M949 Truck of the Future

Test and Development Guide

M949 TOF Test and Development Guide

1.0

Prototype Evaluation

To evaluate the functional performance of cabs and vehicles against the agreed targets, a series of tests will need to be carried out. It is assumed that the other major aggregates such as the axles, engine and gearbox have all been fully tested and proven. It can normally be assumed that a single cab and/or vehicle derivative can be identified as representing the worst case condition for each test item. Clearly, if the worst case combination passes the requirements of a test, then the other derivatives will, by implication, be considered to have passed. For the cab the C sleeper would represent a worst case in most respects although a B cab derivative should ideally be tested. For the vehicles the following derivatives are suggested LPS 4934, LPK 2530, LPT 2523, LPT 1618, and LPT 1113. Approximately 20 prototypes would normally be required to support such an evaluation programme. A test/prototype matrix should be prepared to establish the exact number and type of cabs and vehicles required for the programme. The evaluation should cover the following attributes: Structural Integrity Durability (inc closure performance and tilt mechanism) Braking Vehicle Dynamics Ergonomics (inc visibility, field of view and lighting) Driver comfort (ride and seating) Gearshift, Steering and Pedals Noise and Vibration (interior and exterior) Engine Cooling Heating, Ventilation and Air Conditioning (inc sealing and defrost/demist) Performance, Driveability and Hill Start Fuel Consumption Road Endurance Electrical System and EMC Aerodynamics Serviceability

Reports from the prototype evaluation exercise should compare the performance of the initial prototypes with the agreed targets. Cab Structural Integrity Seat Belt Anchorage (ECE 14.05). This regulation specifies the loads that the seat belt anchorage points should be able to withstand, and also their positions relative to the seat H-Point. It will be necessary to test the cab and seats as a system, regardless of whether the anchorages are mounted on the cab structure, or the seat structure, or a combination of the two.

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M949 Truck of the Future

Test and Development Guide

Truck Cab Safety (ECE 29.02 and Swedish Test). This regulation evaluates the overall strength of the cab structure to meet minimum requirements. This regulation includes Rear bulkhead strength, Roof strength and Front impact or A Pillar impact for Swedish Test.

Durability Whole Vehicle Accelerated Structural Durability. Testing of prototype vehicles would be based on the standard currently being developed (with MIRA) which is likely to consist of 11,000 km accelerated mixed feature cycle. This test method to be based upon the results of the Road Load Data collected in order for it to better represent the in service severity and target life.

Frame System Durability. The test piece would be the assembled frame a suspension. The rig will use the acquired road load data over the frequency range 1 to 40Hz plus quasi-static representations of single event such as kerb strikes. A multi ram Electro-Hydraulic rig will be required. Cab Shake Durability (500 hours). The rig will use the acquired road load data over the frequency range 1 to 40Hz. A two or four post Electro-Hydraulic rig will be required. Cab Tilt Durability (minimum 1500 cycles) will be carried out to evaluate the cab tilt mechanism, including hinges, rams, and control connections. The front end of the frame including the cab mount and lock down attachments should be included. Door Systems Durability testing will be carried out to assess structural and wear performance of the door assembly, including latch/handle mechanism, seal wear and trim panel retention. The work should comprise (cycles given are minimums): Slam durability (100,000 slams) Hinge cycling (100,000 cycles) Check strap loading (50,000 cycles) Window regulator durability (40,000 cycles) Armrest durability (20,000 cycles) Pull handle durability (50,000 cycles) Front Closure Panel Durability (3,000 cycles, minimum) to evaluate front closure opening/closing durability including hinges, stay/gas struts, latch and seals. Cab Step Durability (100,000 cycles). Thermal/Environmental Appraisal for climatic evaluation of body and trim (including door capping, headliner, facia, seats, carpets). This work maybe carried out by the supplier. Steering Column Durability to evaluate steering column mounting brackets, the column should be validated by the supplier. Pedal Box Durability (1,500,000 cycles) to evaluate the pedal box and its attachments to the body. This rig maybe combined with the Steering Column rig as above.

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M949 Truck of the Future

Test and Development Guide

Windscreen Wiper System (600 hours) should be carried out to assess the durability performance of windscreen wiper system. The functional performance of the wiper system should be evaluated according to EEC Directive 78/318. Operating Efforts should be measured for window regulators and all major latch release levers (door, front panel etc).

Braking Applicable legislative standard tests Multi Circuit Protection Valve operation and cut off pressure Supply Dump Valve operation and response time (Where applicable) Trailer valve function and response Function of brake light and low pressure switches Bounce/Jounce tests on brake hoses Dynamic park brake ABS Efficiency ABS Functional Checks Split system cold performance tests to confirm braking distribution Water recovery Accelerated wear/durability test Pave, resonance road and mud/salt splash durability followed by functional tests

Vehicle Dynamics Subjective Appraisal

Ergonomics Subjective Assessment of all key ergonomic factors Mirrors Field of View (EEC Directive 71/127) Lighting Installation

Driver comfort (ride and seating) Subjective Assessment Objective Ride Measurement Seat dynamics and transmissibility

Gearshift, Steering and Pedals Subjective Assessment Objective measurements of gearshift efforts and geometry Objective measurements of steering efforts and geometry Objective measurements of pedal efforts and geometry

Noise and Vibration Subjective Assessment Objective Noise Measurement (inc engine and transmission noise, road noise, wind noise) Sound Quality Evaluation Objective Vibration measurements (inc steering column shake, cab floor vibration and cab rigid body dynamics)

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Test and Development Guide

Cab Acoustic Transmissibility (Transmission Loss, Equivalent Hole Size) Cab Structural Sensitivity (Noise Transfer Functions, Point Mobility) Modal Analysis

Engine Cooling Engine cooling tests at ambient temperature, rig Radiator Test Vehicle cooling tests track or chamber

Heating, Ventilation and Air Conditioning Heater Performance and Controllability Air Conditioning Performance and Controllability Defrost Demist (EEC Directive 78/317) Interior airflow Individual and vent airflow Heater Core Test Static Body leakage test Water Ingress

Performance, Driveability and Hill Start In-gear Accelerations Through-gear Acceleration Launch Feel Pedal Progression Tip-in/Tip-out Response Hill Start

Fuel Consumption Guide figure to be acquired during vehicle testing.

Electrical System Radiated Immunity (EEC Directive 95/54/EC) Radiated Emissions (EEC Directive 95/54/EC) Electrostatic Discharge Voltage Drop Earth Return Load Balance

Aerodynamics Subjective evaluation of dirt deposition Serviceability Subjective assessment to evaluate access to all routine service items

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M949 Truck of the Future

Test and Development Guide

2.0

Development

A development programme should be conducted in those areas were it is necessary to optimise and refine the design towards achieving the target levels of performance agreed during benchmarking and target setting. This work can be minimised by undertaking a significant amount of predictive analysis work. The initial evaluation prototypes should normally be used for this work although some modifications and update may be necessary. The programme of development work should be defined during the prototype test phase however is likely to include the following activities: Durability This should comprise of both analysis and component/system re-test of proposed design modifications that prove necessary to resolve any durability issues identified during the prototype evaluation. Braking The prototype evaluation tests should be searching and rigorous. Any shortcomings with either the foundation brakes or the system components should be highlighted during these tests when further remedial development work can take place. It is assumed that the axles and all of the proposed braking system components would be proven parts. Significant development work should not be required and the work should consist of tuning of key parts and optimisation of the performance of the system as a whole. Vehicle Dynamics The vehicle dynamics appraisal of the evaluation phase should have captured, in a short period of time, any aspects of ride and handling where prototype vehicles exhibit noticeably poorer characteristics than the benchmark vehicles. Traditional development techniques should then be used to tune the performance of the vehicle up to target, where sufficient scope remains to do so. Noise and Vibration The prototype cabs should be developed to meet the NVH targets established during the benchmarking phase. The cab mounting system should be optimised to minimise forcing inputs into the cab. The cab structure and panels should be developed to reduce body booming noise. Development of the gearshift, steering column, pedal box, cab tilt system and seat mounting points should focus on reducing the vibration levels experienced by the vehicles occupants. Closure and pass-through sealing systems will be developed, in conjunction with the suppliers, to improve the acoustic isolation of the cab, thereby reducing airborne noise. Interior and exterior sound pack components should be developed in order to improve interior sound quality and to reduce radiation of exterior noise (for legislative purposes).

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M949 Truck of the Future

Test and Development Guide

The intake system, and its mountings if attached to the cab, should be developed to reduce both orifice noise and structure borne noise through the cab back panel. System development activities should also run in parallel to cab and frame development. Intake and exhaust characteristics, both acoustic and structural, will be of significant importance to both interior and exterior noise. Knowledge of airborne engine noise should allow early predictive development of sound pack characteristics, particularly with respect to the under-floor cab absorber, and interior floor heavy layer and foam. The engines acoustic performance is also crucial to the vehicles conformance to EU pass-by legislation, a full noise shield pack will be required to meet EU requirements. Following prototype build a transfer path analysis exercise should be undertaken to understand the various mechanisms by which noise is transferred into the cab and assess which paths display a high level of sensitivity. This understanding will allow, typically, development of engine and cab mounts for optimised in-cab refinement. As the powertrain and driveline systems are integrated into the frame, the frame should be developed to minimise vibration levels at the cab mounting attachment points. Development of mounting systems for frame-mounted ancillaries (radiator, exhaust, mud-wings) should be conducted in order to eliminate the vibration durability issues which are commonly associated with these components. The prototype vehicles should be evaluated for exterior noise performance against current India national and European legislation (99/101/EC). Where it is appropriate telemetered drive by tests could be conducted in order to identify the major contributors to the exterior noise. This data should be used develop the air intake system, exhaust system and powertrain/driveline shielding. Engine Cooling and HVAC A programme of prototype development should be planned to further improve the design and meet the objective targets set. The use of computer simulation, if available, will shorten the development programme. The Engine Cooling and HVAC evaluation tests should quantify of any shortfalls. This further test work should be of a highly detailed nature, and will lead to the specific identification of components and sub-systems, which are limiting thermal performance; the component/systems suppliers should be involved. In broad terms, the schedule of the short development programme would be as follows: Critically compare the performance of the prototype vehicles with data arising from the objective competitor-vehicle benchmarking programme, and hence pinpoint areas where targets are not achieved. Specifically identify reasons for shortfalls, with direct reference to component/sub-system performance as appropriate. At this stage, it may be beneficial to use analytical methods to develop a more detailed understanding of any outstanding thermal management issues.

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M949 Truck of the Future

Test and Development Guide

The test and design team and suppliers should work together to develop and implement design improvements and optimise the selection and integration of components and sub-systems into the prototype vehicles. Development of the vehicle to class-leading standards or cooling and HVAC.

Driver Comfort Driver comfort will be affected to a significant degree by the cab suspension. In addition, development will be needed on the control linkages, particularly the alignment of the steering column and the action of the universal joints.

3.0

Validation of Production Vehicles

In order to confirm that vehicles manufactured using production processes retain the characteristics achieved at the end of the prototype stage, it will be necessary to undertake a program of validation testing. Additionally certain tests are best carried out on cabs ad vehicles built are the early production stage such as corrosion and evaluation of the vehicles dynamic performance with different load types. Because of the size and complexity of the project a number of models and derivatives can also be developed in this stage, such as LHD AND SFC. This should comprise: General Subjective Appraisal (inc ergonomics, driver comfort and refinement) Fleet Validation and/or Road Endurance Door Systems Durability Closure Operating Efforts Cab Corrosion Vehicle Corrosion Ride/Handling and Dynamic evaluation using different load types e.g. tankers. Water Ingress Braking Vehicle Dynamics Subjective Appraisal and select objective measurements Objective measurement of gearshift, steering and pedal efforts and ride comfort Objective Noise and Vibration Measurement Sound Quality Evaluation Cab Acoustic Transmissibility Cab Structural Sensitivity Modal Analysis Seat Belt Anchorage (ECE 14.05) Truck Cab Safety (ECE 29.02) Mirrors Field of View (EEC Directive 71/127) Lighting Installation (EEC Directive 96/38/EC) Engine cooling AC and Heater Performance and Controllability Static Body leakage test Defrost Demist (EEC Directive 78/317) Electrical Validation comprising of installation assessment, fusing, and limited volt drop measurements EMC

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Test and Development Guide

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