Computer-Aided Integrated Method For Effective Development of Robotic Welding Processes of Car Chassis Assembly

Computer-aided integrated method for effective development of robotic welding
processes of car chassis assembly

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TECHNOLOGY AND
ENGINEERING
COLLABORATION Davide Panari, Fabio Pini, Francesco Leali Machine design
COMPUTER-AIDED INTEGRATED METHOD FOR EFFECTIVE

DEVELOPMENT OF ROBOTIC WELDING PROCESSES OF CAR
CHASSIS ASSEMBLY
Davide Panari, Fabio Pini, Francesco Leali
University of Modena and Reggio Emilia, Department of Engineering “Enzo Ferrari”, Via P. Vivarelli 10/1, Modena, 41125, Italy.
Tel.: +39-059-205-6278; fax: +39-059-205-6126; fabio.pini@unimore.it
http://dx.doi.org/10.6036/8898
MÉTODO INTEGRADO ASISTIDO POR ORDENADOR PARA EL DESARROLLO

EFECTIVO DE PROCESOS DE SOLDADURA ROBÓTICA EN EL MONTAJE DE
CHASIS DE AUTOMÓVILES
1. INTRODUCTION
Automotive chassis are very complex assemblies composed by several parts (single components and subassemblies)
joined together by means of welding technologies [1]. Consequently, in order to achieve optimum welding
performances, it is important that the welding parameters are set correctly [2]. For this reason, robotic systems have
been preferred over manual processes [3]. As a demonstration, the automotive industry has driven the research and the
development of flexible solutions for welding, and it was the first field to intensively use industrial robots in the
production processes [4].
Nowadays, the development process of new products follows well-established systematic approaches based on
subsequent design steps and loops [5, 6], and involves the use of specific computer-aided tools, in order to define:
functional, esthetical, manufacturing, economic and qualitative requirements [7, 8, 9, 10]. Those design methodologies
take into account and link together only the design of the parts, and its tolerance stack up analysis [11, 12, 13, 14].
Evaluation of the final size of assembly and related distortions due to the welding process are usually defined in a late
design phase and for simplified case studies of a welded joint type, such as overlap, butt and tee joints [15, 16, 17].
Nevertheless, the effects of the production process phases over the manufactured product are not taken into account,
underlining the absence of design methods able to evaluate how design requirements affect the distortions caused by the
robotic welding process. As a validation, that relation is usually defined and adjusted by a tuning phase on the shop
floor, which involves empirical and expensive “trials and errors” iterations. Hence, it seems to be essential to link
together the product development process, the production line design and its reconfiguration process, in order to:
properly exploit the robot’s reliability and re-configurability and predict how to modify the production line for the
introduction of new products.
With the aim to avoid the aforementioned drawbacks mainly related to lack of predictive methods of welding process,
the present work introduces an approach for optimal sequencing of welding operations to return an effective design of
welding process. This allows to remove or at least reduce as much as possible empirical “trials and errors” steps. The
method exploits the concurrent usage of Robotic and Multiphysics computer-aided engineering (CAE) tools.
Consequently, it can be included in a broader systematic approach for the whole product and process design of welded
automotive chassis completely based on computer-aided design (CAD) tools. In this approach information flows from
design phases of parts, assembly and fixtures toward the process design phase. The following sections outline the
method proposed. Initial part of section 2 introduces the main systematic design approach as a whole, while the rest of
the section focuses on the process design phase, with the aim to provide a detailed description of the integrated welding
approach. Section 3 details the case study selected and its modelling with respect to computer-aided tool selected.
Section 4 collects the results for simulated and real cases and provides the related comparison. Finally, Section 5 closes
the paper with conclusive remarks and future developments.
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2. ROBOTIC WELDING PROCESS DESIGN APPROACH

The present work focuses on a specific part of a general design approach which is based on three main phases,
respectively devoted to design of Parts, Fixture and Process. Each phase makes use of specific tools to provide a
straightforward development of components involved with chassis assembly, as summarized in the three areas of Fig. 1.
Respectively, the Part, Fixture and Process design phases are framed in light green, light orange and light blue areas.
The development of new automotive chassis starts with the Parts design phase. Inputs of this phase are the product
requirements, such as materials, geometries and structural strength, as well as welding process requirements, e.g. the
welded joint types [11]. CAD and functional tolerancing and annotation (FTA) are the tools used to model the chassis
assembly as well as the related parts and to provide the annotations of required tolerances directly on the 3D models.
The outputs of this phase are the 3D models of components or assemblies enriched with the related tolerance
annotations and the reference and locking points to be used for the subsequent modelling of the welding fixtures. The
second step focuses on design of the Fixture. With respect to the welding technology selected, this phase aims to
calculate the gaps between joints and to optimize the fixture design until the gaps complies with required limit values. If
the returned gaps meet the specifications, subsequent CAD-based engineering design of the fixture starts; conversely
the design process comes back to Part design phase [11]. An iteration loop is implemented between the design phases
Part and Fixture until the desired results are achieved; the dotted lines in Fig. 1 represent the iteration loops between the
three main design phases. Fixture design phase makes use of computer-aided tolerancing (CAT) tools to calculate gaps
between parts and CAD tools to model the fixtures.
Fig. 1. Sequence of the general CAD-based integrated design method for welded automotive chassis.
Output of Fixture system design are the 3D model of the fixtures required and the assembly sequence for the parts on
the fixtures. The Process design is the third step of the main integrated methods. It defines the robotic welding process
exploiting specific CAE tools which have dedicated functions to replicate the robot behaviour along welding paths, that
are the joints that make up the assembly. This phase, discussed more in details in a separate subsection, returns the
robotic welding programs for the required joint as well as the sequence that minimises the welded assembly distortions.

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2.1. PROCESS DESIGN PHASE

The Process design phase is the main topic of the current work. Accordingly, this section deepens this phase and the
operations involved to return the optimal robotic welding programs and the related sequence which keeps the distortions
of welding assembly below the design specifications. Fig. 2 provides more in details the steps included within the
Process design phase. With respect to main design approach, inputs of this step are the 3D models of parts and fixture
system, deriving from the previous steps, as well as the theoretical parameters of welding technology, such as
theoretical welding parameters, theoretical welding sequence and admissible tolerance ranges. Using theoretical
welding sequence suggested by knowledge gained from previous industrial case studies, theoretical distortions are
calculated. Subsequently, the distortions are evaluated over the functional points of the chassis measuring the x, y, z
displacements. These points are typically the connection points between chassis and other automotive components (e.g.
engine, suspensions, etc.). With respect to functional points, if results deriving from the simulation lay with the internal
standards of the automotive company, engineering process ends and final checks begin on first prototypal parts.
Conversely, the joining sequence requires further iterative optimization loops until the desired results are achieved. If
the joining sequence minimizes final distortions but that are not in the range of specified values, the design process
restarts from the first step, the Part design. The computer-aided tools exploited in this step are Off-Line Programming
(OLP) and Multiphysics CAE tools.
The OLP tools return the welding paths for each joint of the assembly. The 3D environment is populated with the model
of robots, positioners and welding torches included in the welding cell, as well as the peripherals equipment required for
the welding process. The robots will be programmed to drive the welding torches accordingly to theoretical process
parameters which mostly influence the quality of welding joints. The theoretical process parameters that most influence
the welding joint are modified with respect to geometrical constraints of welding torch, fixture and parts. Consequently,
output of the OLP are admissible torch welding angles, respectively known as travel angle and working angle, as well
as welding parameters related to heat input.
Fig. 2. Detailed steps of the Process phase which is based on the integrated use of Robotics and Multiphysics CAE
tools.
The process parameters defined in OLP phase will be used for the subsequent analysis by means of Finite Element
Analysis (FEA) simulation using a Multiphysics CAE tools, over the welded chassis. This analysis provides the relation
between the whole distortion of the welding assembly and the welding sequence with respect to the inputs parameters
for each welding joint provided from OLP. Moreover, inputs for FEA simulation are also type of welding joints,

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locking points of the Fixture and initial residual stresses of welding joints, which have been identified in the previous
Parts and Fixture design phases. Consequently, the aim of FEA simulation is to identify the welding joint sequence
which returns the distortions of the final assembly compliant to the required tolerances. In the worst case of no
compliant sequences are identified, the design process restarts from previous phases of Fixturing or Parts, where the
designer modifies respectively the joint types or the locking points and the tolerances of the subassembly. Thanks to
parametric and variational CAD/CAE environment, the changes provided automatically reverberate on the other phases.
Conversely, if distortions lay with the tolerance ranges imposed, the OLP will be replied to create the sequence of
robotic movements for the complete welding sequence.
3. CASE STUDY AND THEORETICAL MODELS

The integrated design method outlined in Section 2 is applied to the design evaluation of a subassembly of a car chassis.
The proposed case study has been used also in previous research activities by the same authors focused on the Parts and
Fixture phases [11], and here further investigated with the aim to evaluate the Process phase of the whole design
method. The assembly is manufactured by welding together 20 overlap joints resulting from the assembly of four parts,
as shown in the left side of Fig. 3. Two parts are supplied as shell molded, components 1 and 3, while the others as
extruded profiles, components 2 and 4; all the parts are made of aluminum alloy, type EN AW-6082-T6. A robotic
system for MIG welding is used for the welding process. As depicted in the right side of Fig. 3, the chassis parts are
mounted on the welding jigs, accordingly the 3-2-1 principle [7], and the whole fixture has been designed for a
reconfigurable robotic welding workcell.
Fig. 3. Assembly of the chassis and related fixture, respectively on left and right side of the picture.
3.1. OFF-LINE PROGRAMMING MODELLING
To simulate and program the robotic welding process, the robot workcell has been replicated with the use of ABB
RobotStudio, which is the dedicated OLP tool provided by the ABB company to program own robotic products. The
main components such as the robot and positioner have been placed accordingly to theoretical layout. The fixture has a
modular design which allow to reconfigure the workcell with respect to production schedule of chassis. To create the
welding paths, for both the welding torch and the fixture, it has to define the reference systems, respectively at the end
of welding wire led by the torch for the tool frame, and in the centre of the positioner flange where the fixtures will be
attached, for the fixture frame. Fig. 4 depicts the models of robot workcell and an overview of the torch tool frame.
Accordingly to OLP programming methodologies [18, 19, 20], dedicated calibration equipment will be provided in the
workcell with the aim to automatically define the reference systems to align OLP with position of real components and
to ensure continuously adaption of the robot programs at wire changing or in case of unexpected collisions.

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Fig. 4. On the left side, robot workcell replica inside the RobotStudio virtual environment; closed in the right frame, a
detail of reference system at the end of welding wire led by the torch.
Exploiting the graphical interface of selected OLP tool, each welding path has been defined creating the reference
points to be reached by the robot torch, placed in significant points of the welding paths. In particular, in case of straight
paths two points are needed, at the beginning and at the end of the welded joint, while for segmented or curved
trajectories, one more point is required in correspondence of direction changes. Moreover, other points far from the path
are needed to define the engage and exit to/from the welding joints. Those points are reached by the tool frame within
specific rotations along x, y, z axes, and the right angles have to be selected accordingly to the welding process and to
avoid collisions between welding torch and welding jig and/or the chassis. As a conclusion of this step, the robot
welding points are linked together using specific welding instructions and the parameters that most influence the
process, namely work angle, travel angle, heat input (weave and seam), have been defined in the robot motion
instruction. All information will be used in the FEA simulation in order to predict the welding distortions.
3.2. MULTIPHYSICS CAE MODELLING

The reference welding sequence, deriving from the industrial know how, becomes the input for the simulation of the
welding process [21]. The simulation is performed by means of FEA simulation using multiphasic CAE tools. In
particular, the numerical method for simulating distortions on welded chassis, is the local/global method presented in
[22]. This method is able to reduce the computational time but has a low precision if compared to the FEA simulations
which make use of Thermo Elasto Plastic (TEP) analysis [23]. As depicted in Fig. 5, the FEA of chassis assembly has
been defined using the same parameter of the analysis performed in the previous Parts and Fixturing design step.
Welding joints and the locking points of Fixture have been modeled with specific constraints. Use of “tie” constraints
for the welding joints allows equal movements/distortions for nodes involved in welded joints; the same nodes are also
used to define the initial conditions of residual stresses collected from single simulation in initial design steps.
Fig. 5. Modelling of chassis assembly for CAE simulation: from the left side, respectively conditioning of nodes with
“tie” constraints, initial residual stresses and inhibited DOF.

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Degrees of freedom (DOF) of single parts are inhibited for the nodes which are involved in the locking jigs of the
fixture. The yellow lines, red lines and red dots depicted in Fig. 5 identify the nodes conditioned with “tie” constraints,
residual stresses and inhibited DOF.
4. EXPERIMENTAL VALIDATION AND RESULTS

Analyses have been carried out on an Intel(R) Xeon(R) CPU E5-1620 0 @ 3.60GHz, with 8.00 GB RAM that provide
results related to the displacements in more of 8 hours. The distortions of the whole chassis have been depicted in Fig.
6. In particular, the displacements on the x, y, z directions have been carried out on the functional points located on the
chassis at the interconnection zones with other automotive components (for confidential reasons the position of these
points cannot be revealed).
Fig. 6. Resulting distortions on the assembly (mm).
Table 1 reports the values of simulated distortions and admissible tolerance ranges on functional points. The former
deriving from the CAE simulation and they are identified by letter Ui; the latter came from internal standards of the
automotive company and are identified by letter Ti. For both the cases, the subscripts identify the Cartesian directions
along which the values are related. In order to validate the welding parameters, the values of simulated distortions have
been compared to admissible tolerance ranges. For a clear comprehension and comparison of the values, the rows of
Table 1 shaded in light grey collect the values of simulated distortions; these values are provided with no sign due to
confidentiality agreements which limit to spread those data. Conversely, unshaded rows collect the admissible tolerance
ranges with respect to functional points.
Functional points 110 111 112 113 114 115 117 220 221 223 224 225
Ux 0,47 0,09 0,02 0,04 0,28 0,18 0,03 0,05 0,02 0,03 0,15 0,01
Simulated
Uy 0,07 0,09 0,07 0,09 0,07 0,07 0,11 0,09 0,08 0,05 0,07 0,09
distortions
Uz 0,02 0,07 0,24 0,53 0,05 0,11 0,28 0,06 0,09 0,38 0,04 0,10
Admissible Tx ±0,8 ±0,3 ±0,8 ±0,8 ±0,3 ±0,8

tolerance Ty ±0,3 ±0,3 ±0,3 ±0,3
ranges Tz ±0,5 ±0,3 ±0,5 ±1 ±0,5 ±0,5 ±0,3 ±0,5 ±1 ±0,5
Table 1. Simulated distortions and admissible tolerance ranges on functional points (mm).

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The data collected in Table 1 show that the values of the simulated displacements lay within the admissible tolerance
ranges. Hence, accordingly to the proposed method, the complete sequence of welding simulation could be
implemented in the OLP, in order to create a complete robotic program.
To the aim of validation of the proposed method, the theoretical data for the reference chassis assembly are compared
with experimental data, deriving from the real welding process. In particular, the case study has been assembled using
the robotic program derived from the OLP and executed in the robot cell which has been assembled following the
theoretical layout (Fig. 4). On the deriving chassis the distortions are measured by means of a Coordinate Measuring
Machine (CMM) on the functional points. For confidential reason the distortions values due to welding process cannot
be showed, but in Table 2 the distortions percentage errors between simulated and experimental data have been
reported.
Functional points 110 111 112 113 114 115 117 220 221 223 224 225
x 30 40 13 67 17 32
% of error y 36 18 8 10
z 50 13 33 26 15 3 14 10 55 17
Table 2. Comparison between simulated and experimental data of the distortions values.
Once again, results show that the values of the simulated displacements lay within the displacements deriving from
CMM (boldface values). In particular, a 30% of mean error percentage results from the comparison between the
experimental and simulated data, which corresponds to residual distortions on the subassembly. To correct the
unexpected deviation from the theoretical behaviour, accordingly to design method proposed, it is possible to act on one
or all of three design phases of Part, Fixture and Process. For the case study shown in this paper, the solution it has
been the redefining of the Fixture parameters which results in the manual adjustment of locking points position. As a
result, this solution decreases of one third the subassembly distortions along the z direction.
5. CONCLUSIVE REMARKS AND FUTURE WORKS

A robotic welding process design approach integrated in a whole design method is proposed. In particular, the total
quality of the chassis, in terms of distortions, has been carried out, in order to reduce the trial and error phases as well as
the time to market. The method has been validated by means of the Robotic CAE and Multiphysics CAE analysis of a
car chassis assembly, allowing a validation of the welding parameters and sequence, already in the early design phase.
On the one hand, with Robotic CAE the welding parameters have been defined in function of the real size of welding
jig and parts. On the other hand, those parameters are used in a Multiphysics CAE in order to predict the distortion due
to the welding process.
As a validation of the welding parameters (defined by means of Robotic CAE), the distortions deriving from the
simulation has been compared with results deriving from the real welding process performed in robotic workcell.
Results show that the values of the simulated displacements lay within the tolerance zones. Nevertheless, the values of
the simulated distortions underestimate the real one of about 30%. This limitation can be figured by using a more
accurate welding simulation (e.g. using specific software or more accurate methods). Moreover, current simulation of
the welding process does not include the variability due to the variation of the input parameters, providing only nominal
distortions. A more accurate prediction of the welding distortions could be achieved by modifying input parameters
within industrial tolerance values, providing process tolerances.
Future works will concern the simulation of this case study with a more accurate method, e.g. TEP method, as well the
modification of the input parameters within industrial tolerance values, providing process tolerances.
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APPRECIATION
This research has been supported by companies OMR Spa and SIR Spa, located in Modena-Italy, which respectively provided the reference case
study and the robot workcell to perform the simulations and the evaluations to support the validation of the proposed method.


Computer-Aided Integrated Method For Effective Development of Robotic Welding Processes of Car Chassis Assembly

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Computer-aided integrated method for effective development of robotic welding

processes of car chassis assembly

COMPUTER-AIDED INTEGRATED METHOD FOR EFFECTIVE

MÉTODO INTEGRADO ASISTIDO POR ORDENADOR PARA EL DESARROLLO

Publicaciones DYNA SL -- c) Mazarredo nº69 - 4º -- 48009-BILBAO (SPAIN) Pag. 1 / 8

2. ROBOTIC WELDING PROCESS DESIGN APPROACH

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2.1. PROCESS DESIGN PHASE

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3. CASE STUDY AND THEORETICAL MODELS

3.1. OFF-LINE PROGRAMMING MODELLING

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3.2. MULTIPHYSICS CAE MODELLING

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4. EXPERIMENTAL VALIDATION AND RESULTS

Fig. 6. Resulting distortions on the assembly (mm).

Admissible Tx ±0,8 ±0,3 ±0,8 ±0,8 ±0,3 ±0,8

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5. CONCLUSIVE REMARKS AND FUTURE WORKS

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Publicaciones DYNA SL -- c) Mazarredo nº69 - 4º -- 48009-BILBAO (SPAIN) Pag. 8 / 8

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