greg reed, contributing technical editor...

AUTOMOTIVE & AEROSPACE TEST REPORT ● J u n e 2 0 0 6 A1w w w . t m w o r l d . c o m

Automotive manufacturers havelong sought to improve quality

by making components that arecloser and closer to perfect, but thetrend toward tighter tolerances alsodrives up the cost of production.Assuming the ultimate goal is a reli-able product, as measured by func-tion rather than dimension, might anapproach that accommodates loosertolerances improve reliability?Conventional wisdom says “no,” butpractical experience says otherwise.

In a recent chat with LarryStockline, president of Promess, Ilearned how the company improvesmanufacturing quality in automotiveproducts by using looser tolerances.While it sounds counterintuitive,Stockline’s concept is validated by thefact that Promess’s systems producehigh-quality parts for demanding Big3 and transplant automakers.

Q: Can you provide an example ofautomotive components that requirefunctional precision yet seemingly defyclose tolerance specification?A: Control arms are a good exam-ple. Not only are they stamped, butthey are also mounted with rubberbushings. Nevertheless, the automak-

ers have a very tight specification forexactly where the ball joint has to bepositioned by the control-arm assem-bly. They just don’t tell the suppliershow to meet it.

Until very recently, the only way toimprove reliability was to specify atighter tolerance. Yet, for many auto-motive components, we have longsince passed the point where specify-ing tighter tolerances is the best suc-cess path. Using intelligent assemblytechnologies, it’s quite practical toloosen the tolerances on many indi-vidual component parts and let theassembly system compensate for vari-ations and still produce quality prod-ucts. Think of the cost savings thatcould be realized if the industry tookthis approach rather than blindly pur-suing perfection regardless of cost.

Q: How can loosened tolerancesaimed at a phantom dimension actuallyimprove quality?A: OK, let’s look at that control arm.In pursuit of perfection, the engineerwill build a set of precision tools andfixtures to install the bushings only todiscover that stampings and rubberparts are not predictable. Regardlessof precise tools and fixtures, theprocess inevitably degenerates into“press and hope” and then “measureand sort” with scrap and rework writ-ten off as a cost of doing business.

A better answer is to stop makingstampings and rubber bushings intoprecision products, and design an as-sembly system “smart” enough tocompensate for the variations. Insteadof “press and hope,” you “push,measure, push” until the assembly isfunctionally correct, regardless of

component variations. Isn’t that whatthe automaker really wanted?

Q: What kinds of force or precisionmeasurements take place in a typicalpress operation? How do you monitorthe press process?A: Let’s stay with the control-arm as-sembly. It uses four electromechanicalassembly presses (EMAP) equippedwith external sensors that measure thefinal assembly in real time. TheEMAPs are arranged in opposing pairsat the bushing end of the control-armassembly. The EMAPs use the datafrom these sensors as feedback to con-trol final positioning.

By comparing this data to that of a“good” operation, the control deter-mines when the bushing is close tofinal position, and the EMAPs areswitched into precision “push, mea-sure, push” mode for the final loca-tion. This system produces upper andlower control-arm assemblies withintolerance, independent of the stack-up of the individual components. �

Weighing cost vs tolerancesGreg Reed, Contributing Technical Editor

A2 Editor’s note

A2 Highlights

A5 Cold Regions Test Centersupports US troops

A7 Products

INSIDE THIS REPORT

Larry Stockline,President, PromessCour tesy of Promess

June 2006

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AUTOMOTIVE & AEROSPACET E S T R E P O R T

Team uses NASAtunnel to testblended wing bodyBoeing Phantom Works has partneredwith NASA’s Aeronautics ResearchMission Directorate and the US AirForce Research Laboratory in WrightPatterson Air Force Base,OH, to explore and validatethe structural, aerodynamic,and operational advantagesof a concept called the“blended-wing body.” Ablended-wing body looks dif-ferent from most airplanes,as it has a modified triangu-lar-shaped wing. The team ismaking use of a historicNASA wind tunnel to testthe new design.

“One big difference between thisairplane and the traditional tube andwing aircraft is that, instead of a con-ventional tail, the blended-wing bodyrelies solely on multiple control sur-faces on the wing for stability andcontrol,” said Dan Vicroy, senior re-search engineer at NASA’s LangleyResearch Center in Hampton, VA.“What we want to do with this wind-tunnel test is to look at how thesesurfaces can best be used to maneuverthe aircraft.”

The team has produced two 21-ftwingspan prototypes of the blended-wing body for wind-tunnel and flighttesting. The Air Force has designatedthe vehicles as the “X-48B.”

X-48B Ship No. 1 began wind-tun-nel testing on April 7 at the LangleyFull-Scale Tunnel. The tunnel, whichis operated by Old DominionUniversity in Norfolk, VA, was builtin 1930 and has been used to testWorld War II fighters, the Mercuryspace capsule, and concepts for a su-personic transport.

Testing is expected to be completedin mid-May, at which time the proto-type will be shipped to NASA’sDryden Flight Research Center, inEdwards Air Force Base, CA. It will

serve as a backup to Ship No. 2,which will be used for remotely pi-loted flight tests later this year. Bothphases of testing are focused onlearning more about the low-speedflight-control characteristics of theblended-wing body concept.

“The X-48B prototypes have beendynamically scaled to represent amuch larger aircraft and are beingused to demonstrate that a blended-

wing body is as controllable and safeduring takeoff, approach, and land-ing as a conventional military trans-port airplane,” said Norm Princen,chief engineer for the X-48B programat Boeing Phantom Works.

The Air Force is interested in theconcept for its potential future mili-tary applications. “We believe theblended-wing body concept has thepotential to cost effectively fill manyroles required by the Air Force, suchas tanking, weapons carriage, andcommand and control,” said CaptainScott Bjorge, the Air Force ResearchLab’s X-48B program manager.www.nasa.gov

IEEE approves testing standardfor nanotubesThe recent approval of IEEE 1650,“Standard Test Methods forMeasurement of Electrical Propertiesof Carbon Nanotubes,” provideswelcome ground rules for engineerswho must test carbon nanotubes.While carbon nanotubes are ex-pected to produce impressive break-Contact Greg Reed at [email protected].

E D I T O R ’ S N O T E

Attend a PXI seminarGreg Reed, Technical Editor

Having recently attended oneof the free PXI Technology

and Applications Conference(TAC) events (www.pxitac.com), Ihighly recommend the experience.Put on by PXI Systems Alliancemembers, these traveling semi-nars give engineers the opportu-

nity to learn from ex-perts in classroom-style presentationswith ample network-ing downtime.

PCI eXtensionsfor Instrumentation (PXI) is anopen standard for measurementand test automation, and the TACevents feature information deliv-ered by test company presenterswithout the sales commercial. Mytake-aways included guidelinesfor integrating PXI systems andfor devising communications testsystems.

After 10 years of R&D investmentand product development, the PXIAlliance partners have much to tellabout the modular bus. By buildingautomated test systems, and by pi-oneering test technologies such asPXI Express, these vendors havehelped manufacturers reduce theirinvestment in test infrastructure andshorten the time to market for manyapplications.

There are four seminars left onthe schedule: Tijuana, Mexico(June 2); Minneapolis, MN (June8); Washington, DC (June 13);and Boston, MA (June 15). If youcan attend one of the remainingsessions, I advise you to do so.(Disclaimer—Although not partici-pating directly in the PXI TAC,T&MW is a media sponsor of theevent.) �

H I G H L I G H T S

AUTOMOTIVE & AEROSPACE T E S T R E P O R T

This photo shows an earlier prototype of theblended wing body. Cour tesy o f NASA Lang ley Research Center.

w w w . t m w o r l d . c o m AUTOMOTIVE & AEROSPACE TEST REPORT ● J u n e 2 0 0 6 A2

w w w . t m w o r l d . c o m

throughs in displays, integrated cir-cuits, sensors, and other nanoelec-tronic components, the developmentof practical tools for commercial ex-ploitation by industry remains a dis-tant hope. In providing a uniformtest and measurement method, the1650 standard enhances the technol-ogy’s development.

The 1650 standard recommendsboth equipment and proven proce-dures for measuring the low-levelelectrical signals emitted by carbonnanotubes. Specifically, it addressesbasic parameters such as electricalconductivity, Hall effect (used to mea-sure magnetic fields), and other criti-cal electrical properties. IEEE 1650also defines a means for reportingperformance data and system-level interoperability.

“There’s an impressive amount ofwork underway seeking to use nan-otubes to fabricate next-generationdevices,” said Daniel Gamota, IEEE

1650 Working Group chair. “Theseefforts have surfaced a strong needfor uniform ways to evaluate nano-tube electrical performance, so whatis observed by one group can beconfirmed by others. IEEE standardsprovide a consensus-based technical

platform that offers guidance formoving forward and commercializ-ing novel nanotechnology basedproducts.”

The new standard will providecredibility for carbon nanotubes en-tering the market, according to Paul

AUTOMOTIVE & AEROSPACE TEST REPORT ● J u n e 2 0 0 6 A3


The CANopen Product Guide2006, produced by CAN inAutomation (CiA), is now avail-able on the Web. The guide lists322 controller area network(CAN) products, organized byboth specific applications andgeneric functions. For example,you can find products designed foruse in specific types of vehicles,such as off-highway or trucks, andyou can find general-purposeproducts, such as analyzers andsimulators.

Products are also listed by theirconformance to the CiA deviceand application profiles, such asCiA 401 (the profile for I/O mod-ules) and CiA 404 (the profile formeasuring devices and closed-loopcontrollers). Each product descrip-tion includes the manufacturer’scontact information. www.can-cia.org/products/pg2006.

CAN productguide available

http://www.isthq.com

Brazis, IEEE 1650 Working Groupvice chairman. “Many groups reportelectronic data for carbon nano-tubes, but there is no good way tounderstand the accuracy, repeatabil-ity, and consistency of these data,”he said. “IEEE 1650 assures thesedata are reported consistently so endusers can depend on informationfrom vendors and so gain confidence

in the nanotubes they buy. The stan-dard also will give manufacturerswho comply with IEEE 1650 a wayto legitimize what they offer.”

Elsewhere in the nanotechnologytest realm, IEEE has set its sights ondeveloping IEEE 1690, “StandardMethods for the Characterization ofCarbon Nanotubes Used asAdditives in Bulk Materials,” whichwill define test methods for carbonnanotube quality control involvingsuch factors as material purity andcomposition. A third nanotech stan-dards measurement effort, IEEE1670, “Chemical Vapor Deposition(CVD) Techniques for Nanotech-nologies,” aims to establish recom-mendations for the measurementsand analyses needed in CVDnanoscale processing.

Finally, the IEEE has formed theNanoelectronics StandardsRoadmap (NESR) for setting up aframework for nanomaterials, de-vices, functional blocks, and appli-cations developed in conjunctionwith key industry participants.NESR workshops will meet regu-larly with the goal of issuing a road-map document by the end of 2006with annual updates thereafter.www.ieee.org/groups/1650.

Inalfa Roof Systemschooses Intertek accelerated testerInalfa Roof Systems, a supplier ofOEM sunroof systems to car manu-facturers, has implemented a multi-axis, random vibration, acceleratedtesting system that was designed andbuilt by Intertek ETL SEMKO. Thesystem employs Intertek’s FailureMode Verification Testing (FMVT)process to identify quality problemsduring the design phase. Interteksays traditional stress-test methods,such as long-term sunroof life-cycletesting, require as many as 30 or 40days to complete, whereas its FMVThighly accelerated test method canuncover issues in as few as 5 days.

Using the Intertek system, Inalfa isable to combine specifications from itscustomers with tests that it developedinternally to employ a consistent testmethod for uncovering design issues.The engineering group can then cor-rect defects in a sunroof system beforeit goes to production, where anyproblems would require costly fixes.www.intertek-etlsemko.com.

NQA acquiresCalifornia firmNational Quality Assurance, USA(NQA, USA), an ISO registrar, re-ports that is has acquired AmericanInternational Registrars (AIR), lo-cated in Ventura, CA. NQA providesquality and environmental manage-ment registration services for theaerospace, automotive, defense,telecommunications, and informa-tion technology industries. AIR pro-vides ISO 9000 quality system as-sessment and registration services.

In addition to helping NQA sup-port its California client base, whichincludes NASA, Boeing, and Ray-theon, the new location will enablethe Massachusetts-based company toexpand in the local market by offer-ing its clients a single source for cer-tification. www.nqa-usa.com.

AUTOMOTIVE & AEROSPACE TEST REPORT ● June 2 0 0 6 A4w w w . t m w o r l d . c o m


Carbon nanotubescould have usesin transistors andelectronic com-ponents, commu-nications andsensing, launchvehicles, andcomputing. Cour tesy o f NASA.

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Since 1949, the US Army hasmaintained the Cold Regions

Test Center in Delta Junction, AK. Irecently asked the technical director,Jeffrey Lipscomb, to describe theCRTC’s role in testing vehicles andaircraft in preparation for theaters ofengagement.

Q: What is the central purpose of theUS Army Cold Regions Test Center? A: To plan, conduct, and report theresults of cold-weather natural-envi-ronment testing of anything the USmilitary is building or buying thatwill or may be used in a potentialcold-weather climate.

Q: Besides providing militaryvehicle testing support, does thecenter also serve commercialvehicles? A: We have capacity and ca-pabilities that are not always100% utilized. Those facilitiesand our cold-weather expertiseare available to commercialcustomers on a noncompetitivecontract basis.

Q: What specific capabilities does the center provide? A: For vehicle testing, we are veryproud of our one-year-old MobilityTest Complex. This facility includes a

3.2-mile, double-lane paved oval; an800x1000-ft paved lateral accelera-tion pad; a 200x1000-ft skid pad; on-site fuel; and paved and gravel slopesof 5, 10, 15, 20, 30, 40, and 60%

Cold Regions Test Center supports US troopsGreg Reed, Contributing Technical Editor

Specialized and standard test chambers

for the automotive industry from ESPEC

4141 Central Parkway • Hudsonville, MI 49426 U.S.A. • Phone: 616-896-6100 • Fax: 616-896-6150

Popular modelsin stock

In addition to the widest line of standard environmental test chambers, ESPEC has specialized solutions for design and product validation, durability, and accelerated aging.

Automotive test stand integration with:

• Salt and rain spray • Vibration systems• Engine dynamometers• Activated engine components• HVAC system tests• Pressure/burst tests• Explosion/fuel tests Standard environmental chambers

• Benchtop chambers• Reach-in chambers• Temperature cycling and thermal shock• Walk-in chambers• Ovens• Dust chambers

Drive-in/walk-in chambers integratetemperature/humidity with:

• Four-post road simulators • Dynamometers• Mast tables• Air bag deployment tests• NVH/Squeak and rattle• Road salt corrosion tests

See details on all of our productsfor the automotive industry:

www.espec.com/autoCall for catalog 1-877-463-7732

http://www.espec.com/auto

grade. Also available for customeruse are a 5000-ft2 maintenance andstorage building, along with a 4900-ft2 office building on site with fullvoice and data connectivity for up to24 workstations.

We also have in-house snow- andice-making capability to tailor thetrack, slopes, and pads to any need.While we exist primarily for wintertesting, these facilities are maintainedand available year-round, and thesummers in Alaska are wonderful!With daily highs from the mid-60s tolow-90s (°F), and 24 hours of light,the summer is an ideal time to get alot done in a temperate climate.

Q: Is there provision for aerospace/aviation testing? A: Absolutely. Besides large rangesand no encroachment, we have con-trolled-use airspace from surface to

100,000 ft and an Armyairfield capable of han-dling any aircraft in theAir Force inventory.While CRTC does nothave in-house expertisein commercial aircrafttesting, we maintain aclose working relationship withAlaska Aerofuel, a corporation basedin Fairbanks that specializes in thesupport of aviation testing.

Q: How does CRTC testing support thecombat readiness of troops in the field? A: CRTC is one of nine test centersoperating under the aegis of theDevelopmental Test Command,which in turn is part of the ArmyTest and Evaluation Command.Together, we ensure that all Armyclothing, equipment, weapons sys-tems, and vehicles will perform as

required to allowAmerica’s soldiers to ac-complish their missionssafely and effectively.CRTC, of course, is thecenter of expertise incold-weather operationstesting in the natural

environment to enhance perfor-mance and reliability on the cold-weather battlefield or trainingground.

Q: The CRTC has been operatingsince 1949. Are there established andproven “rules of the road” that uni-formly apply to all combat zones? A: There are many, but rememberthat cold weather is our forte, so wepretty much concentrate on thatwhen discussing “rules.” There is oneconstant, though, that does applyuniversally: Water freezes at 32ºF. �



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Oscilloscopes add CAN/LIN optionAgilent Technologies has introduced anautomotive triggering and real-time de-code option for its 6000 Series mixed-signal oscilloscopes that helps automo-tive engineers find and debug errorsand signal-integrity problems in con-troller area network (CAN) and local in-terconnect network (LIN) designs.

The N5424A CAN/LIN option fea-tures hardware-accelerated decode ofthe CAN and LIN serial buses. Wave-forms are updated at up to 100,000real-time waveforms per second. Agilentclaims that the high waveform-updaterates of the 6000 Series combined withthe fast decode-update rates of theCAN/LIN option enable designers tofind and debug intermittent errors andsignal-integrity problems that they couldmiss with other decode tools.

The N5424A CAN/LIN option al-lows engineers to trigger on eitherstandard or extended CAN messageIDs, including the message ID of a re-mote transfer request frame. It sup-ports triggering on a data frame andallows engineers to specify messageIDs, data, and data length for filteringmessages of interest. Triggering on ac-tive error frames also is supported.

The CAN/LIN option is available inthe four-channel models of the 6000Series. Price: CAN/LIN option—$1500. 6000 Series—starts at $4595.Agilent Technologies, www.agilent.com.

Module sports 16 RS-485 portsIntended for serial-intensive embeddedapplications in military, commercial, andindustrial settings, Sealevel Systems’SIO-104+16.485 supplies 16 RS-485ports on a PC/104-compliant module.To simplify RS-485 communication, theboard automatically handles the RS-485 driver enable, allowing the RS-485 ports to be viewed by the operat-ing system as standard COM ports.

The SIO-104+16.485 includesUARTs with 128-byte FIFO buffers forerror-free communication at up to

921.6 kbps. Interfacing is accom-plished through a 40-pin header. Theboard comes with Sealevel’s SeaCOMsuite of Windows drivers and theWinSSD application to assist in devel-opment and troubleshooting. Baseprice: $349 (low-volume quantities).Sealevel Systems, www.sealevel.com.

DAQ hardware includestachometer channelProsig has introduced the P8004portable data-acquisition hardwarethat offers four analog channels andone dedicated tachometer channel.Based on the company's higher chan-nel-count 8012, 8020, and 8048 sys-tems, the P8004 delivers up to 24-bitresolution at up to 400 ksamples/s.Prosig says the systems are mostcommonly used for vibration andacoustic analysis in automotive appli-cations such as noise, vibration, andharshness testing (NVH), ride andhandling, chassis dynamics, fatiguetesting, and comfort and standardscompliance. Prosig, www.prosig.com.

Noise and vibration analyzergains mobile front endLMS has extended the LMS SCADASfamily of data-acquisition systems withthe addition of the LMS SCADASMobile series of front ends. The seriesconsists of two models: The SCM05accommodates 4 to 40 channels; theSCM01 hosts 4 to 8 channels. Eachprovides up to 102.4-kHz samplingrate per channel, 24-bit resolution,105-dB signal-to-noise ratio, and athroughput rate that exceeds 2.2Msamples/s.

The company also introduced LMSTest.Xpress, a noise and vibration ana-lyzer that runs on the SCADAS Mobilefront ends. The software's real-time ca-pabilities allow users to perform FFT,order, and octave analysis with soundlevel meter functionalities in a singlemeasurement run. LMS Test.Xpressshows the analysis results instanta-neously on screen, while saving thehigh-sampled time data on disk. LMSTest.Xpress is fully interoperable with

the company's Test.Lab suite for post-processing of test data. LMSInternational, www.lmsintl.com.

Module combines CAN, GPS,and wireless modemRequiring only a single slot in aPC/104 stack, the Janus MM fromDiamond Systems incorporates dualCAN bus interfaces and optional GPSand wireless modem capabilities on asingle board. The Janus MM simplifiesthe development of vehicle-based ap-plications that can communicate on thevehicle network, determine the vehi-cle’s location, and exchange informa-tion with a central location.

A dual UART on the module inter-faces with two optional serial modules.One module can be either an 8-chan-nel or 12-channel Trimble NavigationGPS receiver. The second module canbe a MultiTech GSM/GPRS or CDMAwireless communication module. Baseprice: $225. Diamond Systems,www.diamondsystems.com.


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