Requirement
Requirements for all the parts:
In normal transport, handling, and storage conditions, this protection must
guarantee products that do not show any traces of oxidation within an interval
of 3 months from the date when the product is made available in the factory
with the initial packaging.
This protection must be compatible with the subsequent manufacturing
operations (assembling by welding or by gluing, TTS / electrophoresis / painting
process, etc.).

Requirements for the parts made of flat products:


The parts made of flat products must include a temporary protection by
lubrication.
The used oil must be preferably one of those validated by our Materials and
Methods entity, and complying with the standard B74 6240/A. Any other type of
oil proposed by the supplier must be validated on his expense for this
standard.
B74 6240/A
B53 3050/D
D65 5353/B

The oils compatible with the gluing and surface treating products
subsequently applied to the parts are to date the following:
o

QUAKER Ferrocoat N 6130

QUAKER Ferrocoat N 6131

TOTAL FINA Finarol B 5746

The oil amount must comply with the standard B53 3050/D in compliance
with the test method D65 5353.
If shaping the parts (stamping, forming ...) needs specific lubrication, the
supplier must make sure of its compatibility with the rest of the process. If the
used lubrication product is incompatible with the process, the parts must be
degreased and greased again using a compatible product with the process.

5.6.5.4 Requirements for the organic products

Material choice
Case of an assembly built-in upon reinforcing
The supplier must make his material choices in compliance with the following rules:
Prefer the material choice among the products validated by us for the concerned function.
If the proposed product is validated, but it is applied on a support which's material and/or line are not validated by us, the
supplier must demonstrate that the product meets the requirements of the functional characteristics demanded.
If the proposed product is not validated by us, the supplier must demonstrate that the product meets all the requirements
demanded.

Page 28/37

Reference documents

Description

MXP_CEB02_0027*

Technical specifications for the organic products for outsourced parts and
subassemblies of the body in white

*: document subject to reviewing, available upon request and with the approval of the Purchase Division

Case of a subassembly built-in upon assembling


The supplier must propose materials that allow meeting the functional requirements and the required anticorrosion performances
for the subassembly.

5.6.5.5 Requirements for the insert fastenings

The insert fastenings, depending on their nature, must comply with the following requirements:
Reference documents

Requirement

C10 0040/F

Welded screws and pins

C20 0040/B

Welded nuts

B11 1400/D

Threaded flanges

B11 1500/OR

Crimped nuts

5.6.5.6 Assemblies made by the supplier


The assemblies made by the supplier must meet the functional requirements of the subassembly Specification.
As a recommendation, the list of our assembling quality standards is given below:
Reference documents

Description

B13 1226/D

Resistance spot welding of steel sheets - Quality of assemblies

B13 1227/D

Assemblies by reinforced thick products - Quality of assemblies

B13 1340/OR

Laser welding of steel sheets. Criteria for acceptance of assemblies

B13 1520/A

End-to-end joints Quality of assemblies

B13 1540/P

ARC methods - MAG (Metal Active Gas) welding of steel, MIG (Metal Inert
Gas) braze welding of steel

B13 6120/A

Test method for assemblies of coated or non coated flat products by selfpiercing rivets

B13 7120/A

Test method for assemblies of coated or non coated flat products by stamping

Page 29/37

5.6.5.7 Anticorrosion requirements for the FR / RE impact absorption systems

Generalities
Coating is required for all the steel parts of the system (coating optimization is required in accordance with the synthetic AVC
(Accelerated Vehicle Corrosion) synthesis tests results).
In compliance with the body anticorrosion STO, the FR and RE impact absorption systems are at stress level 3; they must comply
with the requirements listed below, in compliance with the anticorrosion specification guide for the body, the standard B15 5050
index M (Paint coating of finished vehicles).
The requirements described in the anticorrosion GTS (General Technical Specification) are based on the exchange of experience
on the vehicle appearance, and they are issued of the anticorrosion guide.
They must be considered the closest to the "anticorrosion bare minimum"target durations: appearance > 6 years (5 years in
client use + 1 year of storage) and anti-drill > 13 years (12 years in client use + 1 year of storage). The functional conservation
objectives are set to 8 and 6 years, but the body is little concerned beyond the door mechanisms. The internal objectives of period
without corrosion that impacts the safety are of 16 years (15 years in client use + 1 year of storage).

Generic anticorrosion requirements for all the parts


The following requirements concern all the component parts of the FR and RE impact absorption systems.
Reference documents

Requirement
Requirements for all the parts:
The coating of each part must be checked in compliance with the specific test
procedures listed in the standards specific to each type of coating. Depending
on the anticorrosion option retained by the supplier for each component of the
FR and RE impact absorption systems, the acceptance requirements for each
tested coating must comply with the corresponding standard.
However, upon consultation, a supplier can propose a coating that was not
specified (new product or method), on the condition that the supplier
demonstrates that the proposed coating results in a protection at least
equivalent to that of the coating specified by us, on one hand, and that the
proposed coating is compatible with our downstream manufacturing process,
on the other hand. In this case, the supplier must also send some parts to the
corrosion service for validating the coating.

Page 30/37

Anticorrosion requirements: impact absorption system built-in upon reinforcing


This paragraph describes the requirements to meet for an impact absorption system built-in during our reinforcing stage.
Reference documents
B53 3220/H
B53 3210/E

Requirement
Steel parts made of flat products:
all parts must have a G10/10 or EZ10/10 coating in compliance with the
standards B53 3220/H or B53 3210/E, respectively.
Steel screws and bolts associated to the impact absorption system:

B15 4101/D
B15 4102/B
B15 3320/A

Authorized protections:
Electrolytic zinc deposit in compliance with the standard B15 4101/D
Bulk electrolytic zinc: ZNI A3P or ZNI N3P in compliance with the standard
B15 4102/B
Lamellar zinc: ZLV MGO in compliance with the standard B15 3320/A
Steel tow ring support:
Authorized protections:

B15 4102/B

Bulk electrolytic zinc: Z10 in compliance with the standard B15 4102/B

B15 3320/A

Lamellar zinc: ZLV MGO in compliance with the standard B15 3320/A
On this part, priority is given to protecting the threads so as to guarantee the
fitness for assembly of the tow ring after 30 AVC cycles.

Anticorrosion requirements: impact absorption system built-in upon assembling

Reference documents
B53 3220/H
B53 3210/E

Requirement
Steel parts made of flat products:
all parts must have a G10/10 or EZ10/10 coating in compliance with the
standards B53 3220/H or B53 3210/E, respectively.
Steel screws and bolts associated to the impact absorption system:
Authorized protections:

B15 4101/D

Electrolytic zinc deposit in compliance with the standard B15 4101/D

B15 4102/B

Bulk electrolytic zinc: ZNI A3L or ZNI N3L in compliance with the standard
B15 4102/B

B15 3320/A

Lamellar zinc: ZLV MGO or ZLV MGL in compliance with the standard B15
3320/A
Steel tow ring support:
Authorized protections:
B15 4102/B

Bulk electrolytic zinc: Z10 in compliance with the standard B15 4102/B

B15 3320/A

Lamellar zinc: ZLV FGO or ZLV FGL in compliance with the standard B15
3320/A
On this part, priority is given to protecting the threads so as to guarantee the
fitness for assembly of the tow ring after 30 AVC cycles.

In case of an impact absorption system built-in upon our assembly stage, the table below describes the additional requirements for
the complete assembled system.

Page 31/37

Reference documents

Requirement
Steel FR impact absorption system:
Visible and graveled system:

B15 5050/M

paint requirements 334X003 (X: black) in compliance with the


standard B15 5050/M
Visible and non graveled system:
paint requirements 3300003 in compliance with the standard B15
5050/M
Steel RE impact absorption system:

B15 5050/M

Hidden and graveled system:


paint requirements 3340003 in compliance with the standard B15
5050/M

Validation of the anticorrosion performance


The FR and RE impact absorption systems must undergo the AVC (Accelerated Vehicle Corrosion) test
Required results:

At the end of the test, all the safety functions of the FR and RE impact absorption systems and of the component parts of
the FR and RE impact absorption systems must be obtained within the tolerance range.

In order to guarantee the 6 years of appearance without "red rust", no red corrosion is allowed on the visible parts of the
vehicle, whatever the source of the corrosion (e.g.: leak from a hidden part) after 30 AVC cycles.
The screws and bolts associated to the component parts of the FR and RE impact absorption systems may not show red
corrosion after 10 AVC cycles.

As the tow ring is a regulation part, screwing it in the tow ring support must be possible after 30 cycles.

At the end of the sanding - graveling tests and of the AVC, the requirements must be adapted in accordance with the
results.

5.6.6 Industrial standardization and regulation


The system has a Safety and Regulation symbol (S/R symbol) in compliance with the SSR (Specification for Safety and
Regulation) R21 0001.
A monitoring plan must be proposed in order to guarantee all the performances in time, both during the development and during
the service life of the vehicle.
The safety characteristic must be applied to the high speed impact.
The safety characteristic must be applied to the towing out of pit and to the repairing service (dynamic towing and lifting on a
truck)
For the impact criteria, besides the specifications described below, reference must be made to the regulation standards R21 3202
and R21 0001.
For the securing / towing criteria, besides the specifications described below, reference must be made to the regulation standards
R21 3201 and R21 3401.

5.6.7 Interchangeability
The interface between the body and the bumper frame must be removable without specific tools. The bumper frame / front
absorber system must allow removing / reassembling without degrading the product and its performances, or those of the neighboring
parts.

Page 32/37

5.6.8 Marking of the components


Marking and traceability are required (marking of components: standard A102260).
The supplier must propose the following two options: traceability by production run, or traceability by unit.
For marking the Bumper Frame supply, depending on the retained traceability option, the supplier must propose a marking by tag
or a permanent marking.

5.6.9 Logistics / transportability


See the enclosed logistics specification file.

5.6.10 FTC (Functional Technical Characteristics)


The part is a safety and regulation part; the material characteristics, the thicknesses, and the shape of all the components are safety
FTCs (Functional Technical Characteristics), as it is, also, the method of assembling these components on each other.

5.7 Integration and validation requirements

5.7.1 Validation plan


An integration and validation plan established by the supplier is required and must be validated by us. It must review and check
that all the system functions, in order to guarantee the functions in time. The different adjustments related to this IVP (Integration and
Validation Plan) must be validated by us. The modifications of the IVP after our validation, related to the compliance (or non
compliance) with the Specification, may not generate additional costs for us.
The possible modifications during the development that require validation, whatever they are, must be integrated to the initial IVP.
Any modification that might have an impact on the compliance with the contract requirements must be subject to our validation
and agreement.

Impact IVP (Integration and Validation Plan):


a) Consultation Phase:
Complete calculation analysis and presentation of the results of correlation on a similar product
b) Prototype Phase
-

Presentation of the calculation and test results in compliance with the IVP and the TS (Technical Specification)
Calculation and test correlation upon each validation, depending on the process adjustments

c) Tooling Go-Ahead CAD Definition Phase:


-

Presentation of the calculation and test results in compliance with the IVP and the TS
Calculation and test correlation upon each validation, depending on the process adjustments
Presentation of the justification file with all tests and calculation correlations and with the presentation of the
optimizations proposed for the Tolling Go-Ahead.

d) SRV (Series Representative Vehicle) Phase:


-

Presentation of the calculation and test results in compliance with the IVP and the TS
Calculation and test correlation upon each validation, depending on the process adjustments
Justification file that integrates all the evolutions

Page 33/37

Vehicle transportability IVP:


a) Consultation Phase:
Complete digital validation. The deliverables are:
a representative digital model in our digital line, with its quality sheet
a representative digital model of the current definition in our digital line, with its quality sheets and the calculation
reports associated to all the load cases
Correlation between the calculations and the tests on a solution with the same design (demonstrating the control on the
digital line)
b) Prototype Phase
1) Digital validation of the most unfavorable cases identified previously, if there is an evolution of the definition
2) Complete physical validation (all the validations in the vehicle transportability paragraph). (2 parts per load case)
The deliverables are:
a digital model correlated with the physical tests in our digital line, with its quality sheets and the associated calculation
reports, if necessary.
the test reports with all the deliverables of the tests on prototype parts
c) Tooling Go-Ahead CAD Definition Phase:
1) Digital validation of the most unfavorable cases identified previously, if there is an evolution of the definition
2) Complete physical validation (all the validations in the vehicle transportability paragraph). (2 parts per load case)
The deliverables are:
a digital model correlated with the physical tests in our digital line, with its quality sheets and the associated calculation
reports, if necessary
the test reports with all the deliverables of the tests on prototype parts
d) SRV (Series Representative Vehicle) Phase:
1) Complete digital validation only (all the validations in the vehicle transportability paragraph).
2) Complete physical validation (all the validations in the vehicle transportability paragraph). (3 parts per load case)
The deliverables are:
a digital model correlated with the physical tests in our digital line, with its quality sheets and the associated calculation
reports
the test reports with all the deliverables of the tests on series parts

5.7.2 Calculation and tests Spec


Dimensioning of the system by the supplier:
For dimensioning the system upon a crash, refer to the digital Spec.
The material laws employed by the suppliers must be validated dynamically. These laws must be appraised by us.
The meshing employed by the supplier must comply with the meshing quality criteria defined in the meshing Spec.
For dimensioning the system statically, the ABAQUS calculation code is recommended. The used calculation model must comply
with the following criteria:
- Within the framework of the test phases, the supplier must ensure the correlation of the calculation with the test.
- In all the cases, the calculations made by the supplier must be fit for exporting under ABAQUS. The correlation level between
the source model and the ABAQUS mode must be proven.

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The disclosure by our side of auxiliary digital models that the supplier considers necessary for performing his dimensioning
(partial models of the vehicle ...) must be the subject of a specific confidentiality contract. This phase must be considered only if the
first proposals of the supplier are estimated convincing.

5.8 Failsafe operation and List of the Criticality 3 and 4 DE (Dreaded Events)
The system must maintain its functional characteristics throughout the service life of the vehicle. The FMECA (Failure Modes,
Effect and Criticality Analysis) results must meet our requirements.
The Failsafe Operation tests and calculations must be integrated into the validation plan, and the QMC (Quality Management
Clauses) deliverables into a specific section. The supplier must describe the methods employed, as well as all the actions that
guarantee the absence of dreaded events, in terms of technical solutions, specific design, calculation, digital simulation, physical
tests...
The Criticality Index is an estimation of the effect of the dreaded event considered in terms of inconvenience for the customer,
of costs of repairing, or of individual risk. The dreaded events are graded in compliance with the following grading system:

Level
1
green

2
yellow

3
orange
4
red

Definition
Comments
Dissatisfaction or degradation of a
General performances of the vehicle preserved. The user
vehicle function
can continue using his vehicle. No intervention required.
Occurrence of disturbing symptoms. The user can
Loss of a vehicle function.
continue using his vehicle, but urgent intervention is
required.
Impossibility to drive or impossibility to reach the
destination because of the loss of a main function, or
The vehicle is non-operational.
because of non-compliance with the regulations (risk of
fine).
Impossibility to park safely (risk of inviolability).
Risk of corporal injury to individuals.

It might generate an accident or corporal injuries.

For the studied system, the dreaded events have been declined through the Failsafe Operation requirements.

Criticality 3 requirements:
The criticality 3 dreaded events for the bumper frame system are the following:
Objective
after 7 years

Failure mode

Loss of the system when stopped

Breaking
securing

of

the

system

upon

sea

Note on the failure


scenario

10-3

Failure of mechanical
origin (breaking)

10-3

Failure of mechanical
origin (breaking)

The supplier must demonstrate the compliance with the availability objectives, with an index of reliability of 75%.

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Criticality 4 requirements:
The criticality 4 dreaded events for the bumper frame system are the following:
Objective
after 15 years

Failure mode

Note on the failure


scenario

Breaking of the system upon towing

10-6

Failure of mechanical
origin

Breaking of the system upon lifting on a tow


truck

10-6

Failure of mechanical
origin

Loss of the system while driving

10-6

Failure of mechanical
origin

Important intrusion of the front area in case of


impact

10-6

Failure of mechanical
origin

The supplier must implement a design that allows eliminating the 1st order cuts for the safety failure modes.
The supplier must demonstrate the compliance with the safety objectives, with an index of reliability of 90%.

6. APPENDIXES
6.1 Appendix 1 Transportability

6.1.1 UTAC (Union Technique de l'Automobile, du Motocycle et du Cycle) homologation towing


(around
Z)
0
0
2
2
-2
-2

FR ring
Traction

nominal
nominal
1
2
3
4

Compression

(around
Y)
0
0
2
-2
-2
2

FX
(daN)
-1186
1186
1184
1184
1184
1184

FY
(daN)
0
0
41
41
-41
-41

FZ
(daN)
0
0
-41
41
41
-41

In addition, an ultimate compression calculation must be made, in order to determine the crossmember buckling mode and effort.
For this calculation, the direction of the most dimensioning effort among the five compression case must be chosen, and the effort
standard must be increased until buckling.

6.1.2 Sea securing


6.1.2.1 Sea securing: max. effort
FR ring

Traction

1
2
3
4

(around Z)
-60
60
-60
60

(around Y)
80
80
45
45

FX
(daN)
-223
-223
-160
-160

FY
(daN)
386
-386
277
-277

FZ
(daN)
-79
-79
-320
-320

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6.1.2.2 Sea securing: fatigue


FR ring

(around Z)
-15
15
-15
15

1
2
3
4

Traction

(around Y)
80
80
45
45

FX
(daN)
-138
-138
-99
-99

FY
(daN)
37
-37
27
-27

FZ
(daN)
-25
-25
-102
-102

ATTENTION: the fatigue cycle is F+/- F, which determinates the 2 states:


-0
- 2F (multiply the efforts in the table by 2)

6.1.3 Lifting on a truck


FR ring
Traction

FX
(around Z) (around Y) (daN)
25
40
-903

FY
(daN)
-421

FZ
(daN)
-836

6.1.4 Dynamic towing


FR ring

Traction
F=0.4 GVWR

1
2
3
4

(around Z)
-25
-25
25
25

(around Y)
-40
20
-40
20

FX
(daN)
-658
-808
-658
-808

FY
(daN)
307
377
-307
-377

FZ
(daN)
-610
324
-610
324

1
2
3
4

(around Z)
-25
-25
25
25

(around Y)
-10
10
-10
10

FX
(daN)
-1693
-1693
-1693
-1693

FY
(daN)
789
789
-789
-789

FZ
(daN)
-329
329
-329
329

1
2
3
4

(around Z)
-25
-25
25
25

(around Y)
-40
20
-40
20

FX
(daN)
658
808
658
808

FY
(daN)
-307
-377
307
377

FZ
(daN)
610
-324
610
-324

1
2
3
4

(around Z)
-25
-25
25
25

(around Y)
-10
10
-10
10

FX
(daN)
1693
1693
1693
1693

FY
(daN)
-789
-789
789
789

FZ
(daN)
329
-329
329
-329

FR ring

Traction
F=0.8 GVWR

FR ring

Compression
F=-0.4 GVWR

FR ring

Compression
F=-0.8 GVWR

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