History and Applications of History and Applications of

modeFRONTIERmodeFRONTIER at Ford Motor Companyat Ford Motor Company

Ed Abramoski

Occupant Safety Technical SpecialistInternational modeFRONTIER Users’ Meeting

May 27-28, 2010

Dr. Yan Fu

Passive Safety Research & Advanced Engineering

Ford Research & Advanced Engineering

Ford Motor Company

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OutlineOutline

• Background

• History of modeFRONTIER at Ford

• Applications of modeFRONTIER at Ford– Safety Examples

• IIHS Rear Impact Design

• Robustness Assessment

– Other Attributes Examples• NVH

• Aerodynamic

• Alternative Fuel Vehicle

• Future Trends & Opportunities

• Concluding Remarks

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Vehicle Attributes/DisciplinesVehicle Attributes/Disciplines

• Vehicle Dynamics (V)

- Steering

- Handling

- Ride

- Braking

• Chassis Systems (S)

- General Vehicle

- Front Suspension

- Rear Suspension

- Steering

----------

• Aerodynamics CFD Analysis (V)

• Heat Management (V)

• Coolant Flow Simulations (S)

• Vehicle Level ClimateControl (V)

- Front End Air Flow- Front End Openings

• System Level ClimateControl (S)

- A/C Performance- Heater Performance

-----

• Chassis NVH

- Frame Principal Modes

- Frame Static Stiffness

- Static Stiff. at Frame Attach.

- PM at Frame Attachments

- Suspension Modes

• Chassis Durability

- Front Suspension

- Rear Suspension

- Frame and Mounting System

------------

• Trimmed Body Principal Modes (V)

• Trimmed Body Static Stiffness (V)

• BIP Principal Modes (S)

• PM at Body Attach. Loc.(S)

• LP6 for Body Attachments (S)

• Static Stiffness for Body

• Attachment Locations (S)

• Body SDS/WCR/FMVSS (S/C)

• Hood (S)

• Decklid (S)

• Doors (S)

• Trailer Tow (C)

• Dash/Cowl fatigue (C)

--

• FRONT IMPACT (V)

- New FMVSS 208

- NCAP

- OOP

- IIHS Offset

• SIDE IMPACT (V)

- 33.5 mph FMVSS214

- LINCAP

• Rear Impact (V)

- 35 mph RMB

- 50 mph C/C Inline

- 50 mph C/C Side

- 50 mph C/C 50% Offset

• Roof Crash (S)

• Head Impact (S)

-

--

• Idle Tactile (V)

• Idle Acoustic (V)

• Driveline Unbalance Tactile (V)

• Driveline Unbalance Sound (V)

• Glen Eagle Tactile (V)• Rough Road Tactile (V)

• Brake Roughness Tactile

• Impact Harshness Tactile

• R1H / CP2 Tactile (V)

• Glen Eagle Acoustic (V)

• Rough Road Acoustic (V)

• Impact Harshness

Acoustic (V)

• Brake Squeal

• Exhaust NVH

• Wind Noise

• Shift Quality-

--

Body Structure(NVH & Durability)

Vehicle DynamicsChassis & Full Vehicle Durability

TASE* & Climate Control

SafetyVehicle NVH

Vehicle Performance

V: Vehicle Level

S: System Level

C: Component Level

*TASE: Thermal Aerodynamics System Engineering

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0

2

4

6

8

10

12

14

16

18

20

2003 2004 2005 2006 2007 2008 2009 2010 2011

History of History of modeFRONTIERmodeFRONTIER at Fordat Ford

Restraint

system design

Vehicle

structure &

restraint system

design

modeFRONTER

was chosen for

Ford Safety

design

Vehicle safety

design &

corporate-wide

benchmark

modeFRONTER

was chosen as 1

of 2 corporate-

wide PIDO tools

Maintain central

licenses during US

recession; sold J&L

Safety, NVH, basic

design, powertrain,

aerodynamic, HEV

MDO, all

attributes;

Volvo

MDO, DFSS,

all attributes

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Safety Application OverviewSafety Application Overview

IIHS

Front Offset

Side Impact

Rear Crash

NCAP

35 mph Frontal

FMVSS 208 (frontal)

Unbelted20-25mph

Belted0-35mph

Perpendicular

Unbelted20-25mph

Angular

Rigid Barrier

50th% HIII

Unbelted20-25mph

Belted0-30mph

Perpendicular

Rigid Barrier

Belted0-25mph

40% Offset

Deformable Barrier

5th% HIII

Barrier Tests

Public Domain

Side Impact

Regulatory

Up to 16 different

conditions per

seating position

Main safety applications for modeFRONTIER

modeFRONTIERmodeFRONTIER Safety ApplicationsSafety Applications

Optimization Robust DesignRobustness Assessment

Multi-Mode Workflow

Standard Workflows, scripts, documented procedures and reporting formats

Applications

Standard Report

Formats

Variable Description

Value /

Percent

Design /

Noise(1)Distribution Mean

Noise

Lower

Noise

Upper

$Dummy_PosL Dummy Long. Position (mm) Value D/N Uniform -24 24

$Dummy_PosV Dummy Vert. Posit ion (mm) Value D/N Uniform -14 14

$Web_St Webbing Stiffness Percent D/N Uniform 1 -10% 10%

$Ret_LL1 Retractor High Load (Force, N) Value D/N Uniform -500 500(2)

$Ret_LL2 Retractor Low Load (Force, N) Value D/N Uniform -250 250(2)

$Ret_X1 High Load Extension Amount (mm) Value D/N Uniform -5 5(4)

$Bkl_Pret Buckle Pretensioning (mm) Percent D/N Uniform 1 -20% 20% (3)

$Ret_Pret Retractor Pretensioning (mm) Percent D/N Uniform 1 -20% 20%

$Seat_St Seat Stiffness Percent D/N Uniform 1 -10% 10%

$Bol_StL Left Knee Bolster Stiffness Percent D/N Uniform 1 -20% 20%

$Bol_StR Right Knee Bolster Stiffness Percent D/N Uniform 1 -20% 20%

$Col_St Column Stiffness (Force, N) Value D/N Uniform -500 500

$Col_Stroke Column Stroke (Distance, mm) Value D/N Uniform -15 15 (4)

$Col_Intrusion Column Intrusion (mm) Value N Uniform -10 10

$Vent Vent Cd (vent hole s ize, mm) Value D/N Uniform -3 3

$Tether Tether Length (mm) Value D/N Uniform -10 10

$Bag_size (driver) Bag Diameter (mm) Value D/N Uniform -10 10

$Bag_size (passenger) Bag Scale Percent D/N Uniform 1 -2.5% 2.5%

$Pulse Pulse Variation (vpi) Value D/N Uniform -3 3

$Inflator Inflator Output (mass flow) Percent D/N Uniform 1 -10% 10%

$Bag_trigger_time Airbag Deploy Time (ms) Value D/N Uniform -3 3(4)

$LoadMLL Deploy Time (ms) Value D/N Uniform -3 3(4)

VariationSingle-Mode Workflow

Documented Procedures

InputCrash Mode: barrier

type, impact speed,

impact angle

Dummy

Response• HIC (36)

• HIC (15)

• Chest g

• Chest defl.

• NIJ

• Femur Fz

• Tibia Index

Control FactorsAirbag: vent size, tether length, bag size

Inflator: gas mass, temperature

Seat Belt: retractor load, pretensioning, webbing

Column: stroke load, stroke length

Seat: stiffness

Knee bolster: stiffness, position

Crash pulse: crush distance, pulse shape

Noise FactorsAirbag (vent size, tether length, bag geometry, material), Inflator (gas mass, temperature), Retractor load,

Pretensioning, Belt webbing, Column (load, stroke), Column intrusion, Seat stiffness, Bolster stiffness,

dummy positioning

P Diagram

IIHS Rear Impact ApplicationIIHS Rear Impact Application

Sled test

Geometric

DynamicOver-all Rating Assessment

For Good Rating - Need to meet Geometric and Dynamic ratings

- Need T1/contact time and Low neck classification

RatingOverallRatings

The overall rating is based on both geometric measurements and

dynamic test

G

A

M

P

G

A

M

P

G

A

M

P

A

A

M

P

Geometric Dynamic Rating

G

A

G GG A

IIHS Rear Impact ApplicationIIHS Rear Impact Application

Madymo Model

modeFRONTIER Workflow

12 Design Variables:

Head Restraint and Seatback Stiffness

• FH, FU, FM, FL

Joint Stiffness

• JHR, JSR, JST

Head Restraint Geometry

• height

• backset

• orientation

Robust Design Optimization

3 Objective Functions:

� Min. 90 percentile Neck Rating

� Min. 90 percentile Contact Time

� Min. 90 percentile T1x Acceleration

Objective Achieve “Good” rating

IIHS Impact ApplicationIIHS Impact Application

Rating for the Joint Distribution

0

50

100

150

200

250

300

350

0 200 400 600 800 1000 1200 1400

Maximum Upper Neck Tension (N)

Maximum Upper Neck Shear (N)

{0.825}^2

{0.45}^2

H27637

H27725

H27726

H27727

Run #91

Baseline Design

Model Prediction

Robust Design

Seat achieved “Good” rating by IIHS

Robustness Assessment ApplicationRobustness Assessment Application

Variable Descr iption

Value /

Percent

Des ign /

Noise (1) Distribution Mean

Noise

Lower

Noise

Upper

Design

Low er

Design

Upper

$Dummy_PosL Dummy Long. Position (mm) Value D/N Uniform -24 24

$Dummy_PosV Dummy Vert. Position (mm) Value D/N Uniform -14 14

$Web_St Webbing Stiffness Percent D/N Uniform 1 -10% 10%

$Ret_LL1 Retractor High Load (Force, N) Value D/N Uniform -500 500

$Ret_LL2 Retractor Low Load (Force, N) Value D/N Uniform -250 250

$Ret_Pret Retractor Pretensioning (mm) Percent D/N Uniform -20% 20%

$Seat_St Seat Stiff ness Percent D/N Uniform 1 -10% 10%

$Bol_StL Left Knee Bolster Stiff ness Percent D/N Uniform 1 -20% 20%

$Bol_StR Right Knee Bolster Stiffness Percent D/N Uniform 1 -20% 20%

$Col_St Column Stiff ness (Force, N) Value D/N Uniform -500 500

$Col_Stroke Column Stroke (Distance, mm) Value D/N Uniform -15 15

$Vent Vent Cd (vent hole size, mm) Value D/N Uniform -3 3

$Acti_Vent Active Vent Cd (vent hole size, mm)Value D/N Uniform -3 3

$TetherTop Tether Length (mm) Value D/N Uniform -10 10

$TetherBottom Tether Length (mm) Value D/N Uniform -10 10

$Bag_size (passenger) Bag Scale Percent D/N Uniform 1 -2.5% 2.5%

$Pulse Pulse Variation (vpi) Value D/N Uniform -3 3

$Inflator Inflator Output (mass flow) Percent D/N Uniform 1 -10% 10%

$Bag_trigger_time Airbag Deploy Time (ms) Value D/N Uniform -3 3

Noise Variables

Noise Variables

Madymo File

Output

modeFRONTIER Workflow

InputCrash Mode: barrier

type, impact speed,

impact angle

Dummy

Response• HIC (36)

• HIC (15)

• Chest g

• Chest defl.

• NIJ

• Femur Fz

• Tibia Index

Control FactorsAirbag: vent size, tether length, bag size

Inflator: gas mass, temperature

Seat Belt: retractor load, pretensioning, webbing

Column: stroke load, stroke length

Seat: stiffness

Knee bolster: stiffness, position

Crash pulse: crush distance, pulse shape

Noise FactorsAirbag (vent size, tether length, bag geometry, material), Inflator (gas mass, temperature), Retractor load,

Pretensioning, Belt webbing, Column (load, stroke), Column intrusion, Seat stiffness, Bolster stiffness,

dummy positioning

Robustness Assessment ApplicationRobustness Assessment Application

Robustness:

• X% is X-star or better X% is X-star;

• The major causes effecting star-rating are:•Vent•Longitudinal Dummy Positioning•Pulse•Column Stiffness and•Amount of Pretensioning

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Other Attributes Applications at FordOther Attributes Applications at Ford

modeFRONTIER is also used for NVH, Aero, and Fuel Cell applications

Example of Aero ApplicationsAerodynamic shape optimization.

Examples of NVH Applications

Vehicle level DOE and optimization studies of a car and a truck program.

Understand important design variables of drivetrain that controls interior sound.

Minimize interior sound due to excitation caused by rear axle transmission error.

Optimization of body structure using geometrical, shape, and gauge design variables to achieve static stiffness and body primary modes targets.

Example of NVH 6-Sigma Applications

DOE and response surface modeling to develop design rules to improve body panel dentability

Examples of Alternative Fuel Vehicle Applications

1. MPG maximization constrained by:

Cabin climate, Thermal systems, Front-end Design (styling)

2. Fleet Mix Optimization constrained by:

Cost, Green House Gas Emissions, MPG, Performance (acceleration)

3. Trade-off of alternative power trains among: HEV, PHEV, BEV, FCV, ICE, H-ICE, others

4. Battery/Motor/Engine sizing Optimization constrained by Cost, MPG, Performance (acceleration), Weight/Package

5. MPG maximization of HEVs constrained by Vehicle hardware, Varying control strategies

50 60 70 80 90 100 110 120 130 140 150

200

400

600

800

1000

Imp

lem

en

tati

on

Co

st

[$]

Fuel Economy [mpg]

Better

Higher

Hig

her

Trade-Off Pareto Designs

50 60 70 80 90 100 110 120 130 140 150

200

400

600

800

1000

Imp

lem

en

tati

on

Co

st

[$]

Fuel Economy [mpg]

Better

Higher

Hig

her

Trade-Off Pareto Designs

50 60 70 80 90 100 110 120 130 140 150

200

400

600

800

1000

50 60 70 80 90 100 110 120 130 140 150

200

400

600

800

1000

Imp

lem

en

tati

on

Co

st

[$]

Fuel Economy [mpg]

Better

Higher

Hig

her

Trade-Off Pareto Designs

Other Attributes Applications at FordOther Attributes Applications at Ford

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Future Trends & OpportunitiesFuture Trends & Opportunities

• Globalization:24/7 Around the Clock Operation

• Internet Revolution: Eliminate the Physical Boundaries of America, Europe, and Asian Pacific Area

• Multi-disciplinary Optimization is Commodity

• Robust Design is Necessity

• Standardization: Engineering Template

• Common Communication Tool: Excel

• Innovative Ideas, Revolutionary Technologies, Light-Speed Implementation & Execution

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Concluding RemarksConcluding Remarks

• modeFRONTIER has established leadership on the market

– Proven user-friendly and robust codes

– State-of-the-art technology

– Superb customer support

– Continued innovation

– Sustainable sale & business model

• We are looking forward to design future “Quality, Green, Safe, Smart” vehicles using modeFRONTIER

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Thanks!

Questions/Comments?