Professional Documents
Culture Documents
Written by
Name: Entity: Date: Signature:
Verifier(s)
Names: Entity: Date: Signature:
Approved by
Name: Entity: Date: Signature:
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CONTENTS
2.1 General description of the vehicle(s) ................................................................................................................3
5.8 Failsafe operation and List of the Criticality 3 and 4 DE (Dreaded Events) ................................................35
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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)
The perimeter of this Technical Specification has been defined as the following:
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. ...).
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
The system must be compatible with the assigned volume (volume and maximum outline dimensions before impact).
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)
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
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European external requirements:
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
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%.
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
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
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:
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
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, ¾ behind and ¾ 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)
The absorbed energy against the sinking, obtained by integrating the effort/sinking curve
The max. efforts (normal and transversal)
The maximum sinking
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, ¾ behind and ¾ 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
Functional Requirement:
Test conditions
Load case:
Reference
line 5° R3
15°
114
305
R13
76
610
Ground
406 R25
R102
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Data provided to the supplier:
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:
- 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
Validation criteria:
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5.1.3 High speed impact
Test conditions
Speed: 56 km/h
Recovery equivalent to 40 % of the vehicle
Vehicle weight: 1.225 kg
Justification:
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.
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 1.2·106 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
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, ¾ behind and ¾ in front, frequency of 1000 images/sec)
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Validation criteria:
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.
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
o Sea securing - safety performance
o Lifting on a truck - safety performance
o Dynamic towing - safety performance
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.
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
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°.
1
4 = 2°
Vehicle axis (X)
2 = - 2°
3
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.
z
Vehicle axis (X) E
80°
2
45°
60°
4
3
- 60°
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
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°
2
4
15°
- 15°
3 1
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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
X2
25°
F = 1300 daN. Y2 Y
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
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.
4
X2
X 25°
Vehicle axis (X) 3
+°
25°
-°
2
Y2 Y
1
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Angle d'application par rapport à l'axe véhicule selon effort dans le plan
horizontal
100
Angle (°)
80 spéc remorquage dynamique
60
40
20
F/MTAC
0
-1 -0,8 -0,6 -0,4 -0,2 -20 0 0,2 0,4 0,6 0,8 1
-40
-60
-80
-100
Angle d'application par rapport à l'axe véhicule selon effort dans le plan vertical
100
Angle (°)
80 spéc 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 1
-40
-60
-80
-100
Angle d'application par rapport à l'axe véhicule Angle of application from the vehicle axis
selon effort dans le plan vertical against the effort in the vertical plane
Angle d'application par rapport à l'axe véhicule Angle of application from the vehicle axis
selon effort dans le plan vertical against the effort in the horizontal plane
spéc remorquage dynamique 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:
See appendix transportability for details on the efforts and their directions
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
Tow Ring
Point B Point P
Area to be analyzed: Base of the ring.
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.
requirement
service life computed criterion
category
dynamic towing exceptional effort no initiation of breaking
aesthetics minimize the risks of contact
EEC 94/64 homologation max. effort no initiation of breaking
limited and restricted plasticization (Neuber criterion)
no risk of buckling under compression
compliance with the deformation cone specified in CAD.
lifting on a truck max. effort no initiation of breaking
limited and restricted plasticization (Neuber criterion)
aesthetics compliance with the deformation cone specified in CAD.
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sea securing: max. effort max. effort no initiation of breaking
limited and restricted plasticization (Neuber criterion)
aesthetics compliance with the deformation cone specified in CAD.
no incipient crack by fatigue on the parts and on the welded
sea securing: fatigue fatigue
connections
aesthetics compliance with the deformation cone specified in CAD.
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.
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.
requirement
service life test criterion
category
dynamic towing exceptional effort no initiation of breaking
aesthetics minimize the risks of contact
EEC 94/64 homologation max. effort 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.
lifting on a truck max. effort no initiation of breaking
to dismount the ring and to reassemble a new ring at
bottom and the hand
aesthetics compliance with the deformation cone specified in CAD.
sea securing: max. effort max. effort no initiation of breaking
to dismount the ring and to reassemble a new ring at
bottom and the hand
aesthetics compliance with the deformation cone specified in CAD.
no incipient crack by fatigue on the parts and on the welded
sea securing: fatigue fatigue
connections
aesthetics 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.
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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.
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.
The interfaces and their main functions identified to date are the following (non exhaustive list):
Structure (STR):
Outside equipments:
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5.5 Operational requirements
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).
The principles of fitness for assembly are detailed in the assembly appendix and must be considered mandatory.
The system must be free of flashes, splinters, or projections that might injury the operators (even in the absence of gloves).
5.6.1 Weight
The Weight objective must be applied to the entire perimeter subject to consultation.
5.6.2 Cost
5.6.3 Deadlines
See the deliverables and the development planning in the MANAGEMENT AND QUALITY ASSURANCE CLAUSES file.
The supplier must comply with the quality requirements of the MANAGEMENT AND QUALITY ASSURANCE CLAUSES
file.
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5.6.5 Materials
5.6.5.1 Generalities
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:
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.
At the earliest by the second half of year 2007, in compliance with the Directive 2000/53/CE, the NT (New Type) and TT (All-
Type) 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
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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.
Generic requirements
Flat products
Material choice
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).
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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:
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.
The flat products used for manufacturing parts must meet the following requirements:
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Thickness requirements for the flat products
Tubes
The tubes must comply with the requirements defined by the following standards:
The cold drawn steel wire rods for general purpose must comply with the following standards:
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Structural steel in the form of bars
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":
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Temporary protection of metallic products
The temporary protection of metallic products must meet the following requirements:
Material choice
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.
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Reference documents Description
Technical specifications for the organic products for outsourced parts and
MXP_CEB02_0027*
subassemblies of the body in white
*: document subject to reviewing, available upon request and with the approval of the Purchase Division
The supplier must propose materials that allow meeting the functional requirements and the required anticorrosion performances
for the subassembly.
The insert fastenings, depending on their nature, must comply with the following requirements:
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:
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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).
The following requirements concern all the component parts of the FR and RE impact absorption systems.
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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.
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.
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Reference documents Requirement
Steel FR impact absorption system:
• Visible and graveled system:
paint requirements 334X003 (X: black) in compliance with the
B15 5050/M 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:
• Hidden and graveled system:
B15 5050/M
paint requirements 3340003 in compliance with the standard B15
5050/M
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.
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.
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5.6.8 Marking of the components
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.
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.
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
- 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.
- 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
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Vehicle transportability IVP:
a) Consultation Phase:
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)
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)
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)
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:
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:
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:
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
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.
FR ring FX FY FZ
(around Z) (around Y) (daN) (daN) (daN)
1 -60 80 -223 386 -79
2 60 80 -223 -386 -79
Traction
3 -60 45 -160 277 -320
4 60 45 -160 -277 -320
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6.1.2.2 Sea securing: fatigue
FR ring FX FY FZ
(around Z) (around Y) (daN) (daN) (daN)
1 -15 80 -138 37 -25
2 15 80 -138 -37 -25
Traction
3 -15 45 -99 27 -102
4 15 45 -99 -27 -102
FR ring FX FY FZ
(around Z) (around Y) (daN) (daN) (daN)
Traction 1 25 40 -903 -421 -836
FR ring FX FY FZ
(around Z) (around Y) (daN) (daN) (daN)
1 -25 -40 -658 307 -610
Traction 2 -25 20 -808 377 324
F=0.4 GVWR 3 25 -40 -658 -307 -610
4 25 20 -808 -377 324
FR ring FX FY FZ
(around Z) (around Y) (daN) (daN) (daN)
1 -25 -10 -1693 789 -329
Traction 2 -25 10 -1693 789 329
F=0.8 GVWR 3 25 -10 -1693 -789 -329
4 25 10 -1693 -789 329
FR ring FX FY FZ
(around Z) (around Y) (daN) (daN) (daN)
1 -25 -40 658 -307 610
Compression 2 -25 20 808 -377 -324
F=-0.4 GVWR 3 25 -40 658 307 610
4 25 20 808 377 -324
FR ring FX FY FZ
(around Z) (around Y) (daN) (daN) (daN)
1 -25 -10 1693 -789 329
Compression 2 -25 10 1693 -789 -329
F=-0.8 GVWR 3 25 -10 1693 789 329
4 25 10 1693 789 -329
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