Closure Panels Course PDF

B OD Y EN GIN EER IN G
C O R E C U R R IC U LU M
CLOSURE PANELS
Course
Introduction
Course Introduction CLOSURE PANELS
Course Introduction
Welcome to Closure Panels, part of the BECC (Body Engineering Core Curriculum).
This course provides the fundamental knowledge needed to design closure panels and
closure systems that meet or exceed customer expectations. You will learn the basic
principles and procedures that are required for them to accomplish their jobs, as well as
where to locate available tools and resources for the design of these mechanisms and
parts.
INTRODUCE YOURSELF
• Name
• Position and length of time with Ford Motor Company
• Experience to date with closure panels
FACILITY LOGISTICS
Make the most of breaks and lunch by knowing the location of the following items:
• Restrooms
• Drinking fountains
• Vending machines
• Dining area
• Smoking areas
• Telephones and faxes
• Walk-up computers (for e-mail)
Intro-2 Body Engineering Core Curriculum

Participant Guide © Ford Motor Company
CURRICULUM GOAL
The overall goal of the BECC is to develop the capabilities of Ford Motor Company
Body Engineers, Designers, and Analysts to participate as useful members of program
teams. The content of the Closure Panels course supports this goal by providing the
fundamental knowledge that is required for them to design, engineer, release, and
oversee the testing of closure panels and closure systems in order to meet customer
and Ford Motor Company requirements.
Course Objectives
The goal of the Closure Panels course is to provide Ford Motor Company Body
Engineers, Designers, and Analysts with the fundamental knowledge required to design
and engineer closure panels for the ultimate purpose of meeting customer satisfaction
requirements. This goal supports the overall goal of the BECC (Body Engineering Core
Curriculum) to develop the capabilities of Body Engineers, Designers, and Analysts to
the user level.
The Closure Panels course objectives provide the foundation that participants need to:
1. Describe what is expected of a closure panel.
2. Examine the requirements and considerations that are required for designing a
closure panel.
3. Analyze how a closure panel interfaces with the other parts of the vehicle.
4. Describe assembly processes related to closure panels.
5. Locate and use available sources of information on closure panel requirements and
design.
Body Engineering Core Curriculum Intro-3

Agenda
Seven instructional modules support the delivery of this one-day course:
• Module 1: Overview: Types of Closure Panels and Materials Used
• Module 2: Hinges and Hold-Open Devices
• Module 3: Fundamental Requirements
• Module 4: FPDS and Body Design Best Practices
• Module 5: Materials and Manufacturing
• Module 6: Assembly Requirements
• Module 7: Course Summary
Developing the engineer’s core skill set is one of the goals of this course and other
BECC courses. Engineers who successfully complete these courses become valuable
contributors toward supporting the goals of Ford Motor Company.

Activity: Expectations of Closure Systems
For this activity, you will work in teams to complete the following tasks.
1. Identify:
− What you expect out of closure systems in your own vehicle.
− Problems you have had with closure systems.
2. Rank what you believe are the top three complaints/warranty issues with closure
systems.
3. Present your team’s results to the class.
Use the space below for notes.
Body Engineering Core Curriculum Intro-5

The information in this course will help you to understand:

• Why closure systems are designed a certain way
• What requirements drive the design to ensure customer satisfaction
• Everything that is done takes place under the framework of FPDS.
FPDS (Ford Product Development System) is the system that Ford
Motor Company uses to plan, design, develop, and launch new vehicles.
FPDS provides a logical sequence of processes and events to ensure
closure panels are designed and engineered within a specified period.

MODULE
1
PANELS
CLOSURE
Overview
Module 1: Overview CLOSURE PANELS
Module 1: Overview
MODULE INTRODUCTION
This module provides a foundation of knowledge necessary for the understanding of
information covered in the remainder of the course. Also included in this module is an
explanation of the interfaces among closure panel systems and other systems and
subsystems. This module describes the classifications of closure panels. Your
understanding of classifications will help you to communicate with interfacing engineers.
Topics in this module that are key to delivering BIC (Best-in-Class) closures are the
activities and responsibilities associated with the FPDS (Ford Product Development
System) timeline.
Module Objectives
After completing this module, you will be able to:
1. Describe a closure panel.
2. Identify specific types of closure panels.
Module Agenda
The agenda for this module includes the following topics:
• Review terminology
• What is a closure panel?
• Types of closure panels
1-2 Body Engineering Core Curriculum

CLOSURE PANELS Module 1: Overview
REVIEW OF TERMINOLOGY
(Following to be completed by student.)
H Point:
_____________________________________________________________________
A/B Lines
_____________________________________________________________________
J Lines
_____________________________________________________________________
Ingress/Egress Line:
_____________________________________________________________________
Rocker Section
_____________________________________________________________________
Curb Clearance
_____________________________________________________________________
Daylight Opening (DLO)
_____________________________________________________________________
Body Engineering Core Curriculum 1-3

WHAT IS A CLOSURE PANEL?

A closure panel is a hinged exterior panel that provides access to the interior passenger
compartment or access to vehicle cargo space. Examples of typical closure panels
include:
• Side doors
⎯ Sliding doors provide access to passenger compartment and cargo areas.
• Liftgates, back doors, and decklids
⎯ Provide access to cargo areas.
• Tailgates
⎯ Provide access to pickup box cargo space.
Key Elements
For the purposes of this course, closure panels have those key elements listed below:
• The structure:
⎯ Class 1 surface panel (visible to the customer)
⎯ Class 2 surface panel (sometimes visible to the customer)
⎯ Class 3 surface panel (non-visible to the customer)
⎯ Reinforcements
• The hinges for opening, closing, and retention of the closure panel to the body or
pickup box
• A hold-open feature where lift assists fit
• Fastening features such as hinge bolts, welds, adhesives, and hemmed flanges
Closure panels have other components, but only those above will be covered in this
course.
Exceptions
Exterior panels that contain many of the key elements previously identified, but that are
not considered closure panels for this course include:
• Hoods
⎯ Provide access to engine compartment.
• Fuel filler doors
⎯ Provide access to the fuel filler system.
• Sunroofs (moonroofs)
⎯ Provide air circulation and visibility through the roof.
Note:
• Flip glass
⎯ Provides access to cargo space, but this is covered in the Glass and
Mechanical course.

TYPES OF CLOSURE PANELS

Closure panel types are classified by CPSC (Corporate Product Systems
Classifications). The following topics provide descriptions and illustrations for:
• 01.03.01 Front Side Doors
• 01.03.02 Rear Side Doors
• 01.03.03 Rear Deck lid, Truck Back Doors, Tailgate, and Lift gate
The chart below illustrates the closure panels’ breakdown, which is presented in the
remainder of this module.
Side Doors
Front Rear
(01.03.01) (01.03.02)
Conventional Conventional
Center opening
Hardtop
Sliding
Side Door Breakdown Chart
Rear Truck
Liftgate
Decklid Back Door
Liftgate and Liftgate and

Back Door Tailgate
Rear Closure Chart

01.03.03

TYPES OF CLOSURE PANELS (CONT’D.)

01.03.01 Front Side Doors
Front doors allow entry to the front seats. Front doors are either conventional or
hardtop.
Conventional Front Side Door

The conventional front side door features include:
• Access to the driver’s seat or to the passenger’s front seat
• A full doorframe
• Hinges mounted at the front of the door
• Hinges that swing the door
The photograph below shows a conventional, fully framed, driver’s side front door.
Conventional (Fully Framed) Front Side Door

01.03.01 Front Side Doors (Cont’d.)

Conventional Front Side Doors (Cont'd.)
The figures below illustrate the conventional front door disassembled from the vehicle.
The left side of each illustration shows the door structure (body-in-white). The right side
of the top figure shows the door with glass, seals, mirror, and outside handle attached.
The right side of the lower figure shows the door with trim panel attached.
Front Side Door Outer Panels

Door structure with
Trimmed door
full doorframe and
hinges mounted at
front
Front Side Door Inner Panels


Hardtop Front Side Door
The hardtop front door features include:
• Access to the driver’s seat or to the passenger’s front seat
• No door frame
The illustration below shows an example of a hardtop (frameless) door.
Hardtop Door on Vehicle


Hardtop Front Side Door (Cont’d.)
The left side of each illustration below shows the door structure (body-in-white). The
right side of the top figure shows the door outer panel with the belt seal and outside
handle installed. The right side of the lower figure shows the inner panel with seal,
inside handle, speaker, and water shield installed.
Hardtop Side Door Outer Panels
Hardtop Side Door Inner Panels

01.03.02 Rear Side Doors

Rear side doors provide access to the passenger compartment and cargo areas of the
vehicle. Rear side doors include:
• Conventional rear side doors
• Center-opening rear side doors
• Sliding rear side doors
Conventional Rear Side Doors

The conventional rear side door features include:
• Access to the rear seat
• A full doorframe
The illustration below shows a conventional, or fully framed, rear door.
Conventional Rear Door on a Vehicle

01.03.02 Rear Side Doors (Cont’d.)

Conventional Rear Side Doors (Cont'd.)
The illustrations below show a conventional rear door disassembled from the vehicle.
The left side of the top figure shows the door structure (body-in-white). The right side of
the top figure shows the outer panel with seals, outside handle, and cladding attached.
The right side of the lower figure shows the inner panel with trim panel and lower door
seal attached.
Conventional Rear Door Outer Panel
Door structure with full doorframe Partially trimmed panels

and hinges mounted at front
Conventional Rear Door Inner Panel


Center-Opening Rear Side Doors
The center-opening rear door provides access to the rear passenger seat or cargo
space. The front door opens first to allow the rear access door to open using the handle
that is mounted on the rear door. Features of the center-opening rear side doors
include:
• A full door frame
• No pillar between the doors
• Interlocking doors and hinges that swing the doors
• A conventional front (primary) door
⎯ This door latches to the rear door using a conventional latch mounted on the
door.
• An unconventional rear door
⎯ This door latches to the body using upper and lower latches mounted to the rear
of the door.
⎯ Need right door to be larger because of (more frequent) customer use.
The illustration below shows the center-opening rear side doors open.
Proposed SUV Center-Opening Door System Open


Sliding Rear Side Door
The illustration below shows a sliding rear side door on a minivan. This door provides
access to the rear seat or cargo space. The sliding rear door features include:
• Hinges
⎯ The hinges slide the door along upper, lower, and middle tracks instead of
swinging the door.
• Door latches at the front and rear
Sliding Door Open


Sliding Rear Side Door (Cont'd.)
The illustrations below show a sliding rear door disassembled from the vehicle. The top
figure shows the door structure from outside the vehicle. The lower figure shows the
door from inside the vehicle.
Sliding Door Outer Panels
Sliding Door Inner Panels

01.03.03 Rear Decklid, Truck Back Doors, Tailgate, and

Liftgate
Rear Decklids
The rear decklid provides access to the luggage compartment, but not to the passenger
compartment. Decklid features include:
• The decklid is mounted at the rear of the vehicle.
• There are two types of hinges (Module 2 includes more information about hinges):
⎯ Four-bars-linkage is mounted along the sides
⎯ Gooseneck mounted along the front edge
• Either hinge type swings the decklid upwards.
• The latch is mounted at the lower center.
There are two types of decklids, which are described on the next page.
• Beamed inner panel
• Teacup inner panel
Decklid Open

01.03.03 Rear Deck lid, Truck Back Doors, Tailgate, and

Liftgate (Cont’d.)
Deck lids (Cont’d.)
Beamed Inner Panel
The illustration below is a decklid disassembled from the vehicle as viewed from inside
the vehicle. Note the formations in the inner panel. This formation is called beam
design, which provides structure to resist torsion and bending forces. Whether steel,
aluminum, or SMC (Sheet Molding Compound) material, all deck lid inner panels are
designed with beam design.
Decklid Beamed Inner Panel
Teacup Inner Panel

The photograph below is a decklid disassembled from the vehicle as viewed from inside
the vehicle. Unlike the beamed inner panel, the formations in the inner panel resemble a
teacup. The radii of the formations are softer than the decklid above. This pattern is
used on aluminum decklids since aluminum generally requires softer radii to stamp the
panel without splits.
Decklid Teacup Inner Panel


Truck Back Doors
The back door is referred to as the cargo door because it provides access to the cargo
space. The RH (right hand) door opens first to allow the LH (left hand) door to open
using the handle that is mounted on the LH door shut face. The illustrations below
show the cargo doors closed and open. The truck back door includes the following
features:
• No pillar between the doors
• Interlocking doors with hinges that swing the doors
• Latching:
⎯ The LH door latches to the body using upper and lower latches mounted to the
door.
⎯ The RH door latches to the LH door using a conventional latch mounted on the
RH door.
Cargo Doors Closed Cargo Doors Open


Liftgates
The liftgate is referred to as a hatchback when it is installed on a car or as a liftgate
when it is installed on an SUV (sport utility vehicle) or van. Both applications have
similar features:
• There is access to the rear cargo space.
• Hinges are mounted at the top and swing the closure panel upward.
• A latch is mounted at the bottom or lower side areas.
The photographs below illustrate the liftgate in the closed and open positions.
Conventional Liftgate Closed
Conventional Liftgate Open


Liftgates (Cont'd.)
The illustrations below show a liftgate disassembled from the vehicle. The top figure
shows the gate structure from outside the vehicle. The lower figure shows the gate from
inside the vehicle.
Conventional Liftgate Outer Panel
Conventional Liftgate Inner Panel


Combination Liftgate and Back Doors
The combination liftgate and back doors includes an upper liftgate that swings up to
open and lower center-opening doors, which are known as Dutch doors.
Liftgate Features
Features of the upper liftgate in this combination:
• There is access to the rear cargo space without opening the lower back doors.
• A latch is mounted at the lower side areas.
Back Door Features

Features of the Dutch door in this combination:
• There is full access to cargo space after the liftgate and back doors are opened.
• The mounting is on the lower half of the back door opening with no upper doorframe.
• There is no pillar between the doors.
• Interlocking doors with hinges swing the doors.
⎯ The LH door latches to the body using upper and lower latches that are
mounted to the door.
⎯ The RH door latches to the LH door using a conventional latch that is mounted
on the RH door.
Combination Liftgate and Dutch Doors Closed Combination Liftgate and Dutch Doors Open


Combination Liftgate and Tailgate
The combination liftgate and tailgate includes a liftgate that swings up to open and a
tailgate that swings down to open. The liftgate opens first, followed by the tailgate. This
combination is shown in the photographs on this page and the next page.
Combination Liftgate and Tailgate
Liftgate Features
The liftgate provides access to the rear cargo space without opening the lower tailgate.
Features of the liftgate in this combination include:
• Unlike the combination liftgate and back doors, a latch is mounted at the lower
center, rather than at the lower side areas.


Combination Liftgate and Tailgate (Cont'd.)
Liftgate Open and Tailgate Closed Liftgate and Tailgate Open
Tailgate Features
The tailgate provides full access to the cargo space after the liftgate and tailgate are
opened, although tailgates are used more commonly on trucks. Features of the tailgate
in this combination:
• The mounting is at the bottom of the door opening.
• Hinges swing the tailgate downward.
• Latches are mounted along the sides of the tailgate.

MODULE SUMMARY
This module provided an introduction to the types of closure panels. This information
will aid you in communicating with suppliers and interfacing with Ford Motor Company
groups.
This basic knowledge about the design and development of closure panels not only will
assist you to better comprehend the information presented in the following modules, but
it will provide a foundation for understanding the reasoning behind Ford Motor
Company's closure panel system design.
In this module, you learned to:
1. Describe a closure panel.
2. Identify specific types of closure panels.
Looking Ahead
The next module concentrates on hinges and hold-open devices used with closure
panels.
The following reference materials for this module include:

• Classification of body closures

Page intentionally left blank.

MODULE 1: REFERENCE MATERIALS

Reference materials for Module 1 include:
Classification of Body Closures......................................................................... Ref 1-1

CPSC (Corporate Product Systems Classification) ............................................................Ref 1-1
01.03.01 Front Side Doors ..................................................................................................... Ref 1-2
01.03.02 Rear Side Doors ..................................................................................................... Ref 1-2
01.03.03 Decklid, Truck Back Doors, Tailgate, and Liftgate.................................................. Ref 1-2
01.03.04 Storage Access Doors ............................................................................................ Ref 1-2
Classification of Body Closures

Each closure panel is considered a sub-subsystem of the Body Closures Subsystem
per the Ford Motor Company corporate-wide numbering system—CPSC (Corporate
Product Systems Classification). The CPSC classifies parts for engineering release and
for organizing a variety of engineering data. Using CPSC codes ensures consistent
identification of parts throughout Ford Motor Company and its suppliers. The codes
enable engineers to easily locate and classify parts.
CPSC (Corporate Product Systems Classification)

Parts are categorized into modules, classes (systems), and subsystems using a six-
position numerical code. There are approximately 19 major classes and 800
subsystems. An example of a CPSC code is shown below:
01. 03. 01 FRONT SIDE DOORS
Body System
Body Closures Subsystem Description
Front Side Door Sub-subsystem
The classification of a component is based upon its functional attributes. Function is

determined by the purpose, the action performed, or the operation controlled by the
component. All closure panels are part of the Body System CPSC 01.00.
Body Engineering Core Curriculum Ref 1-1

Refer to Appendix A for a complete list of CPSC codes for body subsystems and
sub-subsystems.
The CPSC database is available in electronic web base format only. Additional
information is available at the CPSC home page:
• http://www.vo.ford.com/departments/quality/cpsc/
CPSC (Corporate Product Systems Classification) (Cont’d.)

01.03.01 Front Side Doors
This sub-subsystem includes components that make up a front door. Components
include the inner and outer panels, brackets, reinforcements, hinges, hinge brackets,
door checks, and any special door-operated entry/exit devices. Also included are side
impact beams, door window frames, check straps (separate from the hinge), tapping
plates, retainers, and mirror-mounting brackets.
01.03.02 Rear Side Doors

This sub-subsystem includes components that make up a rear door. Components
include the inner and outer panels, brackets, reinforcements, hinges, hinge brackets,
and door checks. Also included are side impact intrusion beams, door window frames,
check straps (separate from the hinge), tapping plates, and retainers. This sub-
subsystem includes sliding doors and hinged doors.
01.03.03 Decklid, Truck Back Doors, Tailgate, and Liftgate

This sub-subsystem includes components that make up the rear decklid, back doors,
and liftgate/tailgate. Components include outer and inner panels, door structural
members, lifts and supports, hinges, hinge brackets, and hinge reinforcements.
01.03.04 Storage Access Doors

This sub-subsystem includes components that make up the special access panels.
Components include outer and inner panels, door structural members, supports, hinges,
hinge brackets, and hinge reinforcements.
Ref 1-2 Body Engineering Core Curriculum

CLOSURE PANELS
MODULE 2
Hinges and
Hold-Open Devices
Module 2: Hinges and Hold-Open Devices CLOSURE PANELS
Module 2: Hinges and Hold-Open Devices

MODULE INTRODUCTION
This module explains the common types and functions of hinges, hold-open devices,
and miscellaneous hardware used for side door, cargo door, liftgate, decklid, and sliding
door closure panels.
Module Objectives
Upon completion of this module, participants will be able to:
1. Identify the types and functions of hinges and hold-open devices used on:
⎯ Conventional front and rear side doors
⎯ Center-opening doors
⎯ Sliding doors
⎯ Liftgates
⎯ Decklids
2. Identify the miscellaneous closure panels parts and their function.
Module Agenda
• Hinges and hold-open devices

CLOSURE PANELS Module 2: Hinges and Hold-Open Devices
HINGES AND HOLD-OPEN DEVICES

The primary function of a hinge is to open, close, and retain a closure panel. This
section includes information about hinges and hold-open devices for the following types
of closure panels:
• Side doors (front and rear)
• Sliding door
• Liftgate
• Decklid
Side Door Hinges and Hold-Open Devices

This section describes the types of hinges and hold-open devices used for side door
systems and cargo door systems. For side door systems, the hold-open device is called
a door check.
Side Door Hinges—Front and Rear

The illustration below shows the location of hinges on a side door. Also shown are the
door checks, which prevent metal-to-metal contact with the vehicle body.
The types of hinges used on any type of side door are partially determined by the
assembly process. Assembly process considerations for hinges are discussed next.
Body Side of P131 (F250 Super Duty) with Front Doors Removed

HINGES DESIGN PROCESS

A general diagram representing the design process of a hinge is described below. In
this course we only review the process at a high level.
Initial Selection Installation Process Analysis System
- Side Door? - Doors-On? - Vehicle?

- Liftgate? - Doors-Off? - Door Size?
- Decklid? - Door Type?
- Function?
- Package Constraints?
Is there a
carryover hinge YES
Use it! Go to 1
that could be
used?*
Can you
NO identify some YES
Design new elements
carryover? USE IT
Go to 1
NO
New Design
Design a new hinge Check that YES

based on new 1 requirements Use and document
constraints. are met.
Redesign NO
* To determine if an existing hinge can be used, the following are the top four design
requirements to be met:
1. Carry-over hinge must be able to be packaged within the pillar/door environment

per program direction letter (PDL) assumptions.
2. Carry-over hinge must be able to swing door surface, cut-line, with proper door
rise and open angles.
3. Carry-over hinge must meet all structural requirements of the system, i.e. door
drop off, door sag, etc.
4. Meet manufacturing requirements (doors off or on).

Side Door Hinges and Hold-Open Devices (Cont’d.)

Side Door Hinge Processing Considerations
Door hinge design is based on the assembly plant closure panel assembly process.
Side door hinges are classified as either doors-on or doors-off. Door assembly process
is discussed in more detail in Module 6.
Doors-on Hinge
A doors-on process is where the closure panel is assembled to the vehicle’s body and
painted. All interfacing components are installed without the door being removed from
the vehicle’s body. The figure below illustrates the doors-on hinge design. Note the
following items:
• A fixed hinge pin • Body half: A stamped bracket
• Two Teflon™ bushings ⎯ Bolted to the body
• Door half: A stamped bracket ⎯ Studs or holes for attachment to
body
⎯ Bolted to the door
⎯ Holes for attachment to door
Bolt Hole for

Hinge Pin attachment to door.
Bushing
Door Half
Body Half
M8 stud for
attachment to body.
Attachment
hole to
Typical Doors-on Hinge Design


Side Door Hinge Processing Considerations (Cont’d.)
Doors-off Hinge
The doors-off process is where the closure panel is assembled to the body, painted,
and then removed from the body. Interfacing components are installed while the door is
removed from the body. After the interfacing components are installed, the door is
reassembled to the body.
Removal of the door using the doors-off design is achieved with one of two methods:
• Unbolt the hinge.
• Disassemble the hinge.
The figure below is an example of a doors-off hinge in which the hinge is unbolted from
the door. This is the latest preferred hinge design at Ford. The hinge design is the same
design as that used for a doors-on process. Nutrunner access must be provided to the
door-side mounting bolts so the door can be unbolted from the hinge.
S197 Doors-off Example
The following page shows the formerly preferred doors-off hinge design.

Side Door Hinge Processing Considerations (Cont’d.)
Doors-off Hinge (Cont’d.)

Before the doors-off hinge design, the preferred design was take-apart hinges, as
shown below. Take-apart hinges are similar to hinges used for doors-on processes,
except a feature is added that allows the assembly plant to split the hinge for removal of
the door. Typically, the hinge is split at the pivot joint by removing a mechanical
fastener.
Upper hinge
Removable
threaded hinge
Removable
retention
screw
Ford Focus forged hinge with take

Jaguar X350 Pull-the-pin hinges
apart tapered joint.
(hinge pin is threaded).
Examples of Take-Apart Hinges
(not preferred)


Center-Opening Door Hinges
Center-opening doors are used on pickup truck Supercabs and large vans to provide
ingress to the rear seat. The rear center-opening door has the hinges on the aft side of
the door. The hinges and checks used on center-opening doors are basically the same
as those used for side doors:
• If the rear center-opening door opening angle is less than 90 degrees, the hinges
are not exposed (Supercab), as shown below.
• If the rear center-opening door opens to a 180-degree angle, the hinges are
exposed (Econoline), as shown below.
Supercab Side Doors
VN127 Econoline Side Doors and Exposed Upper Hinge Pivot


Side Door Hold-Open Devices
The primary function of a door hold-open device is to hold a door in a defined open
position. For side doors, the door hold-open device is named door check. Door checks
are classified as:
• Integral (part of a hinge assembly), shown below
• Separate (a unique part installed in trim), shown below
Integral Door Check Separate Door Check
SN95 Hinge with Leaf Spring Integral Check P131 Front Door
The separate door check provides a secondary function that reacts to the open overload
force. Often, the best system performance is achieved when the two hinges and the one
door check react together to the open overload force.
During vehicle design, many factors influence the decision of separate versus integral
door checks. The design factors include packaging, performance, cost, weight, and
assembly plant processing.

Over-slam Bumpers
Over-slam bumpers are used on closure panels to protect closure panels from
contacting body sheet metal during door slam. Over-slam bumpers also reduce
chucking, which is closure panel movement when a vehicle is driven on a rough road
surface.
Over slam
Over slam Bumper
bumper
Over-slam Bumpers

Sliding Door Hinges and Hold-Open Devices

Sliding doors use a combination of hinges/rollers and tracks to control the movement of
the door. An example of the sliding door is shown below.
Sliding Door Hinges

All sliding door systems use three hinges/rollers and three tracks.
• The upper and lower hinges are mounted at the front of the door. Either the upper
hinge (Windstar V184) or the lower hinge (V229/VN127) supports the weight of the
front of the door.
• The center hinge/roller is mounted at the rear of the door. The center hinge supports
the weight of the rear of the door.
All three hinges guide the door through its dynamic movement, as shown below. Each
hinge is described in more detail on the following pages.
Slam-open
bumper
Hold-open
mechanism
Sliding Door Hinge System

Sliding Door Hinges and Hold-Open Devices (Cont’d.)

Sliding Door Hinges (Cont’d.)
Upper Hinge
The upper hinge provides guide function (in/out) and supports the weight of the door
(up/down), as shown below.
V184 Upper Hinge


Center Hinge
As with the upper hinge, the center hinge provides guide function (in/out) and supports
the weight of the door (up/down), as shown below.
V184 Center Hinge


Lower Hinge
The lower hinge only provides guide function (in/out), as shown below.
V184 Lower Hinge


Sliding Door Hold-Open Mechanism
To hold a sliding door in the open position, either a hold-open door check detent or a
mechanical catch can be used. V184 and V227 use a hold-open check/detent that is
cost effective, but does not retain the door when the van is parked on a steep incline.
VN127 uses a hold-open catch with a cable release, which provides positive retention
for the door.
Per the GAP (Global Architecture Process) strategy, a hold-open latch or catch is
required for securing the door in the full-open position (as opposed to a detent).
V184 Sliding Door Check with Door in Full-Open Position

Sliding Door Slam-Open Stop (Bumper)

A bumper is used to stop sliding door travel in the opening direction. Typically the
bumper is mounted to the door inner panel and/or the hinges. The bumper contacts the
C-pillar when the door is in the full-open position, as shown below.
V184 Sliding Door Slam-Open Bumper in Full-Open Position

Sliding Door Wedges

Sliding door wedges are used to positively locate the door in the closed position.
• The sliding door rollers are used to control the door dynamic movement during
opening and closing.
• The sliding door rollers must guide the door so the wedges can properly engage.
• The wedges locate the door in the closed position for proper door fit and to prevent
chucking (movement of the door relative to the body when the vehicle is driven on
rough road surfaces).
Typical Sliding Door Wedge

Liftgate Hinges and Hold-Open Devices

This section describes the types of hinges and hold-open device used for liftgate
systems.
Liftgate Hinges
Liftgate hinges are classified as either single-pivot or dual-pivot.
Single-Pivot Hinge
The single-pivot design provides for opening/closing a liftgate. Single-pivot liftgate

hinges are used when VO (Vehicle Operations) has adequate paint access to the roof
header.
Single-pivot liftgate hinge design features include:
• A fixed hinge pin
• Two PTFE (Teflon®) bushings
• A stamped bracket (liftgate half)
⎯ Bolted to the liftgate (liftgate attachment hole)
• A stamped bracket (body half)
⎯ Bolted to the body (stud attachment hole)
Single-Pivot Hinge

Liftgate Hinges and Hold-Open Devices (Cont’d.)

Dual-Pivot (Two-Position) Hinge
The dual-pivot design provides for opening/closing a liftgate and provides increased
paint access for the assembly plant. A dual-pivot hinge is used when the assembly plant
needs additional access for painting the roof header. The secondary pivot is used solely
during the painting process. The customer does not use the secondary pivot.
Two-Position Hinge
Features of the dual-pivot hinge are described on the next page.


Dual-Pivot (Two-Position) Hinge (Cont’d.)
Dual-pivot liftgate hinge design features include:
• A fixed hinge pin
• A secondary pivot point provided by hinge pins
• Two PTFE (Teflon®) bushings
• A stamped bracket (liftgate half)
⎯ Bolted to the liftgate
• A stamped bracket (body half)
⎯ Bolted to the body
• A stamped bracket
⎯ Used for the alternate paint access function
Dual-Pivot Liftgate Hinge`


Liftgate Hold-Open Devices
There are two types of hold-open device systems used for liftgates: gas strut and gas
spring. They assist in providing support in lifting the weight of liftgates.
Gas Strut Systems

For liftgates, one type of hold-open device is a gas strut. The figures below illustrate the
hinges in closed and open positions.
Typical Gas Spring Freestyle Liftgate in Open Position
Gas Spring Systems

Another liftgate hold-open device is a gas spring, as shown below. Gas springs are
used to hold the liftgate in the open position and to reduce the liftgate opening effort
Pictorial View of Liftgate in Closed and Open Positions Showing Extension of Gas Spring


Gas Springs Systems (Cont’d.)
Quality data shows that gas springs mounted in the “flip-over” position are more
effective for open/close efforts than those mounted in the “push-up” position. Flip-over
design structurally supports the liftgate better in bending and torsion than that of the
push-up design. The two designs are shown below.
Push-Up Design Flip-Over Design
Gas springs must be designed with the main seal in the "down" position when the
liftgate is closed to provide seal lubrication, which improves gas spring life.
For design robustness, the gas spring attachment should utilize a threaded ball stud
mounted to a reinforcement welded inside the liftgate inner panel. Beltline-mounted
threaded ball studs provide better structural support than single plane-welded
reinforcements outside of the inner panel. These attachment methods are shown
below.
Bolt-on Ball Stud Single Plane-Welded Bracket

Decklid Hinges and Hold-Open Devices

Decklid hinges are classified as either four-bar link or gooseneck designs. Each of
these designs is part of an assembly that includes a hold-open device.
Mazda J56 Example

Decklid Hinges and Hold-Open Devices (Cont’d.)
Differences Between Gooseneck and Four-Bar Systems

The following illustrations display the differences between the gooseneck and four-bar
link systems.
Gooseneck Intrudes into Luggage Compartment
Four-Bar Link Has Increased Usable Space


Differences Between Gooseneck and Four-Bar Systems (Cont’d.)
Gooseneck Has a Less than 90-Degree Open Angle
Four-Bar Link Has a Greater than 90-Degree Open Angle


Four-Bar Link Hinge and Strut System
Four-bar link hinges use gas struts as the hold-open device to reduce the opening
effort. A typical four-bar link decklid hinge with a gas strut (Mazda J56) is shown below
with the decklid in the partial-open position.
A four-bar link decklid hinge provides the engineer with more freedom in defining the
opening/closing movement of the decklid.
The four-bar decklid hinge design features, as shown below, include:
• Four pivot pins
• Four PTFE (Teflon®) bushings
• Decklid half stamping
• Body half stamping
• Two stamped links
• Ball studs for gas strut attachment (optional)
D258 Four-Bar Link Decklid Hinge


Gooseneck Hinge and Torsion Bar System
Gooseneck hinges use torsion rod springs as the hold-open device to reduce opening
efforts.
The figure below illustrates a gooseneck hinge with a torsion bar counterbalance
system. The torsion rod (spring) provides force to hold the decklid in the open position.
An illustration of the gooseneck hinge attached to the torsion bar is shown on the next
page.
Gooseneck Hinge


Gooseneck Hinge and Torsion Bar System (Cont’d.)
Torsion Bar Attached to a Gooseneck Hinge


Industry and Ford Preferences
The industry and Ford are trending toward the four-bar link design. The current GAP
strategy recommends:
• A four-bar link hinge system, side mounted (in the trough) with gas strut assist for
counterbalance
• A spoiler, if required, mechanically attached to the decklid, because of the weight.
The four-bar system includes the following advantages:
• Enhanced luggage compartment accessibility due to improved head clearance
• Increased usable cargo space and customer satisfaction (no obstruction or damage
of cargo)
• Improved decklid structural rigidity (i.e., torsional, lateral, and vertical)
• Improved closing efforts from the side
• Elimination of backlight molding
• Less overall system tolerance stack-up (less dimensional variability)
• Easier installation and service of counterbalance system
Disadvantages of the four-bar link system include a cost penalty and a pop-up concern
(four-bar system is temperature sensitive) that is more difficult to compensate for.

MODULE SUMMARY
This module has provided a brief overview of the common types of hinge systems and
miscellaneous hardware used for side door, cargo door, liftgate, decklid, and sliding
door systems. This basic knowledge will not only assist you to better comprehend the
information presented in the following modules, but it will provide a foundation for
understanding the reasoning behind Ford Motor Company's closure system design.
In this module, participants learned to:
• Identify the types and functions of hinges and hold-open devices used on:
⎯ Conventional front and rear side doors
⎯ Center-opening doors
⎯ Sliding doors
⎯ Liftgates
⎯ Decklids
• Identify miscellaneous closure panels parts and their function.
Looking Ahead
Module 3 describes the regulations and requirements to which you must adhere when
designing and developing closure systems.

MODULE
3
CLOSURE PANELS
Fundamental
Requirements
Module 3: Fundamental Requirements CLOSURE PANELS
Fundamental Requirements
MODULE INTRODUCTION
Modules 1 and 2 introduced closure panel classifications, types, interfacing
components, materials, and stabilization/hold-open devices. This module presents the
requirements that closure panels must meet in order to ensure proper function over the
useful life of a vehicle.
Module Objectives
Upon completion of this module, you will be able to:
1. Identify the various types of requirements.
2. Describe key governmental requirements for closure panels.
3. Describe a key ARL (Attribute Requirement List) for closure panels.
4. Identify the method used to verify that a closure panel meets a requirement.
Module Agenda
• Overview
• FMVSS 214 regulation requirements
• FMVSS 206 hinge requirements
• Trustmark requirements
• GAP (Global Architecture Process) requirements
• Specification and reference requirements
• ARLs (Attribute Requirement Lists)
• Compliance requirements
3-2 Body Engineering Curriculum

Instructor Guide © Ford Motor Company
CLOSURE PANELS Module 3: Fundamental Requirements
OVERVIEW OF REQUIREMENTS
For safety reasons, it is important for closure panel engineers to become familiar with
the regulations and to know where to find the requirement for specific vehicle programs.
Familiarity with the regulatory standards can help avoid cost and time waste to their
vehicle line program and safety risk to consumers. The following list shows the major
divisions of requirements and associated methodology and sources of information.
All requirements may be accessed through the requirements website at:
http://www.requirements.ford.com
Attribute Requirement Lists (ARL)
Documents vehicle-level characteristics, using RQMTs and DVMs
Systems Design Specifications (SDS)
Documents system and sub-system functions within a vehicle, using RQMTs and DVMs
Requirements (RQMT)
Specifies a vehicle or system’s level of performance, defined as:
Regulations (REG/SDGL)
Governmental requirements and Internal Ford Motor Company Safety requirements
applicable to vehicles marketed worldwide.
Trustmarks (WCR)
Ford Trustmark requirements that represent the minimum level of design and
performance for company vehicles and associated products. These requirements
apply to every product at Ford, Lincoln/Mercury, Jaguar, Land Rover, Mazda, and
Volvo.
For information regarding achieved WCR’s, please contact SWCRSTD.
Global Architecture (GAP)
GAP requirements define optimal vehicle, system, and/or sub-system architecture and
associated interface requirements. These requirements apply to every product at
Ford, Lincoln/Mercury, Jaguar, Land Rover, Mazda, and Volvo.
Specifications
A product related requirement below the level of Trustmark that still relates to
customer satisfaction or proper vehicle function. These requirements apply to every
product at Ford and Lincoln/Mercury.
Reference
A guidelines or recommendation that is intended to provide guidance to engineers and
should be considered a “best practice” rat her than a design requirement.
Design Verification Methods (DVM)
Method used to confirm that a RQMT has been satisfied—includes related test procedure (Ford &
non-Ford) information.
Body Engineering Curriculum 3-3

In this course we review the following requirements:

• Regulations
FMVSS 214
FMVSS 206
• Trustmark (Example)
• GAP (Specific Architecture)
We also address where information can be found and review the methods to achieve
requirement compliance.

FMVSS 214 REGULATION REQUIREMENTS

FMVSS 214 concerns the strength requirements for side doors and can be found:
• Through the requirements website at
⎯ http://www.requirements.ford.com, identification DO-0031
• The GRID (Global Regulatory Information Database), index number 366 (information
about the GRID is included in the reference materials at the end of this module).
⎯ http://www.grid.ford.com
There are two specific FMVSS 214 regulations calling for static and dynamic testing.

Activity: FMVSS 214 Review

For this activity, you will work in teams to review your assigned section of FMVSS 214.
Instructions
• Review the requirements in the following pages.
• Complete the table on the last page of the FMVSS 214 requirement section.
• Discuss in class.

FMVSS 214 (Static) Side Impact Requirement

FMVSS 214 for (static) side impact is to ensure passenger safety after a crash has
occurred. FMVSS states as follows:
S3.(a)(1), S3.(a)(2) Except as provided in section S3(e), each vehicle shall be
able to meet the requirements of either, at the manufacturer’s option, S3.1 or
S3.2, when any of its side doors that can be used for occupant egress is tested
according to S4.
S3.1 Without any seats that may affect load upon deflection of the side of the
vehicle removed, each vehicle shall be capable of meeting:
S3.1.1 Initial crush resistance—6 inches. The initial crush resistance shall
not be less than 2,250 pounds.
S3.1.2 Intermediate crush resistance—12 inches. The intermediate crush
resistance shall not be less than 3,500 pounds.
S3.1.3 Peak crush resistance—18 inches. The peak crush resistance shall
not be less than two times the curb weight of the vehicle or 7,000 pounds,
whichever is less.
S3.2 With seats installed in the vehicle, and located in any horizontal or vertical
position to which they can be adjusted and at any seat back angle to which they
can be adjusted, each vehicle must be capable of meeting:
S3.2.1 Initial crush resistance—6 inches. The initial crush resistance shall
not be less than 2,250 pounds.
S3.2.2 Intermediate crush resistance—12 inches. The intermediate crush
resistance shall not be less than 4,375 pounds.
S3.2.3 Peak crush resistance—18 inches. The peak crush resistance shall
not be less than three and one half times the curb weight of the vehicle or
12,500 pounds, whichever is less.
The door crush test photographs on the following page illustrate the testing for S3.2.
These illustrations are followed by an illustration of the reinforcement used in the
Mustang side door to ensure passage of these tests.

FMVSS 214 (Static) Side Impact Requirement (Cont’d.)
Door Crush Test
Door Crush Test Result

Mustang Reinforcement


S3(e) Exception
A vehicle need not meet the requirements of S3.1 or S3.2 for:
(1) Any side door located so that no point on a ten-inch horizontal
longitudinal line passing through and bisected by the H-Point of a manikin
placed in any seat, with the seat adjusted to any position and the seat
back adjusted as specified in S6.4, falls within the transverse, horizontal
projection of the door’s opening.
(2) Any side door located so that no point on a ten-inch horizontal
longitudinal line passing through and bisected by the H-Point of a manikin
placed in any seat recommended by the manufacturer for installation in a
location for seat anchorage hardware is provided, with the seat adjusted to
any position and the seat back adjusted as specified in S6.4, falls within
the transverse, horizontal projection of the door’s opening.
(3) Any side door located so that a portion of a seat, with the seat adjusted
to any position and the seat back adjusted as specified in S6.4, falls within
the transverse, horizontal protection of the door’s opening, but a
longitudinal vertical plane tangent to the outboard side of the seat cushion
is more than 10 inches from the innermost point on the inside surface of
the door at a height between the
H-Point and shoulder reference point and longitudinally between the front
edge of the cushion with the seat adjusted to its forward most position and
the rear edge of the cushion with the seat adjusted to its rearmost
position.
(4) Any vehicle which is designed to operate without doors and whose
side doors are designed to be easily removed using simple hand tools.
Seats Removed Seats Installed

Max. Load Max. Deflection Max. Load Max. Deflection
Inches Inches
Initial Crush
Intermediate
Crush
Peak Crush

Ford Acceptance Criteria (FAC) Associated with FMVSS 214

The Ford Acceptance Criteria (FAC) associated with FMVSS 214 describes how the
side door is to be tested for the FMVSS strength requirements. See FAC at the
following address:
• http://www.ese.ford.com/aso/asr/FAC/excel/accept2.xls
• Test w/o seats and n=1, exceed regulation at each level by 15 percent.*
• Test w/o seats and n=2, exceed regulation at each level by 12 percent.
• Test w/seats and n=1, exceed regulation by 25 percent.
* “n” is the number of tests carried out at Ford. In general the number is “1”; therefore,
we always aim at exceeding the regulation by 15 per cent.

FMVSS 214 (Dynamic) Side Impact Requirement

FMVSS 214 helps ensure passenger safety during an accident. FMVSS 214 is for
(dynamic) side impact. It states as follows:
S3(b), S5.3(1) When tested under the conditions of S6, each vehicle shall meet S5.1,
A5.2, and S5.3 in a 33.5 miles per hour impact in which the car is struck on either side
by a moving deformable barrier. For passenger cars, DOT-SID test dummies are placed
in the front and rear outboard seating positions on the struck side passenger cars. For
MPVs, trucks and buses, a DT-SID test dummy is placed in the front outboard seating
position on the struck side of the vehicle, and if the vehicle is equipped with rear seats,
then another part 572, subpart F test dummy is place and on the outboard seating
position of the second seat on the struck side of the vehicle.
S5.3 Door opening.
S5.3.1 Any side door, which is struck by the moving deformable barrier, shall not
separate totally from the car.
S5.3.2 Any door (including a rear hatchback or tailgate), which is not struck by
the moving deformable barrier, shall meet the following requirements:
S5.3.2.1 The door shall not disengage from the latched position.
S5.3.2.2 The latch shall not separate from the striker, and the hinge
components shall not separate from each other or from their attachment to
the vehicle.
S5.3.2.3 Neither the latch nor the hinge systems of the door shall pull out
of their anchorages.
At Ford the following Ford Corporate Test Procedures for testing FMVSS 214 Dynamic
should be followed:
• CETP No. 00.00L-809-US
• CETP No. 00.00L-809-US (ST15)

FMVSS 206
FMVSS 206 ensures that the hinges do not separate during an accident.
This regulation specifies the strength requirements for side door hinges and can be
found:
• Through the requirements website at
⎯ http://www.requirements.ford.com, identification DO-0031
• The GRID, index number 265 (information about the GRID is included in the
reference materials at the end of this module).
FMVSS 206 states as follows:
• Hinges must not separate when a load is applied:
⎯ Longitudinal load = 11,000 N
⎯ Transverse load = 8,900 N
• Corporate requirement for minimum longitudinal and transverse loads are 1.78 times
the Federal requirement, i.e., 19,800 N and 15,800 N respectively.
Looking Ahead
This completes the review of the first of the five types of requirements. The next section
reviews the second type of requirements, which is Trustmark.

TRUSTMARK REQUIREMENTS
Trustmark requirements are a standard that represents the minimal level of design and
performance for all Ford vehicles and associated products. Some vehicle programs and
brand requirements might exceed these requirements.
Ford Motor Company has developed the Trustmark requirements as a tool to achieve
world-class customer satisfaction. The Trustmark requirements are a comprehensive,
objective, design and performance sign-off standard covering design, engineering, and
development. They are used in conjunction with regulatory requirements. Trustmark
requirements provide a process to:
• Upgrade vehicles
• Implement product policy decisions
• Increase company efficiency in product design and development
Trustmark requirements are proprietary information. However, portions may be shared
with suppliers as needed. When allowed to share this information, suppliers must have
a confidential disclosure agreement on file.
A typical Trustmark requirement for closures panels is “no visible red rust after 60
cycles APG (Arizona Proving Grounds) corrosion test.”
Accessing Trustmark Requirements

Access the Trustmark requirements at the following website:
• http://requirements.ford.com
Looking Ahead
This completes the review of the second of the five types of requirements. The next
section reviews the third type of requirements, which is GAP requirements.

GAP (GLOBAL ARCHITECTURE PROCESS) REQUIREMENTS

GAP (Global Architecture Process) strategies are a high-level description of system
architecture and its interfaces. GAP provides standardized subsystem architectures that
enable BIC (Best-in-Class) performance within an affordable cost structure. A strategy
may contain one or more architectures for a system, but may exclude certain
architectural features that historically have failed to enable BIC performance. As
discussed in Module 1, since each type of closure panel is classified as a subsystem,
there is a related GAP for each subsystem. Over 40 GAP subsystem strategies are
presently available.
Benefits of GAP include:
• Positive constraints at early stages of PD (Product Development)
• Part reusability and commonality
• Increased PD efficiency through standardization of design
• Improved quality and customer satisfaction through the use of proven design, refined
over time
This course includes a discussion of side door GAP strategies. The following GAP
strategies are also included in the reference materials located at the end of this module.
• Door GAP construction—appearance assumptions
• Unique GAP requirements for center-opening doors
• Sliding door GAP strategies
• Back door (cargo door) GAP requirements
• Decklid GAP strategies

GAP REQUIREMENTS (CONT’D.)

Side Door GAP Strategy
This section provides an overview of the side door structure GAP strategy. For the
complete GAP strategy, refer to the following website address:
• http://www.gap.ford.com/gap/strategies/closures_side_doors.PDF
• http://requirements.ford.com
All Side Door Architectures

The door construction requirements in this GAP strategy only apply to steel door
constructions. All other requirements for sealing and geometry still apply to doors
constructed from lightweight materials.
All doors must be inset in order to achieve wind and noise reduction, which means:
• The cutline along the A-pillar must be protected from direct impact of the wind
stream (at 0 degrees yaw) by the exposed body side sheet metal under all build
conditions. (As a guideline only, this typically requires the nominal door design to be
approximately 2.5 mm under flush in a true radial section along the A-pillar.)
• The AB-flange must be parallel within 2 degrees of the glass plane above the belt in
a true section.
• The cutline tangent must be parallel within 10 degrees of the glass plane above the
belt in a true section.
A PILLAR TRUE
RADIAL
2.5 mm A Pillar Proud to
Door
Angle Between Side
Door Glass and
Cutline 10 Degrees
or Less
Windshield
Angle Between A-B

Flange and side door
glass plane 2 degrees or
less.
A-Pillar True Radial

Specific Side Door Architectures

The three most common or recommended architectures for side doors include:
• Stamped inset
• Sashed inset
• Frameless
Each architecture is reviewed in the next section.
Stamped Inset
The stamped inset architecture is the most commonly used construction at Ford Motor
Company.
• Door frame section:
⎯ Door is constructed of an inner panel, outer panel, and window channel.
• Channel welded to inner panel
• Outer panel hemmed to channel
• Inner and outer panels hemmed to each other
⎯ The door hem is inset to the outer surface of the body.
• Rocker section:
⎯ The door is constructed of an inner and outer panel hemmed to each other.
Typical Cross Section Design

“SH” Point section at Roof Rail “H” Point at Rocker section
Hemmed inset
Hemmed
Hemmed
Welded
Stamped Inset Architecture for Side Doors

Specific Side Door Architecture (Cont’d.)

Sashed Inset
The sashed inset architecture is the recommended construction to meet the appearance
GAP requirement.
• Door frame section:
⎯ Door is constructed of an inner panel and is window channel-welded together at
two locations.
⎯ The door outer most weld flange is inset to the outer surface of the body.
• Rocker section:
⎯ The door is constructed of an inner and outer panel hemmed to each other.
This design provides the most styling flexibility within a common door structure. With
only exterior trim changes, the outside appearance of the upper door area can be used
to differentiate base to luxury models. The door frame can provide a black rubber
appearance by covering it with the glass run (base); it can provide a matte black
appearance by using an exterior trim module (mid-level models), or a chrome
appearance using an exterior trim module (luxury). However, this construction cannot
provide Class 1 painted sheet metal around the window opening since welds would be
exposed.
Welds
Channel above Hemmed

belt only
Inner panel continues

below belt
Sashed Inset Architecture for Side Doors

Specific Side Door Architecture (Cont’d.)

Frameless
The frameless architecture is used on convertible vehicles.
• Door frame section: There is no door frame. The glass is supported in space by
structure below the door belt. The glass penetrates a seal on the body side for
sealing.
• Rocker section: The door is constructed of an inner and outer panel hemmed to
each other.

Hemmed
Glass
unsupported
Frameless Architecture for Side Doors
Looking Ahead
The website location for the design/manufacturing guidelines for closures is:
http://www.ctis.ford.com/ppckb/compbccl.ht
This concludes the review of the third of five types of requirements. The next section
reviews the remaining two requirements, specifications and reference.

SDS (SYSTEM DESIGN SPECIFICATION)

All SDSs are a collection of requirements, Design Verification Methods (DVMs), and
interface diagrams pertaining to the specific type of closure panel.
Specification and reference requirements are stored in documents called SDSs (System
Design Specification). To address vehicle safety standards, as well as customer
concerns voiced through warranty and TGW (Things Gone Wrong), SDS and GAP
strategies are developed and implemented by the Company.
• SDSs are performance metrics that define minimum customer criteria—how well the
closure panel must operate.
• GAP strategies provide the architecture for achieving the SDS—how the
performance metrics are to be measured.
SDSs are used to document system or subsystem function within a vehicle using
requirements and DVMs (Design Verification Methods). DVMs are discussed later in
this module.
The Requirements website features an extensive report library that allows users instant
access to recent SDS searches. SDSs are located on the Ford intranet at the following
website:
• http://www.requirements.ford.com/eSETk/pages/index.asp.

ARL (ATTRIBUTE REQUIREMENT LIST)

The ARL (Attribute Requirement List) is a collection of 24 vehicle-level requirements.
Access the ARLs at the following website portal:
• www.requirements.ford.com
The portal is used to search the generic requirements. The on-line search instructions
provide additional help in defining a search. The completed search reports as well as a
library of custom reports prepared for others are maintained in the Report Library.
The ARL supports the following objectives:
• To promote awareness and utilization of system engineering concepts by:
⎯ Defining attribute and system requirements to objectively measure those
requirements for external interactions
⎯ Facilitating internal and external communication of attribute and system
expectations to others
• To accomplish vehicle optimization by:
⎯ Developing and incorporating new requirements that influence overall attribute
and system design, but that are not maintained in other documents.
⎯ Ensuring comprehensive standards across all documents
• To consolidate, summarize, and reference requirements that describe the voice of
the customer, corporation, regulatory, and other related requirements.
This course focuses on the one of the key ARLs significant to closures, NVH (noise,
vibration, and harshness).
More information about ARLs can be found in the reference materials at the end of this
module.

ARLS (CONT’D.)
Key ARL Significant to Side Door Structure
Although each of the ARLs will have similar requirements of each closure panel, the
NVH (Noise, Vibration, and Harshness) ARL requires additional review.
NVH
NVH describes the overall noise, overall vibration, harshness, sound quality, noise
phenomena, and vibration phenomena perceived in or around the vehicle. This ARL
addresses issues that have a direct impact on the customer and customer satisfaction.
Key sub-attributes include:
• Road NVH—This includes all NVH due to road surface irregularities and tire-wheel
imperfections.
• Wind noise—This is defined as any noise discernible by vehicle occupants caused
by air movement around the vehicle. The major noise sources are aerodynamic
turbulence, cavity resonance and aspiration leaks, and the noise transmitted through
unsealed holes or openings of the vehicle.
• Component sound quality—This is the noise directly caused by the component itself,
in this case the door. Factors include how the mirror seals to the vehicle.
Wind noise caused by the location of the A-pillar margin is the type that most affects
front doors. One of the important considerations for engineers on front doors is the
contribution of the cutline, as well as other character and design lines that may affect
noise.
The goal for closures engineers is to work with styling, the design studio, and other
component engineer groups to develop a system that meets all vision requirements and
that minimizes wind noise.

COMPLIANCE
The methods manufacturers use to verify compliance with requirements differs by
market.
In the United States, self-certification is used to validate regulatory compliance. This
means that manufacturers are responsible for documenting and certifying that they have
followed and meet applicable requirements and standards.
One of the ways in which Ford Motor Company meets regulatory compliance in North
America is with simulations. Designs are proofed using three-dimensional CAD
modeling and computer simulations to identify the performance or function of a part.
These simulations can be used to verify that a mirror meets specific vision requirements
before prototype parts are available.
In European countries, witness testing is required to certify the same level of
compliance. Unlike in North America, witness testing means a third party must witness
the test to certify that the manufacturer has conducted the testing and that the results
are accurate and meet requirements. The regulation is considered met only when the
witness signs off on the test.
Compliance demonstration sometimes is used in North America to verify part
performance. Similar to witness testing in Europe, this involves a third party physically
witnessing or verifying the testing procedures and results.
This section describes:
• DVMs (Design Verification Methods), which must be completed to describe how a
requirement is verified
• EFDVS (Electronic Ford Design Verification System), which is an electronic
database containing the compliance requirements and/or results of compliance
testing for all programs
• The deviation policy, which is followed in case a requirement cannot be achieved

DVM (Design Verification Methods)

A DVM is a set of work instructions that describe how a requirement is verified and
includes the related test procedure information. A completed DVM documents the
following quality criteria about the requirement:
• Traceable: The DVM shall be connected to at least one requirement. The source of
data, methodology, and design level (DV, PV, etc.) shall be defined.
• Attainable: The DVM shall utilize an affordable/ representative prototype type (Buck,
CAE simulation, etc.) and shall define clear measurables (acceptance criteria) for
confirming that the requirement is met.
• Complete: The DVM shall reference a repeatable verification procedure, i.e., a
CETP, an industry test procedure, or a program-specific supplier/internal test. Data
generated/data needed shall be specified either as part of the DVM or the
associated generic verification procedure (CETP or equivalent).
The DVM Quality Criteria listed above must be met. The two others listed below should
be met if possible:
• Correlated: The test parameters should be traceable to customer usage profiles and
system environments.
• Unique: The DVM should not duplicate a pre-existing DVM with similar content; the
DVM title should properly reflect the DVM content.
Additional information regarding DVMs and examples are available from the following
website:
• www.requirements.ford.com
DVM List for DO-0031 (FMVSS 214)

The DVMs associated with the FMVSS 214 side door static strength requirement
includes the side door static strength requirements tests:
• DVM-0037-DO
• DVM-0058-DO
DVM List for DR-0031 (FMVSS 206)

The DVMs associated with the FMVSS 206 side door hinge strength requirement
includes the side door hinge strength requirements tests:
• DVM-0164-DR ECE TEST
• DVM-0165-DR ECE DRWG

Design Verification Methods (Cont’d.)

If a Design Cannot Meet Specifications
If the design cannot meet the specifications, it is possible to obtain a deviation to identify
and define the specific requirement (SDS, GAP, or Trustmark) that will not be met.
Information about the deviation policy can be found in the reference materials at the end
of this module.
eFDVS (Electronic Ford Design Verification System)

eFDVS maintains all data used to verify that all requirements have been met for a
particular vehicle prior to the vehicle going into production. Using eFDVS, the closure
structure engineer develops a verification plan in eFDVS by:
• Entering an assessment for each requirement as to whether the requirement applies
to the vehicle
• Verifying the target to be achieved
• Initiating a verification request
• Entering whether a vehicle, buck, or component will be tested
• Entering scheduled start and finish dates for each requirement test
Note: eFDVS pertains to testing at the vehicle level, not the component level. You also
must ensure component testing is completed.
A closure structure engineer generates a report in EFDVS by:
• Entering actual form start and finish dates for each requirement test
• Entering whether compliance was met or deviation was issued
• Entering actual test results and test report number
Once all testing is completed and all data is entered into eFDVS, then the engineer
completes an ESO (Engineering Sign-off) form. The engineer, supervisor, manager, and
chief engineer review all data and then sign the form.

MODULE SUMMARY
This module has provided an overview of the regulations and requirements for closure
panel systems. This information included where to locate the information you need to
design closure panels that comply with government regulations, as well as Ford Motor
Company requirements.
• Identify the various types of requirements.
• Describe the documents used to maintain vehicle level requirements and
subsystems (i.e., each closure panel) requirements.
• Locate closure panel requirements.
• Identify the methods used to verify that a closure panel meets a requirement.
Looking Ahead
So far we have an understanding of each type of closure panel, roles/responsibilities,
materials, hinges, hold-open features and engineering requirements. The next module
provides engineering information on how to design the closure panel to meet the
requirements and the role of the CDS (Corporate Design Studio) in designing closure
panels at Ford Motor Company.
The reference materials on the following pages include these topics:
• Governmental regulations
• Internal Ford Safety Requirements—SDGL
• FAC (Ford Acceptance Criteria)
• GRID (Global Regulatory Information Databases)
• Additional GAP requirements
⎯ Door GAP construction—appearance assumptions
⎯ Unique GAP requirements for center opening doors
⎯ Sliding Door
⎯ Back door (cargo door)
⎯ Liftgate
⎯ Decklid
• ARLs
• Deviation Policy

CLOSURE PANELS
MODULE 4
FPDS and
Body Design
Best Practices
Module 4: FPDS and Body Design Best Practices CLOSURE PANELS
FPDS and Body Design Best Practices
MODULE INTRODUCTION
This module provides an overview of the body CAD design process for closure panels,
in relation to the FPDS (Ford Product Development System). Some of the body CAD
design roles and responsibilities are to generate CAD and other related data to vehicle
lines; assure compliance to corporate data, quality, and design standards; and to
provide CAD assistance for interfacing corporate and non-corporate activities. While
adhering to these roles and responsibilities, cost and weight of the closure components
can be reduced while keeping manufacturing and assembly in mind. Generating the
CAD 3D data is the first step in the production of closure assemblies.
Design activities are beneficial to Ford; this is when designing for manufacturing,
assembling, and material selection can reduce costs. The costs associated with TGW
(Things Gone Wrong) and warranty can be reduced with good design practice.
Module Objectives
1. Identify the common nomenclature around a side door closure panel.
2. Identify the parameters that determine closure panel height, width, and length.
3. Describe the need for construction sections and design studies.
4. Identify other systems and subsystems that interface with closure panels.
5. Identify activities and responsibilities for closure panel FPDS deliverables.
6. Identify critical feasibility and structure development considerations (i.e., clearances)
for closure panels.
7. Describe some of the best practices and lessons learned for closure panel design.
8. Describe the role of DVA (Design Verification Analysis) in the design and
development process.
Module Agenda
• Composition of body closures
• Construction sections
• Design studies
• Interfaces
• Closure panels and FPDS
• DVA (Design Verification Analysis)
CLOSURE PANELS Module 4: FPDS and Body Design Best Practices
COMPOSITION OF BODY CLOSURES

A body closure is considered a subsystem with key elements (components) being the
structure, hinges, hold-open feature, and fastening features.
Common Nomenclature
In addition to the components contained within a closure panel, there are common
terms used to describe different areas of a closure panel. In the drawing below, the
common nomenclature for the areas of a side door inner panel is shown. Closure
engineers should become familiar with the nomenclature used for each closure panel.
Upper A
Mirror
Sail Upper B
Corners &
Transitions Beltline
Inside J
Lower A Lower B
Rocker
Common Nomenclature for Areas of a Side Door

Width
The width of the side door is determined by:
• The class 1 surface on the outer panel—In the case of a side door, the shape of the
door outer panel and the placement of the door hinges define a very important
portion of this closure panel. These all contribute to the door swing study around the
hinge band that is completed by the Body CAD Department.
⎯ It is critical to confirm that the door panel or ornamentation does not touch the
fender in all of the door-adjusted, up/down/in/out positions.
⎯ It is important to check the character lines of the door at all conditions.
⎯ Besides swing clearance, the closure panel must be checked for over-slam to
the body. Over-slam protection ensures proper latch operation and avoids paint
chipping when the door is shut at a higher velocity than normal. Doors are
generally designed with a 6mm over-slam clearance to other interfacing
component surfaces.
• The class 2 surface on the inner panel—This surface is based on the package space
required to cycle the window from full open to full closed This is determined in the
very early phase of the program while the clay theme is being developed.
⎯ Engineers and assembly personnel generally want as much door width as
possible to maximize clearances, while styling and stamping personnel want a
thinner door for aesthetic purposes and to avoid metal splits when stamping.
Many times it is difficult to reach a compromise between the groups.
⎯ As the glass cycles up/down, it must clear:
• The door beam: Sometimes called the door strainer, it typically is located
outboard of the glass and has 10mm clearance to the glass surface. The
strainer is required to absorb crash load as a beam in bending and has fixed
ends.
• The door belt reinforcements: These reinforcements are located inside and
outside of the glass along the beltline of the door and typically require 10mm
clearance to the glass surface. These reinforcements provide strength and
stability for the window opening and an axial protection from front-end
crashes. This is a key component in the load path of the body structure.
Height and Length

The side door closure panel height and length are determined based on the body
opening flange (designated A/B flange). The body opening flange location is determined
by package engineering to ensure proper access (ingress/egress) to the passenger
compartment.

RESPONSIBILITIES FOR CONSTRUCTION SECTIONS

After receiving and reviewing the closures program assumptions and initial package
data files, the closure structure engineer and body CAD leader co-chair the closures
construction section meetings (with all affected design and engineering activities in
attendance). At these meetings, the impact of program assumptions, package files, and
design standards are determined.
Body CAD Responsibilities

• Preparing constructions sections as determined for each program.
• Show all standard parts
• Present door sections at meetings
• Update sections based on input from design reviews
• Interface with program team members regarding section development
• Maintain file with body CAD sections through final approval
• Include FSS design data in sections
• Add all interfacing parts (seals, wiring attachments, moldings, and all other parts not
shown in “vehicle position”)
• Store in Metaphase the final version of approved closures construction sections
Design and Release Body Engineering Responsibilities

• Work with Body CAD to ensure critical dimensions are properly constrained in the
door assembly. All appropriate clearances are established and accepted
• Assure specifications for gages, materials, and design standards for doors are met
• Resolve any materials, corrosion, or fastener issues pertaining to the door
• Review revisions and additions to closures construction sections with Body CAD
• Sign off construction sections as required by program team
• Conduct design verification test DVT

CONSTRUCTION SECTIONS
Construction sections are cross-sections at specified locations, which are used as a
basis for structure design. These sections define:
• The concept for door-design coordinate resolution of all compatibility and structural
issues
• Relationships and clearances of mechanical and interior parts to themselves and to
the sheet metal of the door
• Part identification numbers, materials, and gages
• Sealers, standard parts, seals, moldings, and routing of electrical wiring
• Full-service supplier requirements and designs
The drawings on the next page show the locations on a vehicle where construction
sections are cut. Note the numbers associated with the sections. These numbers are
associated with the construction section-naming convention that is described next.

CONSTRUCTION SECTIONS (CONT’D.)
Master Cut Sections

ACTIVITY IN CLASS—PROCESS OF DEVELOPING A CLOSURE

• Input from Design Studio/Packaging
• Draw the above items.

Drawing of Closure Panel Elements.

Construction Section Naming Convention

The construction section cuts numbered in the 700 series are cut through the side doors
(see the table that follows).
Closure designers and engineers work mainly with cut sections numbered in the 700s,
including those listed in the table in the reference materials at the end of this module.
For a complete listing of construction sections, see:
• http://www.be.ford.com/avt213/procs/03039/numbering_039.html.
The nomenclature for the section number is as follows for the example number
CL-4L43-15-712 (Front Door Rocker and Floor at H-Point):
• CL refers to the construction layout assembly.
• 4L43 refers to the vehicle line prefix.
• 15 refers to the model code.
• 712 refers to the master section number.
Always verify that the drawing you are working with has the correct CL number and is
the most recent version.

Examples of Cut Sections for Closures

The figures shown on this and the next page are examples of cut sections. Note the
types of information included in these drawings, including components and assemblies,
fasteners, and clearance for gaps or adhesives.
Additional information on examples of cut sections may be found in the reference
material at the end of this module. Refer back to the earlier drawing showing the
location of master sections.
Front Door Rocker and Floor at H-Point
CL-4L43-15-714
Version 91
Front Door Rocker and Floor at H-Point

Examples of Cut Sections (Cont’d.)

Door and A-Pillar True Radial
Door and A-Pillar True Radial

Examples of Cut Sections

Front Door at Belt
Front Door at Belt (CL-4L34-18-714)


Front Door at Latch
7Front Door at Latch (CL-4L34-18-709)


Front Door Upper and Roof at H-Point
Front Door Upper and Roof at H-Point (CL-4L43-15-705)


Front Door at Upper Hinge
Front Door at Upper Hinge (CL-4L34-15-702)

DESIGN STUDIES
As the preliminary construction sections are being developed, engineering will typically
want to start working with a designer. As the preliminary construction sections are being
developed, engineering will typically want to start working with a designer on some 3D
design studies. An early design study uses 3D data that may be generic or not fully
developed. However, going thru the study will give the engineer/designer a feel for
what still needs to be modified in the construction of the closure assembly. This is
usually a trial-and-error process in a search for the optimal design.
Typical design studies include:
• Hinge band and hinge tip angle
• Cutline and swing angle
• Glass fit and drop
• Door swing
• Intrusion beam package
• Binocular vision
• A/B line development
• Latch package
• Seal plane development
Hinge Band and Hinge Tip Angle

The hinge band and hinge tip angle study is used to determine the location of the
hinges, nested to the body side with desired span and hinge tip angle.
Cutline and Swing Angle

This study is used to determine the maximum open angle of the door. A cutline zone
should be provided to the studio for establishing the leading edge of the door.

Glass Drop and Fit

In the glass drop and fit study, the side glass plane is created and positioned using the
seating package information, as shown in the illustration below. Studio surface model
and glass manufacturing constraints also are considered.
For this study, the engineer:
• Establishes a glass drop angle
• Develops the daylight opening and edge of glass
• Studies the glass door environment, verifying that the full travel of the glass is within
the door interior package and door hardware limitations
Glass Drop and Fit Study

Door Swing
In the door swing study, the full travel of the door swing is tested, establishing a
package zone for adjacent panels. See the illustration below. The engineer must verify
that the door swing is within acceptable clearances to the panel sharing the door
margin.
Door Swing Study
Intrusion Beam Package

For the intrusion beam package study, the engineer must package the beam to meet
FMVSS 214 test to protect for side impact. The beam mating surface strategy and
location also are established.
Binocular Vision
For the binocular vision study, the A-pillar structure is developed, ensuring that the
visual obstruction is within acceptable guidelines, which are:
• 7.5 degrees on the driver’s side
• 6.0 degrees of on the passenger side

A/B Line Development

Note: The A/B flange is on the DOP (Door Open Panel). Because the A/B flange sets
up the door, the closures section designs the flange.
The engineer establishes the opening of the door (A/B) flange on body) using the
ingress/egress package zone, side glass plane, master section input, and studio surface
model. See the illustration below.
A/B Line Development
Latch Package
The engineer determines and packages the latch to use, and establishes its alignment
to the hinge tip angle.
Seal Plane Development

The engineer defines the seal system and establishes the seal environment to be used
around the periphery of the closure opening.

Activity: Design Studies

Form groups of three to four participants.
Complete the following table by indicating which design study should be completed for
each type of closure.
Side Liftgate Decklid

Door
Hinge band and hinge tip angle
Cut line and swing angle
Glass fit and drop
Door swing
Intrusion beam package
Binocular vision
A/B line development
Latch package
Seal plane development

INTERFACES
The engineer must consider other interfacing components based on an understanding
of closure panel components. The components from other systems and subsystems
significantly contribute to the closure panel function and impact closure assembly
design and engineering. Therefore, when engineering a closure panel, it is important to
consider all interfacing components.
Activity: Identifying Interfaces

For this activity, identify interfaces to front side doors.
Directions:
• Form table teams.
• Brainstorm a list of components that interface with a side door closure panel (five
minutes).
• Share with the class.

Boundary Diagram
The diagram shown below is a generic diagram. It is to be used as a starting point for:
• Determining interfacing systems for your program
• Identifying priorities based on:
⎯ Quality history
⎯ Regulations
⎯ Requirements
⎯ Customer expectations
A boundary diagram should show the following elements so you can mistake-proof the
design:
• Your understanding of the detail (physics, electrical, customer interaction)
• Your understanding of the system’s complexity
CORP CUST REG
BODY INTRIM REST

BIW
DRHINGE-UPR
EXTORN MOVGLASS
DRHINGE-CHK
Front Structure
FENDER DYNA SEAT
DRHINGE-LWR
HOOD IP MIRROR
PAINT
DOOR LATCH
DRLT
TYPE OF INTERFACE
MECHANICAL ELECT
ELECTRICAL
Boundary Diagram for Door
Looking Ahead
In this topic area, the interfaces to closure panels was described; the next topic reviews
the responsibilities associated with those interfaces.

Responsibilities for Closure Panels and Closure Systems

Understanding the complexity of closure panel interfaces is an important part of the
closure panel engineer's job. The closure panel engineer is ultimately responsible for
the design of closure panels, including their cost, weight, function, structural soundness,
manufacturing and assembly feasibility, packaging requirements, and adherence to
safety and design regulations and requirements. CAD (Computer-Aided Design) and
CAE (Computer-Aided Engineering) activities provide services to closure structure
engineers to ensure closure panels are designed to comply with all requirements and
standards. Responsibilities include:
• Design (Studio) Engineering
⎯ Provide Class 1 surface CAD information.
• Body CAD activity
⎯ Generate the 3D data of the closure panel.
• CAE activity
⎯ Evaluate the structure of the proposed designs vs. structural requirements.
• Closure structure engineer
⎯ Solve closure structure problems that arise during the design, CAE, prototype
builds, and testing of the closure panels.
⎯ As a system integrator, ensure that all interfacing components are packaged
within the closure panel.
• Ensure that information is available on all interfacing components during the
design of the closure system and that all components fit together in the final
design.
• Interfacing component engineers
⎯ Provide their proposed packaging requirements and interfacing component CAD
to the closure structure engineer and Body CAD.
• For example, the door trim panel engineer determines the location and size
of the holes needed in the door inner panel for the attachment of the trim
panel. The closure panel engineer works with the CAD designer, other
interfacing component engineers, and VO stamping/assembly engineers to
verify the trim panel holes are packaged within the door system and can be
stamped within the closure tooling constraints.
Looking Ahead
The next topic on FPDS (Ford Product Development System) explains the process to
follow to ensure that the design and development work together in minimal time.

CLOSURE PANELS AND FPDS (FORD PRODUCT

DEVELOPMENT SYSTEM)
As we mentioned, FPDS (Ford Product Development System) is the system that Ford
Motor Company uses to plan, design, develop, and launch new vehicles.
FPDS is presently used by the following brands: Ford, Lincoln, Mercury, Jaguar, and
Land Rover. Mazda and Volvo use a unique product development process.
For more information, visit the FPDS website at:
• www.fpdsonline.ford.com
The following topics detail the FPDS phases for closure panels that were identified on
the handout. The focus is on side doors, which are typically the most complex closure
panel. However, all closure panels follow the same process.
The topics include:
• Pre-program body construction design
• Body feasibility
• Final design
• Final release
• Production change process/tool development

Pre-Program Body Construction Design

The design studio provides CAD designers with a scan of the Class 1 surface of the
front side door from the clay model of the vehicle. The closure panel engineer provides
the designers with specific Class 2 constraint information based on program
assumptions. The designer begins to integrate the Class 1 and Class 2 surfaces into a
design of the side door. Side doors initiate the design of a vehicle, with the design of
other closure panels starting later, but still occurring in this phase.
The designers:
• Start creating preliminary master sections at specific locations around the side door.
⎯ The key section for front doors is called the binocular vision section. This is a
section cut at the A-pillar to ensure that the driver has the required line of sight
between the windshield and the side door glass.
• Conduct two CAD 3D design studies:
⎯ Glass drop/DLO (Daylight Opening): Working through the geometry of dropping
the glass in the door ensures that the glass does not experience contact with
any component packaged in the door (i.e., intrusion beam, wiring, bottom of
door, etc.) and sets the perimeter of the door above the belt and bottom of the
door.
⎯ Door swings: Adjusting the door to the worst case condition and going through
the geometry of swinging the door ensures that the door Class 1 surface and
cut lines do not hit the fender and that there are no other problems opening and
closing the door.
Throughout this process, engineering, CAD, and the studio compromise between the
studio's wants and what engineering realistically can deliver per program assumptions
and feasibility constraints.

Pre-Program Body Construction Design (Cont’d.)

Pre-program body construction design occurs throughout the following FPDS
milestones:
• At Kickoff <KO> the product is defined with an initial vision for the customer, product,
business opportunity, manufacturing, and sourcing strategies.
• From <KO> to System Implementation (SI) the prime focus of the process is setting
vehicle-level targets and developing high-level product actions that satisfy the
vehicle-level requirements.
⎯ During this time the studio feasibility checkpoints (Facility Check 0 (FC0) and
Facility Check 1 (FC1)) occur as indicated on the handout Program Feasibility
Development Process. Note the studio (design), Body CAD, and Closures
(closure structures engineer) deliverables.
• <SI> is the first checkpoint to ensure that the complete product and process
proposition is compatible within range.
• Between <SI> and System Confirmation <SC> the vehicle targets have to move
from being compatible within range to being fully compatible.
⎯ During this time the studio feasibility checkpoints (Facility Check 2 (FC2) and
Facility Check 3 (FC3)) occur as noted on the handout. Note the studio
(design), Body CAD, and Closures (closure structures engineer) deliverables.
• Analytical testing: During this phase of the program, two of the four CAE gateways
occur. These gates represent times in the program when CAE evaluates the
structural integrity of the door assembly and gives recommendations to the CAD and
closures structure engineer based on CAE analysis.

Pre-Program Phase Considerations

The following list can be used as a checklist. It includes tasks that should be completed
or considered during the pre-program phase:
• Establish centerline of hinge pins and location of hinges. Determine with Vehicle
Operations how to attach the hinges.
• Confirm that the door/liftgate can swing within hinge adjustments without touching
other panels/parts. Review the critical area at the character lines.
• In the case of a van with sliding doors, confirm that the door can open with a quarter
window open. Determine if an interlock is on the fuel door to prevent the driver’s
side automatic sliding door from being opened.
• In the case of decklids, conduct a swing study to confirm that water will be directed
into the water trough and not into the luggage compartment.
• In the case of decklids, determine if an inner panel trim is to be included and ensure
it clears the weather-strip when the decklid is closed.
• Confirm that the door has adequate material for hem flanges at the rocker area:
review other areas for conditions for the hem flange.
• Confirm that the seal planes of the door are in line with the A-B flange of the body
opening. Identify the sealing strategy and ensure the door is compatible to achieve
targets for both closing effort and sealing capability.
• Establish an area of the door in which to mount the door latch. Confirm that the
striker can be mounted on the body pillar to accommodate the latch.
• Determine the type of outside handle and what is required for stamping.
• Review the glass surface relative to the door surface with NVH for Windnoise
performance.
• Determine the glass drop and ensure one-third of the glass is below the belt with the
glass in the Full Up position. In addition, ensure that the glass is flush with the door
belt with the glass in the Full Down position.
• Review the mirror design and its mounting with NVH for Windnoise performance.
• Determine the trim panel strategy and identify the contents of the door system from
the PDL (Program Direction Letter).
• Determine watershield requirements and the attaching method.

Body Feasibility
This phase of the FPDS process ensures the feasibility of the door design by making
sure everything—door components, as well as components packaged in and hung on
the door—fits and works together as a system.
During course feasibility, the designer blocks in all of these components to make sure
the door system is feasible. Next, the designer moves on to fine feasibility in which more
detailed, meticulous determinations are made about exact locations and measurements
for parts. This exactness ensures that all mating parts fit perfectly, ensuring the
feasibility of the door structure design.
Body feasibility occurs within the following FPDS milestones:
• Program Hard Points <PH> is primarily a product-related event. The targets should
be set for subsystem level 2, where a substantial portion of our sourcing is done.
This means interfaces are defined and interface definition is used to develop the
engineering disciplines (P-Diagram, FMEA [Failure Mode and Effects Analysis], DVP
[Design Verification Plan], etc). These disciplines are used to refine the door design
and to develop a robust prove-out plan.
• <PA> is a very significant milestone in the process and includes many deliverables.
At this milestone, the question is asked: “Does the program still make sense for the
customer and the company?” After this point, detailed designs will be created and
long-lead tooling will be committed, so this is a critical juncture.
• Between <PH> and <PA> the vehicle targets have to move from being compatible
within range to being fully compatible.
• During this time the studio feasibility checkpoints (FC4 and FC5) occur as indicated
on the handout. Note the studio (design), Body CAD, and Closures (closure panel
engineer) deliverables.
• From <PA> to Surface Transfer (ST):
⎯ The appearance theme is developed into a math surface at the hard freeze level
(+/- 0.5 mm). At this point, all the stakeholders for the vehicle appearance must
agree upon the design, manufacturing, and assembly readiness. CAE and CAD
tools are used to ensure the front side door design meets its requirements and
the complete vehicle meets its requirements with a high level of confidence.
DVP progress at all levels is to be tracked using FDVS (Ford Design Verification
System).
⎯ Analytical testing: During this phase of the program the last two (2) of the four
(4) CAE gateways occur. CAE continues to evaluate the structural integrity of
the door assembly and gives recommendations to CAD and the closures panel
engineer based on CAE analysis.
• When the analytical testing is complete, the CAE program support ramps
down.

Feasibility and Structure Development Considerations

or considered for the different types of closures during the Feasibility and Structure
Development phase:
Doors
• Ensure the structural integrity of the closure assembly is designed to the required
standards.
• Ensure all components that make up the closure assembly are designed to the
minimum weight, without affecting the structural integrity.
• Ensure that all carryover components that can be used are used.
• Verify glass drop using 3D closures data.
• Verify door swing (AVDDP03-039) using 3D closures data.
• Determine the best location for the outside handle to achieve good operating efforts.
• Determine location, type, and quantity of interior trim panel attachments.
• Determine optimum seal gaps to preclude windnoise and waterleak issues (airflow to
shell).
• Determine that sufficient hem flange area is provided for adhesive. Spot welds are
no longer used on hem flanges.
• Develop the locator strategy for manufacturing and assembly.

Feasibility and Structure Development Considerations (Cont’d.)

Liftgates
Use the above list and consider the following points for a liftgate on a van or SUV.
• Confirm the margins are not on a radius along the side. This presents an assembly
issue for Craftsmanship. Margins on a flat surface are easier to maintain.
• Determine how the license plate will be attached. Package the outside handle in the
license plate housing to save assembly time.
• Locate the washer on the roof to avoid extra hose routing if the rear window will
have hinges and a wiper,.
Decklids
• Determine the hinge type. Four-bar hinges will define the trough opening and
should not be placed flat on the trough. Mounting side-to-side of trough eliminates
the use of sealers to prevent water leaks.
• A hinge swing should be done to confirm that standing water on decklid will not fall
into the luggage opening.
• Latches should be installed on the lower back panel. Strikers are attached to the
inner panel.
• If inner panel trim is not in the program, package-protect the inner panel trim.
• If inner panel trim is in the program, ensure it does not interfere with weather-strips.
• Confirm the swing of the decklid is acceptable to the weather-strip engineer.
• Confirm that the rear of the decklid is clear of the impact zone with the bumper
engineer.

Final Design Phase

The final design portion of a vehicle program requires the involvement of many Ford
Motor Company family members. It is crucial to the successful launch of a vehicle that
compatibility reviews occur frequently. Compatibility reviews involve design,
manufacturing, assembly, and suppliers for each component of a closure, as well as for
interfacing systems.
Once the studio has transferred their final Class 1 surface CAD, the final design phase
is initiated (Surface Transfer<ST> to Product Release <PR>).
• The door structure engineer and CAD designer pay close attention to all the details
of assembly and manufacturing issues for the door.
• The stamping and assembly plant may return to the front door panel engineer for
changes to certain dimensions and measurements.
• The engineer negotiates with stamping on the changes, making this phase a team
effort between Engineering, CAD, and stamping.
• CAD puts together weld assemblies and creates illustration manuals showing the
locations of mastic daubs, sealers, etc.
During this time CAD files are released to the manufacturing activities in phases
designated PDN (Phased Data Notification), as listed below. CAD populates Metaphase
(data storage library), which can be accessed by stamping with the master packages
that make up the door.
• PDN 1 (23.5 MBJ1): CAD releases the latest outer panel data.
• PDN 2 (21.5 MBJ1): CAD releases the latest door assembly data ± .5 mm surface.

Final Design Phase Considerations

or considered during the Final Design phase:
• Incorporate “cheat” into the door, if necessary. Because the sealing system exerts
an outboard force on the door frame, the frame may be designed inboard
intentionally, so the door ultimately will be flush to its mating panels in the
assembled position. Cheat is based on CAE analysis.
• Generate ILs (Installation Layouts) in the master package file. Include weld
assembly, mastic assembly, standard fasteners, and NVH plugs.
• Review DVGs (Design Verification Guidelines) when design is complete.
• Sign off on released data.
• Set up a compatibility review, ensuring that all mating parts that are packaged in, or
hung on, the door are compatible with each other.
Final Release
At this phase in the program (<PR>), Closures Engineering releases the front door CAD
data so stamping and assembly can start on final production tooling.
• PDN 3 (19.5 MBJ1): CAD releases the completed door assembly data ± 0.0 mm
surface and all fillets greater than 15.0 mm.
• Initial release: CAD releases:
⎯ The completed door assembly data ± 0.0 mm surface
⎯ All fillets greater than 3.0 mm
⎯ Weld assembly information
⎯ Mastic assembly information
⎯ Sealer assembly information
⎯ Locator package information
⎯ PIM information

Production Change Process/Tool Development

Production Change Process/Tool Development is verified through testing.
• <PR> to Layout Request<LR>: During this phase, the closure panel design is
verified to meet manufacturing, assembly, and functional requirements.
• Manufacturing and assembly: The closure panel engineer is present during the CP
(Confirmation Prototype) build to make changes as necessary. All changes require a
WERS (Worldwide Engineering Release System) change to the design.
⎯ WERS is an information system that manages and communicates part
information to organizations and downstream systems. It facilitates
communication between engineering and manufacturing and eliminates
redundant design efforts between regions.
Functional testing includes:
• DVP&R (Design Verification Plan and Report): Verification testing on the CP
properties (vehicles, bucks, and components) is completed. This testing includes
vehicle tests on track, at the Building 4 lab, and at the supplier’s.
• Change Cutoff <CC>: Engineering change cutoff occurs eight (8) months before J1.
Engineering conducts a PESO (Preliminary Engineering Sign-Off), and assessments
are made about whether the closure panel meets all requirements.
• <LR>: At this point, testing is done and closure panels are verified to meet all
requirements. Engineering conducts a FESO (Final Engineering Sign-Off), and
assessments are made about whether the closure structure meets all functional
requirements.
⎯ HTFB (Hard-Tooled Functional Build) occurs at <LR>. At this point, all parts are
from the hard tools production process. The closure panel is assessed for all
dimensional, technical, and functional specifications.
At this point, a closures engineer Job 1 has occurred. The only changes after this point
are manufacturing feasibility changes. Engineering and CAD support decreases.
Looking Ahead
The next topic lists websites for your reference.

Rules Base (Design Rules)

The Rules Base was developed to share proven practices among geographically
diverse locations performing similar work. This database is an enabling tool that
supports all design rules.
For more information, go to:

• http://www.be.ford.com/t554/gba/historic/historic.html
Additional helpful sites include:
• Worldwide Integrated Standards for Engineers
⎯ http://www-wise.ford.com/
• Subsystem Design Specifications
⎯ http://www.requirements.ford.com
• Master Sections
⎯ http://www.be.ford.com/t554/gba/historic/historic.html
• Body Structure/Closures Dept. Website
⎯ http://www.be.ford.com/t553/index.htm
• Knowledge-Based Engineering (has some CAE data)http://www.kbe.ford.com/
Looking Ahead
Next, a list of additional best practices is included for your reference.

Additional Best Practices

• Don’t take it for granted that everyone knows what to do or understands what the
other system family members are doing in the areas of:
⎯ Locating schemes
⎯ Significant characteristics
⎯ Critical data points
⎯ Tolerancing
⎯ Process and assembly sequence
⎯ System integration and functionality
• Identify and form working relationships with the total system part suppliers.
• Develop, discuss, and share locating strategies with suppliers and assembly to
ensure they agree.
• Share both design and manufacturing part and assembly concerns.
• Understand supplier issues and concerns. Assess the impact they have on:
⎯ Total system
⎯ Functionality
⎯ Feasibility
⎯ Assembly
⎯ Other parts
⎯ Other suppliers
• Design for least part complexity.
• Utilize simple blank forms when designing parts.
• Design for least assembly complexity.
• Design for minimum weight.
• Show adequate background to ensure fit, function, and clearance.
• List all reference data.
• Define all swing and motion studies needed.
• Note the function of all holes and slots.
• Show master control holes, notches, and surfaces.
• Show power tool and weld gun accessibility.
• Show all welds.

Additional Best Practices (Cont’d.)

• Show all sealing requirements.
• Provide for electrical wire routing and attachments.
• Define FMVSS delta requirements.
• Show die angles.
• Use standard hole punches, beads, and darts.
• Check for correct material stretch.
• Provide for proper joint design.
• Consider using carryover parts, but ensure that interfacing components and systems
have not changed. If there is a change, the carryover part is no longer truly
carryover.
• Use large radii for ease of stamping when possible.
• Do not use relief notches, which could weaken parts.
• Design welding for two-metal thickness.
• Seek available information to understand the total system.
• Check design clearances to mating components.
• Show trademark and part identification as required.
• Review the carryover process and assembly sequence.
• Ensure that both the process sheet and the Assembly Plant process agree.
• Review and understand the carryover part relationships and the assembly data.
• Understand the carryover part data to which the new part will attach.
• Ensure that the new part locators and data points will agree with the current
carryover design.
• Design to the current carryover systematic condition.
• Improve the new design in the areas that may be out of specification on the data of
the carryover design part.
• Show adequate background to assure fit, function, and clearance.
• List all reference data.
• Define all swing and motion studies needed.
• Define FMVSS delta requirements.
• Note function of all holes and slots.

Additional Best Practices (Cont’d.)

• Show master control holes, notches, and surfaces.
• Show power tool and weld gun accessibility.
• Show all welds.
• Show all sealing requirements.
• Provide for electrical wire routing and attachments.
• Show die angles.
• Provide for "E" coat and other drain hole requirements.
• Design with manufacturing in mind.
• Ask questions about the process, the data, the entire system to ensure
understanding.
• Tryout supplier “A” part to supplier “B” part prior to prototype or Assembly Plant build
event.
• Understand the assembly process/ tooling and assembly sequence.
• Ensure that the process sheet and the Assembly Plant process both agree.
• Don’t use old assembly or old part data.
• Don’t design something new without first seeking to understand the current system.
• Don’t design without manufacturing in mind.

DVA (DIMENSIONAL VARIATION ANALYSIS)

DVA is the study of dimensional variations for given designs that occur during
component manufacturing and vehicle assembly, and the effect those variations have
on the total vehicle dimensional characteristics.
DVA models are tools that predict assembly level variation from component level inputs.
DVA studies are used to evaluate a wide variety of vehicle quality concerns.
The Vehicle Operations Dimensional Control Department DVA mission statement is to
support Ford Motor Company’s Craftsmanship Initiatives by analyzing and driving
dimensionally optimized designs and processes using a DVA Digital Buck.
Principles
The underlying principles of DVA are as follows:
• Component parts always have some part-to-part variation in the dimensions of
various part features.
• When components are assembled, additional assembly variation (also referred to as
process capability) is introduced into the product. Assembly variations and individual
component variations combine together to produce the total variation for the
assembly. DVA methods are used to predict (calculate) the expected amount of
after-assembly variation. DVA methods require information about the product design
architecture and process capability data for both the component manufacturing and
assembly processes.
• All product designs are not created equal. Some design architectures are more
tolerant of variations than others and can accept greater levels of variation with
fewer sacrifices to the quality requirements of the vehicle. DVA methods are used to
test the sensitivity to variation (robustness) of different design alternatives.

DVA Purpose
Given these principles, the purpose of DVA is twofold:
1. DVA is used to predict whether the product design and manufacturing process will
produce the dimensional relationships necessary to meet vehicle quality
requirements.
2. DVA also is used to propose corrective actions to drive robust designs and
processes that will meet vehicle quality requirements. This is done through “what-if”
analysis.
In serving both of these purposes, DVA is a focal point for bringing together product
design, manufacturing, and assembly processing engineers in an analysis effort.
The greatest benefits are realized when DVA is used before the design of the vehicle is
finalized and before the manufacturing and assembly processes are finalized.
There are various methods to perform the analysis of variations
• Limited stack method
• Root sum square methods
• Computer simulation method
These methods are described in the additional reference material at the end of the
module. Ford’s preference is to use computer simulation to perform the variation
analysis.
DVA Benefits
There are a variety of benefits associated with DVA, including:
• DVA determines if dimensional targets can be met, and if not, provides a roadmap of
what can be done to achieve them early in the program cycle.
• DVA provides early verification of design inputs prior to building physical prototypes.
• DVA studies identify non-robust designs and processes that do not meet
dimensional requirements on areas of the vehicle that are studied.
• Through DVA meetings, recommended actions are developed and analyzed with
what-if studies, taking a proactive approach to reducing design and process
iterations. This will allow program trade-offs to be analyzed.
• DVA can provide improvement in time-to-market by potentially reducing design and
process iterations that do not meet vehicle requirements.
• DVA usage is a key enabler to a Zero Prototype initiative.
The benefits of DVA models depend on the scope of usage, quality of inputs, and timing
of the analysis. A team effort is required for successful execution.

DVA Activity : Calculate Tolerance Using Two Methods
Component Tolerance Square of Tolerance

O/S handle hole size tolerance in outer panel +/- 0.25
O/S handle hole location tolerance in outer +/- 0.50
panel
Latch locating hole size tolerance in inner panel +/- 0.25
Latch locating hole location tolerance +/- 0.50
Inner panel to outer panel assembly tolerance +/- 1.00
Total
RSS
Note: RSS assumes normal distribution, and manufacturing mean shifts are not
considered.

MODULE SUMMARY
This module provided you with an overview of the Body CAD design process for
closures. Timing for key deliverables and design considerations were also discussed.
Knowing who to communicate with and when leads to efficient and effective closure
panel design. Effectively communicating enables all members within the system to
have a clear understanding of the specific inputs and outputs for not only their own
commodity, but also all of the interfacing commodities and teams.
In this module you learned to:
1. Identify the common nomenclature around a side door closure panel.
2. Identify the parameters that determine closure panel height, width, and length.
3. Describe the need for construction sections and design studies.
4. Identify other systems and subsystems that interface with closure panels.
5. Identify activities and responsibilities for closure panel FPDS deliverables.
6. Identify critical feasibility and structure development considerations (i.e., clearances)
for closure panels.
7. Describe some of the best practices and lessons learned for closure panel design.
8. Describe the role of DVA (Design Verification Analysis) in the design and
development process.
Looking Ahead
Module 5 explores what is required to stamp a metal closure panel and how we design
for manufacturing. Understanding how sheet metal for closure panels is stamped will
reinforce the design considerations and best practices discussed in Module 4.
The following reference materials for Module 4 include:
• Construction section naming conventions
• Examples of cut sections
• DVA (Dimensional Variation Analysis)

CLOSURE PANELS Module 4: Body Design Best Practices
MODULE 4 REFERENCE MATERIALS

Reference materials for Module 4 include the following topics.
Module 4 Reference Materials............................................................................... Ref 1

Construction Section Naming Conventions...........................................................Ref 2
Construction Section Naming Conventions (Cont’d.) ............................................Ref 3
Construction Section Naming Conventions (Cont’d.) ............................................Ref 4
Decklid System Significant Attribute List ...............................................................Ref 5
DVA (Dimensional Variation Analysis) ..................................................................Ref 7
DVA Inputs ................................................................................................................................. Ref 7
Basic Steps ................................................................................................................................ Ref 8
Corrective Actions..................................................................................................................... Ref 9
Underlying principles of DVA................................................................................................. Ref 10
DVA Using 1-Dimensional Calculations ................................................................................ Ref 10
Predicted Variations ................................................................................................................ Ref 10
Limit Stack Method.................................................................................................................. Ref 11
RSS (Root Sum Square) Method............................................................................................ Ref 11
DVA by 3-D Computer Simulation.......................................................................................... Ref 13
Computer Modeling Benefits.................................................................................................. Ref 14
DVA Application Areas............................................................................................................ Ref 15
Engineering Specification ED-YF12-1294-AA.....................................................Ref 16

Module 4: Body Design Best Practices CLOSURE PANELS
Construction Section Naming Conventions

The section numbers in the table below include an “A” after the master section number.
The “A” refers to the high/low series derivative. The vehicle program may determine a
different derivative, signified with a “B” or other designation.
Group 700 Construction Sections
Section Number Section Name
CL-XXXX-YY-701A Front Door at Mirror and Division Bar

(Z Coordinate)
CL-XXXX-YY-702A Front Door at Upper Hinge

(Z Coordinate)
CL-XXXX-YY-703A Front Door at Courtesy Lamp Switch

(Z Coordinate)
CL-XXXX-YY-704A Front Door at Lower Hinge

(Z Coordinate)
CL-XXXX-YY-705A C/L of Head (typically)

(X Coordinate)
CL-XXXX-YY-706A C/L of Head (typically)

(X Coordinate)
CL-XXXX-YY-707A Door Frame and Pillar Above Belt

(Radial)
CL-XXXX-YY-708A Rear Door at Upper Hinge

(Z Coordinate)
CL-XXXX-YY-709A Front Door at Latch

(Z Coordinate)
CL-XXXX-YY-710A Rear Door at Lower Hinge

(Z Coordinate)
CL-XXXX-YY-711A Floor Side at Rear Edge of Front Door

(X Coordinate)

Construction Section Naming Conventions (Cont’d.)

CL-XXXX-YY-712A Front Door Belt at H-Point
(X Coordinate)
CL-XXXX-YY-713A Rear Door Belt at H-Point

(X Coordinate)
CL-XXXX-YY-714A Front Door, Rocker and Floor at H-Point

(X Coordinate)
CL-XXXX-YY-714.1A Rear Door, Rocker and Floor at H-Point

(Z Coordinate)
CL-XXXX-YY-715A Rear Door at Latch

(Z Coordinate)
CL-XXXX-YY-716A Rear Door Division Bar

(Y Coordinate)
CL-XXXX-YY-717A Rear Cargo Door at Upper Latch

(Y Coordinate)
CL-XXXX-YY-718A Rear Cargo Door Flip Glass at Hinge

(Y Coordinate)
CL-XXXX-YY-719A Rear Cargo Door Flip Glass at Latch

(Y Coordinate)
CL-XXXX-YY-720A Rear Cargo Door at Upper Hinge

(Y Coordinate)
CL-XXXX-YY-721A Rear Cargo Door at Lower Hinge

(Y Coordinate)
CL-XXXX-YY-722A Rear Cargo Door at Lower Latch

(Y Coordinate)
CL-XXXX-YY-723A Side Cargo Rear Door at Lower Hinge

(Z Coordinate)
CL-XXXX-YY-724A Side Cargo Rear Door at Upper Hinge

(Z Coordinate)
CL-XXXX-YY-725A Side Cargo Door Flip Glass at Hinge

(X Coordinate)

Construction Section Naming Conventions (Cont’d.)

CL-XXXX-YY-726A Sliding Cargo Door at Upper Track
(X Coordinate)
CL-XXXX-YY-727A Front Door at Upper Hinge

(X Coordinate)
CL-XXXX-YY-728A Side Cargo Door at Lower Latch

(Z Coordinate)
CL-XXXX-YY-729A Side Cargo Doors Above Belt

(Radial)
CL-XXXX-YY-730A Side Cargo Doors Below Belt

(Z Coordinate)
CL-XXXX-YY-7231A Door Handle Depression (Front Door)

(X Coordinate)
CL-XXXX-YY-7232A Door Handle Depression (Rear Door)

(X Coordinate)
CL-XXXX-YY-7233A Door Handle Depression (Front Door)

(Z Coordinate)
CL-XXXX-YY-7234A Door Handle Depression (Rear Door)

(Z Coordinate)
CL-XXXX-YY-7235A Upper Front Door RR Corner

(Radial)
CL-XXXX-YY-7236A Upper RR Door Front Corner

(Radial)

Decklid System Significant Attribute List
Functions
Noise Quality
Squeak & Rattle
Wind Noise
Component & System Operation Sound Quality
Visual Quality
Visibility
View Fields, Distortions & Pillar Obstructions
Appearance & Craftsmanship (interior, closure openings, luggage compartment, exterior, underhood, underbody)
Color & Texture Quality
Shape, Surface, Color, Texture, Material Harmony at Interfaces & Across Systems
Shape & Dimensional Quality
Margins, Surface & Interface Boundaries
"See Through" & "Sight Fields"
Dirt Accumulation & Cleanability
Comfort & Tactile Quality

Operational Comfort & Efforts
Touch Zone Quality
Quality "Feel" (lost motion, wobble, linearity, plushness)
Deflection, Shake & Vibration
Entry/Egress & Cargo Loading/Unloading
5th to 95th Percentile & Other (high heel shoes, long finger nails, etc.) Accommodation
Sense of Security
Personal & Child (household pets)
Cargo & Contents
Sense of Utility
Stowage Ease, Capacity & Features
Cargo & Contents Retention
Accommodation of Non-Standard of Difficult Cargo
Pride of Purchase & Ownership

"Why Buy" & Competitive Advantage Characteristics
Safety
Rear Impacts
Pedestrian Impact
Luggage & Cargo Retention
Vehicle to Traffic Signaling & Visibility
Sense of Ruggedness
Damageability
Bumper Impact
Insurance Ratings
Vehicle Operation & Usage (abrasion/chip, dent/set, stain, etc.)
Ease of Vehicle Operation & Care

Water / Snow / Ice Accumulation Management & Ease of Removal
Dirt Accumulation Management & Cleanability
Fuel Economy
Mass
Under & Upper Body Airflow

Useful Life Serviceability / Reliability
Robust for In-Process Manufacturing Variability / Process Capability (material, geometry, fastener integrity, etc.)
Robust for Customer Usage & Climatic Variation
Robust for Dealer Service & In-Plant Repair
Durable for Useful Life
Corrosion & Abrasion
Wear & Ageing (fade, discolor, embrittle, etc.)
Shipping, Service & Road Loading
Recycling / Vehicle Disposal / Environmental
Recycling / Vehicle Disposal

Materials of Concern (eliminate the use of Pb, Hg, Cd, and Cr6+)
Parts Marking (polymeric parts permanently marked)
Fasteners (guidelines to aid dismantling)
Recyclability Targets
Vehicle, Product Development & Manufacturing/Assembly Efficiency

Package
Variable Cost
Investment
Labor
Material Utilization
Lean % Value Add
Complexity & Coverage of Build Combinations (Series, Derivatives, Options)
Number of Parts, Assemblies, End Items (Vehicle & Total)
Design for Assembly & Manufacture (Ergonomics)

DVA (Dimensional Variation Analysis)

This topic includes:
• DVA inputs
• Basic steps
• Corrective actions
• DVA using 1-dimensional calculations
• DVA by 3D computer simulation
• Computer modeling benefits
• DVA application areas
DVA Inputs
There are five basic inputs to a Dimensional Variation Analysis:
1. Product geometry—Can be in the form of IDEAS Data, Locator Files, Sections, Hard
points, rough sketches, etc. Any information that can describe the intent of the
product geometry can be used.
2. Tolerance information—Can be in the form of GD&T (Geometric Dimensioning and
Tolerancing), Generic Tolerance Specifications, verbal discussions on tolerance
assumptions, etc. Any information that can describe the intended tolerances for
components can be used.
Note: The current DVA models will use the tolerances that the supplier is required to
use to PSW (Part Submission Warrant) their parts.
3. Process information—Require assembly sequence as input into the model, as well
as assumed process capability for each subassembly.
4. Surrogate data (if appropriate)—Supplier incoming data, actual process capability,
and other surrogate information can replace design intent assumptions if
appropriate.
5. Targets—Can be in the form of craftsmanship targets, functional requirements, etc.
This information is required to calculate Cp, Cpk, and percent out of specification.
The combination of these inputs determines both the assembly constraints for the
vehicle, as well as the tolerance path for each measurement.

Basic Steps
There are some basic steps to follow when conducting a DVA. A cross-functional team
must be established for each vehicle. The team may be different for studies in different
areas of the vehicle.
• Product engineers provide information about the design architecture of the vehicle,
which includes such information as the number of component parts involved, the
approximate size and shapes of the parts, and the location and types of joint
construction between the parts.
• Product and manufacturing engineers, acting as a Dimensional Control Team,
establish locator schemes (3-2-1 methodology) for the manufacture of each
component and the assembly of all components.
• At the same time that product engineers assign their design tolerances,
manufacturing and assembly process engineers using surrogate data to confirm that
processes are capable of meeting the tolerance specification. The process engineer
also indicates the method and sequence of assembly.
• Global Craftsmanship provides fit and finish targets to be used as input for DVA
models.

Corrective Actions
When the DVA prediction does not satisfy the vehicle specification, there are four
possible corrective actions that can be taken. They are as follows:
1. Change the product design—Changing the product design includes actions such as
changing part tolerance or GD&T, changing from a multiple piece design to a single
piece design, changing joints (slip joint, coach joint, etc.) between parts, or adding
stiffening features that reduce variations because of increased part rigidity. These
are just a few examples of the many possible changes to the product design.
2. Change the process—Changing the process could include changing the tooling
design, increasing or decreasing the number of operations (stages) in the process,
changing from a multiple tool process to a single tool process, or changing locator
schemes. Changes to the process also could includ changes to the assembly flow.
3. Change both the product and process designs—Changing both the product and
process designs include a mix of the possible changes described above.
4. Change the vehicle specification—Changing the vehicle specifications should be
considered as a last resort, but may be required when all other possibilities have
been exhausted.
DVA
BASE
DESIGN MODEL
ASSEMBLY METHOD
ARCHITECTURE AND SEQUENCE
DVA PREDICTION RE-PREDICT

OF TOTAL
VARIATION
CORRECTIVE ACTIONS:
DOES
NO 1.CHANGE THE PRODUCT DESIGN
THE PREDICTION/
2.CHANGE THE PROCESS DESIGN
VEHICLE MEET THE 3.CHANGE BOTH THE PRODUCT AND
SPECIFICA-
PROCESS DESIGNS
TION?
4.CHANGE THE VEHICLE SPECIFICATION
YES
PRODUCT & PROCESS DESIGN ARE SUFFICIENT, BUT STILL

SUBJECT TO CONTINUOUS IMPROVEMENT
Corrective Actions Flowchart

Underlying principles of DVA.

• Assembly variations and individual component variations combine together to
produce the total variation for the assembly.
• DVA methods are used to predict (calculate) the expected amount of after-assembly
variation.
• DVA methods require information about the product design architecture and process
capability data for both the component manufacturing and assembly processes.
• Some design architectures are more tolerant of variations than others and can
accept greater levels of variation with fewer sacrifices to the quality requirements of
the vehicle.
• DVA methods are used to test the sensitivity to variation (robustness) of different
design alternatives.
DVA Using 1-Dimensional Calculations

The prediction of variation for linear relationships between adjacent components
requires a 1-Dimensional calculation. There are two primary methods for calculating
1-Dimensional tolerance stacks: Limit Stack and RSS (Root Sum of Squares).
Predicted Variations
The illustration below shows four components, A through D, with each having a nominal
dimension and a tolerance. When these four components are assembled, the expected
nominal dimension of the assembly is the sum of the nominal values for each
component, or 15.0 + 30.0 + 10.0 + 25.0 = 80.0 mm. The problem statement is to
determine the predicted variation, Tt, of the assembly.
15.0 + 1.5 30.0 + 2.5 10.0 + 1.0 25.0 + 0.5
A B C D
T = + Tolerance of assembly
t
Tt = ± Extended Tolerance of Assembly
Assembly Made of Components A-D

Limit Stack Method

The worst-case amount of variation is the sum of the tolerances, or 1.5 + 2.5 + 1.0 + 0.5
= 5.5 mm. This worst-case assumes that all tolerances are at their maximum value and
in the same direction. The value of Tt in the worst case is +5.5 mm. The worst-case
(limit stacking) method typically should not be used.
It has been observed on more than one occasion, that the tolerances on some GD+T
drawings from full service suppliers have been calculated using limit stacks. This should
be considered unacceptable.
RSS (Root Sum Square) Method

The RSS (Root Sum Square) method tempers the method of extremes by recognizing
the low probability that all variations are at their extremes and in the same direction.
This low probability is especially true as the number of individual variations being
studied increases.
The RSS Formula is:Tt = ± Ta2+Tb2+Tc2+Td2

Tt is the total variation, and Ta, Tb, etc., are the individual tolerances. The Tt value
represents ±3σ of variation that is normally distributed.
In this example, using the tolerances for components A–D in the illustration below yields
an RSS value of total tolerance to be:
Tt = ± 1.52+2.52+1.02+0.52 = ± 9.75 = ±3.1mm
15.0 + 1.5 30.0 + 2.5 10.0 + 1.0 25.0 + 0.5
A B C D
Tt = + Tolerance of assembly
RSS Method Example

Certain assumptions must be made for the RSS method to be statistically valid. These
assumptions include:
• The variations must be mutually exclusive.
• The variations come from a controlled process (Cp ≥ 1.0).
• The probability distribution of the variations must be normal distributions. (Important
note: It is generally accepted that variations each with non-normal distributions will
“normalize” with a stack of at least three variations.)
• The design nominal value and the process mean must agree (Cp ≡ Cpk).
• The method assumes that the parts are rigid.
• Any uniform tolerance such as float between pins and holes is added directly to the
RSS result.
Generic specification standard for sheet metal is determined by
ES-YF12-1294-AA (http://www.dva.ford.com/work_prac/gen_input/ES-YF12-1294-
AA.pdf

DVA by 3-D Computer Simulation

Computer modeling predicts the dimensional relationships between vehicle subsystems
and quantifies the contribution of each subsystem towards the dimensional vehicle
specifications. It takes into consideration the geometric effects of 3-Dimensional
geometry.
The DVA computer model is used to simulate the build of a large number of assemblies.
Every time a new assembly is built, variations are randomly selected from a probability
distribution that is specified for each variation source, using Monte Carlo random
numbers. Each new assembly generates output values from which statistics are
calculated for the total sample size. This method more accurately represents the
randomness of variation that occurs in production processes.
DVA computer models represent all of the vehicle’s design and assembly processes.
The models contain a representation of the mathematical relationship between the input
information and the output measurement being studied. Output measurements could be
surface or hole locations, margins, flushness, or relationship of features.
DVA models can

predict the variation
along any section of
a vehicle.
DVA by 3-D Computer Simulation

Computer Modeling Benefits

There are several benefits of computer modeling over the RSS method, including:
• Capability of three dimensional analysis, with consideration for geometric effects
• Consideration of part geometry (size and shape)
• Full vehicle analysis
• The capability to perform analysis of design and process alternatives
• Capability to represent variations as normal and non-normal probability distributions
• Capability to predict assembly dimensions that are not parallel to body grid lines
(X, Y, Z)
• Pareto ranking of variation contributors
• Automated output reports
• Ability to view 3D CAD geometry in varied positions
• Ability to view the animation of the assembly process
It is important to note that a 3D computer model should be completed only if a one-
dimensional analysis (RSS) cannot be used. In order to drive robust designs and
processes, the greatest benefit of a computer model is realized very early in the vehicle
timing.

DVA Application Areas

An exhaustive list of DVA applications would require several pages of listings. The list
below is intended to summarize the many potential applications of DVA. Remember,
that DVA is used to predict the nominal value and variation of some output
measurement.
Typical output measurements for study include hole or surface locations, margins,
flushness, or relationship of features. Also, predictions can be made within a vehicle
subsystem (i.e., sheet metal to sheet metal, trim to trim, etc.), or between vehicle
subsystems (i.e., chassis to body structure, trim to body structure, etc.).
Examples of DVA application areas include:
• Body structure applications
− Underbody assembly
− Front structure assembly
− Miscellaneous subassemblies
− Closure panel subassembly
− Body side assembly
− Body framing
− Closure panel installation
• Interior trim
− Subassembly of interior trim items (instrument panel, door trim panels, seats,
headliners, restraints, others)
− Trim installation to the body structure
• Exterior ornamentation
− Subassembly of ornamentation items (lamps, mirrors, moldings, others)
− Installation of ornamentation to the body structure
• Chassis
− Subassembly of chassis items (drive train, suspension, brake systems,
emission systems, others)
− Installation of chassis items to the body structure

Engineering Specification ED-YF12-1294-AA
ENGINEERING SPECIFICATION ES-YF12-1294-AA
The following information is intended as a general interpretation of the ES-YF12-1294-AA Engineering

Specification. It is intended to help the user understand the intent of the 1294 specification and is for
explanatory purposes only.
This document was prepared with the following guidelines:
The text from the 1294 specification appears inside a double line box.
Informational notes and graphics have been included to help the user understand the intent of the 1294
specification and is for explanatory purposes only.
Datum letters have been assigned (Primary Datum “A”, Secondary Datum “B” and Tertiary Datum “C”) to help
the user understand the intent of the 1294 specification. They will not necessarily be the datum letters selected
for any actual application.
In some situations additional GD&T callouts and symbology, not included in the 1294 specification, have been
added to help the user envision the concepts and intent of the 1294 specification.
The principles described in this document may relate to several sections in the 1294 and they may not be
repeated in each section. The user should become familiar with this entire document to obtain a complete
understanding of the material.
This document is not intended to mandate a particular gaging method. Any reference to gaging is included for
explanatory purposes only.
Originated by: Kenneth Dobert

Concurred by: Doug Heerema
1 Date Issued
Ed Kuczera
Date revised 2/1/2005
ES-YF12-1294-AA Description
OVERVIEW OF THE DATUM REFERENCE FRAME

The example illustrated is a typical Datum Reference Frame, however other combinations may be appropriate i.e. using the edges
of a part when the component contains on holes. The datums should be defined appropriately to constrain all 6 degrees of freedom.
Generally, a full Datum Reference Frame is achieved by combining a set of Primary net pads, a Secondary hole and a Tertiary slot
as described in the 1294 Spec. The part is immobilized using datum features similar to those described below.
XX +/- 0.05
0.2 M A B M
Ø XX ± 0.05
TERTIARY (2 WAY LOCATOR) 25 C
The tertiary datum feature is generally 0 M A
simulated by a fixed (virtual condition) pin in A2
the manufacturing and gaging equipment,
and is used to stop rotation. Because of the
tight size and location tolerance of this
B
datum feature, the datum displacement
(shift) is minimal.
25
A1
PRIMARY (UP DOWN)

Although not covered in the 1294 Spec. the SECONDARY (4 WAY LOCATOR)
primary datum feature(s) is typically simulated The secondary datum feature is simulated
by a set (usually 3 minimum) of net pads in the 25 by a fixed (virtual condition) pin in the
manufacturing and gaging equipment. A manufacturing and gaging equipment.
A3 Because of the tight size tolerance of this
typical set of datum targets would consist of
datum targets A1, A2 and A3. datum feature, the datum displacement
(shift) is minimal.

2 Date Issued
Ed Kuczera

The use of the 1294 eliminates repetitive

information that would typically be repeated on
sheet metal detail or assembly drawings.
I. SCOPE:
This specification is issued to provide generic “General Notes” for detail drawings and data
files of sheet metal parts and assemblies.
II. APPLICATION:
Notes: are to be used for sheet metal details and for assemblies when specified.
The tolerances shown in Tolerances that are unique from those below are to be shown on the face of the drawing or
the 1294 are generic and on the Format #2 of the data files.
generally considered
“standard tolerances”. III. PRIORITY RANKING ORDER:
First Level – Math Surface Data

Second Level – Wireframe Data
Third Level – 5 mil Mylar Reproduction
Fourth Level – Die Model
The “Math Surface Data” is the most

common method used and is considered
“basic” (theoretically exact) for GD&T
tolerancing purposes.

3 Date Issued
Ed Kuczera
The ASME Y14.5M 1994 Standard, as amended by the Ford SECONDARY DATUM
(USCAR) addendum, is the GDT tolerancing Standard use by Ford The fourth box contains the
Motor Co. world wide. It can be can be accessed using the WISE secondary datum and is generally
collection of standards (http://www.ese.ford.com/aso/wise/) a 4 way locating hole modified at
MMC taken from section V, B)
I V. IN ACCORDANCE WITH THE A.S.M.E. Y14.5M - 1994 STANDARD, THE FOLLOWING

APPLIES:
Tolerance Secondary Datum

GEOMETRIC CONTROL
The first box contains one of 0.5 M A B M C M
the following geometric
controls Tertiary Datum
Control
Primary Datum
Perpendicularity
Position
Profile of a Surface
Profile of a Line TERTIARY DATUM
The fifth box contains the tertiary
datum and is generally a 2 way
locating slot modified at MMC taken
from section V, C)
TOLERANCE ZONE
The second box contains the
tolerance zone shape, size
PRIMARY DATUM
and any applicable material
The third box contains the
modifier (usually MMC)
primary datum which is
generally a planer datum
simulated by three or more
datum targets

4 Date Issued
Ed Kuczera

Maximum Material Condition (MMC). The condition in which a

feature of size contains the maximum amount of material within
the stated limits of size -- for example, minimum hole diameter.
IV. CONTINUED
The material modifier used will be M (maximum material condition), when features of size
are used as secondary and tertiary features.
Secondary Datum
A B M C M
Tertiary Datum
Primary Datum
There are several advantages of applying the MMC to the secondary and tertiary datum features of size (hole / slot).
It allows the use of fixed (virtual condition) pins in the manufacturing and gaging equipment. Because of the tight size tolerance (+/- 0.05) of
these datum features, the datum displacement (shift) is minimal.
The other material modifiers available are regardless of feature size RFS and least material condition LMC. These modifiers are not
recommended for the following reasons:
RFS (regardless of feature size ) requires a moveable fixture i.e. a spring loaded tapered pin (for holes) and a spring loaded diamond pin (for
slots). It is expensive to verify, and rarely reflects the relevant feature function, and therefore should not be used in a Body application without
the agreement of the entire core team.
LMC (least material condition) is expensive to verify. To date no application in the Feature Control Frame for this symbol has been identified in
Body Engineering.

5 Date Issued
Ed Kuczera
Transfer locating holes

were previously use in
the manufacturing
V. GENERAL NOTES UNLESS OTHERWISE SPECIFIED: equipment to transfer
The most restrictive the stampings during
tolerance is the default If two or more general note tolerances can be applied to one part condition, the most the manufacturing
restrictive will apply. process. They are
considered non
HOLES: functional and will not
be used for interrelating
A) Size tolerance for any shape hole used as a secondary or tertiary (locator) functional features.
feature be +/- 0.05. When used for
The secondary datum
manufacturing
feature hole (4 way Size tolerance for any shape hole used as a transferred locator be +/- purposes they will use
locating hole), and 0.05. the same size tolerance
tertiary datum feature (2
as the secondary and
way locating slot width) All other size tolerances to be +/- 0.4 with the exception: All lightening, tertiary (hole / slot)
size is to be +/- 0.05 access, and drainage holes are to be: datum features.
5 M M
The general size for all

other holes is to be +/-
0.4. This is typically
applied to round holes
and the width and length
Profile of a line control (covered The exception is generally applied to all
of slotted holes
in the profile section) other “non critical” holes, including round,
slotted and irregular shaped. These types
of holes are controlled using profile of a
line applied “all around”.

6 Date Issued
Ed Kuczera

SECONDARY DATUM
Generally a hole is used as a Secondary Datum and
functions as a 4 way locator
V. HOLES: CONTINUED.
Size tolerance
B) The positional tolerance of the secondary datum feature in relation to the primary datum taken from
to be: section V.
Ø XX ± 0.05 HOLES: A)
This should read “The
orientation tolerance” 0 M A
* The asterisk
refers to the
Note: If the secondary Datum hole is not description of “0
perpendicular (90º) to the primary plane, @ MMC”
B
ANGULARITY shall be used. tolerancing
addressed at the
end of the 1294
section VII.
The secondary Datum feature is Generally a
If applied on the face of
Feature of Size, i.e. Single circular Hole, oriented
the drawing a Datum
(90º) on a surface (ideally that is parallel) to the Only a Primary Datum
Feature symbol would
Primary datum Plane, and is ultimately used as a callout is required
be used
four way locator. It is generally controlled relative to
the Primary Datum Plane using the Geometric
control of PERPENDICULARITY . Note: use
ANGULARITY If the secondary Datum hole The intersection of the derived axis of the feature
is not perpendicular (90º) to the primary plane. is generally perpendicular to the Primary Datum
Plane, and the design side of the component and
is the local origin of all basic dimensions; 0,0,0
Reference: Simulated Primary Datum Plane

(up down). Although not covered in the 1294
Spec. the primary datum feature(s) is
typically simulated by a set of net pads in the
manufacturing and gaging equipment. A
typical set of Datum Targets would be
identified using datum targets.
7 Date Issued
Ed Kuczera
TERTIARY DATUM
Generally the width of a Slotted Feature of Size is used as a
Tertiary Datum and functions as a 2 way locator to stop rotation
C) The positional tolerance of the tertiary datum feature in relation to the primary and
secondary datum’s is to be: Size tolerance taken
Total width zone for
from section V.
size (no diameter
HOLES: A )
symbol shown) XX +/- 0.05
0.2 M A B M
0.2 total width zone (no

diameter symbol shown) Primary and
C secondary
Datum required
Size tolerance taken from If applied on the face of

section V. HOLES: A ) the drawing a Datum
Feature symbol would
be used
XX +/- 0.05
0.2 M A B M C M
The length of the slot is controlled

back to datum features A, B and C If applied on the face of the drawing, the
Using the same tolerance as the arrows would be perpendicular to the
Tertiary datum slot width location. edges of the slot to indicate the desired
direction of the total width zone.

8 Date Issued
Ed Kuczera

EFFECTS OF SLOT TOLERANCE

10 +/- 0.05
0.2 M A BM
C
The 1294 Tertiary Datum slot tolerancing allows
this “virtual condition” datum feature simulator
gage pin (9.75 X 13.75), to be used to verify the
location and orientation of the slot
14 +/- 0.05
0.2 M A B M C M
XX
THIS CONTROL MEANS THIS
POSSIBLE LMC SLOT ORIENTATION

9.95 MMC width of slot
– 0.20 Positional tolerance
R 9.75 Wide boundary
“virtual condition” datum feature

simulator gage pin (9.75 X 13.75),
As a result the actual slot produced at 13.95 MMC length of slot

it’s least material condition (largest
– 0.20 Positional tolerance
slot size) can rotate about the virtual
condition gage pin 13.75 Wide boundary
VIRTUAL GAGE PIN AND SLOT

9 Date Issued
Ed Kuczera
EFFECTS OF SLOT TOLERANCE
Secondary Datum
Tertiary Datum Virtual Condition "Pin“ For Datum
Virtual Condition "Race Track Pin“ For Datum Feature “B" is equal to the holes MMC
Feature "C" is equal to the slots MMC Size Size. (since the hole is toleranced at “0
Minus the Positional Tolerance. at MMC” it’s virtual condition size is the
MMC limit)
Gage to Verify Secondary and Tertiary Datums

Verification of the interrelationship of the Secondary and Tertiary datums is
required. The gage shown here represents a virtual condition “go / no go” gage,
however different gaging methods could be used i.e. Coordinate Measuring
Machine, Non Contact Optical etc.

10 Date Issued
Ed Kuczera

EFFECTS OF SLOT TOLERANCE CONTINUED
Nominal (basic) location of pin. Nominal (basic) location of slot.
Nominal location of center plane of

hole / slot and pins in the mating part
Note: although shown to nominally
NOMINAL CONDITION SHOWN
intersect, the slot centerplane may be
offset (does not intersect hole axis) by
Possible part / assembly shift due to the
design.
location and orientation of the slot and pin.
This will contribute to the variation in the
location and orientation of the mating part
with respect to intended design location. The Datum C slot has rotated within the
maximum tolerance range specified on the 1294.
XXX
Nominal location of center plane of
hole / slot and pins in the mating part
Possible location of center plane of

mating part pin due to part variation.
Possible location of mating part
pin due to part variation.
POSSIBLE PART / ASSEMBLY SHIFT SHOWN

11 Date Issued
Ed Kuczera
????????? FABRICATION HOLES

In the past “Fabrication Holes” were synonymous with “Transferred Locator Holes”. They were non functional and were previously use in
the manufacturing equipment during the manufacturing process. Both terms are no longer used and since they were non functional, the
terms will not be used for holes controlling interrelating functional features.
Similar functional holes now referred to as “?????????? Holes” are used to assemble mating parts and will use the positional tolerances
previously described as “Fabrication holes” in section V D)
NEED A NEW NAME TO
“?????????? Holes” are typically used to: REPLACE FABRICATION
•locate components assembled in a fixture , i.e. locate individual components to create an assembly to be welded together (see
fig. 1)
•locate mating parts in the assembly. i.e. locate a trim panel for proper assembly (see fig. 2)
They typically consist of a combination hole / slot, a pair of holes or a pair of slots.
They are generally toleranced in relation to the global datum reference frame (master control holes).
2-WAY
LOCATOR PIN
2-WAY LOCATOR HOLE- 4-WAY 2-WAY
HINGE REINFORCEMENT LOCATOR PIN FABRICATION
HOLE
4-WAY
FABRICATION HOLE
4-WAY LOCATOR HOLE -

HINGE REINFORCEMENT
PINS IN DOOR INNER

PANEL LOCATOR HOLES
PIN IN CORRESPONDING FABRICATION

HOLES IN DOOR INNER PANEL
fig. 1 fig. 2

12 Date Issued
Ed Kuczera

NEED A NEW NAME TO

REPLACE FABRICATION
V. HOLES: CONTINUED. Now referred to as “?????????? Holes” Round hole location
tolerance controls location
D) The positional tolerance for fabrication holes to be: and orientation
Round holes For round holes: 0.5 M A B M C M

are generally Slot width location tolerance
used as a 4 For slots: controls orientation
way locator. 0.5 M A B M C M Width
Slots are generally used as a 1.6 M A B M C M Length

2 way locator to stop rotation Slot length location tolerance
and require a tolerance for is generally not as critical as
width and length. width
Slot width size tolerance taken Round hole size tolerance

Round holes are generally
from section V. HOLES: A) taken from section V.
positioned back to the
“transfer locator” HOLES: A) “transfer locator”
global datum reference
frame (master control
holes)
10 +/- 0.05 10 +/- 0.05
0.5 M A B M C M 0.5 M A B M C M
E D
NEED A NEW NAME TO
REPLACE “TRANSFER
LOCATOR” Subsequent use of holes to
locate related features
could require additional
datum identification
Slot size length tolerance
taken from section V.
HOLES: A) “all other size”
14 +/- 0.4
1.6 M A B M C M
XX
13 Date Issued
Ed Kuczera
POSITIONAL TOLERANCE OTHER HOLES
Holes other than secondary, tertiary and E) The positional tolerance for other holes to be:
locator are considered non critical and have a
general tolerance of 1.6 for location. All other For round holes: 1.6 M A B M C M
non critical holes such as lighting, access and
drainage are toleranced using profile of a line For slots:
and will be covered under the profile section. 1.6 M A B M C M Width
Length
1.6 M A B M C M
Slot width size tolerance taken

from section V. HOLES: A) “all Round hole size tolerance taken
other sizes” from section V. HOLES: A) “all
other sizes”
10 +/- 0.4 10 +/- 0.4

1.6 M A B M C M 1.6 M A B M C M
Slot size length tolerance

taken from section V. HOLES:
A) “all other size”
14 +/- 0.4
1.6 M A B M C M
14 Date Issued
Ed Kuczera

V. HOLES: CONTINUED
The positional tolerance of group of holes and tolerance between all holes that are The upper segment is
labeled or dimensioned as a group to be: referred to as the “Pattern
Locating Tolerance Zone
1.6 M A B M C M Framework” (PLTZF)
0.5 M A
A group of holes defined as those which have the same function. The lower segment is
referred to as the
“Feature Relating
Only one symbol shown Tolerance Zone
A typical group of holes could be those used to attach a
indicates a composite Framework” (FRTZF)
door handle assembly
tolerance application
COMPOSITE POSITIONAL TOLERANCE

Where design requirements permit a Feature-Relating Tolerance Zone Framework (FRTZF) to be located and oriented within limits imposed
upon it by a Pattern-Locating Tolerance Zone Framework (PLTZF), composite positional tolerancing is used. (The acronyms are pronounced
``Fritz'' and ``Plahtz.'')
Composite Positional Tolerancing provides a composite application of positional tolerancing for the location of feature patterns as well as the
interrelation (position and orientation) of features within these patterns. Requirements are annotated by the use of a composite feature control
frame. The position symbol is entered once and is applicable to both horizontal segments. Each complete horizontal segment in the feature
control frames may be verified separately, but the lower segment is always a subset of the upper segment.

15 Date Issued
Ed Kuczera
GROUP OF HOLES FRAME V. F) CONTINUED
3X Ø 20 +/- 0.4 THIS CONTROL

1.6 M A B M C M
0.5 M A
A typical drawing callout

applied to three holes
The “Pattern Locating Tolerance Zone” is The “Feature Relating tolerance Zone”
MEANS THIS
the larger tolerance located in the upper is the smaller tolerance zone (0.5)
FCF (1.6). It is related to datums “A”, “B” located in the lower segment of the
and “C” for location and orientation FCF. It is not related to datums “B”
and “C” and is allowed to rotate within
the larger (1.6) zone.
The control requires that

each actual feature axis
Actual Hole must lie within the specified
Basic dimension tolerance zones of both the
upper and lower segments
Basic dimension simultaneously
25.0
25.0
16 Date Issued
Ed Kuczera

PROFILE V. SURFACES: GENERAL
PROFILE CONTROLS
Profile tolerance specifies a uniform boundary along the true profile within which the elements of the surface must lie. The “Math Surface Data”
is the most common method used to describe the true profile and is considered “basic” (theoretically exact). Profile is used to control form or
combinations of size, form, orientation, and location.
Profile of a surface is typically applied to the sheet metal surface (design / dimension side) and profile of a line is applied to edges (trim and
margin lines).
The tolerance value represents the distance between two boundaries equally disposed about the true profile. (Although the ASME Y14.5
Standard allows the zone to be unilaterally in one direction, or bilaterally unequally disposed, the 1294 only recognizes the equally disposed
application).
Profile tolerances apply normal (perpendicular) to the true profile at all points along the profile. The boundaries of the tolerance zone follow the
geometric shape of the true profile.
1.4 A B M C M
ALL OVER ON THE DESIGN / DIMENSION SIDE.

Profile tolerances apply
normal (perpendicular) to
Basic contour shown the true profile
Tolerance zone 0.7 above
Basic contour shown
1 .4
Tolerance zone 0.7 below Zone is equally disposed
about basic contour +/- 0.7

17 Date Issued
Ed Kuczera
PROFILE FRAME V. APPLIED TO SURFACES LINES AND HOLES: GENERAL
3 A B M C M
On a GDT drawing, leader is True basic contour shown The Tolerance is applied
directed to basic contour Normal/Perpendicular to the
true profile at all points along
the profile.
The actual line element must lie 10

5
within the Specified Tolerance

0 5
Zone. 10 10
0 5
5
10
90
The Tolerance establishes a

uniform two-dimensional zone
limited by two parallel zone
lines extending along the length 3 (Bilateral)
of the considered feature.

18 Date Issued
Ed Kuczera

This control is used on surfaces shown in general views,

that mate against other surfaces or features. All other
general surfaces receive a larger tolerance (3) taken from
V SURFACES: E)
V. SURFACES:
A) Lines and surfaces defining mating conditions are to be:
1.4 A B M C M
This is the same control as described in V SURFACES:

A) and is used to control Lines and surfaces defining
mating conditions shown in sections
B) Lines and surfaces defining mating conditions shown in sections are to be:
1.4 A B M C M
Profile is only applied on one side of metal. On a standard dimensioned drawing the dimensions are
applied to the design / dimensioned side (the punch side). The opposite side of metal is controlled by the
sheet metal stock size tolerance.

19 Date Issued
Ed Kuczera
THIS CONTROL PROFILE FRAME V. APPLIED TO SURFACES LINES AND HOLES: GENERAL
If displayed on a drawing
True Basic Profile the arrow points to the 3 A B M C M
located on the design / design / dimension side
dimension side of the surface ALL OVER ON THE DESIGN / DIMENSION SIDE.
Opposite side of metal Metal thickness

controlled by metal thickness
XX +/- XX
True Basic Profile Actual Surface must lie within

MEANS THIS located on the design / Tolerance Boundary
dimension side
Opposite side of metal

controlled by metal thickness
3
Tolerance zone boundary 3
Tolerance zone boundary
1.5
Zone is equally disposed about
Originated by: Kenneth Dobert basic contour +/- 1.5
20 Date Issued
Ed Kuczera

Depending on application,
V. SURFACES: Total width margin line tolerance
the all around may be
applied. The All around
C) All margin line tolerances for components to be:
symbol (a circle located at
the junction of the leader)
indicates that the profile 1 A B M C M
tolerance applies all around 0.5 / 250 Unit length refinement
the feature.
Entire margin line must lie between a

profile boundary of 1 all around the feature
1 A B M C M
250 0.5 / 250
25
As a refinement within the larger 1
0
zone, all elements of the margin
line surface must lie between any
25 0.5 boundary for a distance of 250
0
Basic contour shown
Any unit random

length of 250

21 Date Issued
Ed Kuczera
the arrow points to
margin line edge of the 1 A B M C M
surface
0.5 / 250
True Basic Profile of

component edge
Actual Element Line of the

Any random unit edge must lie within both
MEANS THIS length of 250 tolerance boundaries
True Basic Profile of 250

0.5
250
component edge
As a refinement within the

250 250 larger 1 zone, all elements
of the margin line surface
must lie between any 0.5
1 boundary for a distance of
250
Entire surface must lie between a profile boundary of 1 ENLARGED TRUE VIEW OF A
(Zone is equally disposed about basic contour +/- 0.5) PORTION OF THE TRIM EDGE

22 Date Issued
Ed Kuczera

V. SURFACES: CONTINUED Fender, body side etc.
D) Surface profile relating to flushness characteristics on class #1 Surface components to be:
1 A B M C M
0.5 / 250
ALL OVER
Depending on the application the

surface profile can be applied either
“ALL AROUND” (using all around
symbol) or “ALL OVER”

23 Date Issued
Ed Kuczera
XXX FROM EDGE

1 A B M C M
Typically measured from edge
0.5 / 250
SURFACE FLUSHNESS
Surface flushness
of controlled
surface
THIS CONTROL
Typical section cut through Contour of the surface adjacent

controlled area see next page to the edge must lie between a
MEANS THIS profile boundary of 1
1 A B M C M
0.5 / 250
25
25
0
0
As a refinement within the larger 1 zone, all elements of

the surface, adjacent to the edge, must lie between a
boundary of 0.5 within any unit length of 250
25
Any random unit

0
length of 250
Basic contour shown
24 Date Issued
Ed Kuczera

True Basic Profile the arrow points to the
located on the design / design / dimension side
dimension side of the surface
1 A B M C M
0.5 / 250
ALL OVER
As a refinement within
the larger 1 zone, all
TYPICAL SECTION CUT Metal thickness elements of the surface,
Opposite side of ALONG CONTROLLED AREA adjacent to the edge
metal controlled by must lie between a
metal thickness XX +/- XX boundary of 0.5 within
any unit area 250 X 250
Any random unit Actual Element Line of the

MEANS THIS length of 250 Surface must lie within both
tolerance boundaries
250
250
As a refinement within the larger
1 zone, adjacent to the edge, all
elements of the surface must lie
between a boundary of 0.5
within any unit area 250 X 250
Opposite side of
metal controlled by Entire surface, adjacent to the edge 0.5
metal thickness must lie between a profile boundary 1
of 1 (Zone is equally disposed about
basic contour +/- 0.7)
25 Date Issued
Ed Kuczera
V. SURFACES: CONTINUED
E) All other component surfaces to be:
3 A B M C M
See V. SURFACES: A) for profile of a surface interpretation

26 Date Issued
Ed Kuczera

Trim lines are generally non critical by nature and unless

otherwise specified receive a bilateral profile tolerance of 3.
V. LINES:
A) All trim line tolerance to be:
3 A B M C M
General quality requirement
B) Part shape and flanges to be free of fractures.
C) Datum lines, work lines and body grid lines are +/- 0. Tolerance between the above lines not
permissible.
Datum lines, work lines and body grid lines are often shown as
reference information and are treated as theoretically exact.
Entire trim line must lie between a profile

boundary of 3 all around the feature
3 A B M C M
Depending on application,
the all around may be or
may not apply.
Basic contour shown

27 Date Issued
Ed Kuczera
If displayed on a drawing the

arrow points to the trim line
edge of the surface
3 A B M C M
True Basic Profile of

component edge
MEANS THIS True Basic Profile of

component edge
ENLARGED TRUE VIEW OF 3

A PORTION OF THE TRIM
EDGE Actual Surface edge must lie
within Tolerance Boundary Entire surface must lie between a profile
boundary of 3 (Zone is equally disposed about
basic contour +/- 1.5)
28 Date Issued
Ed Kuczera

SHEET METAL COMPONENT DRAWING EXAMPLE
V. HOLES: A)
Secondary Datum
V. HOLES: B)
V. SURFACES: A)
Ø XX ± 0.05
0 M A
3 A B M C M 1.4 A B M C M
B ALL OVER ON THE DESIGN / DIMENSION SIDE.

V. LINES: A)
V. HOLES: A)
Tertiary Datum
XX +/- 0.05
5 A B M C M 0.2 M A B M
25
A1 V. HOLES: A)
V. HOLES: A) OTHER Tertiary Datum C
V. HOLES: C)
XX +/- 0.05
0.2 M A B M C M
XX +/- 0.4
1.6 M A B M C M V. HOLES: C)
2X Ø XX +/- 0.4
V. HOLES: E) 25 1.6 M A B M C M
A2 0.5 M A
25 V. HOLES: F)
A3

29 Date Issued
Ed Kuczera
VI. NOTES AND TOLERANCE INFORMATION FOR SHEET METAL ASSEMBLY DRAWINGS:
A) The positional tolerance of the secondary datum in relation to the primary datum to be:
Ø XX ± 0.05
0 M A *
B
See section V. HOLES: B) for the assembly

drawing secondary datum feature requirements.

30 Date Issued
Ed Kuczera

B) The positional tolerance of the tertiary datum feature in relation to the primary and
secondary datum’s is to be:
XX +/- 0.05
0.2 M A B M
See section V. HOLES: C) for the assembly

drawing tertiary datum feature requirements.

31 Date Issued
Ed Kuczera
C) Tolerances between component datum features in an assembly to be: Cylindrical zone, diameter
symbol must precede the
Positional tolerance zone value.
2.0 M A B M C M between
datum / locator
holes.
Total width zone, no
Positional between diameter symbol
2.0 M A B M C M
preceding the tolerance
datum / locator
holes and slots zone value.
After assembly, the various components

will be interrelated using these tolerances.

32 Date Issued
Ed Kuczera

VI. C) Position between

datum / locator holes VI. C) Position between
datum / locator slots VI. C) Position between
datum / locator holes
XX ± 0.05
0.21 XX ± 0.05 XX ± 0.05
2.0 M A B M C M 2.0 M A B M C M 2.0 M A B M C M
D E F
VI. C) Position between

datum / locator slots
XX ± 0.05
DETAIL 3
2.0 M A B M C M
DETAIL 2
G
DETAIL 1
ASSEMBLY
0.29
XX ± 0.05
Ø XX ± 0.05 0.2 M A B M
0.0 M A
C
VI. A) Secondary Datum VI. B) Tertiary Datum

assemblies assemblies
DETAIL 3
DETAIL 2
DETAIL 1
ASSEMBLY
A
Detail 1 Assembly drawing

(made up of details 2 and 3)

33 Date Issued
Ed Kuczera
D) All margin line tolerances for assemblies to be:
1.4 A B M C M
0.5 / 250
Margin line in assemblies generally See section V. SURFACES: C) for the assembly
implies hemmed panels drawing feature requirements.

34 Date Issued
Ed Kuczera

E) Surface profile relating to flushness characteristics on class #1 Surface to be:
1 A B M C M
0.5 / 250
ALL OVER
See section V. SURFACES: D) for the assembly Flushness characteristics on class #1 Surface
drawing feature requirements. generally applies to doors, hood deck etc.

35 Date Issued
Ed Kuczera
Size tolerance taken from

section V. HOLES: A ) SHEET METAL ASSEMBLY DRAWING EXAMPLE
Ø XX ± 0.05
Size tolerance taken Tertiary Datum
0 M A from section V. Position tolerance
HOLES: A) taken from
section VI. B)
B
XX +/- 0.05
0.2 M A B M
Secondary Datum
orientation tolerance 25
taken from section VI. A)
A3 25
C
A1
1 A B M C M
Size tolerance Position tolerance
0.5 / 250 taken from section taken from
V. HOLES: A) section VI. B)
Surface profile tolerance

to control for assemblies
XX +/- 0.05
Flushness characteristics 0.2 M A B M C M
on class #1 taken from
section VI. E).
25 1.4 A B M C M
A2 0.5 / 250
Margin line profile tolerance for

assemblies taken from section VI. D)
36 Date Issued
Ed Kuczera

VII. NOTES FOR ZERO POSITION OR ORIENTATION TOLERANCE AT MMC:
When the * follows the feature control frame, the position or orientation tolerance is stated as
zero at MMC. The feature of size at its MMC size must be located or oriented at its perfect
location or perfect orientation. As the feature of size departs from it’s MMC size towards it’s
LMC size, the position and orientation tolerance is allowed to grow to an amount equal to the
departure from the MMC size of the feature.
Additional information and examples regarding this subject may be found in the A.S.M.E.
Y14.5 – 1994 Standard on Geometric Dimensioning and Tolerancing, Section 2.8.3.
See section 5.3.3, 5.3.3.1, and 6.6.1.2 in the

A.S.M.E. Y14.5 – 1994 Standard
Application of Zero Tolerance at MMC.
The purpose of applying “zero at MMC” for the orientation of the secondary datum hole, is to allow the
component or assemble part to be produced and gaged using a fixed size virtual condition pin.
The pin size in the gage / fixture is equal to the MMC (smallest) hole size. The datum displacement (shift) is
minimal due to the tight hole size tolerance of the secondary datum hole +/- 0.05.
If the secondary datum hole is produced at its MMC limit of size, it must be perfect in orientation with respect to
the datum. A tolerance can exist only as the feature departs from MMC. The allowable orientation tolerance is
equal to the amount of such departure.
Note: Although the 1294 only applies this concept to orientation of the secondary datum hole, it is often used
with position when relating holes to a datum of reference.

37 Date Issued
Ed Kuczera
END

38 Date Issued
Ed Kuczera

CLOSURE PANELS
MODULE 5
Materials and
Manufacturing
Module 5: Materials and Manufacturing CLOSURE PANELS
Materials and Manufacturing

MODULE INTRODUCTION
This module provides information about the materials used, and the manufacturing
process in terms of Company requirements and stamping plant requirements.
It provides an introduction to how materials are selected, how a stamping is made, and
issues that body structures engineers need to consider when designing.
Module Objectives
1. Describe the material selection process.
2. Describe basic stamping process requirements as they relate to closure
components.
3. Identify stamping design features that promote the quality of closure panels.
4. Describe the manufacturing steps of the stamping process.
5. Identify methods to assess whether stamping components meet requirements
6. Describe the role and activities of the design engineer in the stamping manufacturing
process.
7. Identify sources where further information can be obtained.
Module Agenda
• Materials
• Stamping basics: the requirements
• Deformation
• Forming modes
• The stamping process
• The stamping operation
• Stamping process assessments

CLOSURE PANELS Module 5: Materials and Manufacturing
MATERIALS
The types of materials used in closure panel construction include stamped metals (steel
and aluminum) and molded plastic (SMC). The material selection is based on each
program's targets for variable cost, tooling cost, and weight. Ford Purchasing sets up
the procurement of the raw materials for metal materials, and the supplier buys the
material, as directed by Ford Motor Company. This process ensures the lowest bulk
material cost. Additional details can be found at the sheet metal SCT (Strategic
Commodity Team) E-room noted below.
• https://e4.ford.com/eRoom/fordna6
The following topics review usage, raw material types, selection criteria, and design
guidelines for the three primary material types:
• Steel
• Aluminum
• SMC

MATERIALS (CONT’D.)
Steel
Steel is the primary material for closure panels. When other materials are considered,
steel is used as a baseline comparator for cost and weight.
Usage
Steel currently is used on all Ford vehicles with the exceptions being noted under the
aluminum and SMC sections.
Raw Material Types

• Reinforcements:
⎯ Basic CR (cold-rolled) uncoated steel is used for reinforcements inside the door.
The thickness is based on the structural requirements of the reinforcement.
⎯ HSS (high-strength steel) uncoated is used depending on cost or weight
advantages versus CR.
• Inner and outer panels:
⎯ The SCT determines the recommended inner and outer panel materials for all
programs.
• Example: Door outer panel: Grade BH210 (bake hardenable), thickness 0.8
or 0.7 mm, coating EG (electrogalvanized), and coating weight 60G60G.
⎯ The closure structure engineer can deviate from the recommended material with
SCT approval.
• Example: The closure structure engineer could use a higher strength material
(i.e., DP500) on the outer panel if weight was desired. The closure engineer
might want to use a dual material type such as LWB (laser-welded blank) on
the inner panel to minimize reinforcements and to reduce assembly plant
tooling cost.
⎯ Material for the inner panels is often made with DQ, DDQ or AKDQ, which
stands for Draw Quality Steel, Deep Draw Quality Steel, and Aluminum Killed
Draw Quality Steel. These materials are easier to stamp and allow for deep
drawing to take place.

Steel (Cont’d.)
Selection Criteria
• Cost: The most important selection criterion for steel is variable (piece price) cost.
⎯ Variable (piece price): Since steel is the lowest cost material, it is used on most
closure panels.
⎯ Tooling: Steel requires expensive tooling, but this is generally offset by a low
variable cost.
• Weight: Steel is the heaviest material. However, the low variable cost generally
dictates steel selection.
Design Guidelines
The Module 5 reference materials include details regarding steel guidelines.

Aluminum
Ford uses aluminum whenever weight is a priority for a particular vehicle line.
Usage
Aluminum is or has been used on the following vehicle closure panels:
• Crown Victoria and Grand Marquis decklid
• LS decklid
Raw Material Types

There are various aluminum alloys to select, but the following alloys are generally used
for closure panels:
• Inner panels: Alloy 5182
• Outer panels: Alloy 6016
Selection Criteria
• Cost:
⎯ Variable (piece price): The cost of aluminum is very volatile and can increase as
much as 50 percent in a six-month period. The variable cost is significantly
higher than steel, which restricts its use to those vehicle lines requiring low
weight.
⎯ Tooling: Aluminum is generally higher tooling cost versus steel.
• Weight:
⎯ Weight is the most important selection criteria for aluminum.
⎯ Aluminum is generally 50 percent the weight of steel depending on the
application.
Design Guidelines
Refer to the following website:
• http://www.jaguar.ford.com/eng/web/engbtrm/biwweb/pages/biw/aluminum/abb/Alum
inumContent.html

SMC
SMC is a type of fiber-reinforced plastic. It is used for the inner and outer panels, but
steel reinforcements are bonded or riveted to the inner panel.
Usage
There is presently no on-the-shelf SMC technology for doors at Ford. SMC is or has
been used on the following vehicle closure panels:
• Excursion liftgate and back doors
• Mustang and Thunderbird decklid
Raw Material Types

• Reinforcements are the same as for steel.
• Inner/outer panels: High and low density SMC consisting of a thermosetting resin,
glass fiber reinforcement, and filler. Glass fibers in SMC are chopped into lengths of
12 mm to 18 mm. The amount varies from 25 to 30 percent by weight. For Class 1
surfaces the percentage of glass fibers is limited to less than 30 percent to reduce
fiber read-through and to optimize surface smoothness.
Selection Criteria
• Cost:
⎯ Tooling cost is the most important selection criteria for SMC.
⎯ Variable: SMC is higher in cost than steel. Variable cost comparisons are
supplier dependent; SMC can be as much as 125 to 175 percent more than
steel, and aluminum can be as much as 125 to 150 percent more than steel.
Need to clarify which percentages go with which material
⎯ Tooling: SMC is selected for low volume parts since the tooling cost is low for
one set of molds. Care must be taken when comparing tooling costs to include
all secondary tooling (cooling and bonding fixtures) and the number of tools
required for specific volumes. One set of SMC tools can produce approximately
80 thousand parts per year.
• Weight: Although the actual amount of weight saved versus using steel varies with
the specific application, a good rule of thumb is to expect a 25 to 35 percent
reduction versus a steel design. SMC panels are typically three times thicker than
comparable steel inner/outer panels. The density is about 25 percent that of steel.
Design Guidelines
Refer to the following website for the latest design information and requirements:
• http://www.ctis.ford.com/smc_dmi/secure1/smc_dmi_toc_flat.html

Material Comparisons
In this section, SMC is compared with metal in terms of advantages and disadvantages,
and SMC and aluminum are compared with steel.
Unique Advantages of SMC versus Metal

The advantages of SMC over metal include:
• SMC has greater styling flexibility. Styling characteristics possible with SMC include
deep draws, sharp curves, tight radii, and crisp lines.
• SMC has superior corrosion resistance.
• SMC has higher resistance to minor impact.
⎯ SMC components have an excellent memory characteristic.
⎯ Instead of yielding or deforming under impact, as with steel or aluminum, an
SMC panel will deflect and spring back to its original surface form.
Unique Disadvantages of SMC versus Metal

The disadvantages of SMC over metal include:
• Paint coordination is inconsistent compared to painting steel parts.
• Margins must be enlarged due to material expansion.
• Paint is highly sensitive to process (through to assembly plant).
• Paint durability and peeling can be a problem.
• SMC closure panels cannot withstand part temperatures greater than 365 degrees
Fahrenheit for longer than ten minutes.
⎯ Most Ford assembly plants have E-coat ovens that generate part temperatures
close to 400 degrees Fahrenheit for ten minutes.
⎯ Plants that have SMC components in production have had their E-coat ovens
lengthened to achieve proper cure at the lowered temperature.
•

Material Comparisons (Cont’d.)

Comparison Summary of Materials
How do SMC and aluminum compare to steel? Complete the table below as the
instructor reveals the answers.
Baked Hardenable Compression- Stamped

Steel Molded SMC Aluminum
Weight
Variable Cost
Tooling Cost
Corrosion
Resistance
Linear Thermal
Expansion
Resistance to
Minor Impact
Part
Consolidation
Relative Process Comparison Table for Materials, with Steel as the Baseline

STAMPING BASICS: THE REQUIREMENTS

Stamping is the process of transforming a flat sheet of metal into a finished shape by
deforming the metal over one or more tools that create the desired shape. Multiple
forming and trimming operations are generally required to complete a part. These
operations can be done in a series of separate tools (line dies) or in a tool that
incorporates a number of stations into one tool (progressive die). The engineer and
CAD designer need to understand how the part will be processed since there are
special considerations for each process.
Secondary features, such as holes and notches, can be added by shearing away
portions of the basic shape and by other methods within the stamping tools.
Stamping processes are capable of producing parts at high rates (a range of 100 to
several thousand parts per hour) and usually do not require further operations to
produce the finished part. Complex parts can be made in a few operations and at high
production rates, which reduces cost. For many parts, the cost of the material used is
the single largest element in the total cost of the finished part.
Automotive stampings are made primarily from various grades of steel and, to a much
lesser degree, aluminum. Stampings range from simple washers and brackets to large
complex parts such as full body sides, door panels, and underbody frame rails.
Designing a stamped part requires that the engineers representing the product,
manufacturing, assembly, and materials specialties work together with the CAD
designer to produce an efficient design that can be produced reliably with good quality
and minimal waste.
Exploded View of Stampings

AUTOMOTIVE STAMPING REQUIREMENTS

A closure component has several functional requirements:
• Provides an element of the vehicle that supports the appearance image of the
vehicle
• Enables passengers to enter the vehicle or access the cargo area
• Provides safety to passengers
• Carries other components such as glass, locks, and seals
The components should be user-friendly for the customer and should be durable. The
characteristics of the closure panels that provide the fulfillment of those needs are:
• Shape—Stampings must result in a required shape that has the features of the
vehicle to promote its image and appearance. The stamping cannot have any
undesired wrinkles or splits.
• Strength/Strain—Closure components must carry the desired strength and strain.
These characteristics assist in making stamping closures withstand impacts, nicks,
and dents.
• Durability—Stamping components must be able to withstand the elements as well
as customer usage. Corrosion protection is often a key element of durability
• Weight—Fuel consumption is important in a vehicle. Components cannot be so
light that do not have the required strength, but they cannot be so heavy that fuel
consumption is high or customer usage very difficult
• Paintability—In order to achieve its requirements of appearance, the stamped panel
must be painted. The stamping process must be such that it ensures the ease of
painting of a panel, i.e., the surface must be smooth and shaped as intended. The
stamping process can lead to undesired markings in the Class 1 surface if the
component, die, material, and stamping process are not properly designed. The
customers see the Class 1 surfaces and expect a smooth, blemish-free, painted
surface.

MANUFACTURING REQUIREMENTS
The previously discussed characteristics are, in many ways, focused on the customer
perspective, but there are other items that need to be considered.
• Components need to be manufactured with relative ease.
⎯ The number of steps, or the difficulty of creating the features of the components,
must be such that stamping plants can achieve the desired product somewhat
economically. This is achieved with:
• Few processing steps
• Reliability of production
• A high degree of productivity
• Stamped components need to be assembled together and placed in the vehicle.
They must:
⎯ Contain features that allow components to align and orientate properly when
mating other parts
⎯ Have features such as flanges and holes that allow the assembly process to
take place
• From an assembly plant perspective, stamped parts must provide a component that
has the required shape.
⎯ A wrong angle of a flange resulting from springback, to be defined later, can
lead to difficulties during the assembly process
The above requirements can be summarized by stating that the closure stamping
components must be analyzed for Design for Manufacturability and Assembly. The next
sections review how the process of stamping and the design of the component and
tools accomplish the above requirements.
Looking Ahead
The next section describes how the alignment and orientation feature are defined.

Manufacturing Requirements (Cont’d.)

Dimensional Control Concepts
Dimensional Control Concepts are used in the design, manufacture, and assembly of a
vehicle. Dimensional Control Concepts recognize and manage variation in order to
produce quality in the dimensional aspects of the vehicle.
Total Vehicle Approach

To manage variation, it is important to use the total vehicle approach in the design of
both the product and the process. For both product and process:
• The design cannot take place without input from personnel involved in both
manufacturing and design.
• The design of each part must consider how the part affects the overall vehicle.
• Decisions involving both the product and the process must be made at an early
design stage.
Additional details on dimensional control concepts can be found:
• On the DCD (Dimensional Control Department) website at
http://ssweb1.pd3.ford.com:8000/gdcd/new/
• In the reference materials at the end of this module
Looking Ahead
The total vehicle approach for dimensional control demands to ensure that
manufacturing/assembly engineers and designers include 3-2-1 methodologies and
GD&T early in the design process.


3-2-1 Methodology
This methodology used at Ford for dimensional control is 3-2-1. This methodology is
used to determine and define locators (control pins and surfaces) for parts and
assemblies. Once defined, they become the GD&T starting points for the part or
assembly and any measurements to be taken. It is developed by a cross-functional
team for use throughout the design and manufacturing process.
One of the core elements of the 3-2-1 methodology is the use of master pins and
master locators. The design team defines certain pins and locators as master locators.
Types of Locators
There are three types of locators: surface, hole, and edge. Each type of locator, shown
below, is designed to hold a part in a particular orientation:
• Surface locators are used to establish a plane for the part to rest.
• Hole, or pin, locators are used to hold a part in one or two dimensions.
• Notch and edge locators are used to hold a part in one dimension when use of a
hole locator is not possible. More information about these locators is included in the
reference materials at the end of this module.
C
Y
S
A
XZ
H
B
Z
h
Locator Configurations
The following operations use these master locators as the reference for all
manufacturing and assembly operations:
• Design
• Stamping, molding, and casting
• Assembly


Measuring Points
During the development of the vehicle and ongoing quality control, it is important to take
measurements to ensure that the dimensional accuracy provided by the locator system
continues.
Measuring points include all points dimensionally important for fit, appearance, and
function. They are the specific points that require measurement at any stage of the
stamping, manufacturing, and assembly processes. The measuring points provide the
data necessary to determine if the process is performing correctly and the part is within
specification. Measuring points ensure the dimensional accuracy of part-to-part,
assembly-to-assembly, and system-to-system coordination. Data gathered from the
measuring points reduces “noise” when searching for the root cause of a problem.
There are four distinct categories, or levels, of measuring points. Each level is used to
provide specific part data required at a given stage of product development:
• Level 1: Tool buyoff
• Level 2: Product acceptance
• Level 3: Product prove-out
• Level 4: Process control
The reference materials at the end of this module define and explain each of these
levels in more detail.
Looking Ahead
The next section describes what happens to metal when it is deformed.

DEFORMATION
This section explains how a stamping holds its shape and discusses the difference
between elastic and plastic deformation. Topics in this section include:
• Yield strength
• Elastic vs. plastic deformation
• Strain
• Stress
• Stress/strain curve
• Forming modes
Yield Strength
Changing a flat sheet of metal into a three dimensional part is based on the concept of
applying sufficient force to create permanent deformation to the desired shape. This is
accomplished by deforming (straining) the material so that the resultant stresses are
above the yield strength and plastic deformation occurs.
Stress/Strain Curve
Several key characteristics of a material are shown on a stress/strain curve. This curve
usually is produced by measuring the force required to stretch a sample of the material.
The data is normalized by plotting stress (force per unit area) versus strain (deflection
per unit length).
Ultimate
Yield
Fracture
Stress
0.2% Strain
Offset
Stress/Strain Curve

YIELD STRENGTH (CONT’D.)

Material stiffness—The slope of the stress/strain curve in the elastic region is called
Young’s Modulus (E). This is analogous to the spring rate K in the equation for the
deflection of a linear spring:
• Force = K x Deflection
The relationship between stress (force per unit area) and strain (deflection per unit
length) in the elastic region is:
• Stress = E x Strain
Young’s Modulus (E) is approximately the same for each type of metal:
• Steel = 203,000 MPa (29,000 Ksi)
• Aluminum = 70,000 MPa (10,000 Ksi)
Yield point—The load or stress at which marked increase in the deformation of the
sheet occurs without increasing the applied load. The yield point is the boundary
between the elastic and plastic regions.
Yield strength—The stress at the yield point.
Ultimate strength—The maximum stress achieved.

Yield Strength (Cont’d.)

Stress/Strain Curve for Materials with Yield Point Elongation
Yield point elongation—Low-carbon steels exhibit this behavior, which indicates that
after the material yields, it stretches farther in certain regions in the specimen with no
increase in the lower yield point, while other regions have not yet yielded. This behavior
produces Lueder’s Bands (or stretcher stain marks or worms) on the sheet, making
elongated depressions on the surface of the sheet (undesirable in automotive panels).
To avoid this problem, the thickness of the sheet is reduced by 0.5 percent to 1.5
percent by cold rolling.
Ultimate
Yield
Fracture
Stress
Strain
Yield Point Elongation

Elastic and Plastic Deformation

When the level of stress exceeds the yield strength of the material, the shape change is
composed of both elastic and plastic deformation. When the load is removed, the shape
generated by the plastic or permanent deformation remains in the stamping while the
elastic deformation does not.
• Elastic deformation is temporary (reversible) and involves bond stretching. Since the
elastic deformation is not permanent, the part shape will not match the tool surface
exactly. This phenomenon is referred to as “spring back” and must be recognized in
the design of the tools and/or part.
Plastic deformation is permanent (irreversible) and involves bond breaking. It remains in
the stamping when the pressure is released.

Strain
Strain is a dimensionless quantity that refers to the amount the material is deformed or
changed from its original condition by the stamping process. Strain can be positive
(stretch) or negative (compression).
(L f - L i)
Average Strain =
Li
where:
L i= Initial length of line
L f = Final length of line
Materials strain in four principle ways:

1. Elastic deformation—The strain is reversible, and when the stress is removed, the
material recovers to its previous shape.
2. Uniform elongation—Plastic strain (irreversible) is distributed throughout the material
and the shape is permanently changed.
3. Necking—Strain is concentrated in a small area of the sample and the material in
that area thins (“necks”) much more rapidly than in the rest of the part. This is the
stage prior to fracture.
4. Fracture—Material develops splits, or it breaks into two or more pieces.
Stress
Stress is the intensity of force within a metal that resists change in shape and
dimension. This is shown as:
Average Stress =
Force
Area
For deformations in the elastic region, stress and strain are related by Young’s Modulus
in the classic relationship of:
Stress = E X Strain (where E is Young’s Modulus)
When the applied stress exceeds the yield strength, this relationship no longer applies,
and large strains can result from small increases in stress.

Major, Minor, and Thickness Strains

During stamping, metal is not removed, rather it moves from one place to another. The
result is a change in the surface strains and thickness of the metal where the
deformation occurs. This deformation results in strain in three directions called major,
minor, and thickness, which can be measured.
• The major strain is the larger of two in-plane strains.
• The minor strain is the smaller of two in-plane strains.
• The thickness strain is the strain in the thickness direction.
One way to see the strains is by viewing the results of a circle grid analysis. This
analysis is discussed later in this module.
Calculating Major and Minor Strain

The calculations for major and minor strains are as follows:
(Dmaj – Do) (Dmin – Do)
Major Strain % = ----------------- x 100 Minor Strain % = ----------------- x 100
Do Do
Deformed
Grid
Original
Grid
D0 Dmaj
Positive
Negative Minor
Minor Strain
Strain
Dmin Dmin
Calculating Major and Minor Strain

The degree of minor and major strain at failure allows for the forming limit diagram to be
generated. The shape of the curve is very similar for all types of steels we use in the
automotive industry. Its exact position varies depending on the actual steel properties.
An example of this forming limit diagram (FLD) is presented below.

Activity: Calculate major and minor strain of an embossment.
Major Strain =
Minor Strain =
Assume the material is AKDQ Steel. Is the embossment safe? Use the FLD diagram of
previous page.
Answer: _______________________________________________

FORMING MODES
There are several modes by which the metal is deformed. Understanding each of these
modes allows the die development team to break down a complex stamping into
regions and to identify the dominant forming mode(s).
This information guides the Stamping Process Engineer and the Die Designer in
selecting the appropriate press type and tooling concept. Some parts lend themselves
to being formed by more than one mode. Cost and quality trade-offs may influence the
selection of one process over another.
The primary forming modes are:
• Bending
• Bend-and-straighten
• Flanging
• Hole Expansion
• Embossing
• Stretching
• Deep drawing

BENDING
This is the simplest forming process and consists of folding the metal along a straight
line. Bending compresses the metal on the inside of the bend and stretches it on the
outside. A bend is usually characterized by the ratio of the inside bend radius to the
metal thickness. If this ratio is too small, the outside surface can be overstressed and
crack or break. Variations include V-bend, U-bend, and wiping bend, using the V=-die,
U-die, or wiping die, respectively.
Typical Bends
When not in the primary forming mode, bending operations often are included in the
total process of making parts. Typical bending operations include formation of flanges
on body panels and underbody structural members. Bending also is used in the
assembly process for forming hemmed joints on closure panels.

Bend-and-Straighten
This process results in a final shape that looks the same as the bending operation but is
actually quite different. As the punch first enters the die, the metal is bent around the
bottom radius of the punch and around the die radius. As the punch moves further into
the die, each additional element in the final wall starts out in the flange, is bent over the
die radius, and then unbent or straightened to conform to the straight wall.
The bending and unbending of the metal produces a wor- hardening effect and the
properties in the wall can be quite different from the properties in the flange.
The Bend-and-Straighten Process
Another effect associated with the bend-and-straighten process is sidewall curl, which is
caused by the force required to pull the metal over the surface of the tool. This adds a
tensile strain to the bending strains and results in unbalanced conditions in the sidewall.
When the part is removed from the tool, these strains cause the sidewall to curl
outward.

Flanging
Flanges are sometimes required around the perimeter of the part and/or around the
holes to add stiffness or to provide a mating surface to another part for assembly. Most
flanges are formed by bending a short portion of the free edge at an angle to the main
portion of the part. A flange formed along a straight line is simple bending in that there
is no strain in the free edge.
If the line of the bend is curved, the strain along the free edge is no longer zero. The
figures below show the two conditions that are produced by bending along a curved
line.
The first condition is called a shrink flange. As the name implies, the length of the free
edge shrinks as it is formed. Since the arc length A of the final flange or wall is reduced,
compression must take place in the circumferential direction indicated by the arrows. As
the radius of the bend line decreases and/or the flange length increases, the
compression required increases. This compression tends to produce the buckles or
wrinkles common in shrink flanging.
Flanging Types
The other condition is called stretch flanging. Here the material is stretched as it is
flanged. The initial arc length is shorter than the required arc length of the flange. A
tensile strain is needed to generate this required increase in length of line. As the radius
of the curved bend line decreases and the flange length increases, the tensile strain
increases. This tension can cause the flange edge to split. Splitting is aggravated by the
condition of the free edge, and a poor blanking operation will greatly reduce the depth of
flange that can be generated.

Hole Expansion
If the curved line for stretch flanging forms a complete circle, the process is called hole
expansion. Another name for the operation is hole flanging. Flanged holes are specified
for several reasons, including stiffening the surface around the hole, providing a
“friendly surface” for inserting other parts (like wiring harnesses), and providing
protection from sharp edges for people.
The reason this operation is given a separate classification is twofold. First, hole
expansion is a very distinct operation in many stamping plants. Second, hole expansion
is a popular test used to evaluate sheet metal forming capacity.
Hole Expansion

Embossing
The simplest of the forming operations is embossment. The operation is performed on a
localized area such that the remainder of the blank is large compared to the deformation
zone. This means that the blank is considered to be of infinite size and that no metal
flows from the blank into the deforming zone.
Embossments are generally divided into three types:
• Beads and ribs
• Offsets
• Combination
Beads and ribs, figure (a) below, are characterized by a long, narrow depression that
may be straight, circular, or a combination.
Offsets, figure (b) below, are beads that are split along the centerline with a section of
undeformed metal between the two sides of the bead. The stiffening ribs formed in floor
pans and pickup truck beds are typical examples of offsets.
A
V-Bead
(a)
W ork Hardening Occurs
Only in the Shaded Areas Blank Before
Embossing
B
(b)
Offset
Little or No
Feeding Action
Examples of Embossing

Embossing (Cont’d.)
The third category is any combination of beads and offsets used for decoration, as
illustrated below, by the embossment of the brand name or logo embossed on the outer
panel of a pickup truck tailgate. Embossing has been used to decorate sheet metal
parts for a long time.
Decorative Embossing
A common characteristic of all embossments is the displacement of metal without a

reduction in sheet thickness in the flat section of the offset. Embossed designs are
visible from both sides of the sheet, though the relief is reversed. Thus, an embossment
is different from a “stamp” in that a stamp depresses sheet thickness from only one
surface.
Grids placed on embossments can show a major tensile strain across the radius and no
strain (plane strain) along the radius. All other metal areas remain unstrained.

Stretching
Stretching, also called stretch drawing, is the most common process for forming body
skin panels. With stretching, metal under the blank holder (binder) is locked out. All
deformation initially occurs in the sheet metal in the punch opening and, as a result, the
metal becomes thinner. Stretching can occur in one direction only (plain strain stretch)
or more commonly, in two directions (biaxial strain stretch). Biaxial stretch is the only
forming operation in which both the major and minor strains are tensile.
As mentioned earlier, although most form dies in the automotive press shop are called
draw dies, most of the deformation is biaxial stretch over the punch or bend-and-
straighten metal flow from the flange.
Stretching

Deep Drawing
Deep drawing is typically used for to obtain a large degree of stretching of the metal.
In deep drawing, metal under the punch (initially within the die opening) undergoes no
strain. All deformation occurs in the sheet metal under the blank holder as it moves
toward the die opening. An additional requirement is that both the blank and die opening
be circular. Therefore, as metal moves toward the die ring, it is compressed in the
circumferential direction (the circumference is constantly decreasing for all elements)
and elongated in the radial direction. This results in an increase in metal thickness.
This process allows controlled metal to flow into the die during forming. This process
can be used for highly formed parts such as spare tire storage well. Draw beads around
the perimeter often are used to control the flow of the metal into the die and to impart
some degree of stretch to the part.
In the automotive press shop, most dies are called draw dies because the metal is
drawn into the die cavity. In reality, most of the deformation is biaxial stretch over the
punch or bend-and-straighten metal flow from the flange.
Deep Drawing

THE STAMPING PROCESS

This section describes the typical stamping process and how the part and stamping
process are designed simultaneously. In addition, the development of dies and tooling,
and the types of blanks are described. Topics include:
• Typical stamping process
• Simultaneous product and process development
• Binder design
• Tool design
• Blank types

TYPICAL STAMPING PROCESSES

The process steps required to make a specific part may require different operations and
or a different sequence of operations.
1. Begin with a blank—Some parts are stamped directly from a continuous strip of
metal fed directly from the coil into the tool. Other parts require that blanks be cut
from the coil and fed one-at-a-time into the tool. Shearing the coil across its width
can produce sheared blanks. The sheared edge is perpendicular to the coil edge
(rectangular blank). Other shapes require a dedicated blanking die.
2. Preform—A preform operation forms a simple shape or bubble in the blank to
provide more metal in certain areas of the blank before the actual forming process
starts. Multiple preforming steps may be required before major stamping operations.
Each preform and major forming operation requires a separate die.
3. First form—The part begins to be formed to the final shape. Some flanges may be
formed in this step.
4. Second form—Final form is complete, but some features still need to be refined.
Other flanges are usually formed in this step.
5. Rough trim and pierce—Portions of the blank are trimmed away to nearly the
finished edge and some noncritical holes can be punched out.
6. Restrike—The final form is set and character lines are sharpened.
7. Final trim and pierce—The perimeter of the part is trimmed to the final lines and
the rest of the holes are punched or pierced into the finished shape.
This process is also shown in the flowchart on the following page.
Looking Ahead
The process during the manufacturing of stamping parts is very critical. It requires that
from the moment the desired part is conceived (Program Direction Letter),
manufacturing personnel must become involved during the design phase. Their
involvement ensures that the design for manufacturability takes place. The
simultaneous development of the part and its manufacturing process is described next.

Typical Stamping Process (Cont’d.)
Scrap
Coil
Coil storage
transported Coil loaded Auto pallet
to plant onto feeder loaded with
Blanks are blanks
stamped
Automated Blanks Trim and

blank transported to Blank Double Automation separate Transfer, Second
storage line destackers washer draw die transfer die idle station, trim die
transfer
Scrap
Scrap
Scrap/
rework
Transfer, Transfer, Transfer, Three Audit/part
First flange Second
idle station, idle station, part station inspection
die flange die
transfer transfer conveyer unloader No
Pass/fail
Yes
Stamping Process Map

BLANKS
The process of stamping initiates with a flat sheet of metal cut in the right shape and
size, called the blank.
Blank Types
The blanks of steel that are formed in the die include the following:
• Rectangular-sheared
• Trapezoidal
• Chevron
• Nested
• Multiple part
• Progressive die nesting
• Tailor-welded blanks
This course focuses on rectangular-sheared blanks and tailor-welded blanks.
Information about the remaining blank types can be found in the reference materials at
the end of this module.
Rectangular-Sheared Blank
The coil is slit to the width of one dimension of the blank, and then the coil is cut to
length on a shear or with a general-purpose cutoff die. One blank is produced per
stroke.
• Common usage: floor pans, roof panels
Progression
Feed
Coil Width
Rectangular Sheared Blank

Blank Types (Cont’d.)

TWB (Tailor-Welded Blank)
TWBs (tailored welded blanks) are often used to increase stiffness and to achieve
required strength. Examples include attachments for the mirror or for the lock in a door
closure panel.
TWBs are constructed of two or more blank pieces. Typically, the blanks have different
steel gages, different metallurgical grades (mild and high strength), or different coatings
(bare and galvanized). The illustrations on the next page compare the original project
design to a design using tailor-welded blanks.
For example, a traditional body side panel might require five separate sets of dies to
make reinforcement parts at critical points. One TWB can contain all of the metal
strengths joined together and requires one set of dies to make the equivalent part. This
ability to assign the needed steel grade, gage, and coating to the part where it is
needed revolutionizes the design approach.
The illustrations on the next page show the original design and a design using a TWB.


TWB (Cont’d.)
Tailor-Welded Blanks


TWB (Tailor-Welded Blanks)
Advantages of Using TWBs
The advantages of using TWBs are summarized below:
• Weight reduction is achieved through part consolidation and by placing optimal steel
thickness and grades only where they are needed.
• Reinforcements or integrating separate parts can be eliminated, which can result in
part consolidation and weight reduction.
• Material utilization can be improved through:
⎯ Improved blank nesting
⎯ Reduction of stamping offal
⎯ Selective use of coated material
⎯ Reclamation of scrap
• Functional performance is improved as a result of better structural rigidity, longevity,
and dimensional stability. These characteristics increase dimensional stability of the
body and integrity of body fit. The results are reduced wind noise and water leaks,
and improved body appearance.
Disadvantages of Using TWBs

The disadvantages of using TWBs include the following points:
• Numerous candidates for using TWBs on the car body have been identified, but
many have not yet been implemented due to the high cost of producing a TWB.
• Stamping feasibility is also an issue as there may be concerns on some applications
about the impact of the weld line.
• Other problems may occur if the gage differential between two blanks is too severe.

Simultaneous Product and Process Development

Developing the exterior surface of the vehicle requires strong interaction between the
structures engineers, process engineers, and studio designers.
An important activity during the design of a stamped part is to simultaneously plan the
manufacturing process and tooling concept that will be used to make the part. In many
cases, a small change in the part design can allow lower cost tooling and more efficient
production.
Formability Stamping
Feasibility Process
Assessment Planning
Program Develop Part Design Draw Die Forming

Direction Surface Development Simulation
Letter (Clay Model) (FEA)
Body
Structures
Studies
Simultaneous Engineering Phase
Die Design Hard Tool Vendor Home line Volume

Construction Tryout & Tryout & Production
$$$$$ Buy-off Buy-off
Soft Tool
Development
(If Required)
The Die Development Process

Simultaneous Product and Process Development (Cont’d.)
The surface and underlying structure must be compatible with a wide range of package,
functional, and manufacturing feasibility constraints. Some of the feasibility
requirements include:
• Crowns and sweeps >= Minimums
• Depth-of-draw < 100 mm
• Biaxial stretch over entire surface
Establishment of Key Parameters

When the general size, shape, and material specification of the part are established, the
Process Engineer begins to determine key parameters of the manufacturing process
and tooling concepts. These parameters are fed back into the part design and are used
to refine the design.
Some of the parameters are:
• Die lineup (sequence of die sets required)
• Die tip angle (orientation of the part in relation to closing action of the tool)
The Product Engineer and Designer refine the part design by considering the
relationship of the die tip angle to the part surface. The objective is to ensure that
formed walls and other details are at an open angle to the movement of the punch.
CAE and Finite Element Modeling

The illustration on the next page shows a typical finite element analysis generated by
CAE. This analysis was done on an early inner panel design and shows areas of too
much stretch and areas of insufficient stretch. This example shows the importance of
working with a designer and process engineer early in the design process.

CAE and Finite Element Modeling (Cont’d.)
Formability Contour

Tool Design
The Tool Designer begins developing the form dies:
• Flanges and back angles are unwrapped to define the trim line for the formed part.
• The addenda (transition surfaces in the drawn panel that connect the part surface to
the binder surface) are developed.
• The punch opening line is established.
• Beads are added, as required, to the binder surface to control or prevent movement
of material from the binder into the punch opening during forming.
• At this point, computer-aided forming simulations may be run to refine the tool
design and/or to evaluate alternatives before starting the final die design.
• The remaining tools in the die lineup also are designed. These tools perform
additional operations on the stamping produced in the form die to create the finished
part.
One of the first tool elements to design is the blank holder

Binder (Blank Holder)

Once the die tip angle is established, the die designer can begin to design the binder
(also called blank holder) that holds the blank against a mating surface of the die. The
function of the binder is to control metal flow and to prevent wrinkling.
An Example Binder
The Binder can also be used to shape the blank to conform more closely to the shape of
the punch. This is done to reduce depth-of-draw, balance forces on the punch, and
improve the way the contact area between the punch and blank spreads out as the tool
closes.
• Although the binder shape can be complex, the binder surface usually is made up of
simple surfaces that can be generated with a straight line (plains, cylinders, cones). This
avoids wrinkling of the blank caused by the binder.

THE STAMPING OPERATION

Multiple forming and trimming operations are generally required to complete a part.
These operations can be done in a series of separate tools (line dies) or in a tool that
incorporates a number of stations into one tool (progressive die). The engineer and
CAD designer need to understand how the part will be processed since there are
special considerations for each process.
Topics in this section include:
• Press terminology
• Stamping press
• Press automation
• Other stamping processes
⎯ Hemming
⎯ Rolling
⎯ Progressive dies

Press Terminology
Presses are a major component of the stamping process. There are two basic
categories of presses mechanical and hydraulic. The type of press will affect the die
design. While there are different types of presses, all have the same basic components.
Major components include:
Bed The base of the press is called the press bed.

Bolster The bolster is mounted on the press bed. It also serves as the
mounting for the die-set. In some presses, the bolster is movable,
allowing it to be loaded and unloaded outside the press area.
Cushion A pressurized pad powered by either air or hydraulic pressure is
a cushion. The cushion provides the upward pressure required in
a draw die. Air pins must be of the correct length and location for
the die to work correctly.
Gibs The adjustable plates used to guide the ram along a vertical path
are called gibs.
Material load The height material/blanks enter the press. This measurement is
height taken from the top of the bolster; when the upper and lower parts
of the die are in the full-up position.
Press transfer The height of a part is transferred from press to press in an
height automated transfer operation.
Ram The crank or piston of the stamping press.
Shut Height The distance between the ram and the bolster when the ram is all
the way down and the adjusting screw is all the way up. This is
the tallest die set that can be used in the press.

Stamping Presses
A diagram of a typical hydraulic stamping press with the major elements identified is
shown below. There are numerous types of stamping presses. However, the major
parts and their functions are standard.
A Hydraulic Stamping Press

Other Stamping Processes

In addition to forming specific shapes, there are stamping processes that are used for
specific needs. These processes are briefly described in this section and include:
• Hemming
• Rolling
• Progressive dies
Hemming
Closure panels often are mated to inner, structural panels by hemming. This process is
described in the next module. For now it is important to simply mention that the hem is
achieved by first bending the material into a 90 degree flange followed by a second hit,
which produces an intermediate angle. The final hit closes the hem and creates a
flattened seam. This process is shown in the figure below.
(a) (b) (c)
Typical Hemming Sequence of (a) Flanging, (b) Pre-Hemming and (c) Hemming

Other Stamping Processes (Cont’d.)

Rolling
The rolling process is used form components such as U-channels. The sheet metal or
strip stock is introduced between rollers and then compressed and squeezed, as shown
in the illustration below. The amount of strain introduced determines the hardness and
other material properties of the finished product.
Rolling Process

Other Stamping Processes (Cont’d.)

Progressive Dies
For the progressive die process, a series of dies are used in a progression of ten to
twelve stations to form components such as hinges. This stamping process is more
forgiving, though changes are difficult to achieve. The progression to use depends on
the part. The illustration below shows before and after views of the material, as well as
an example of the process.
Progressive Die: Before and After Progressive Die: Process
Source:_____________
Looking Ahead
Closure engineers need to determine whether the formed stampings are within
acceptable margins. The next topic describes stamping process assessment methods.

STAMPING PROCESS ASSESSMENTS

There are two ways to assess a stamping process.
• CGA (Circle Grid Analysis) and TSA (Thinning Strain Analysis)
• FLD (Forming Limit Diagrams)
CGA (Circle Grid Analysis) and TSA (Thinning Strain

Analysis)
CGA (Circle Grid Analysis) and Thinning Strain Analysis (TSA) are techniques used
during die tryout and production to proof as well as improve the stamping process.
These analyses are used to test whether the forming of the parts produced are within
acceptable margins.
CGA
CGA is used during die proofing to analyze whether if the planned deformation process
is within acceptable limits. When conducting CGA, a grid pattern of circles is etched
onto the steel blank prior to deformation.
After the deformation process, the circle pattern on the steel is changed and the
resulting ellipse is measured to assess the plastic strain. Measurements are taken after
each stage when the stamping process includes the use of progressive dies. If the CGA
results are not within acceptable limits, the stamping process must be modified.
During deformation, the circles change shape in proportion to the strain occurring at that
location on the part. Each circle usually is deformed into an ellipse with the major axis of
the ellipse pointing in the direction of the major strain. The strains can be determined by
calculating the change from the circle to the deformed ellipse.
Circle Grid Analysis

TSA (THINNING STRAIN ANALYSIS)

TSA (Thinning Strain Analysis) is the process used to compare the thickness of a
measured part to determine whether it is within accepted limits of thinning. TSA is often
done in conjunction with CGA. TSA is sometimes referred to as Thickness Strain
Analysis. The steps involved in conducting TSA are:
• Measure the blank with a micrometer or an ultrasonic thickness tester to establish its
initial thickness.
• Identify at least five key areas of the blank to be deformed.
• Measure these same points after the metal has been formed, and compute the
percentage change in thickness.
This data is usually presented as a Thinning Table. If the TSA results are not within
acceptable limits, the deformation process must be modified. The figure below is an
example of a TSA.
TSA (Thinning Strain Analysis)

Forming Limit Diagrams

The FLD (Forming Limit Diagram) offers the chance to determine process limitations in
sheet metal forming. An FLD is used to estimate stamping characteristics of sheet metal
materials. Measured strain data is plotted on the FLD to show how close a particular
part is to the forming limit under the specific strain state.
The FLD provides information about how much a particular metal can be stretched
before necking or fracture occurs. The necking strains are obtained under a variety of
biaxial-forming conditions so that most of the practical stamping conditions are
duplicated. The FLD limits plotted on a curve are specific to the material being used.
Therefore, the FLD provides an indication of how much the material can be deformed
under actual forming conditions. Die designers, metallurgists, and other engineers use it
as both a design and a diagnostic tool.
Report Elements

Forming Limit Diagrams (Cont’d.)

Ford Motor Company's FLD website consists of current FLD reports and the history of
all FLD reports received from the material suppliers. The latest FLD reports are shown
in a table format and can be sorted using several sorting criteria: supplier, part number
and type, report type and version number. This website address is:
• http://www.ss.ford.com/departments/stamping/atme/met_spec/fld_rprt/
The FLD Website

MODULE SUMMARY
This module provided an introduction to materials used for closures panels and the
manufacturing process. Understanding the stamping process and the simultaneous
design and development of stamped parts is crucial to completing the design and
engineering of closure systems that are mistake-proof and robust.
This basic knowledge will assist you in comprehending the information presented in the
next module, but also provides a foundation for understanding the reasoning behind
Ford Motor Company's stamping process.
1. Describe the material selection process.
2. Describe basic stamping process requirements as they relate to closure
components.
3. Identify stamping design features that promote the quality of closure panels.
4. Describe the manufacturing steps of the stamping process.
5. Identify methods to assess whether stamping components meet requirements
6. Describe the role and activities of the design engineer in the stamping manufacturing
process.
7. Identify sources where further information can be obtained.
Looking Ahead
The next module concentrates on the process for assembling closure panels.
The following reference materials include more information about the following topics:
• Recycleability of Materials
• Total vehicle approach
• 3-2-1 methodology (dimensional control)
• Measuring points
• Additional blank types
• Stamping presses
• Press automation
• Stamping-based design rules


Closure Panels Module 5: Materials and Manufacturing
REFERENCE MATERIALS
The following topics are included in the reference materials for Module 5.
Recycleability of Materials................................................................................. Ref 5-2

Total Vehicle Approach ..................................................................................... Ref 5-3
3-2-1 Methodology ............................................................................................ Ref 5-4
Importance of Consistency ...................................................................................................Ref 5-4
Locator Surfaces ....................................................................................................................Ref 5-5
Locator Holes and Pins..........................................................................................................Ref 5-6
Hemming Operation ...............................................................................................................Ref 5-7
Placement of Locators ...........................................................................................................Ref 5-8
LRR (Locator Revision Request) Procedure and Process .................................................Ref 5-9
Measuring Points ............................................................................................ Ref 5-10
Level 1: Tool Buyoff ............................................................................................................Ref 5-10
Level 2: Product Acceptance .............................................................................................Ref 5-11
Level 3: Product Prove-out .................................................................................................Ref 5-12
Level 4: Process Control.....................................................................................................Ref 5-13
Blank Types .................................................................................................... Ref 5-14
Trapezoidal Blank .................................................................................................................Ref 5-14
Chevron Blank ......................................................................................................................Ref 5-14
Nested Blank .........................................................................................................................Ref 5-15
Multiple-Part Blanks .............................................................................................................Ref 5-15
Progressive Die Nesting ......................................................................................................Ref 5-15
Stamping Presses........................................................................................... Ref 5-16
Tandem Press Lines.............................................................................................................Ref 5-16
Transfer Press Lines ............................................................................................................Ref 5-16
Press Automation............................................................................................ Ref 5-17
Stamping-Based Closures Design .................................................................. Ref 5-18
Design Rules .........................................................................................................................Ref 5-18
Places to Obtain Further Information .................................................................................Ref 5-18

Module 5: Materials and Manufacturing Closure Panels
Recycleability of Materials
All closure panels must conform to Ford Motor Company recycling requirements. Ford
Motor Company's corporate recycling goal is to minimize or eliminate the amount of
automotive material that is consigned to landfills at the end of a vehicle's life, while
establishing opportunities for the use of these same materials in new Ford vehicles.
Setting vehicle recyclable plans and concurring on them is done at the FPDS <SI>
milestone review. As a global company, there is an increased need to minimize vehicle
waste streams. In the U.S., the Federal Trade Commission emphasizes consumer
protection and has issued detailed guidelines regarding marketing claims for recycled
material.
There are economic reasons for using recycled material. In many cases, it costs the
same or less than the equivalent grade of virgin material. With a growing consumer
base, the volume of recycled materials that is available is rapidly expanding. Ford Motor
Company has risen to the challenge of using recycled materials to reduce material costs
without sacrificing quality. There are recycling objectives for every vehicle, beginning
with 1997 models. The Ford Policy and Strategy Committee have established targets for
minimum amounts of post-consumer recycled polymer content and for overall vehicle
recyclables.
Ford Motor Company's objective is to be among the leading automotive manufacturers
in the field of recycling. This commitment was demonstrated with the establishment of
the Ford Experimental Dismantling Facility in Cologne, Germany. Another example of a
successful effort is the Sheldon Road Plant, which was the first automotive component
plant in the world to use at least 25 percent of post-consumer recycled plastic resin in
every one of the components that it produces. The Charleville Plant in France is now
commonizing with Sheldon Road.
Refer to the following website for additional information:
• http://www.ese.ford.com/vee/rec/

Total Vehicle Approach

The illustration below shows the total vehicle approach applied to sheet metal. For the
body-in-white, the openings for the closures must be consistent. The total vehicle
approach considers each part that affects each opening.
For example, the parts listed below are for the rear quarter panel. These parts have an
effect on the openings for both the rear door and the decklid:
• Quarter panel inner
• Quarter panel outer
• Reinforcements
In the same manner, the following parts that are used to make the rear door have an
impact on the fit of the rear door to the opening:
• Door panel outer
• Door panel inner
• Reinforcements
• Quarter Panel Outer

• Quarter Panel Inner
• Reinforcements
• Door Outer
• Door Inner
• Reinforcements

3-2-1 Methodology
Importance of Consistency
Applying a consistent locator strategy gives members of the design team and the
stamping (also molding and casting) and Assembly Plants a consistent system that
allows for the research and discovery of the root cause of problems. Using consistent
measuring reference and measuring points assures part-to-part, assembly-to-assembly,
and system-to-system coordination. Data gathered from these measuring points helps
reduce “noise” when searching for the root cause of a problem.
Locators are “gospel,” but they must be managed within the respective system to
achieve the desired capabilities of that system. Locators are managed as needed by
different people throughout: design, gauging, stamping/supplier parts/tooling/fixtures,
and Assembly Plant tooling. Everyone in the Ford family is responsible for consistency
of locators. This consistency will result in harmonic balance.
Both surface and hole locators (along with corresponding pins) are held to close
tolerances. To guarantee consistency, the surface and hole locators are used
repeatedly in downstream stages of manufacture, assembly, and gauging.
Holding the locators to close tolerances and their consistent use through all stages are
instrumental to the success of the 3-2-1/GD&T methodology.

Locator Surfaces
Locator surfaces define a plane, prevent movement in two directions (such as in/out),
and are located where clamping or netting occurs. The schematic below shows locator
surfaces. These locators are established in the first manufacturing operation. Because
locator surfaces define a plane, they represent the “3” in the 3-2-1 methodology. The “A”
in the illustration is the corresponding GD&T (Geometric Dimension and Tolerances)
term.
Locator surfaces are identified by the upper- or lowercase letter S as follows:
• Letter S (uppercase) indicates a main locator surface. Main locator surfaces are
generally used to set up a part in a plane dimension. They are the minimum number
of locators used to locate a part during every operation and in every fixture. The
strategy guidelines call for at least three main locator surfaces for a rigid part. More
may be needed for parts that are not rigid. Fewer locators are acceptable only for
parts that are too small to support three main locator surfaces.
• Letter s (lowercase), & (ampersand), or σ (sigma) indicate a secondary locator
surface. Secondary locator surfaces are generally used with main locators to
stabilize a part after it has been set up by main locator surfaces. During gauging,
secondary locators are used in a “check and set” manner. (Check and set is
described in Appendix C.) They are measured before they are clamped. Secondary
locator surfaces are not necessarily used in all operations. These surfaces are not
limited to the component.
Clamps, blocks, and fingers can all serve as locator surfaces since they are used to
locate a part in three-dimensional space.
S = main surface
A
S A
3-2-1 Y
S
B
XZ
H
C
Z
h
Locator Surfaces

Locator Holes and Pins

Locator holes are defined as two-axis (four-way) or one-axis (two-way) locators based
on their specific purpose. Locator holes represent the “2” and “1” in the 3-2-1
methodology. Two-axis (four-way) locators prevent movement in the plane while one-
axis (two-way) locators (also referred to as slots) prevent rotation. The letters “B” and
“C” in the illustration below refer to the corresponding GD&T terms.
Two-axis (four-way) locator holes (identified by an uppercase letter H) establish a part in
two planes (such as up/down and fore/aft). As shown in the illustration, if only the two-
axis (four-way) locator were used, the part would still be free to rotate about the pin. To
prevent rotation, a one-axis (two-way) locator (identified by a lowercase letter h) is used.
The one-axis (two-way) locator holes are usually slots because they are only needed to
trap the rotation of the plane in one dimension.
Holes are always used in sheet metal parts. The holes are positioned over pins in the
dies or fixtures. Molded parts may use pins as locators. These pins perform the same
function as the holes and are still identified with the appropriate upper- or lowercase
letter h.
Holes used as locators are subject to two major rules:
1. The maximum hole-to-pin clearance should be considered very carefully.
2. Holes should not be flanged.
These two rules aid greatly in controlling the dimensional stability of a component. The
use of slots with holes allows for accurate location without the tighter tolerances that two
holes would require. All locator holes should be established simultaneously in the first
pierce operation. These locator holes are then used in subsequent stamping, assembly,
and gauging operations. These operations are described in more detail in the Appendix
C.
H = two-axis (4-way) hole

h = one-axis (2-way) hole
B C
H h A
Y
3-2-1 S
B
XZ
H
C
Z
h
Locator Holes

Hemming Operation
The same locators that were used in stamping are used to locate the inner panel for
assembly with the outer panel. Locator pins and pads in the upper half of the hemming
die mate with locator holes and surfaces of the door inner panel to precisely locate it for
the hemming operation (see the illustration below).
Locator pins in the lower half of the hemming die mate with locator holes in the panel to
precisely locate it within the die. These locations are correlated so that when the die
closes to hem the panels, both panels are precisely located in relation to each other.
TOOL LOCATOR PINS

FOR DOOR INNER PANEL
SUBASSEMBLY
DOOR INNER PANEL

SUBASSEMBLY IN DIE
TOOL LOCATOR PINS

FOR DOOR OUTER
PANEL SUBASSEMBLY
DOOR OUTER PANEL

SUBASSEMBLY IN DIE
• Hemming Operation
This process continues through assembly of the trim panel and components that mount
to the trim panel. For example, when the sheet metal locator holes are established, so
are locator holes for assembling the trim panel to the door inner panel. The locator pins
on the armrest are correlated to the locator holes in the trim panel, which in turn, are
correlated to the trim panel locator holes of the door inner panel.

Placement of Locators
There are two primary rules regarding the placement of locators:
• They must be placed in areas of least variation. Processing team members have
extremely valuable input regarding this rule. Their experience should allow them to
recommend suitable areas.
• The same locators must be used throughout the entire process for manufacture,
assembly, and gauging. This is in accordance with the common 3-2-1 practices.
These two rules are true no matter what locator configuration (hole, surface, or edge) is
used. Failure to use locators that correspond to these two rules will result in
unacceptable parts and assemblies.
An area of least variation provides the least deviation from the nominal during
manufacturing and assembly operations. The following illustration shows good and bad
examples of this rule. When the part is being shaped, the part is subjected to a certain
amount of flex and stress at its various points. These factors may cause a shift to occur.
This shift will be distributed according to the shape, extent, and location of the forming.
In the good example below, all locator holes were stamped in the initial stamping
operation. The result was a good fit. The stamping operation will not move the locator
from its designed coordinates. In the bad example, locator holes were stamped in
subsequent operations, resulting in variation that caused poor fit with mating parts. The
proximity of the locator to a bend or weld flange may also result in too much variation.
Bad Example Good Example
2 1
1
3
Placement of Locators
When a locator position is established early in the build process, that locator offers a
common point of reference from the early stages of the manufacturer.
More information about controlled areas and areas that are not directly controlled
(come-out points) is provided at the end of this module.

LRR (Locator Revision Request) Procedure and Process

The purpose of this procedure is to authorize which documents are released as
electronic media. The active Dimensional Control Team concurs on the proposed
changes to the released files.
The LD (Locator Drawing) file information is the result of a team process. It is shown on
all product drawings and is used to design tools and gages. It is mandatory that any
change request affecting locators or measuring points be approved by the Dimensional
Control Team and Department.
To meet this requirement, a revision request system has been created to specifically
address locator and measuring point change requests; it is referred to as the Ford
Locator Revision Request system. This system supersedes the Metal Stamping
Engineering request and Manufacturing Engineering Revision Request systems only for
revisions to locators.
Locator revision requests are used to request locator changes after the LD files have
been finalized and released to Body Engineering. A body engineer would have to
submit an LRR if he/she wanted to put a hole in a closure that affected a locator after
the LD file is finalized.
The complete procedure for submitting a Locator Revision Request can be found at:
http://ssweb1.pd3.ford.com:8000/procedures/procd-files/Vopgnn001.html

Measuring Points
Level 1: Tool Buyoff
The illustration below is similar to the locator drawings shown on Day One of this
course. This illustration does not show locators, just the measuring points.
All measuring points on a part are considered when designing and building tools used
for manufacturing and assembly.
What is measured Total tool geometry
Purpose Certify tool
When measurements are made At tool certification
Points chosen by Tooling supplier
Documentation Internal to supplier, tool build source
Level 1, Tool Buyoff

Level 2: Product Acceptance

Level 2 measuring points, shown below, include all points required to support a launch.
What is measured Total part geometry to support PSW
Purpose To prove the part is to design intent
When measurements are made CP to Launch
Points chosen by Part supplier – see Guideline

DCD-01-008 for sheetmetal
Documentation Internal to supplier
Level 2, Product Acceptance

Level 3: Product Prove-out

Level 3 measuring points, shown below, include those required to maintain consistency
when the part is duplicated.
What is measured Points to ensure consistency of features
Purpose To prove that parts can be made to design

intent and must be monitored until process
capability has been demonstrated
When measurements are made Launch (process capability evaluation-
Cp/Cpk, PSW, problem solving)
Points chosen by X-functional program team (systems
engineering emphasis)
Documentation LD-file
Level 3, Product Prove-out

Level 4: Process Control

Level 4 measuring points, shown below, are used during production of the part and
vehicle assembly operations.
What is measured Points chosen to monitor at each step of

the manufacturing and assembly process.
Purpose Ensure manufacturing/assembly process
remains stable and in control only after
Level 3 points have achieved process
capability
When measurements are made Production
Points chosen by Cross-functional program team

(manufacturing emphasis)
Documentation LD-file
Level 4, Process Control

Blank Types
Trapezoidal Blank
Blanks are cut from the coil with a dedicated trapezoidal blank die. Two blanks are
produced per stroke.
• Common usage: body pillars
Progression
Feed
Coil Width
• Trapezoidal Blank
Chevron Blank
Blanks are cut from the coil with a dedicated chevron blank die. One blank is produced
per stroke.
• Common usage: hoods, decklids
Progression
Feed
Coil Width
Chevron Blank

Nested Blank
The coil is cut to length with a dedicated blank die. Two blanks are produced per stroke.
Progression
Blank 2
Coil Width
Feed
Use Offal for
Reinforcement
Blank 1
Nested Blank
Multiple-Part Blanks
Sub-die for each part mounted in common die set. This approach allows higher material
utilization and reduces the labor and press time charges per blank. One blank for each
part is produced per stroke. Sub-dies can be removed and run by as single dies to
correct shortages of a specific blank.
Progressive Die Nesting

In a progressive die, the blank is the entire coil that is feed through the die. The portions
of the strip are sheared away and various forming operations occur as the strip
progresses through the stations in the die. The finished part is sheared from the coil in
the last station.

Stamping Presses
Stamping presses are made in a myriad of sizes. The largest presses fill entire
buildings.
A Stamping Press
Tandem Press Lines

Tandem press lines allow several presses to be located together to allow a stamping to
progress easily from one press to another. The number of presses will vary depending
upon the operations to be performed. Today, the transfer of the stampings from press to
press is generally automated.
Transfer Press Lines

Transfer press lines allow multiple stamping operations to be performed within a press.
Moving bolsters within the press completed this process. Most transfer presses are
mechanical presses.

Press Automation
Automatic handling systems are the most common form of automation in stamping.
Large press runs warrant the expense of automatic handling. Many low production runs
are more economical to manually feed.
True automation in press feeding and unloading implies not only the automation of the
different operations, but also their integration. Successful automation improves operator
safety, increases productivity and quality of the product, reduces scrap, and lowers
finished part cost.
Many types of automatic handling systems can be used in combination with a press.
The most common automatic feeding systems are air feeds, slide feeds, pawl feeds, roll
feeds, and cam feeds. All feed other than air feeds usually are mounted on the press
and driven from extensions on the press crankshaft. The selection of the feed method
depends on the material to be used in the stamping.

Stamping-Based Closures Design

This section includes the following topics:
• Stamping design rules
• Website locations for more information
Design Rules
The key to making a design manufacturable is to observe a number of rules that
experience has determined to provide ease of manufacture (i.e., less cost, less
equipment involved, less steps in the stamping process).
The rules are included in the following table and they are generic to all closure panels.
Further detailed information on these rules can be obtained by accessing the website
listed on the following page.
Places to Obtain Further Information

For general stamping information go to:
• http://www.ctis.ford.com/ppckb/stmgrl11.htm
For information on stamping design rules
• http://www.ctis.ford.com/ppckb/stmicpge.htm

Design Rules (Cont’d.)

Rule Number Rule Title
Design to Finish Form Dimensional Characteristics in the Draw/Form
Rule 1
Die
Rule 2 Design for Maximum Fillet and Radii Size to Eliminate Restrike Dies
Rule 3 Design for Minimum Depth of Draw to Eliminate a Re-Draw Operation
Design Trim Lines and Holes in Near Parallel Planes to Eliminate CAM
Rule 4
Trim and CAM Pierce Dies
Design Simplified Parts to Eliminate CAM Form Dies and Restrike Dies
Rule 5
- Open Angle Form - No Complicated Shape
Design to Integrate (Combine) Parts to Reduce the Number of Dies and
Rule 6
Parts
Rule 7 Design Open Wall Angles to Eliminate CAM Dies
Rule 8 Design Common RH/LH Parts to Reduce the Number of Dies
Design Parts to be Processed into One Die for Multi-Part Process
Rule 9
(DA/DNA) - Common Surface to Adjoin - Shallow Draw Depth
Design Shallow Stretch Form and Minimum Flanges for Progressive
Rule 10
Die Construction
Rule 11 Design Hood with Down Standing Side Flange
Design Roof with Open Angles on the Front, Rear and Sides to
Rule 12
Eliminate Die Lock Condition.
Design Door for One Piece Inner and Outer with Door/Window Frame
Rule 13
as an Integral Part
Reduce depth of Draw at Decklid License Plate to Allow for 1 Piece
Rule 14
Stamping and to Eliminate Weld-on Reinforcements
Design Margin Lines without Radical Direction Changes at Corners
Rule 15
(Shepards Crook). Keep Corner Hems Open.
Design Quarter Panel and Front Fender Extremities to Incorporate
Rule 16
Sufficient Structural Strength
Design and Style Exterior Body Panels with Crown and Sweep
Rule 17
Requirements.


MODULE
6
CLOSURE PANELS
Assembly
Component
Module 6: Component Assembly Requirements CLOSURE PANELS
Component Assembly Requirements

MODULE INTRODUCTION
After closure components have been manufactured, as discussed in the last module,
they are assembled to form a closure panel. This module describes the basic closure
panel assembly process—from setting the components in place through bolting the
closure panel to the vehicle.
Module Objectives
1. Describe the basic elements of the assembly process, including:
⎯ Dimensional setting
⎯ Welding
⎯ Adhesives and sealants
⎯ Hemming
⎯ Bolting
2. Describe the assembly processes used to complete a side door closure panel.
Module Agenda
• Component assembly overview
• Dimensional setting
• Welding
• Adhesives and sealants
• Hemming
• Bolting
• Component assembly process

CLOSURE PANELS Module 6: Component Assembly Requirements
COMPONENT ASSEMBLY OVERVIEW

Component assembly for each type of closure is similar in several ways. The basic
process for assembling a closure includes:
1. Positioning of components to a tooling fixture and/or each other.
2. Welding of components such as brackets and structural reinforcements to the inner
or outer panel.
3. Application of adhesives and/or sealants.
4. Welding of the inner panel to the outer panel in certain cases.
5. Hemming of the inner and outer panels to attach them together.
6. Bolting additional components.
7. Installation on the vehicle.
The illustration on the following page shows the basic assembly process.
This module describes the general requirements for all closure types and provides
some specific details, in addition to describing component assembly.

COMPONENT ASSEMBLY OVERVIEW (CONT’D.)
Rack storage Cam hem operation

Sealer, mastic Inner/oute Hemming Induction
of parts Material installs window
applied to outer r panels operation pouring of
handling frame
skin mated sealers
Spot weld Rack storage

window Inspection/ N
Cleaning of parts Material
Door attached to
track to cleaning Pass/fail operation handling to
body with hinges
outer skin R64, R66
Component Assembly

DSS (DIMENSIONAL SET STATION)

A DSS (Dimensional Set Station) also is referred to as a geometric set station or geo. A
DSS uses the assembly locators and establishes the geometry of the parts in the
imaginary cube, setting the parts to design intent. A DSS ensures that at the completion
of the geo set station cycle, all of the geometric relationships will be maintained after the
partial assembly leaves the station.
A framing tool (buck) is an example of a dimensional set station. It is frequently used to
bring together the right-hand and left-hand body side assemblies, underbody assembly,
cowl package, and lower back assemblies in their correct formation during the assembly
process. The framing tool (buck) ensures the parts are aligned in correct geometric
relationship to one another.
Any station where a fastener is installed to secure a part to another part is a DSS. Each
fastener sets a part dimensionally and can induce variation within any assembly.
During the assembly process it is t he 3-2-1 methodology mentioned previously that is
used for ensuring dimensional control.

Key Elements of Heavy Tooling (Cont’d.)

Additional Elements of Heavy Tooling
The rest of the tooling assists in positioning the locator pins, surface locators, and
welding tips to where they belong in the imaginary cube and within a designated cycle
time. These items include:
• Base plate (leveled to the plant floor and holds the tooling)
• Weldments (holds the tooling together)
• Moving swing arms, slides, and dumps that are driven with hydraulic cylinders just to
get the locator pins, surface locators, and weld tips in and out of design position
• Hydraulic hoses and pumps
• Pneumatics
• Electrical wiring
• Electronic sensing devices
• Welding controls/robot controls
• Robots
• Station transfer system (lifters or overhead)
• Weld guns and weld timers
• PLC (Programmable Logic Controller), also referred to as the mother brain

WELDING
After parts have been stamped, individual parts need to be joined. Joining sheet metal
parts together, for the most part, uses the process of resistance welding.
Welding is the process of permanently joining two or more metal parts by melting both
materials. This section describes the classifications and requirements for welding.
Though there are several types of welding that can be used, this section discusses only
resistance welding, which is the primary type used in the plants. Topics include:
• Resistance welding
• Stack-up ratios
• Weld spacing
• Electrode cap dressing
• Full-body destructive testing
Resistance Welding
Resistance or spot welding is a process for joining two or more pieces of metal together
at a particular point. Pressure is applied to the two welding gun electrodes, which hold
the pieces together. An electric current is then passed through the metal in a
concentrated area. The current produces heat, which melts the metal at the interface of
the two components. The interface is where the highest electrical resistance is found.
When the current is stopped and the pressure continues to be applied, the molten metal
solidifies as it cools, forming a metal nugget between the surfaces.

Classifications of Resistance Welds

Resistance welds are classified according to the effect they have on the metal. A
resistance weld is categorized as one of the following four classes:
• Class 1—A Class 1 weld leaves no visible markings on the metal surface after metal
finishing. Metal finishing shall not remove more than 10 percent of the sheet
thickness or the marking must be filled. These welds are typically hem welds for
hoods, doors, deck lids, and fenders.
• Class 2—A Class 2 weld leaves a slight mark on the surface due to heat shrinkage.
The marking can be a maximum 10 percent above and 15 percent below the normal
surface. These welds are typically used under hoods or decklids and exposed outer
body panel welds.
• Class 3—A Class 3 weld causes a definite heat shrinkage mark on indentation.
These welds are used typically where appearance is not a concern, as in aprons or
floor pans.
• Class 3 Flash-Free—When metal expulsion or excessive displacement above the
surface is unacceptable, Class 3 welds can be noted as Flash Free. These welds
require removing the expulsion or displacement.

Resistance Welding (Cont’d.)

Today the majority of resistance spot welds are performed by integral weld guns
mounted to robots, as shown in the illustration below. Another common method is floor-
mounted or pedestal weld guns, where the part is presented to the weld gun by a
material-handling robot.
Robot Weld Guns

Stack-Up Ratios
The ratio of part gages in the weld stack-up has an impact on the ability of the parts to
be welded. As the ratio between the gages increases (thick to thin), the ability to weld
decreases. Depending on the coatings and number of parts, there is a point where the
stack-up is no longer considered feasible. If a stack-up deviates from established ratios,
efforts should be taken to redesign it. Refer to the Structures Standards Specifications
for the current standards on weld schedules and selection. See the table below for an
example of stack-up.
Example of Weld Stack-up Ratio

Weld Spacing
Minimum weld spacing is required to ensure an acceptable weld. If individual welds are
placed too close together, the first will provide a shunt path for any adjacent welds,
making it difficult to obtain an acceptable complete weld. If the individual weld spacing is
too close, the welds should be spaced out, as shown in the illustration below, by either
increasing the surface area for the welds or eliminating individual welds. Refer to the
document at:
http://ssweb1.pd3.ford.com:8000/kdils/welding/product_material/feasibility/
spacing/spacing.htm
~~
~~
SPOT
SPACING
Weld Spacing

Weld Spacing Guidelines

Guidelines for spacing welds include the following points. Refer also to the illustration to
help you determine weld spacing.
• Use a minimum weld-to-weld spacing of 10 x stock thickness.
• Use a center of weld to edge distance of 2 x weld diameter, minimum.
• Use a weld-to-form distance of the bend radius + 1 weld diameter, minimum.
• Consider access for spot welding. Small flanges in U channels, for example, may
restrict the electrode from entering the part.
• Consider that flat surfaces are easier to spot weld due to easy access. Multiple
bends impose access restrictions, and special fixtures may have to be designed to
handle the parts, if access is not a problem.
Weld Spacing Guidelines

Welding Equipment Standards

In order for the welding process to meet standards and be effective, it must be
maintained. The equipment must be checked for shorts, cleanliness, and water leaks.
In addition, the shape of the electrode cap, (also called the electrode tip) that contacts
the metal parts must be maintained.
Galvanized steel requires higher weld current and longer weld times than bare steel. It
also wears out electrode tips on weld guns faster. There are many types of galvanized
coatings, the most commonly used by Ford are hot-dipped, electro-galvanized, and
galvanneal. Each coating has unique welding characteristics that will affect tip life, weld
appearance, the probability of sticking, and expulsion.
Electrode Tips
The electrode tip is made of a copper alloy. It has various styles, sizes, and alloys to
accomplish different welding requirements. The standard 5/8"-diameter truncated tip is
preferred over offset or other unique tips. All tips are hollow, allowing water to circulate
near the welding surface. This cools the tip at the end of the tip to minimize deformation
due to heat buildup.
After a number of welds are performed, the tips begin to mushroom due to excessive
heat. This increases the surface area of the tip face, which decreases the current
density of the weld. In order to compensate for this, steppers often are used to gradually
increase the heat of the tip as the face of the tip wears.
Electrode Tip Cap Dressing

Once the caps have worn to a certain point, they are reshaped to their original design
by cutting away the mushroomed and worn area. This is referred to as dressing the cap.
Each time a cap is dressed, it loses thickness from the face, bringing the water jacket
closer to the welding surface. The weld tip must be replaced before the cap is dressed
down to the water-jacket level.

Full-Body Destructive Testing

Individual welds can be tested through ultrasound equipment, but to verify the welding
quality, tear-down activities often occur.
Full-body destructive testing, or weld teardown, is the process of tearing apart and
inspecting an entire welded body-in-white. The intent of this procedure is to verify the
effectiveness of the in-process inspection and the actual welding process.
These teardowns are conducted during tooling certification and on an ongoing basis.
Destructive weld testing is to be done using a tapered punch or drift tool, driven by a
hand or power hammer to apply a peeling action without cutting the sheet metal or the
weld at the interface. Parts should be completely separated to determine the size of the
weld buttons.
If the teardown tests show incomplete or no-weld results, the resistance welding
equipment and electrode cap must be checked.

ADHESIVES AND SEALANTS

After welding components together, an adhesive or sealant may be applied.
• After welding a reinforcement to a door, a mastic adhesive is applied as gum drops
between the reinforcement and outer panel. This foam-like material ensures the
reinforcement does not move, reducing vibration and noise.
• An epoxy material is applied as a bead weld to connect and seal the inner and outer
panels before hemming.
• A hard, stick adhesive is inserted between the inner and outer panels at the base of
the closure, in this case a side door. This adhesive melts during subsequent
assembly operations, flows to seal any gaps from the environment, and hardens as
it dries. This adhesive sealant controls water leakage and corrosion.
Reinforcements
Outer
Panel
Inner
Panel
Adhesive
Hinge
Bolts
Decklid Adhesive Application

HEMMING
In closure panels, usually there are an inner panel that has been reinforced and an
outer panel. Both the inner and the outer panels must join together. The process that is
used to most often for bringing together these inner and outer components is hemming.
Hemming is a process of bending the flange of the outer panel into the flange of the
inner panel in hemming presses, as shown in the diagrams that follow. A picture of a
hemming press is shown below.
Locator pins in the lower half of the hemming die mate with locator holes in the panel to
precisely locate it within the die. These locations are correlated so that when the die
closes to hem the panels; both panels are precisely located in relation to each other.
TOOL LOCATOR PINS

FOR DOOR INNER PANEL
SUBASSEMBLY
DOOR INNER PANEL

SUBASSEMBLY IN DIE
TOOL LOCATOR PINS

FOR DOOR OUTER
PANEL SUBASSEMBLY
DOOR OUTER PANEL

SUBASSEMBLY IN DIE
Hemming Operation

Closed Hem Designs

Closure panels are often mated to inner, structural panels by hemming. The hem is
achieved by first bending the material into a 90 degrees flange followed by a second hit
which produces an intermediate angle. The final hit closes the hem and creates a
flattened seam. This process is shown in the figure below. Closed hems have their
edges in total contact.
(a) (b) (c)
Typical Hemming Sequence of (a) Flanging, (b) Pre-Hemming and (c) Hemming

Open Hemming
In open hemming, the flanges of the outer panel do not close onto the inner panel
intimately. A channel is left and often is used for leakage protection and corrosion
resistance. However, the risk is that it cannot be hemmed cleanly on the outer panel.
Open Hem Design

BOLTING THE CLOSURE PANEL TO THE VEHICLE

The last step in the manufacturing of closures is to bolt components such as hinges
onto the completed closure, as well as mounting the closure panel into the vehicle.
At this point, operators have calibrated automatic threading tools that bolt the
appropriate bolt to the specified torque.
For the purpose of holding components or the entire closure panel, such as a side door,
onto the vehicle, setup tooling is used, which allows for proper location of components.
First, the closure component hinge setting tool is used to set hinges. Next, the door
hang fixture sets the door, with hinges attached, to the vehicle. These tools are shown
below.
Door Hang Fixture Hinge Setting Fixture

FINAL ASSEMBLY PROCESS FOR SIDE DOORS

After components have been manufactured and assembled to the vehicle, the following
steps occur.
1. The vehicle is moved to the paint shop, where it is painted and baked.
2. The vehicle is moved to the final assembly line for completion. Operations there
include installation of:
⎯ Window glass
⎯ Window regulator
⎯ Door lock
⎯ Wiring harness
⎯ Audio system speaker
⎯ Interior door trim
⎯ Any other components required
The illustration below shows a side door that has gone through the paint process and
has all but the interior trim attached.
Side Door—Ready for Trim
The flowchart on the next page shows the basic final assembly. This process may be
different depending on whether the process is a doors-on or doors-off process.

FINAL ASSEMBLY PROCESS FOR SIDE DOORS (CONT’D.)
BIW Doors removed Doors removed

Continues on Phosphate
E-coat/ Sound deadener
Sound deadener
FPA E-coat after painting for
Paint/Bake after painting for
assembly line bake Patoh
Patoh applied?
applied?
Audit trim installation trim installation
Doors Body side

Continues on CAL Finished car exits
reattached mouldings
assembly line Audit plant
applied
Final Assembly Process for Side Doors

MODULE SUMMARY
This module described the basic assembly process. This information provides
participants with the background knowledge they need to consider the assembly
process when designing and developing a closure panel.
1. Describe the basic elements of the assembly process, including:
⎯ Dimensional setting
⎯ Welding
⎯ Adhesives and sealants
⎯ Hemming
⎯ Bolting
2. Describe the assembly processes used to complete a side door closure panel.
Looking Ahead
The next module summarizes the course.
The reference materials that follow include information about closed hem designs for
aluminum.

MODULE 6: REFERENCE MATERIALS

Reference materials for Module 1 include:
Closed Hem Designs for Aluminum.............................................................. Ref. 6-1

Flat Hem versus Compressed Radium Hem .......................................................................... Ref. 6-2
Reference materials for Module 6 include closed hem designs for aluminum.
Closed Hem Designs for Aluminum

Unlike drawing quality steels, which have very good bendability, aluminum panels often
require a larger hem radius to avoid cracking on the outer surface of the sheet. The
tendency for these materials to fail in bending often is magnified in areas where there is
considerable strain imparted in upstream processes like drawing or flanging or where
the geometry of the part makes hemming more difficult as on the waterfall of the
decklid. Larger hem radii are usually associated with poor craftsmanship; therefore,
there is considerable interest in improving the bendability of these alloys.
A Larger Hem Radii (Rope Hem) Commonly Used on Aluminum Closures
In response to these concerns, an effort was undertaken to develop a new hemming

method to achieve sharp, flat hems in aluminum similar to what is currently possible
with steel. This new hemming process is based on inducing a compression mode to
minimize spring-back and to produce smaller final hem radii without fracture, thereby,
increasing overall craftsmanship and robustness of the hemming process.

Closed Hem Designs for Aluminum (Cont’d.)

Flat Hem versus Compressed Radius Hem
In the figures below of a flat hem vs. a compressed radius hem, the dashed lines refer
to the strain state in the material.
Hem Tool
Conventional Hem Tool and Flat Hem
Hem Tool
Compressed Radius Hem Tool and Compressed Radius Hem
In the conventional method, the outer surface of the hem endures tensile straining over
the 180-degree bend around the inner panel. In the compressed radius hem, a smaller
region experiences this severe bending. The hem is closed from a 45 degree angle with
the modified hem tool by compressing the material into the final shape. As indicated in
the figure, this results in compressive strains, which help alleviate the high tensile
strains on the outer surface of the bend. Additionally, a shear stress component helps
produce a sharp radius without allowing the specimen to fail on the outer surface. The
result is a sharp hem without surface cracking that would not be possible with
conventional hemming tools.

7 MODULE
CLOSURE PANELS
Summary
Course
Module 7: Course Summary CLOSURE PANELS
Summary
OVERVIEW
Course Goal
The goal of the Closure Panels course is to provide the fundamental knowledge needed
to design closure panels and closure systems that meet or exceed customer
expectations. You will learn the basic principles and procedures that are required for
them to accomplish their jobs, as well as where to locate available tools and resources
for the design of these mechanisms and parts.
Course Objectives
The Closure Panels course objectives provide the foundation that you need to:
1. Describe what is expected of a closure panel.
2. Examine the requirements and considerations that are required for designing a
closure panel.
3. Analyze how a closure panel interfaces with the other parts of the vehicle.
4. Describe assembly processes related to closure panels.
5. Locate and use available sources of information on closure panel requirements and
design.

Closure Panels Module 7: Course Summary
CONTENT SUMMARY
Module 1: Overview
This module provided a description of closure panels and an explanation of the different
types of closures. Module topics included:
• What is a closure panel?
• Types of closure panels
Module 2: Hinges and Hold-Open Devices

Module 2 built on the information presented in Module 1 by describing the hinges and
other components that are part of the closure panel, including door checks and over-
slam bumpers.
Module topics included:
• Hinges and hold-open devices
Module 3: Fundamental Requirements

This module reviewed the types of regulations and requirements, as well as specific
regulations related to closure panels. Also included were discussions on GAP
architecture, SDSs, ARLs, and compliance. Module topics included:
• Overview
• FMVSS 214
• FMVSS 206
• Trustmark requirements
• GAP (Global Architecture Process) requirements
• Specification and reference requirements
• ARLs (Attribute Requirement Lists)
• Compliance requirements

CONTENT SUMMARY (CONT’D.)

Module 4: FPDS and Body Design Best Practices
This module focused on the composition of closure panels and the design process at it
relates to closure panels. Also discussed were the roles and responsibilities for
engineers and designers, and the interfaces with which closure engineers need to
communicate. Module topics included:
• Composition of body closures
• Construction sections
• Design studies
• Interfaces
• Closure panels and FPDS
• DVA (Design Verification Analysis)
Module 5: Materials and Manufacturing

Module 5 described the types of materials used for closure panels and how they are
manufactured in the stamping process. Module topics included:
• Materials
• Stamping basics: the requirements
• Deformation
• Forming modes
• The stamping process
• The stamping operation
• Stamping process assessments

CONTENT SUMMARY (CONT’D.)

Module 6: Component Assembly Requirements
Module 6 reviewed the component assembly process for closure panels. Of particular
importance is the dimensional control/3-2-1 methodology that is used to locate parts
during the stamping and assembly processes and requires consideration early in the
design process. Module topics included:
• Component assembly overview
• Dimensional setting
• Welding
• Adhesives and sealants
• Hemming
• Bolting
• Component assembly process

ADDITIONAL RESOURCES AND TRAINING

This course is part of the Body Engineering Core Curriculum. Although not every
engineer at Ford Motor Company will complete every course, it is understood that
different courses are beneficial for different engineers.
It is likely that an engineer will complete multiple courses to identify program issues and
timing concerns arising from interactions between commodities. The complete
curriculum is listed below.
BECC Curriculum
• Body Engineering Overview • Glass and Mechanisms
• Bumpers • Lighting
• Closure Panels • Mechanisms: Latches, Locks, and Keys
• Dynamic Sealing Systems • Mirrors
• Exterior Ornamentation • Wipers and Washers
Additional Training
In addition to the BECC courses, Ford offers other beneficial training including:
• FACT (Facilitation and Certification Training) for Global 8D
• FTEP Design of Experiments course
There are other courses outside the BECC curriculum that can also be beneficial, such
as:
• Geometric Dimensioning and Tolerancing, GD&T Course #3503
• Primary Metals, Course #10409
• Metallurgy for Design Engineers, Course #12203
• Shaping of Metals-Casting, Forging, Stamping & Power Metallurgy, Course #12201
• Body Construction Fundamentals, Course #8898
• Body Structures, Course #7838

Websites
The following websites provide support for further investigation of the topics presented
in this course.
Ford Global 8D
• http://G8D.ford.com/html/index.html
FMEA
• http://www.fdi.ford.com/fmeaTRG/index.html
• http://www.fdi.ford.com/coursedesc.html
Other References
The following publications support the material presented in this and other BECC
courses and are valuable additional resources for the glass and mechanisms engineer.
• FTEP, global 8D Participant Guide.
• Brassard, Michael, and Diane Ritter, The Memory Jogger II: A Pocket Guide of Tools
for Continuous Improvement and Effective Planning, ed. Francine Oddo. Salem, NH:
GOAL/QPC, 1994.
• Simply Better, The Simply Better Way, Analytical Tools, SmithKline.


APPENDIX
A
CLOSURE PANELS
Closure Web Sites

Appendix A: Closure Web Sites CLOSURE PANELS
Appendix A: Closure Web Sites

The web sites listed below are for your reference. If you receive notification of a web
site address change or elimination, you may want to change the information listed for
that web site. Please note that there may be other web sites available to you that are
not listed here.
General overall Information

• Ford research library—for a variety of information
⎯ http://www.rlis.ford.com/cgi-bin/site2000/home.cgi
• Engineering Resource Guide—for information that should be in their an engineering
book when designing and releasing a part
⎯ http://www.be.ford.com/tireswhlorn/EngrngResourceGuide/tocERG.html
Training and Development Information

• Experience and Stability of Personnel (ESP) and Technical Maturity Model (TMM)
⎯ http://www.pdesp.ford.com
• FTEP (Ford Tech Education Program) courses
⎯ http://www.fdi.ford.com/main.asp
• FLN (Ford learning network)--where IDPs (Individual Development Plan) and training
for each engineer are maintained.
⎯ http://www.fln.ford.com/home/main.asp
• Sign up for courses and training
⎯ http://www.etd.ford.com/ems
Organization Information
• Body Engineering Global Core Eng (GCE) and Body CAD—the Closures GCE
organization is located here which provides names of Technical experts/SDS
personnel for closures structures, hinges and checks.
⎯ http://www.be.ford.com/
• Corporate Label information
⎯ http://www.be.ford.com/labels
A-2 Body Engineering Core Curriculum

CLOSURE PANELS Appendix A: Closure Web Sites
Database Systems
• Deviation information
⎯ http://www.edeviation.ford.com/edvtn2.0/asp/fdpmainhome.asp
• Durability failure information (i.e., find a failure at APG such as a corrosion issue on
bottom of doors).
⎯ http://www.duris.ford.com
• Patent information.
⎯ https://web.anaqua.ford.com/Anaqua/Disclosure/RequestHome.asp
• GPIRs (Global Prototype Inventory Requisitioning Scheduling)—where engineers
order parts for testing.
⎯ http://www.mpl.ford.com/gpirs/index.html
• CRID (Cost Reduction Idea Database) information on cost reduction ideas.
⎯ http://www.crid.ford.com/crid/html/index.html
• WERs (Worldwide Engineering Release System)--where information on part release
and design changes is maintained.
⎯ http://www.wers.ford.com
• Containment plans--required for all design changes in WERs.
⎯ http://www.ctmdb2.ford.com/default.asp
• AIMs (Automated Issues Management) information—where all issues are
maintained.
⎯ https://web.aim.ford.com/owa.cgi/frmMainMenu.Body
• Global 8D
⎯ http://www.quality.ford.com/g8d/owa.cgi/frmWelcome.Open?psRd=1070994155
973
• Access part numbers
⎯ https://web.mpnr.ford.com/jsp/util/Home.jsp
Body Engineering Core Curriculum A-3

Appendix A: Closure Web Sites CLOSURE PANELS
Standards and Requirements

• Automotive Safety Office
⎯ http://www.ese.ford.com/aso/index.html
• Engineering Standards
⎯ http://www.dearborn2.ford.com/esse
• Functional Requirements
⎯ http://www.requirements.ford.com/asp/index.asp
• Regulatory information
⎯ http://www.grid.ford.com
• Welding specifications (i.e., groupings).
⎯ http://www.vo.ford.com/ss/welding/
• Standard part information (ie, drawings).
⎯ http://www.msxi.ford.com/PNSearch/default.asp
• MATs (Material and Toxicology System)—where material information can be
accessed.
⎯ http://www.mats.ford.com/index.cgi
Design (CAD) Information

• Grant access to CAD information (metaphase, digital buck)
⎯ https://web.c3p.ford.com/uams/index.html
• C3P
⎯ https://web.c3p.ford.com/index.html
Quality and Engineering Disciplines Information

• Core reliability information
⎯ http://www.cleangreen.ford.com/CleanGreen/Home
• Quality information
⎯ http://www.g8d.ford.com/
A-4 Body Engineering Core Curriculum


Closure Panels Course PDF

Uploaded by

Copyright:

Available Formats

Closure Panels Course PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Closure Panels Course PDF

Uploaded by

Copyright:

Available Formats

B OD Y EN GIN EER IN G

Intro-2 Body Engineering Core Curriculum

Body Engineering Core Curriculum Intro-3

Intro-4 Body Engineering Core Curriculum

Body Engineering Core Curriculum Intro-5

The information in this course will help you to understand:

Intro-6 Body Engineering Core Curriculum

1-2 Body Engineering Core Curriculum

Body Engineering Core Curriculum 1-3

WHAT IS A CLOSURE PANEL?

1-4 Body Engineering Core Curriculum

TYPES OF CLOSURE PANELS

Side Door Breakdown Chart

Liftgate and Liftgate and

Rear Closure Chart

Body Engineering Core Curriculum 1-5

TYPES OF CLOSURE PANELS (CONT’D.)

Conventional Front Side Door

Conventional (Fully Framed) Front Side Door

1-6 Body Engineering Core Curriculum

01.03.01 Front Side Doors (Cont’d.)

Front Side Door Outer Panels

Front Side Door Inner Panels

Body Engineering Core Curriculum 1-7

01.03.01 Front Side Doors (Cont’d.)

Hardtop Door on Vehicle

1-8 Body Engineering Core Curriculum

01.03.01 Front Side Doors (Cont’d.)

Hardtop Side Door Outer Panels

Hardtop Side Door Inner Panels

Body Engineering Core Curriculum 1-9

01.03.02 Rear Side Doors

Conventional Rear Side Doors

Conventional Rear Door on a Vehicle

1-10 Body Engineering Core Curriculum

01.03.02 Rear Side Doors (Cont’d.)

Conventional Rear Door Outer Panel

Door structure with full doorframe Partially trimmed panels

Conventional Rear Door Inner Panel

Body Engineering Core Curriculum 1-11

01.03.02 Rear Side Doors (Cont’d.)

Proposed SUV Center-Opening Door System Open

1-12 Body Engineering Core Curriculum

01.03.02 Rear Side Doors (Cont’d.)

Sliding Door Open

Body Engineering Core Curriculum 1-13

01.03.02 Rear Side Doors (Cont’d.)

Sliding Door Outer Panels

Sliding Door Inner Panels

1-14 Body Engineering Core Curriculum

01.03.03 Rear Decklid, Truck Back Doors, Tailgate, and

Body Engineering Core Curriculum 1-15

01.03.03 Rear Deck lid, Truck Back Doors, Tailgate, and

Decklid Beamed Inner Panel

Teacup Inner Panel

Decklid Teacup Inner Panel

1-16 Body Engineering Core Curriculum

01.03.03 Rear Decklid, Truck Back Doors, Tailgate, and

Cargo Doors Closed Cargo Doors Open