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Design for Six Sigma in Automotive

This document discusses the Six Sigma methodology, particularly focusing on Design for Six Sigma (DFSS) which aims to improve product design reliability by reducing process variation and ensuring quality in the manufacturing process. It highlights the importance of implementing robust control plans, performing failure mode and effects analysis (FMEA), and ensuring quality controls to prevent product failures, as illustrated through issues encountered with a switchable water pump in Volvo vehicles. The document also provides insights into various components, risks, and testing requirements necessary for achieving high reliability and performance in automotive designs.

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July 2018 By Julian Kalac , P.Eng Lean Six Sigma Master Black Belt
2 σMethodology that Focuses on Reducing Process Variation, using data-driven, measurement-based, statistical methods to Solve problems, improve performance σFocus: Surgical “inch-wide, mile-deep” investigation and resolution σApproach: σData driven solves problems at the system and root cause level σImplement robust control plans for sustained improvements What is “Six Sigma”? An Analytical Methodology that Focuses on Reducing Process Variation
 DFSS is developed from Six Sigma  It is methodology to improve product design reliability  It achieves Six Sigma Level quality (3.4 PPM) by design,  DFSS can be used on new product design or to improve existing product  DFSS focusses on improving the manufacturing process capability and roust performance
• Robust Design is often synonymous to “Design for Six Sigma” or “Reliability-based Optimization.) • Reliability Analysis Quantify the reliability (failure probability, defects per million) • Robust Design Optimize the design such that it is insensitive to unavoidable uncertainties (e.g. material,loads,…) • Reliability-based Optimization Optimize the design such that reliability is maximized or failure probability (defects per million) is minimized Robust Design is “Design for Six Sigma” DFSS
Six Sigma = Optimize manufacturing processes such that they automatically produce parts conforming with six sigma quality Design For Six Sigma = Optimize the design such that the parts conform with six sigma quality, i.e. quality and reliability are explicit optimization goals Design for Six Sigma: • Achieve “Designed-In” quality as opposed to letting customers find out about quality problems • Make informed decision that are critical to quality early in the development process0.1 1 10 100 1000 Research Design Development PrototypeTests Production Product Development Phases Rel.CostofDesignChange 0% 20% 40% 60% 80% 100% Design For Six Sigma Six Sigma DegreeofFredomtoaffect theProductLifetimeCosts
 Define - Voice Of Customers (VOC) ◦ Quality Function Deployment (QFD)  Measure - Benchmarking ◦ Capability Performance  Analyze-Process Simulation, Statistical Tolerance Stack Up  Design- Failure Mode and Effects Analysis (FMEA) ◦ Design Of Experiences (DOE)  Verify - Statistics Process Control (SPC) 
SWP -- COMPONEN T
 This device allows the engine the ability to shut off or limit flow by physically disconnecting the impeller, thereby achieving fast engine warmup and improved fuel economy and comfort.
 Conventional Water Pump (CWP) – water pump is belt-driven by engine, with pump speed at a fixed ratio to engine speed  Switchable Water Pump (SWP) – water pump output can be controlled based on the engine cooling need  Clutch mechanism to engage/disengage water pump from the engine  Can achieve zero-flow, full flow (equivalent of CWP), and partial flow  Significant speed up of engine warm-up
SWP FUNCTION IS TO: 1. Reduce Engine Warm Up time by blocking coolant flow 2. Maintain engine Operating temperature 90-95 °C CUSTOMER REQUIREMENTS TORQUE > 3 Nm)  Everything mechanical is measured in Nm of Torque  Component Dims., stack up models, FEA are designed in Nm Torque
SWP design critical to Torque components A-PULLEY B-BELT C-TENSIONER D-CLUTCH PACK ASSY E ELECTRIC COIL F-ARMATURE G-HUB I-FRICTION
 SWP was prototyped for VOLVO vehicles which caused Volvo engines to over-heat  SWP- failures were discovered by VOLVO during prototype testing DFMEA was NOT done prior to Volvo failures  SWP 2 was launched in production for Chinese vehicles without a doing a proper Design FMEA  SWP-3 DFMEA was done after being launched in production at the request of the Chinese customer
High Warranty Failure : 1. 8% of engines overheated in first 2 years of production 2. SWP unable to support 3Nm Torque 3. Too many Critical Dimensions out of tolerance 4. Contamination Causing Premature Design Failure 5. Grease failure resulting in extreme clutch slip, engine overheating 6. Clutch unable to disengage causing engine overheating 7. Design FMEA NOT DONE PROPERLY!! Gen 3 Design failures
March 20, 2019 Page 19 Front Support Group Clutch Pack Magnetic Group Main Support Group Rear Rotating Group
DATE CREATED: APRIL 26-2016 REVISION DATE: Prevention BY DESIGN Occurrence Detection BY DESIGN Detection Action(s) Taken Completion Date Severity Occurrence 8 100% µ Coefficienct of friction is smaller than 0.1 Minimum value of torque calculated at lowest coefficient of friction of 0.1 is larger then 3 Nm. 4 Perform 100% of the torque on line for a minimum of 5 Nm 1 32 Specify on the assy drawing 100% inspection of transmitted torque. Implement measurement capability on assy line. Roman Tracz, MFE 8 4 8 MC Hub ID larger than Ø79.05 mm. Hub ID value is Ø79±0.5 Minimum value of torque calculated at lowest coefficient of friction of 0.1 and largest hub ID is larger than 3 Nm. Single point failure value is 80.1 mm. 2 MC analysis shows that the maximum hub ID is 79.07 mm but failure point is 80.1 mm. As a result probability of failure is reduced to zero. 2 32 Specify on the part drawing Major Characteristic. Inspect dimension at each first off. Roman Tracz, Suppli er 8 2 1 8 MC Clutch OD in free state is smaller than Ø81.2 mm. Clutch OD value Ø81.35±0.15 Minimum value of torque calculated at lowest coefficient of friction of 0.1 and smallest clutch OD of Ø81.2 is larger than 3 Nm. Single point failure value is 80.15 mm. 2 MC analysis shows that the minimum clutch OD is 81.11 mm but failure point is 80.15 mm. As a result probability of failure is reduced to zero. 2 32 Specify on the part drawing Major Characteristic. Inspect dimension at each first off. Roman Tracz, Suppli er 8 2 1 8 MC Number of coils smaller than 4.967 Number of coils value is Ø5±0.033 Minimum value of torque calculated at lowest coefficient of friction of 0.1 and smallest clutch nr. of coils of 4.967 is larger than 3 Nm. Single point failure value is 4.55 coils. 1 MC analysis shows that the minimum number of coils is 4.95 but failure point is 4.55 coils. As a result probability of failure is reduced to zero. 1 8 Specify on the assy drawing Major Characteristic. Inspect dimension at each first off. Roman Tracz, Suppli er 8 MC Armature to EM coil gap smaller than 0.3 mm. Gap value is 0.4±0.1 Need to determine threshold where the gap size causes a reduction in transmitted torque. 10 TBD 10 800 Perform DOE and studies to optimize the gap. Refine stak-ups. TBD 8 MC Staking between driver and bushing holds less than 5 Nm due to insufficient no. of teeth on the driver. Stake holding torque spec 5 Nm MIN. Analytical simulation difficult. Design physical tests to determine the minimum no. of teeth needed on the driver. 10 Torque to break shall be higher than 5 Nm. 10 800 Design and perform torque tests. Generate process drawing for the staking process. Specify stake holding torque value as a major characteristic. Roman Tracz, MFE 8 Staking between driver and bushing holds less than 5 Nm due to insufficient staking step height on the bushing. Stake holding torque spec 5 Nm MIN. Analytical simulation difficult. Design physical tests to determine the minimum stake step height needed on the bushing. 10 Torque to break shall be higher than 5 Nm. 10 800 Design and perform torque tests. Generate process drawing for the staking process Roman Tracz, MFE 8 MC Staking between driver and bushing holds less than 5 Nm due to insufficient hardness of the driver. Stake holding torque spec 5 Nm MIN. Hardness of the driver cannot be enhanced due to the low carbon content of the 1010 steel. Increase the no. of teeth on the driver. 10 Torque to break shall be higher than 5 Nm. 10 800 Design and perform torque tests. Generate process drawing for the staking process. Specify stake holding torque value as a major characteristic. Roman Tracz, MFE 8 MC Staking between retainer and driver holds less than 1500 N due to insufficient staking step height. Stake axial holding force spec 1500 Nm. Analytical simulation difficult. Design physical tests to determine the minimum stake step height needed on the bushing. 10 Axial retention force shall be 1500 Nm. 10 400 Design and perform pushout tests. Generate process drawing for the staking process. Specify stake pushout force value as a major characteristic. Roman Tracz, MFE 6 Hub and clutch premature wear. Nitride layer smaller than 0.01 mm Nitride layer spec 0.01 to 0.02 mm Investigate if distinctive color can be applied to nitride layer. 5 Install color identifying sendor on assembly line. 2 60 Add colour identification requirement on drawing. Install colour identifying sendor on assembly line. Roman Tracz, MFE 6 Hub and clutch premature wear. Grease amount less than 1 gr. Grease amount spec 1 gr MIN. Investigate if distinctive colour can be applied to nitride layer. 5 Install colour identifying sendor on assembly line. Weigh the clutch subassy before and after aplying the grease. 2 60 Add colour identification requirement on drawing. Install colour identifying sendor on assembly line. Weigh the clutch subassy before and after aplying the grease. MFE 6 Grease and clutch premature wear. Hub ID roughness larger than Rz6.3 NONE 10 NONE 10 600 Need more information about the manufacturing process. Clutch Pack ASSY - Transmits torque from pulley to impeller as per customer specification (example 3 Nm). - Enables the control of pump states ON/OFF. Clutch NOT ENGAGED (impeller speed = 0 RPM) Component - Impeller rotates at lower speed than the pulley - Extra heat is generated in the clutch - Grease degrades at a faster rate - Clutch ASSY fails prematurely System - Coolant flow has lower values than minimum accepted. - Engine overheats. - Vehicle inoperable. Clutch slips PARTIALLY (Pulley Speed< impeller speed < 0 RPM) Component - Impeller does not rotate System - No coolant flow. - Engine overheats. - Vehicle inoperable. Reduced Clutch Durability and Life Cycle Component - Impeller rotates at lower speed than the pulley - Extra heat is generated in the clutch - Grease degrades at a faster rate - Clutch ASSY fails prematurely System - Coolant flow has lower values than minimum accepted. XXXXXXX RPN Litens SWP APQP TeamN/A Developed by : John Danciu, Julian Kalac DESIGN TEAM: Roman Tracz, Garreth Graves, John Danciu Potential Failure Mode Key Date: A c t i o n R e s u l t s Responsibility &TargetDate Part Name, Number, Function / Requirement Original PFMEA Date: XXXXXXXX Recommended Action(s) Revision Date: Customer Part No. Design Failure Mode and Effects Analysis (DFMEA) Litens Automotive Partnership LITENS AUTOMOTIVE GROUP Customer: Platform Design Design Responsibility: N/A N/A N/A Subsystem Assembly: Accessory Drive SWP Prepared By:Model Year/Vehicle: XXXXXXX C U R R E N T D E S I G N C O N T R O L S Potential Effect(s) of Failure Potential Cause(s) of Failure Severity Classification DRAFT VERSION 6 CRITICAL DIMENSIONS WHY?
Pa ge 22March 20, EM coil retention concept EM coil overmold Anti-Rotation Features Molded & Cast-in (matching draft angles) * Features are similar to tensioner insert bearings
Pa ge 23 2. HUB - Material : steel 1020 - Mass: 155 g - Process : stamping - Machining: see note - Finish: nitrating 4. Driver shaft - Material : steel 1020 - Mass: 40 g - Process : machining - Machining: see note - Material : steel 1020 - Mass: 123 g - Process : stamping - Machining: see note 5. Driver - Material : Music wire - Mass: 28 g - Process: Coiling - Machining: none 7. Wrap spring - Material : steel 1010 Stanyl TW 271F6 - Mass: 3211 g - Process : stampingovermold - Machining: none 9. ArmatureActuator 8. Retainer - Material : steel 1020 - Mass: 26 g - Process: stamping - Machining: none 10. Grease dam - Material : Stanyl TW271F6 - Mass: 4 g - Process: molding - Machining: none Note: indicates machined surfaces.3. Double row bearing - Material : Stanyl 241F6 - Mass: 6 g - Process : molding - Machining: none 6. Carrier 1. Pulley - Material : steel 1020 - Mass: 430 g - Process : spinning - Machining: see note - Finish: E - coat
Failure: SWP TORQUE < 3 Nm if: 1. µ Insufficient friction (Coefficient of friction) Coefficient of friction =0.138+/-0.01mm---Single Point Failure # 1 2. Insufficient interference between clutch OD and Hub ID. Min 1.5mm interference required to generate 3 Nm Torque Single Point Failure # 2 3. Number of clutch coils turns < 4.73 ..Specification = Ø5.0 ± 0.033 Single Point Failure # 3 4. Insufficient Armature to EM coil gap < 0.3 mm . Spec = 0.4 +/- 0.1 5. Insufficient Staking force (< 5 Nm) between driver and bushing 6. Insufficient Lubrication < min 1g/part required SINGLE POINT FAILURES IDENTIFIED
CRITICAL DIMENSIONS Dimension Nominal Tolerance USL LSL Single Point Failure ϭ Torque P-failure Actual Cpk Coefficienct Friction 0.138 0.01 0.148 0.128 0.116 0.00333 5.1 Nm 0.31 1.001 Hub ID 79 0.05 79.05 78.95 80.15 0.0083 5.1 Nm 0.0036 2.008 Clutch OD 81.35 0.15 81.5 81.2 80.15 0.0375 5.1 Nm 0.82 1.333 Clutch Coil Turns 5 0.03 5.03 4.97 4.2 0.0082 5.1 Nm 0.002 1.220 Nitride Coading 0.015 0.005 0.02 0.01 N/A 0.0083 5.1 Nm 0.201 Coil wire Width 1.6 0.025 1.625 1.575 ? 0.001 5.1 Nm 8.333 Coil wire Width 1.85 0.025 1.875 1.825 ? 0.0016 5.1 Nm 5.208
Page 27 March 20, 2019 Probability of SINGLE POINT FAILURE Dimension Coefficienct Friction Hub ID Clutch OD Clutch Coil Turns X--Nominal 0.138 79 81.35 5 Tolerance 0.01 0.05 0.15 0.03 USL 0.148 79.05 81.5 5.03 LSL 0.128 78.95 81.2 4.97 Failure Point 0.116 80.15 80.15 4.54 (x-Nominal) 0.02 0.05 0.15 0.03 (x-Nominal) sq 0.00 0.00 0.02 0.00 ϭ 0.00 0.01 0.01 0.01 2Ϭ 0.01 0.02 0.02 0.02 e power 0.08 0.15 1.36 0.05 E-power x 1.08 1.16 3.88 1.06 1/2pi 0.16 0.16 0.16 0.16 Probability 0.17 0.19 0.62 0.17 Probability of FAILURE = 17% 16.8%11.4%
Dimension Nominal Tolerance USL LSL Failure Point ϭ USL - LSL Z- % OUT SPEC Coefficienct Friction 0.138 0.01 0.148 0.128 0.116 0.003 0.01 3.333 0.0003% Hub ID 79 0.05 79.05 78.95 80.15 0.0083 0.05 6.024 0.0002% Clutch OD 81.35 0.15 81.5 81.2 80.15 0.0375 0.15 4.000 0.0250% Clutch Coil Turns 5 0.03 5.03 4.97 4.54 0.0082 0.03 3.659 0.0002%
Pa ge 31 VERIFY Design Design of Experiment 2ⁿ Full Factorial design GEN 4
PURPOSE:  To find what components significantly impact clutch torque METHOD:  2ⁿ Factorial design  3 Factors: 1. Coefficient Friction, 2. Clutch OD 3. Hub ID  Using Torque Stack Up Model
March 20, 2019 Page 33 Units Clutch OD Hub ID Coeff Frict Samples are Replicates Torque-Nm Random Order A B C A X B A X C B X C A X B X C Sample 1 Sample 2 Sample 3 Sample 4 Sample 5 Avg 1 # 6 81.2 82.7 0.1 1 1 1 -1 78.95 80.15 0.1 3.3 3.2 33.14 2 # 8 81.2 82.7 0.148 1 -1 -1 1 78.95 80.15 0.148 8 7.5 34.9496 3 # 1 81.2 82.9 0.1 -1 1 -1 1 78.95 81.5 0.1 2.9 2.8 33.25 4 # 4 81.2 82.9 0.148 -1 -1 1 -1 78.95 81.5 0.148 17.2 18.5 39.2596 5 # 2 82.1 82.7 0.1 -1 -1 1 1 79.5 80.15 0.1 3.3 3 33.21 6 # 5 82.1 82.7 0.148 -1 1 -1 -1 79.5 80.15 0.148 18.2 18.1 39.2196 7 # 3 82.1 82.9 0.1 1 -1 -1 -1 79.5 81.5 0.1 2.9 3 33.4 8 # 7 82.1 82.9 0.148 1 1 1 1 79.5 81.5 0.148 7.8 7.9 35.3696 Factor df Sum of Sq. Mean Sq F p Factor Lo Setting Hi Setting Best A 1 0.045 0.045 0.0053021 0.95372586 Clutch OD 81.2 82.1 150 -0.5 81.425 B 1 0.0722 0.0722 0.00850693 0.9414483 Hub ID 82.7 82.9 160 -0.4 82.76 A X B 1 8.1608 8.1608 0.96154209 0.50624117 Coeff Frict 0.1 0.148 182 -0.18 0.11968 C 1 31.1986803 31.1986803 3.67596856 0.30605861 Y= 34.63216 A X C 1 0.0032 0.0032 0.00037704 0.98764 B X C 1 0.0032 0.0032 0.00037704 0.98764 A X B X C * * * * * Error 1 8.4872 8.4872 Total 7 47.9702803 Effect Abs. Effect Rank Effect of A 0.150 0.150 5 Effect of B 0.190 0.190 4 Effect of C 3.950 3.950 1 Effect of A X B -2.020 2.020 3 Effect of A X C 0.040 0.040 6 Effect of B X C 0.040 0.040 6 Effect of A X B X C -2.060 2.060 2 A LO A HI B LO B HI C LO C HI 35.1498 35.2998 35.1298 35.3198 33.25 37.1996 B LO B HI C LO C HI C LO C HI A LO 34.0448 36.2548 35.1498 33.195 37.1046 35.1398 33.175 37.0846 A HI 36.2148 34.3848 35.2998 33.305 37.2946 35.3098 33.325 37.3146 A LO B LO A HI B HI Enter Factor Names Effects Table Use sliders to find best output Coded level, -2 to 2 ANOVA Table Using the Sample Averages Select what you would like to optimize Minimum Variation Target Value 32 33 34 35 36 37 38 Main Effects A, B and C 0.150 0.190 3.950 -2.020 0.040 0.040 -2.060 -3.000 -2.000 -1.000 0.000 1.000 2.000 3.000 4.000 5.000 A B C A X B A X C B X C A X B X C Pareto of Effects Factor Lo Setting Hi Setting Clutch OD 81.2 82.1 Hub ID 82.7 82.9 Coeff Frict 0.1 0.148 -0.5 81.425 -0.4 82.76 -0.18 0.11968 Y= 34.63216 A=Clutch OD B=Hub ID C= µ (Coeff Frict)
Run Order Hub ID Clutch OD µ AxB AxC BxC AxBxC Trial 1 Trial 2 6 78.95 80.15 0.1 1 1 1 -1 3.3 3.2 8 78.95 80.15 0.148 1 -1 -1 1 8 7.5 1 78.95 81.5 0.1 -1 1 -1 1 2.9 2.8 4 78.95 81.5 0.148 -1 -1 1 -1 17.2 18.5 2 79.5 80.15 0.1 -1 -1 1 1 3.3 3 5 79.5 80.15 0.148 -1 1 -1 -1 18.2 18.1 3 79.5 81.5 0.1 1 -1 -1 -1 2.9 3 7 79.5 81.5 0.148 1 1 1 1 15 16 TORQUE Nm
March 20, 2019Pa ge 35 0.150 0.190 3.950 -2.020 0.040 0.040 -2.060 -3.000 -2.000 -1.000 0.000 1.000 2.000 3.000 4.000 5.000 A B C A X B A X C B X C A X B X C Pareto of Effects Factor Lo Setting Hi Setting Best Clutch OD 81.9 82.1 0 -2 81.8 Hub ID 82.7 82.9 100 -1 82.7 Coil Turns 4.5 5.03 260 0.6 4.924 Y= 9.14 Use sliders to find best output Coded level, -2 to 2 1. Clutch Turns and 2. Clutch OD/Hub ID interaction influence final Torque
A LO A HI B LO B HI C LO C HI 35.1498 35.2998 35.1298 35.3198 33.25 37.1996 B LO B HI C LO C HI C LO C HI A LO 34.0448 36.2548 35.1498 33.195 37.1046 35.1398 33.175 37.0846 A HI 36.2148 34.3848 35.2998 33.305 37.2946 35.3098 33.325 37.3146 A LO B LO A HI B HI 1 Copyright 2010 Dean Christolear 31 32 33 34 35 36 37 38 A LO A HI B LO B HI C LO C HI Main Effects A, B and C 32.5 33 33.5 34 34.5 35 35.5 36 36.5 A LO A HI A X B Interaction B LO B HI 31 32 33 34 35 36 37 38 A LO A HI A X C Interaction C LO C HI 31 32 33 34 35 36 37 38 B LO B HI B X C Interaction C LO C HI Interaction between Clutch OD & Hub ID is strong CLUTCH HUB INTERACTION
Parameter Gen 4 Gen 3 Preset gap (mm) 0.5 0.4 Force at gap = 0.4 mm (metal to metal) (N)* 27 38 Steel cost (1.10US$/kg) $ 0.077 $ 0.130 Copper cost (6.28US$/kg) $ 0.226 $ 0.446 Diode cost $ - $ 0.05 COST (steel, copper, resistor, diode) $ 0.303 $ 0.826 Cost saving/pc material only $ (0.52)
Design for Six Sigma in Automotive

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Design for Six Sigma in Automotive

  • 1.
    July 2018 By JulianKalac , P.Eng Lean Six Sigma Master Black Belt
  • 2.
    2 σMethodology that Focuseson Reducing Process Variation, using data-driven, measurement-based, statistical methods to Solve problems, improve performance σFocus: Surgical “inch-wide, mile-deep” investigation and resolution σApproach: σData driven solves problems at the system and root cause level σImplement robust control plans for sustained improvements What is “Six Sigma”? An Analytical Methodology that Focuses on Reducing Process Variation
  • 4.
     DFSS isdeveloped from Six Sigma  It is methodology to improve product design reliability  It achieves Six Sigma Level quality (3.4 PPM) by design,  DFSS can be used on new product design or to improve existing product  DFSS focusses on improving the manufacturing process capability and roust performance
  • 5.
    • Robust Designis often synonymous to “Design for Six Sigma” or “Reliability-based Optimization.) • Reliability Analysis Quantify the reliability (failure probability, defects per million) • Robust Design Optimize the design such that it is insensitive to unavoidable uncertainties (e.g. material,loads,…) • Reliability-based Optimization Optimize the design such that reliability is maximized or failure probability (defects per million) is minimized Robust Design is “Design for Six Sigma” DFSS
  • 6.
    Six Sigma =Optimize manufacturing processes such that they automatically produce parts conforming with six sigma quality Design For Six Sigma = Optimize the design such that the parts conform with six sigma quality, i.e. quality and reliability are explicit optimization goals Design for Six Sigma: • Achieve “Designed-In” quality as opposed to letting customers find out about quality problems • Make informed decision that are critical to quality early in the development process0.1 1 10 100 1000 Research Design Development PrototypeTests Production Product Development Phases Rel.CostofDesignChange 0% 20% 40% 60% 80% 100% Design For Six Sigma Six Sigma DegreeofFredomtoaffect theProductLifetimeCosts
  • 9.
     Define -Voice Of Customers (VOC) ◦ Quality Function Deployment (QFD)  Measure - Benchmarking ◦ Capability Performance  Analyze-Process Simulation, Statistical Tolerance Stack Up  Design- Failure Mode and Effects Analysis (FMEA) ◦ Design Of Experiences (DOE)  Verify - Statistics Process Control (SPC) 
  • 11.
  • 12.
     This deviceallows the engine the ability to shut off or limit flow by physically disconnecting the impeller, thereby achieving fast engine warmup and improved fuel economy and comfort.
  • 13.
     Conventional WaterPump (CWP) – water pump is belt-driven by engine, with pump speed at a fixed ratio to engine speed  Switchable Water Pump (SWP) – water pump output can be controlled based on the engine cooling need  Clutch mechanism to engage/disengage water pump from the engine  Can achieve zero-flow, full flow (equivalent of CWP), and partial flow  Significant speed up of engine warm-up
  • 14.
    SWP FUNCTION ISTO: 1. Reduce Engine Warm Up time by blocking coolant flow 2. Maintain engine Operating temperature 90-95 °C CUSTOMER REQUIREMENTS TORQUE > 3 Nm)  Everything mechanical is measured in Nm of Torque  Component Dims., stack up models, FEA are designed in Nm Torque
  • 15.
    SWP design criticalto Torque components A-PULLEY B-BELT C-TENSIONER D-CLUTCH PACK ASSY E ELECTRIC COIL F-ARMATURE G-HUB I-FRICTION
  • 16.
     SWP wasprototyped for VOLVO vehicles which caused Volvo engines to over-heat  SWP- failures were discovered by VOLVO during prototype testing DFMEA was NOT done prior to Volvo failures  SWP 2 was launched in production for Chinese vehicles without a doing a proper Design FMEA  SWP-3 DFMEA was done after being launched in production at the request of the Chinese customer
  • 18.
    High Warranty Failure: 1. 8% of engines overheated in first 2 years of production 2. SWP unable to support 3Nm Torque 3. Too many Critical Dimensions out of tolerance 4. Contamination Causing Premature Design Failure 5. Grease failure resulting in extreme clutch slip, engine overheating 6. Clutch unable to disengage causing engine overheating 7. Design FMEA NOT DONE PROPERLY!! Gen 3 Design failures
  • 19.
    March 20, 2019 Page19 Front Support Group Clutch Pack Magnetic Group Main Support Group Rear Rotating Group
  • 21.
    DATE CREATED: APRIL26-2016 REVISION DATE: Prevention BY DESIGN Occurrence Detection BY DESIGN Detection Action(s) Taken Completion Date Severity Occurrence 8 100% µ Coefficienct of friction is smaller than 0.1 Minimum value of torque calculated at lowest coefficient of friction of 0.1 is larger then 3 Nm. 4 Perform 100% of the torque on line for a minimum of 5 Nm 1 32 Specify on the assy drawing 100% inspection of transmitted torque. Implement measurement capability on assy line. Roman Tracz, MFE 8 4 8 MC Hub ID larger than Ø79.05 mm. Hub ID value is Ø79±0.5 Minimum value of torque calculated at lowest coefficient of friction of 0.1 and largest hub ID is larger than 3 Nm. Single point failure value is 80.1 mm. 2 MC analysis shows that the maximum hub ID is 79.07 mm but failure point is 80.1 mm. As a result probability of failure is reduced to zero. 2 32 Specify on the part drawing Major Characteristic. Inspect dimension at each first off. Roman Tracz, Suppli er 8 2 1 8 MC Clutch OD in free state is smaller than Ø81.2 mm. Clutch OD value Ø81.35±0.15 Minimum value of torque calculated at lowest coefficient of friction of 0.1 and smallest clutch OD of Ø81.2 is larger than 3 Nm. Single point failure value is 80.15 mm. 2 MC analysis shows that the minimum clutch OD is 81.11 mm but failure point is 80.15 mm. As a result probability of failure is reduced to zero. 2 32 Specify on the part drawing Major Characteristic. Inspect dimension at each first off. Roman Tracz, Suppli er 8 2 1 8 MC Number of coils smaller than 4.967 Number of coils value is Ø5±0.033 Minimum value of torque calculated at lowest coefficient of friction of 0.1 and smallest clutch nr. of coils of 4.967 is larger than 3 Nm. Single point failure value is 4.55 coils. 1 MC analysis shows that the minimum number of coils is 4.95 but failure point is 4.55 coils. As a result probability of failure is reduced to zero. 1 8 Specify on the assy drawing Major Characteristic. Inspect dimension at each first off. Roman Tracz, Suppli er 8 MC Armature to EM coil gap smaller than 0.3 mm. Gap value is 0.4±0.1 Need to determine threshold where the gap size causes a reduction in transmitted torque. 10 TBD 10 800 Perform DOE and studies to optimize the gap. Refine stak-ups. TBD 8 MC Staking between driver and bushing holds less than 5 Nm due to insufficient no. of teeth on the driver. Stake holding torque spec 5 Nm MIN. Analytical simulation difficult. Design physical tests to determine the minimum no. of teeth needed on the driver. 10 Torque to break shall be higher than 5 Nm. 10 800 Design and perform torque tests. Generate process drawing for the staking process. Specify stake holding torque value as a major characteristic. Roman Tracz, MFE 8 Staking between driver and bushing holds less than 5 Nm due to insufficient staking step height on the bushing. Stake holding torque spec 5 Nm MIN. Analytical simulation difficult. Design physical tests to determine the minimum stake step height needed on the bushing. 10 Torque to break shall be higher than 5 Nm. 10 800 Design and perform torque tests. Generate process drawing for the staking process Roman Tracz, MFE 8 MC Staking between driver and bushing holds less than 5 Nm due to insufficient hardness of the driver. Stake holding torque spec 5 Nm MIN. Hardness of the driver cannot be enhanced due to the low carbon content of the 1010 steel. Increase the no. of teeth on the driver. 10 Torque to break shall be higher than 5 Nm. 10 800 Design and perform torque tests. Generate process drawing for the staking process. Specify stake holding torque value as a major characteristic. Roman Tracz, MFE 8 MC Staking between retainer and driver holds less than 1500 N due to insufficient staking step height. Stake axial holding force spec 1500 Nm. Analytical simulation difficult. Design physical tests to determine the minimum stake step height needed on the bushing. 10 Axial retention force shall be 1500 Nm. 10 400 Design and perform pushout tests. Generate process drawing for the staking process. Specify stake pushout force value as a major characteristic. Roman Tracz, MFE 6 Hub and clutch premature wear. Nitride layer smaller than 0.01 mm Nitride layer spec 0.01 to 0.02 mm Investigate if distinctive color can be applied to nitride layer. 5 Install color identifying sendor on assembly line. 2 60 Add colour identification requirement on drawing. Install colour identifying sendor on assembly line. Roman Tracz, MFE 6 Hub and clutch premature wear. Grease amount less than 1 gr. Grease amount spec 1 gr MIN. Investigate if distinctive colour can be applied to nitride layer. 5 Install colour identifying sendor on assembly line. Weigh the clutch subassy before and after aplying the grease. 2 60 Add colour identification requirement on drawing. Install colour identifying sendor on assembly line. Weigh the clutch subassy before and after aplying the grease. MFE 6 Grease and clutch premature wear. Hub ID roughness larger than Rz6.3 NONE 10 NONE 10 600 Need more information about the manufacturing process. Clutch Pack ASSY - Transmits torque from pulley to impeller as per customer specification (example 3 Nm). - Enables the control of pump states ON/OFF. Clutch NOT ENGAGED (impeller speed = 0 RPM) Component - Impeller rotates at lower speed than the pulley - Extra heat is generated in the clutch - Grease degrades at a faster rate - Clutch ASSY fails prematurely System - Coolant flow has lower values than minimum accepted. - Engine overheats. - Vehicle inoperable. Clutch slips PARTIALLY (Pulley Speed< impeller speed < 0 RPM) Component - Impeller does not rotate System - No coolant flow. - Engine overheats. - Vehicle inoperable. Reduced Clutch Durability and Life Cycle Component - Impeller rotates at lower speed than the pulley - Extra heat is generated in the clutch - Grease degrades at a faster rate - Clutch ASSY fails prematurely System - Coolant flow has lower values than minimum accepted. XXXXXXX RPN Litens SWP APQP TeamN/A Developed by : John Danciu, Julian Kalac DESIGN TEAM: Roman Tracz, Garreth Graves, John Danciu Potential Failure Mode Key Date: A c t i o n R e s u l t s Responsibility &TargetDate Part Name, Number, Function / Requirement Original PFMEA Date: XXXXXXXX Recommended Action(s) Revision Date: Customer Part No. Design Failure Mode and Effects Analysis (DFMEA) Litens Automotive Partnership LITENS AUTOMOTIVE GROUP Customer: Platform Design Design Responsibility: N/A N/A N/A Subsystem Assembly: Accessory Drive SWP Prepared By:Model Year/Vehicle: XXXXXXX C U R R E N T D E S I G N C O N T R O L S Potential Effect(s) of Failure Potential Cause(s) of Failure Severity Classification DRAFT VERSION 6 CRITICAL DIMENSIONS WHY?
  • 22.
    Pa ge 22March 20, EM coilretention concept EM coil overmold Anti-Rotation Features Molded & Cast-in (matching draft angles) * Features are similar to tensioner insert bearings
  • 23.
    Pa ge 23 2. HUB - Material: steel 1020 - Mass: 155 g - Process : stamping - Machining: see note - Finish: nitrating 4. Driver shaft - Material : steel 1020 - Mass: 40 g - Process : machining - Machining: see note - Material : steel 1020 - Mass: 123 g - Process : stamping - Machining: see note 5. Driver - Material : Music wire - Mass: 28 g - Process: Coiling - Machining: none 7. Wrap spring - Material : steel 1010 Stanyl TW 271F6 - Mass: 3211 g - Process : stampingovermold - Machining: none 9. ArmatureActuator 8. Retainer - Material : steel 1020 - Mass: 26 g - Process: stamping - Machining: none 10. Grease dam - Material : Stanyl TW271F6 - Mass: 4 g - Process: molding - Machining: none Note: indicates machined surfaces.3. Double row bearing - Material : Stanyl 241F6 - Mass: 6 g - Process : molding - Machining: none 6. Carrier 1. Pulley - Material : steel 1020 - Mass: 430 g - Process : spinning - Machining: see note - Finish: E - coat
  • 24.
    Failure: SWP TORQUE< 3 Nm if: 1. µ Insufficient friction (Coefficient of friction) Coefficient of friction =0.138+/-0.01mm---Single Point Failure # 1 2. Insufficient interference between clutch OD and Hub ID. Min 1.5mm interference required to generate 3 Nm Torque Single Point Failure # 2 3. Number of clutch coils turns < 4.73 ..Specification = Ø5.0 ± 0.033 Single Point Failure # 3 4. Insufficient Armature to EM coil gap < 0.3 mm . Spec = 0.4 +/- 0.1 5. Insufficient Staking force (< 5 Nm) between driver and bushing 6. Insufficient Lubrication < min 1g/part required SINGLE POINT FAILURES IDENTIFIED
  • 26.
    CRITICAL DIMENSIONS Dimension NominalTolerance USL LSL Single Point Failure ϭ Torque P-failure Actual Cpk Coefficienct Friction 0.138 0.01 0.148 0.128 0.116 0.00333 5.1 Nm 0.31 1.001 Hub ID 79 0.05 79.05 78.95 80.15 0.0083 5.1 Nm 0.0036 2.008 Clutch OD 81.35 0.15 81.5 81.2 80.15 0.0375 5.1 Nm 0.82 1.333 Clutch Coil Turns 5 0.03 5.03 4.97 4.2 0.0082 5.1 Nm 0.002 1.220 Nitride Coading 0.015 0.005 0.02 0.01 N/A 0.0083 5.1 Nm 0.201 Coil wire Width 1.6 0.025 1.625 1.575 ? 0.001 5.1 Nm 8.333 Coil wire Width 1.85 0.025 1.875 1.825 ? 0.0016 5.1 Nm 5.208
  • 27.
    Page 27 March 20,2019 Probability of SINGLE POINT FAILURE Dimension Coefficienct Friction Hub ID Clutch OD Clutch Coil Turns X--Nominal 0.138 79 81.35 5 Tolerance 0.01 0.05 0.15 0.03 USL 0.148 79.05 81.5 5.03 LSL 0.128 78.95 81.2 4.97 Failure Point 0.116 80.15 80.15 4.54 (x-Nominal) 0.02 0.05 0.15 0.03 (x-Nominal) sq 0.00 0.00 0.02 0.00 ϭ 0.00 0.01 0.01 0.01 2Ϭ 0.01 0.02 0.02 0.02 e power 0.08 0.15 1.36 0.05 E-power x 1.08 1.16 3.88 1.06 1/2pi 0.16 0.16 0.16 0.16 Probability 0.17 0.19 0.62 0.17 Probability of FAILURE = 17% 16.8%11.4%
  • 28.
    Dimension Nominal ToleranceUSL LSL Failure Point ϭ USL - LSL Z- % OUT SPEC Coefficienct Friction 0.138 0.01 0.148 0.128 0.116 0.003 0.01 3.333 0.0003% Hub ID 79 0.05 79.05 78.95 80.15 0.0083 0.05 6.024 0.0002% Clutch OD 81.35 0.15 81.5 81.2 80.15 0.0375 0.15 4.000 0.0250% Clutch Coil Turns 5 0.03 5.03 4.97 4.54 0.0082 0.03 3.659 0.0002%
  • 31.
    Pa ge 31 VERIFY Design Design ofExperiment 2ⁿ Full Factorial design GEN 4
  • 32.
    PURPOSE:  To findwhat components significantly impact clutch torque METHOD:  2ⁿ Factorial design  3 Factors: 1. Coefficient Friction, 2. Clutch OD 3. Hub ID  Using Torque Stack Up Model
  • 33.
    March 20, 2019 Page33 Units Clutch OD Hub ID Coeff Frict Samples are Replicates Torque-Nm Random Order A B C A X B A X C B X C A X B X C Sample 1 Sample 2 Sample 3 Sample 4 Sample 5 Avg 1 # 6 81.2 82.7 0.1 1 1 1 -1 78.95 80.15 0.1 3.3 3.2 33.14 2 # 8 81.2 82.7 0.148 1 -1 -1 1 78.95 80.15 0.148 8 7.5 34.9496 3 # 1 81.2 82.9 0.1 -1 1 -1 1 78.95 81.5 0.1 2.9 2.8 33.25 4 # 4 81.2 82.9 0.148 -1 -1 1 -1 78.95 81.5 0.148 17.2 18.5 39.2596 5 # 2 82.1 82.7 0.1 -1 -1 1 1 79.5 80.15 0.1 3.3 3 33.21 6 # 5 82.1 82.7 0.148 -1 1 -1 -1 79.5 80.15 0.148 18.2 18.1 39.2196 7 # 3 82.1 82.9 0.1 1 -1 -1 -1 79.5 81.5 0.1 2.9 3 33.4 8 # 7 82.1 82.9 0.148 1 1 1 1 79.5 81.5 0.148 7.8 7.9 35.3696 Factor df Sum of Sq. Mean Sq F p Factor Lo Setting Hi Setting Best A 1 0.045 0.045 0.0053021 0.95372586 Clutch OD 81.2 82.1 150 -0.5 81.425 B 1 0.0722 0.0722 0.00850693 0.9414483 Hub ID 82.7 82.9 160 -0.4 82.76 A X B 1 8.1608 8.1608 0.96154209 0.50624117 Coeff Frict 0.1 0.148 182 -0.18 0.11968 C 1 31.1986803 31.1986803 3.67596856 0.30605861 Y= 34.63216 A X C 1 0.0032 0.0032 0.00037704 0.98764 B X C 1 0.0032 0.0032 0.00037704 0.98764 A X B X C * * * * * Error 1 8.4872 8.4872 Total 7 47.9702803 Effect Abs. Effect Rank Effect of A 0.150 0.150 5 Effect of B 0.190 0.190 4 Effect of C 3.950 3.950 1 Effect of A X B -2.020 2.020 3 Effect of A X C 0.040 0.040 6 Effect of B X C 0.040 0.040 6 Effect of A X B X C -2.060 2.060 2 A LO A HI B LO B HI C LO C HI 35.1498 35.2998 35.1298 35.3198 33.25 37.1996 B LO B HI C LO C HI C LO C HI A LO 34.0448 36.2548 35.1498 33.195 37.1046 35.1398 33.175 37.0846 A HI 36.2148 34.3848 35.2998 33.305 37.2946 35.3098 33.325 37.3146 A LO B LO A HI B HI Enter Factor Names Effects Table Use sliders to find best output Coded level, -2 to 2 ANOVA Table Using the Sample Averages Select what you would like to optimize Minimum Variation Target Value 32 33 34 35 36 37 38 Main Effects A, B and C 0.150 0.190 3.950 -2.020 0.040 0.040 -2.060 -3.000 -2.000 -1.000 0.000 1.000 2.000 3.000 4.000 5.000 A B C A X B A X C B X C A X B X C Pareto of Effects Factor Lo Setting Hi Setting Clutch OD 81.2 82.1 Hub ID 82.7 82.9 Coeff Frict 0.1 0.148 -0.5 81.425 -0.4 82.76 -0.18 0.11968 Y= 34.63216 A=Clutch OD B=Hub ID C= µ (Coeff Frict)
  • 34.
    Run Order Hub ID Clutch OD µ AxBAxC BxC AxBxC Trial 1 Trial 2 6 78.95 80.15 0.1 1 1 1 -1 3.3 3.2 8 78.95 80.15 0.148 1 -1 -1 1 8 7.5 1 78.95 81.5 0.1 -1 1 -1 1 2.9 2.8 4 78.95 81.5 0.148 -1 -1 1 -1 17.2 18.5 2 79.5 80.15 0.1 -1 -1 1 1 3.3 3 5 79.5 80.15 0.148 -1 1 -1 -1 18.2 18.1 3 79.5 81.5 0.1 1 -1 -1 -1 2.9 3 7 79.5 81.5 0.148 1 1 1 1 15 16 TORQUE Nm
  • 35.
    March 20, 2019Pa ge 35 0.150 0.190 3.950 -2.020 0.0400.040 -2.060 -3.000 -2.000 -1.000 0.000 1.000 2.000 3.000 4.000 5.000 A B C A X B A X C B X C A X B X C Pareto of Effects Factor Lo Setting Hi Setting Best Clutch OD 81.9 82.1 0 -2 81.8 Hub ID 82.7 82.9 100 -1 82.7 Coil Turns 4.5 5.03 260 0.6 4.924 Y= 9.14 Use sliders to find best output Coded level, -2 to 2 1. Clutch Turns and 2. Clutch OD/Hub ID interaction influence final Torque
  • 36.
    A LO AHI B LO B HI C LO C HI 35.1498 35.2998 35.1298 35.3198 33.25 37.1996 B LO B HI C LO C HI C LO C HI A LO 34.0448 36.2548 35.1498 33.195 37.1046 35.1398 33.175 37.0846 A HI 36.2148 34.3848 35.2998 33.305 37.2946 35.3098 33.325 37.3146 A LO B LO A HI B HI 1 Copyright 2010 Dean Christolear 31 32 33 34 35 36 37 38 A LO A HI B LO B HI C LO C HI Main Effects A, B and C 32.5 33 33.5 34 34.5 35 35.5 36 36.5 A LO A HI A X B Interaction B LO B HI 31 32 33 34 35 36 37 38 A LO A HI A X C Interaction C LO C HI 31 32 33 34 35 36 37 38 B LO B HI B X C Interaction C LO C HI Interaction between Clutch OD & Hub ID is strong CLUTCH HUB INTERACTION
  • 39.
    Parameter Gen 4Gen 3 Preset gap (mm) 0.5 0.4 Force at gap = 0.4 mm (metal to metal) (N)* 27 38 Steel cost (1.10US$/kg) $ 0.077 $ 0.130 Copper cost (6.28US$/kg) $ 0.226 $ 0.446 Diode cost $ - $ 0.05 COST (steel, copper, resistor, diode) $ 0.303 $ 0.826 Cost saving/pc material only $ (0.52)