eBook FJWeiland Remanufacturing Automotive Mechatronics and Electronics

Editor: Fernand J. Weiland

Remanufacturing AutomotiveMechatronics & Electronics

Not a threat but an opportunity

2

Table of Contents Foreword By the Editor ..3 Preface By Prof. Rolf Steinhilper ..5 Remanufacturing New and Future Automotive Technologies By Fernand J. Weiland...13 Selected and Applied Test and Diagnosis Methods for Remanufacturing Automotive Mechatronics and Electronics By Dr.-Ing. Stefan Freiberger35 Sustainable Development by Reusing Used Automotive Electronics By Fernand J. Weiland .....83 Research of Internet & Scientific Databases on Reusing and Inspection of Used Electronics Fernand J. Weiland ...89 Remanufacturing of Mechatronic and Electronic Modules for Transportation Vehicles Challenges and Opportunities By Rex Vandenberg..................97 Remanufacturing Electronic Control Modules Evolution in Progress By Joseph Kripli.111

3

FOREWORD OF THE EDITOR

As the Chairman of the Automotive Parts Remanufacturers Associations Electronics &

Mechatronics Division, it is my objective to ensure that our members enjoy the benefits of

their membership. Among the many services an association can provide such as lobbying,

facilitating networking opportunities, publishing newsletters and newspapers, etc., I

decided to focus my efforts on technical communications. My objective is not to educate

our members on existing products which they are already familiar with, but to inform them

about future product changes and encourage them to embrace new technologies.

As a new division, the Electronics & Mechatronics Division has enjoyed tremendous

industry support which has been reflected by the large attendance at our meetings. Since

our start in 2006, we have had many meetings, clinics and plant tours. I would like to give

special thanks to all those who have contributed their time and talent as board members,

as speakers, and plant owners. They all have significantly contributed to the success of

this division. To encourage all members of our association to embrace the new E & M

technologies, I decided to edit a small book with the aim of exploring the changes which

will happen to their product lines.

Many thanks go to my friends and true professionals, Joe Kripli from Flight Systems and

Rex Vandenberg from Injectronics, who have greatly contributed to this book and to our

clinics, it is always a joy to work with them. Special thanks and gratitude also go to Stefan

Freiberger, a young, brilliant engineer who has significantly contributed to this book as

both author and technical editor. My debt is also to my friend Rolf Steinhilper, who has

supported me with his advice throughout the creation of this book, and has shared my

enthusiasm for remanufacturing for the last 20 years.

Lastly, many thanks to all the participants to our clinics,

to Bill Gager, President of APRA and his staff, in

particular Global Connection editor Kirsten Kase, who

have helped me in getting my job done as the chairman

of our division and as the editor of this book.

Fernand J. Weiland Chairman APRA Electronics & Mechatronics Division

5

Preface By Prof. Rolf Steinhilper

Three areas: 1. Service Engineering (a new scientific discipline discovered only recently),

2. Automotive Maintenance (a task undergoing radical changes because of the

introduction of electronics and mechatronics into cars) and 3. Remanufacturing

Technologies (also challenged by cars electronics and mechatronics) form the

background of this very interesting new book edited and composed by Fernand Weiland.

After outlining the key challenges, it presents new technologies and opportunities mainly in

the field of remanufacturing automotive electronics, profiting from the pioneering spirit and

the expertise of a handful of innovative personalities around the globe who are willing to

share their knowledge with those who are also taking part in this exciting journey.

So it is a real pleasure and honor for me to give some introductory remarks in a preface to

this book, which I hope to be the ignition for inspiring a sequence of more good news and

valuable information for the rapidly developing remanufacturing technology of automotive

electronics and mechatronics.

1. SERVICE ENGINEERING A NEW SCIENTIFIC

DISCIPLINE

The term Service Engineering has now been around for a little more than ten years,

describing a challenging and fascinating field of work besides the engineers classic

disciplines such as design engineering, manufacturing

engineering or industrial engineering.

Being a huge new field, Service Engineering is defined in the

academic world as the systematic development and design of

services using appropriate models, methods and (software) tools.

Given this definition, Service Engineering is positioned in-

between engineering and economic sciences. Thus it is driven by

both the transition from production-based to service-oriented

6

economies as well as by the possibilities of new information and communication

technologies such as B-to-B and B-to-C activities via the internet.

Service Engineering and in particular Technical Service Engineering for cars aims at

developing processes for maintaining a cars performance (and thus also its energy

consumption and emissions) on the levels it was designed for, as well as providing know-

how and spare parts to fix failures (and thus reach or even extend the products desired

lifetime) it is therefore of real significant economic and ecologic relevance within the total

life cycle of a car.

So far, however, scientific research & development efforts towards innovative Technical

Service Engineering is still a widely unexplored territory but the potentials are both huge

and promising.

7

2. AUTOMOTIVE AFTERMARKET SERVICES

BUSINESS OF WORLD SCALE AND SCOPE

The so-called automotive aftermarket the business of car repairs and spare part

supplies is of wide scope: both in volume and in secrecy (!).Regarding sales, the global

automotive aftermarket business is worth 600 billion Euros (850 billion US $) which means

only around one third of the size of the global automotive business. But as figure 1 shows,

that regarding profits, the automotive aftermarket contributes three times as much than

new car sales to the profits of the automotive business!

Figure 1: Automotive Service How big is it?

0.3% Used car

warranty

12% Sale of used

cars

17% Sale of new

cars

17% Financing, insurance

13% Fuel, oil,

tyres

41%

Spare

parts, service

Originof profits in the automotive industry

Global aftermarket worth over EUR 600 billion(= USD 888 bn = JPY 94,653 bn = CNY 6,315 bn)

Aftermarket equals 1/3 of the global automotiveindustry turnover of EUR 1,889 billion

Continued growth over the coming years

Aftermarket makes up more than 50% of profits

Source:

Booz Allen Hamilton from Automobilwoche no.12 (2005) and OICA (2007)

8

The majority of the automotive service and spare parts business, to some extent

depending on the geographical region it is operating in, is done by the so called IAM

(Independent Aftermarket), not primarily by the OEM/OES (Original Equipment

Manufacturer/Supplier), see figure 2.

Figure 2: Independent Aftermarket (IAM) vs. Original Equipment Services (OES).

This competition between OEM/OES and IAM is tough, but it is of course good news for

both technological progress and service innovations for the customers/car owners.

3. TECHNOLOGICAL TURNAROUNDS OF AUTOMOTIVE

MAINTENANCE AND REMANUFACTURING

TECHNOLOGIES

The rapid introduction of computer controls, which operate engine and power train

management, assist driving, steering, braking, suspension and many other safety,

transmission and/or comfort functions in todays vehicles, is challenging both service

operations and skills along the cars life cycle as well as remanufacturing technologies and

54%

81% 82%

59%

80%66%

0%

20%

40%

60%

80%

100%

Original Equipment Services (OES)

Independent Aftermarket (IAM)

Market shares of Independent Aftermarket (IAM) and

Original Equipment Services (OES) in 2005

Source: GEP (2005)

9

the involved failure diagnosis requirements. Figure 3 depicts the radical shift (or

technological turnaround) of automotive maintenance operations.

Figure 3: Automotive Service Engineering New Technologies and Opportunities.

Many, if not most of these changes in automotive maintenance are caused by the

introduction of microcontrollers, electronic and mechatronic components for more and

more car functions.

10

The remanufacturing technologies for such electronic and mechatronic components in

todays and tomorrows cars also need to be improved and will see some significant

changes and extensions in the near future. These developments are the focus of all

following chapters of this book so no details will be pointed out in this preface.

It should be stated, however, that many recent Research and Development projects which

are run together with OEMs/OESs and the IAM at the Chair Manufacturing and

Remanufacturing Technology at the University of Bayreuth, Germany, where Prof. Dr.-Ing.

Rolf Steinhilper and his team of 10 engineers also operate a European Remanufacturing

Technology Center, deal with the development of new remanufacturing technologies and

business opportunities for automotive electronics and mechatronics. The contents and

results of all these projects are clearly showing that in the intersection between up-to-date

know-how from the three areas Service Engineering, Automotive Maintenance and

Remanufacturing Technologies, many new opportunities arise, see figure 4.

11

Figure 4: Automotive Maintenance Operations.

12

4. ENJOY READING!

Already today most world class companies have remanufacturing operations to boost their

own productivity and competitiveness in the service sector. But remanufacturing is also a

business for the small, family-owned, local companies, which are the backbone of every

national economy. Small innovative remanufacturers often tie the most intelligent knots in

the global players networks.

Remanufacturing is an eco-innovation driver, with potentials on the economic and the

environmental sides as well. It will conquer new disciplines and new product areas like the

car electronics and mechatronics and open new markets.

We must also remember that the strongest driving force in our market place is always the

consumer technological push needs marked pull. Remanufacturing technology

matters, but not as much as the people who will buy the remanufactured components and

ultimately benefit. Fortunately, consumer research also indicates a rising awareness which

is more than just lip service towards protecting the planet; particularly if customers can

have some fun and save money at the same time. Remanufacturing offers this magic twin

opportunity.

So I am very grateful to my friend Fernand Weiland for publishing this book but not only

my thanks go to him but all the other authors for undertaking this effort.

My best wishes mainly go to the readers of this book for their interest in the further

advancement of the great concept of remanufacturing. There is a strong potential for

growth the kind of healthy, balanced growth we need.

Remanufacturers are in business at the right time in the history of the world to provide

answers to many of our economic, environmental and employment challenges. Enjoy

reading, grasp the opportunities in the areas of vehicle electronics and mechatronics and

take action!

13

REMANUFACTURING NEW AND FUTURE AUTOMOTIVE TECHNOLOGIES

By Fernand J. Weiland, FJW Consulting, Cologne Germany)

1. A NEW DEFINITION FOR REMANUFACTURING

AUTOMOTIVE ELECTRONICS AND MECHATRONICS

Until the advent of mechatronics and electronics controllers, the definition for automotive

remanufacturing was clear:

A remanufactured automotive component is the functional equivalent of a new component

and according to the Automotive Parts Remanufacturers Association (APRA)

Recommended Trade Practice the exact definition was, Remanufacturing means

renovating used vehicle parts or components in accordance with the generally accepted

state of the art so that they can perform their function similar to new ones.

Remanufacturing regularly consists of dismantling the used units into their components,

checking these components, repairing defective components or replacing them with new,

reassembling the units, readjusting as necessary and submitting them to a final test. The

unit will be reassembled in such a manner that it is returned to its original status and

performs like new.

14

Figure 1: Remanufacturing process steps.

This definition, created for traditional remanufacturing, in the future will also apply to

mechatronics, however, for electronic controllers the definition will have to be adapted.

Electronic controllers, also called electronic control modules/units (sometimes colloquially

called black boxes), are computers equipped with passive and active electrical/electronics

components. They do not have mechanical components and therefore the need to

completely disassemble the entire unit is not necessary. When an electronic unit needs to

be opened, the cleaning will normally be light, since the units are hermetically sealed.

Defective components will need to be changed with new, and some critical components

may also be changed out completely for safety or reliability reasons. In this context it is

interesting to note whether electronic control units which have already been used and

continue to work properly can be reused again without any intervention. The German

Fraunhofer Institute IZM has studied this criteria and an interim report is available in this

book.

15

2. REMANUFACTURED PARTS ARE THE BEST

CHOICE

Figure 2: Remanufactured Parts.

To service and repair motor vehicles with used parts or repaired parts is not the best

choice. Used parts have not been corrected for any potential problems. They have a

limited life expectancy. Not only will it not be an economical choice to use these parts, but

most importantly it can be an unsafe replacement. Furthermore, used parts procured from

car dismantlers are generally not easily available. Repaired parts have not been fully

disassembled, inspected or rectified -- their full function is not certain however, they are

an environmentally friendly alternative, but not without risks to the buyer. New parts are

not the best economic choice either, because they are more expensive then

remanufactured units and they are surely not an environmentally friendly alternative.

Remanufactured parts are simply not only the best choice and the best buy, but

environmentally the only viable alternative. Remanufacturing saves material and energy

and the parts are (re)manufactured to high quality standards. In comparison to

manufacturing new units, remanufacturing uses 90% less material and 90% less energy!

16

Figure 3: Vehicles in Europe and USA.

3. GLOBAL POTENTIAL SALES FOR AUTOMOTIVE

REMANUFACTURED PRODUCTS (AND

MECHATRONICS)

Globally speaking, the biggest market for remanufactured products is North America.

Europe is number two and the rest of the world is only an emerging market. In the United

States remanufacturing has been in place since 1940 and has steadily developed over the

years. Today the market is mature and remanufactured products have established a

dominant position against new, used or repaired units. In Europe remanufacturing has not

reached the same level, though the introduction in the United Kingdom dates back as early

as 1945 and in Germany, 1947. The main reasons for this slower growth have been that

Europe has been a market where garages tended to repair rather than use

remanufactured units. However, in recent years this trend has changed and the popularity

of remanufacturing is now progressing well.

The question for America and Europe is how will the new technologies of mechatronics

and electronics influence remanufacturing? Will the higher technological barriers hinder

the development of remanufacturing? At this juncture no one can reliably predict which

position remanufacturing will hold in 15-20 years. But encouraging all remanufacturers to

embrace the change now will not only mean challenges but also opportunities. As an

17

association APRA has decided to facilitate education and networking in support of these

technological developments.

Figure 4: European annual production of remanufactured units.

4. EUROPEAN FUTURE POTENTIAL FOR

REMANUFACTURING

In terms of communicating volumes or number of units remanufactured every year, there

are very few reliable sources. APRA is one of the only sources available, and quotes for

North America a market of 60 million units each year and for Europe 20 million. If one

considers that the number of vehicles in use in the United States is around 200 million and

in Europe approx. the same number, one can asses that the potential in Europe leaves

room for growth. However, an accurate estimation of further growth is difficult because too

many factors will influence the development.

The positive short/medium term growth will certainly come from products like air

conditioning compressors, automatic transmissions, etc. These product lines will

increasingly equip more and more European cars and a new potential for remanufacturing

will emerge. A further area of growth is expected to come from components for heavy duty

vehicles. Potential growth is also expected in the areas of Eastern and Southern Europe

where remanufacturing is not yet as highly developed as in other parts of Europe. APRA

estimates that by the year 2015 the total European volume will reach 30 million units.

Compared to the year 2000 this is two times more! Beyond this date it is difficult to predict

the future of remanufacturing due to the potential impacts of mechatronics and electronics.

18

Figure 5: Potential units to be remanufactured.

5. TRADITIONAL REMANUFACTURED PRODUCTS

The list of parts which have traditionally been remanufactured, also called hard parts, is

long (see table above). Most are mechanical and hydraulic parts, however, electrical parts

like electrical starter motors and electrical generators represent a significant part of

traditional remanufacturing. They all have been fitted to our vehicles for many years and

over time they have only slightly changed in technology. Remanufacturers have always

been able to cope with technical changes. By nature remanufactures are very inventive

and creative and when original technical specifications for products are not available for

remanufacturing, they perform reverse engineering, a great capability which

remanufacturers have. Over the years remanufacturers have invested in very

sophisticated tools, not only for the remanufacturing process, but also for the extremely

important work of testing the final quality of their products. All of these capabilities will help

them when they face the important change from traditional components to mechatronics

and electronics.

19

Figure 6: Remanufacturing product life cycle.

6. THE REMANUFACTURING PRODUCT/TECHNOLOGY

LIFE CYCLE

In remanufacturing every product line/technology will follow a life cycle, from new/future

products, to current products, to mature products, and finally to phasing out products.

With products maturing, the remanufacturing volume will increase and so will productivity

and profits. At the end of the cycle they will phase out, and at that time the volume and

prices will decline and the product will become a niche product. Electrical power steering,

for example, are new/future products which will definitely increase in volume over time

and follow the above outlined cycle. But at the same time the traditional hydraulic power

steering, which is a mature product, will decrease in volume and finally will phase out and

be replaced by these new electrical power steerings. Most of the time phasing out is due to

changing technology. Volume reduction can also be caused by increased original product

20

reliability, causing the volume required for servicing/repairing cars to decline. The

profitability of reman components will vary significantly during their life cycle. At the start,

when up-front investments and learning cost are high, profitability will be low, but with

higher volumes, due to economies of scale, the margins earned will reach the highest

value. Future mechatronics remanufacturing will follow this path and when it reaches the

volume production phase the earnings will be very attractive.

Figure 7: Evolution of vehicles in use. Over a period of ca. 15 years the conventional hydraulic power

steering will gradually be replaced by the electrical assisted power steering (EAS).

7. HYDRAULIC POWER STEERING VERSUS

MECHATRONICS POWER STEERING

A typical example to demonstrate the changes of a component during the life cycle is the

power steering fitted to the Volkswagen Golf cars. Until 2005 this model was fitted with

traditional hydraulic power steering, but starting in 2005 Volkswagen decided to install a

completely new technology: the electrically driven and electronically controlled power

steering. This is a typical example of a traditional component which was converted to a

mechatronic unit. The number of cars in use, which still have hydraulic power steering, is

21

very significant and it will take up to 10-15 years until all Golf in use are equipped with the

new mechatronic version. Despite this, remanufacturers must embrace the new

technology now if they wish to stay in this business. Volkswagen is not the only OEM

changing to mechatronics power steering. Fiat, Opel and others have changed to the new

technology in 1998 and the aftermarket, i.e. remanufacturing business, for these units has

already started.

Figure 8: Mechatronics units.

8. WILL THE COMPLEXITY OF MECHATRONICS BE A

THREAT FOR REMANUFACTURING?

The list of automotive mechatronics components is as long as the list of traditional

components because any mechanical, electrical or hydraulic component will be replaced

by electronically controlled components, if it hasnt happened already. The reasons for this

22

are many since car components need to become more efficient in terms of energy

consumption, safer, smaller in size and weight and faster. The only way to improve all

these parameters is to control the units electronically and make them part of an

interrelated car network.

Furthermore, electronic control will also allow the customisation of car functions. By

changing the software instead of the hardware - which is much easier - an opportunity to

install and add additional features requested by the owner/driver of the car will be

presented to the technician. The downside of this will be the proliferation or increased

number of specific applications (part numbers) for each component and the question could

be asked if these changes or challenges are not too many or too big for the

remanufacturer to cope with. With the right determination and the right investment

remanufacturers can manage all this. In fact it will not be the first time the industry will be

dealing with such paradigm change, after all they have successfully managed the change

from mechanical carburetors to electronically controlled engine management systems,

which was quite a challenge

Figure 9: Bosch exchange program (source: Robert Bosch) Bosch is a very committed supplier of

remanufactured products which they call Exchange. Remanufactured Electronic Controlled Units

and Ignition Distributors are only two lines of many other product lines which they offer.

23

9. WE ALL CAN LEARN FROM THE

REMANUFACTURERS OF ENGINE MANAGEMENT

SYSTEMS

Engine management systems (EMS) control the fuel injection, the ignition and the

emissions of combustion engines. In total the number of functions which they control is

approximately 100. The systems consist of many sensors and actuators and a computer or

Electronic Control Unit (ECU). These days nearly all cars are equipped with an EMS

system. When the change from carburetor to electronic injection happened 25 years ago,

some remanufacturers (Original or independent remanufacturers) did not hesitate to

embrace the change. They were not afraid to go through a difficult learning phase and they

were not reluctant to make the investments which such a new business required. In this

book you will be reading contributions made by two of these pioneers. The

remanufacturing processes which they invented were more on the electronic side and less

on the mechatronic side which were not yet developed. They now remanufacture all the

different types of controllers and the pertaining actuators which are the precursors of the

future mechatronic reman business. They are living evidence of what can be achieved by

remanufacturers who are determined to accept high challenges. They are the proof of

what remanufacturers often say, In remanufacturing nothing is impossible! My conclusion

is, what has been done for electronics can also be done for mechatronics!

Figure 10: TRW Electrically Assisted Steering (EAS) which is electrically column driven designed for

smaller vehicles (source: TRW Automotive).

24

10. REMANUFACTURING MECHATRONICS IS A

FASCINATING PROCESS

What exactly is a mechatronic unit? It is the combination of a mechanical component with

an electrical actuator which is electronically controlled. The word mechatronics means a

combination of the words mechanics and electronics. Basically a mechatronic unit is

also a control system which, in automotive applications, is often a part of an entire vehicle

interconnected network. One of the first mechatronic automotive components which is

already finding its way into remanufacturing is electrical power steering! During driving,

power steering components are constantly actuated; therefore the need for service or

replacement often becomes necessary. This makes these components very attractive to

the remanufacturing business. The major Tier one manufacturers of these new

mechatronic components are ZF, Bosch, TRW, NSK and Koyo. These companies have all

designed different systems for different vehicles which have already been in production for

a number of years.

Figure 11: Elements of the TRW electrical column driven power steering: the electronic controller, the

angle sensor and the electrical motor actuator.

25

11. ARE MECHATRONICS REALLY SO COMPLEX?

An Electrical Assisted Steering (EAS) system may look complex, but not so if we analyse it

component by component. The system can be divided into three major units:

1. The sensor which is part of the steering column that measures the angle the driver

makes in turning the steering wheel;

2. The Electronic Control Unit (ECU) which processes the sensor data information and

calculates and supplies the power,

3. The electrical motor which will rotate the column, that will drive the rack, and turn the

wheels of the car.

This automotive system is no different from many other control systems which we have

used for many years in all sorts of non automotive applications. In remanufacturing, the

three components of the EAS unit will be processed separately and each will be inspected,

repaired and tested. Repairing electrical motors is not new to remanufacturers and

rebuilding an ECU, as we have seen previously, is a process which remanufacturing

specialists are very capable of performing. After remanufacture and reassembly of all three

components into a complete unit, a final test will ensure the proper functioning of the unit.

This last check is one of the most important steps for the remanufacturer. Specialized

manufacturers of test equipment will provide the perfect piece of equipment required to do

this final job.

26

Figure 12: Electronic control unit of an electrical power steering pump.

A micro controller of an electrical power steering pump and the frequency of potential

failures (defects) which need to be repaired during remanufacturing. Out of 100 units

which are returned for reman, only 10 units will have a defective microcontroller, 25

defective wiring or connectors and 40 units will show a problem with the power supply

modules.

27

12. WHAT CAN GO WRONG IN AN ECU AND WHAT

NEEDS TO BE REMANUFACTURED

An ECU (electronic control unit) for a standard mechatronic unit like an EAS is significantly

less complex compared to an ECU for EMS. The number of parameters it controls or

computes is limited as are the number of electronic components. In total, the number of

passive and active components is modest. As a result the number of potential failures on

an ECU for an EAS is often limited to the more passive components like:

- connectors - for many reasons they are a weak point in any electronic unit;

- the wiring - mechanical stress and corrosion can cause a lot of problems, and

- the power supply - which consists of an often easy to diagnose and easy to replace

component.

The microcontroller itself is often the last source of complaint. Electronic semiconductors

(microchips, etc.) normally last forever. It is the electrical connections which are basically

mechanical connections that are often the problem makers!

Assuming the remanufacturer has the equipment and the data to test the unit, the

remanufacturing process of this ECU should not present them with a major problem.

Figure 13: TRW rear axle caliper is a combination of a hydraulic brake and an electrically driven parking

brake (source: TRW Automotive).

28

13. AFTER EMS & EAS WHICH ARE THE NEXT

MECHATRONIC UNITS APPEARING IN

REMANUFACTURING?

After EMS (Engine Management Systems) and EAS (Electrical Assisted Steering) the next

interesting area we need to look at is braking. A mechatronic braking system which has

already existed for a number of years is ABS, a braking system which has mechatronic

components, like electrical solenoids and an electronic controller. Not many

remanufacturers are remanufacturing these components because the reliability and the

number of service incidents are so low that the volume for remanufacturing is not sufficient

to justify the investment to reman on a larger scale.

With the introduction of the combined hydraulic/electrical brake caliper (see figure16),

which is also a parking brake, remanufacturing mechatronics will enjoy a new business.

Calipers are components which are highly stressed and the frequent service and repair

that they require will make them an important mechatronic component for remanufacturing.

These electrical calipers have a hydraulic piston coupled with an electrical motor and a

gearbox. Not too complex for remanufacturing, but as for all mechatronics, an electronic

tester for inspecting and operating the calipers will be absolutely crucial. Fortunately such

testers exist already.

Figure 14: Side-mounted combined starter-generator with the electronic controller designed by Valeo

(source: Valeo Automotive).

29

There are many other areas where mechatronics will be applied, but let us look at a last

one which in traditional remanufacturing is one of the biggest reman volume providers, i.e.

electrical rotating machines or starter motors and generators. At this juncture it is difficult

to make an exact forecast of which of the existing new rotating machine concepts will be

fitted to volume cars.

I have chosen to discuss the Valeo design because it is the best example for illustrating

the direction these applications are moving. The Valeo design, which would fit in the

category of so called micro hybrid power train, is a side mounted combined starter-

generator. The mechanical/electrical concept is close to traditional rotating machines

except that it is electronically controlled. Other combined starter generators used for more

powerful applications, the so called mild hybrid power trains, are also controlled

electronically and the challenge to reman will not be very different than the Valeo machine.

The remanufacturing of these new machines will not be such a great problem; the bigger

hurdle will be, as for all mechatronics units, the electronic controller. For Starter-

Generators the controller will in addition be combined with an inverter for supplying the AC

current for the motor mode.

30

14. HOW REMANUFACTURERS CAN HELP GARAGE

WORKSHOPS WITH BETTER DIAGNOSIS

The garage workshop is very familiar with remanufactured units which it has used

extensively for repairing cars over the last several decades. Remanufactured units offer an

attractive solution for returning defective cars to service. With the advent of electronics and

mechatronics, remanufacturing will positively expand in so far as the remanufacturer will

not only offer a product to the installer but also a technical service! The reason has to do

with the increased complexity of the units and the daily struggle of the garage technician

with the new technologies. Unfortunately for the garage, not only are the units more

complex but also the entire electrical car connections are now part of a multiplex network

called CAN bus.

Figure 15: On Board Diagnosis (source: Robert Bosch).

31

Traditionally, the garage technician repairing cars had the capability to check the

components, but now with all components becoming mechatronics and interrelated, his

testing possibilities for individual components are very limited. One has to rely on what the

car testers will tell them about the status of the car systems, but often they will not tell him

the real status of the individual components. Only the remanufacturer has this true and

clear capability to inform the installer if a mechatronic unit is accurately working or not! As

a result, the remanufacturer can now help the garage to perform a better diagnosis, a

service which is new and will be very appreciated. Smart remanufacturers will offer this

competitive advantage and will be compensated with greater market shares!

Figure 16: Performance of electronic control units (source: Robert Bosch). Over the last 25 years the

performances of electronic controllers for EMS have increased by a factor of 100! In the

same time span, the size/volume of the controllers have decreased five times. This is

practically a specific performance improvement of a factor of 500!

32

15. MECHATRONIC COMPONENTS HAVE A MUCH

SHORTER DESIGN CYCLE

If we compare the changes in Engine Management Controllers over the last three

decades, we will see at least three significant paradigm changes (see figure 16). If in

comparison we look at traditional components like Brake callipers, Hydraulic power

steering, etc. we have, until the recent advent of mechatronics, not really seen one

significant paradigm change over a similar period. Brake callipers, power steering and

other components are only now going through a paradigm change, i.e. they will all become

mechatronic components.

To illustrate the current speed of change in the design cycle of electronics (and

consequently, mechatronics) the best examples are personal computers, mobile phones

and digital cameras. We replace these units every 3-5 years, some even more frequently.

Most of the time the reasons for this frequent changing technology is found in the

hardware and software. In automotive design we are seeing a similar evolution. For

example, for EMS (Engine Management Systems) the product design cycles have already

reached a stage of less than three years, according to a study made by the Technical

University of Dresden (Germany).

The bottom line of this evolution will be that design cycles for automotive components will

reduce considerably and OES aftermarket sales & service divisions will be highly

challenged to keep pace with these frequent changes. Fortunately remanufacturing can

easily cope with these challenges. In the past remanufacturers have always supplied the

aftermarket with products. It is not unusual that after more than 20 years after the OE

stopped production, remanufacturers are still capable of offering a reman unit for repairing

cars!

33

16. REMANUFACTURING IS A RELIABLE AND VERY

ATTRACTIVE SOLUTION FOR SHORT, MEDIUM & LONG

TERM SUPPLIES OF COMPONENTS FOR REPAIRING

VEHICLES

I do not have to reiterate the fact that remanufactured products are an attractive solution for

replacing defective components. I do however, wish to emphasize that for OEMs and Tier

Ones, the mechatronic components which are quickly becoming obsolete, will present an

immense challenge in terms of securing long term (15 years and more) supplies. For them,

remanufacturing will be the best choice and a very cost effective and safe alternative

compared to making new components. They will need to adopt the philosophy to offer

remanufactured units now and not at a later date. They need to create a system for the

return of defective units and they need to retain certain test equipment and data before they

dispose of them. Remanufacturing needs time to prepare, because it cannot happen

overnight when other alternatives, such as small batch production, redesign, produce an all

time batch, etc, have failed!

17. FINAL CONCLUSIONS

Active car components will eventually become mechatronics components. The

conversion has already started and it will take a few years (2-5) until all new cars will

be equipped with them. It will take approximately 10 years until the majority of the cars

in use are equipped with them.

Mechatronics will be a new area where remanufacturers can win a competitive edge if

they adopt the trend early enough.

Traditional remanufacturers do not always have the know-how to tackle electronics

and mechatronics. They need to go through a learning process which will take time. I

recommend to subcontract or to work with the specialized electronics remanufactures

who can give valuable support.

Investments of time, but also of money, are required to make the change. To create a

sound basis for the investment, remanufacturers must create a robust plan.

34

In the future remanufacturing mechatronics will be an attractive program, not only to

offer to the independent aftermarket but also to offer to OEMs and Tier Ones, who

may decide to subcontract their programs.

Mechatronics are high value products which will deliver higher margins and which will

not be easily copied by low labor countries. The parts proliferation will be such that

high volumes by part number will not be the norm.

Remanufacturers should decide soon if they want to be in the mechatronic business.

Mechatronics needs high dedication; success will only come from embracing the new

technology with determination. Good luck!

35

Selected and Applied Test and Diagnosis Methods for Remanufacturing Automotive

Mechatronics and Electronics

By: Dr.-Ing. Stefan Freiberger; Bayreuth University

Structure:

1 Automotive Mechatronics

2. Test and Diagnosis in Remanufacturing

3. Test and Diagnosis of Mechatronics in Remanufacturing

4. Test and Diagnosis of Electronic Control Units in Remanufacturing

5. Test and Diagnosis of Actuators and Sensors in Remanufacturing

6. Remanufacturing of Electro Hydraulic Power Steering Pumps

7. Remanufacturing of Electronic Control Unit of an EHPS-Pump

8. Remanufacturing of Air Mass Sensors

9. Conclusion and Outlook

36

1 Automotive Mechatronics

1.1 Design of Mechatronic Systems

The task of mechatronic systems is the arranged and controlled conversion of electrical,

hydraulic, mechanical, thermal and pneumatic energy. Mechatronic systems are

characterized by at least one mechanical energy flow and one transfer of information. In

order to perform this task, the mechanical, electrical and electronic systems are closely

interconnected, exchanging data through a communication system. The following figure

shows the design of an integrated electronic system, to which literature increasingly refers

as mechatronic system.

Figure 1: Mechatronic systems.

Actuators and sensors represent the basis of the mechatronic system. Through analog or

digital signals, the electronic control units are able to communicate with the control system,

as well as with the sensors and the actuators. They are also built in the mechatronic system.

The properties of the system, e. g. dynamic characteristics, flexibility and learning aptitude

are mainly defined by the software in the electronic control unit.

1.2 Subassemblies within Mechatronic Systems

The following subsections give a closer insight to the actuators, sensors and electronic

control units, which represent the most important subassemblies of mechatronic systems

Mechatronic System

Basic System

Control System

Electronic control unit

Actuators Sensors

Desired values

Actual values Given values Energy,

Information,

Material

Energy,

Information,

Material

37

1.2.1 Actuator Subassembly

In many cases, automotive actuators comprised of an electronical input and a mechanical

output. The following actuators are frequently used in vehicles:

Electronic actuators: e. g. direct current motors, electronical valves and generators.

Fluid energetically actuators: e. g. valves, barrels and pumps.

With regard to their power-to-weight-ratio, the hydraulic actuators are clearly superior to the

electronical ones. The advantages of electronical actuators are inherent in their convenient

controllability, in their great dynamics, in their good degree of efficiency, the low costs of

production and the good testability. Due to the many advantages of the electronical

actuators, they are commonly used in vehicles, especially in those with medium requirement

of energy. Up to 100 electric motors are already installed in todays luxury-class vehicles.

This trend is to be strengthened and spread towards every vehicle class. Especially

brushless dc motors will be installed in the future, since they posses a higher power density

combined with a good reliability. Hydraulic actuators are used for several rare applications

with a high requirement of energy, e. g. servo steering systems.

1.2.2 Sensor Subassembly

The task of sensors is to measure internal and external signals of a system, to convert these

signals and to send the signals to electronic control units. Most of, electrical signals are used

as sensor output. The value is transmitted by one of the following ways of signals.

For amplitude analogue signals, the amplitude is proportional to the measurand.

For frequency analogue signals, the frequency is proportional to the measurand.

For digital signals, an encoded binary signal can be transformed into the measurand.

Furthermore, sensors can be classified according to their measuring principle. Table 1

shows the commonly used measuring principles in todays vehicles.

38

Table 1: Measurands, measuring principles and applications in the vehicle.

Measurand Measuring principle (Code of the

measuring principle)

Measuring application (Code

of the measuring principle)

Acceleration Inductive (1), capacitive (2),

piezo-electric (3),

hall-effect (5)

Cross acceleration (2, 3, 5),

Lateral acceleration (2, 3, 5),

Crankshaft acceleration (3)

Revolution

speed

Inductive (1), hall-effect (5),

optical (6), magneto-resistive (10)

Gearbox rotation speed (1, 5),

Wheel rotation speed (1, 5, 10)

Pressure Capacitive (2), piezo-electric (3),

resistive (4), piezo-resistive (7)

Absorbing air pressure (7),

Charging air pressure (4, 7),

Breaking pressure (2, 4),

Flow rate Resistive (4), optoelectronic (8) Air flow (4),

Mass air flow (4)

Lenth,

Distance

Inductive (1), capacitive (2),

resistive (4), supersonic (12),

radar (11)

Accelerator value (1),

Seat adjustment stroke (4)

Clutch stroke (1),

Temperature Resistive (4), optoelectronic (8),

thermoelectrical (9)

Oil temperature(4),

Water temperature (4),

Exhaust gas temperature (4)

Vibration Piezo-electric (3) Knocking sensor (3)

Angle Inductive (1) capacitive (2), Resistive

(4),hall-effect (5), optoelectronic (8),

magneto-resistive (10)

Steering angle (8, 10, 5),

Damper angle (4),

Accelerator angle (1, 4, 5)

The table above shows some sensors that are used in vehicles. Due to the increasing

number of used sensors, the continuing trend is a miniaturisation of the systems - mainly in

order to economise weight and space.

1.2.3 Electronic Control Unit

With the introduction of the microcontroller more and more functions are being transferred to

electronic control units (ECUs). Modern cars may contain up to 100 ECUs, mostly as part of

the complex mechatronic systems used in the power train, safety and comfort systems of

todays vehicles. Optimal interaction between sensors, actuators, and the control units is a

basic requirement for the smooth functioning of the entire system. Unfortunately, in recent

years, the rising complexity has lead to a decrease in reliability and an increase in the

number of call-backs and breakdowns, especially for innovative vehicles. This, together with

the fact that the end-users costs for a single mechatronic system inside their cars range

39

between 200 and 3000 Euro, provides a strong incentive to remanufacture these

economically.

2 Test and Diagnosis in Remanufacturing

2.1 Remanufacturing Process Steps for Mechatronics

Especially with regard to systems that consist of networked subsystems - like mechatronic

systems, it makes sense to carry out an entrance test and diagnosis of the whole system,

before passing it on to the disassembly. This entrance test and diagnosis as a first step in

remanufacturing mechatronic systems gives information about the condition of the system.

The five common steps in remanufacturing can be added to the step of entrance test and

diagnosis of the system.

Figure 2: Process steps in Remanufacturing.

The entrance test and diagnosis divides the mechatronic systems into the fractions

remanufacturable and non-remanufacturable. During the second process step, the

4 5

1 Disassembly of the System 2

2 3

3 4

Reconditioning of Parts or Subsystems

5 Product Reassembly 6

Entrance Diagnosis of the System

Mechatronic

Systems

Remanufacturing

Process Steps

Test and Diagnosis of Subsystems

Quality Assurance

Final Test

Mechanic and

Electromechanic

Systems

1

Thorough Cleaning

40

disassembly, the two fractions are disassembled into different levels. Concerning the non-

remanufacturable systems, only the remanufacturable subassemblies (e. g. the sensors) or

parts (e. g. the casings) are disassembled, depending on the entrance test and diagnosis.

The non-remanufacturable parts are passed on towards material recycling or removal. The

remanufacturable systems run through a complete disassembly, a thorough cleaning to the

fourth process step of remanufacturing: the test and diagnosis of subsystems and parts. The

next step is the reconditioning of parts or subsystems and last but not least the product

reassembly and the final test. Having run through the different process steps mentioned

above, the remanufactured mechatronic systems can be delivered to the customer with their

original quality, their original effectiveness, original life-time, guarantee and service.

2.2 Boundary Conditions for Testing and Diagnosis in

Remanufacturing

Some of the remanufacturing companies work in cooperation with one or several original

equipment (OE) manufacturers. In the following, they will be referred to as OE manufacturer-

related remanufacturing companies. The main part of the remanufacturing companies

however is independent from original manufacturers and therefore these companies do not

cooperate with any OE manufacturer. Since the choice of the best methods for the test and

diagnosis of failures strongly depends on the cooperation with the OE manufacturers, the

two types of remanufacturing companies take different ways. Concerning the choice of test

and diagnosis methods, several basic requirements are stipulated for the two types of

remanufacturing companies:

Boundary conditions for OE manufacturer-related remanufacturing companies:

Existence of drawings (control plans, port information, tolerances in geometry, form

and position).

Existence of parts-lists (element designation, suppliers and assemblage Methods)

Existence of specifications.

If necessary: existence of original testing tools and test benches.

Boundary conditions for independent remanufacturing companies:

No access to drawings.

No access to parts lists.

No information concerning specifications.

No access to original testing tools and test benches.

41

2.3 Steps for the Test and Diagnosis in Remanufacturing

For the test and diagnosis of systems, subsystems and parts, the steps as presented in the

following figure are recommended.

Figure 3: Process steps for the test and diagnosis.

2.4 Methods for the Test and Diagnosis in Remanufacturing

There are a great number of different methods to test technical systems. Each method has

its special force and weakness. In account of technical or economical reasons, not every

known method can be applied in remanufacturing of mechatronic systems and their

subassemblies. The methods can either be divided into norm-based (deductive) and model-

based (inductive) methods or into signal based, signal model based and model based

methods.

Signal based methods are methods that use input, output and internal signals of the unit.

Signal model based methods are methods that use the stochastic coherences of signals or

the vibration behaviour of the signals. Model based methods use a mathematical model of

the system.

The symptoms are defined in such a way that deviations concerning the nominal or

reference state (specifications) indicate failures. In order to carry out an analysis of the

symptoms, every method has to be based on analytic and heuristic knowledge, concerning

the correlation of symptoms and failures. Only in this manner the failures, their nature,

reason, type, location and dimension can be safely diagnosed.

Choice of test and diagnosis methods

Generation of specification

Generation of test cases and input signals

Measurement under realistic conditions

Evaluation of the data

42

3 Test and Diagnosis of Mechatronics in

Remanufacturing

3.1 Potential Methods for Remanufacturing

The following figure shows potential methods for the test and diagnosis of mechatronic

systems in Remanufacturing.

Figure 4: Potential methods for the test and diagnosis of mechatronic systems.

3.2 Selection of Methods for Remanufacturing

Target of that chapter is to find out the best method or the best combination of methods for

the test and diagnosis of mechatronic systems in remanufacturing companies.

Remanufacturing companies are divided into independent (OE data are not available) and

OE manufacturer-related (OE data are available) companies.

3.2.1 For Independent Remanufacturing Companies (OE data are not

available)

The following table shows the result of an evaluation of the potential methods for the test

and failure detection of mechatronic systems for remanufacturing companies.

Potential test and diagnosis methods for mechatronic systems

Signal Based Methods

Absolute Value

Control

Characteristic

Curves

Signal Model Based

Methods

Stochastic Signal

Model

Spectral Analyze

Model Based Methods

Parameter Estimation

State Condition

Parity Space

Artificial Neuronal Networks

Fuzzy Models

Neuro Fuzzy Models

43

0 5 6 7 10

Table 2: Result of an evaluation for the test and diagnosis of mechatronic systems

(independent remanufacturing companies)

System knowledge

Efforts for model creation

Transferability

Possible ways of signalling

Failure test

Failure diagnosis

Invest

Duration of test and diagnosis

Efficiency share

Effort for model creation

Efficiency share

Technical effort

Efficiency share

Economical effort

Efficiency

Main Crit. Imp. in % 40 30 30

Single Crit. Imp. in % 37 23 40 35 45 20 55 45

Absolute Value

Control 8,3 8,5 9,2 1,9 5,2 2,0 7,7 5,2 8,7 3,4 6,6 6,5

Characteristic

Curves 8,3 7,9 8,1 8,2 8,9 5,7 6,3 6,6 8,1 8,0 6,4 7,6

Spectroscopic

Analysis 5,0 4,7 7,0 6,3 8,7 5,8 4,6 6,5 5,7 7,3 5,5 6,1

Stochastic Signal

Models 7,3 7,9 3,9 8,4 6,2 2,4 6,0 5,7 6,1 6,2 5,9 6,1

Fuzzy Models 5,0 4,1 6,3 8,8 8,7 4,7 6,0 5,5 5,3 7,9 5,8 6,2

Artificial Neuronal

Networks 8,5 4,7 4,1 10 8,8 6,0 3,2 6,6 5,9 8,7 4,7 6,4

Neuro Fuzzy Models 4,7 2,0 4,1 8,8 8,7 6,6 3,2 6,1 3,8 8,3 4,5 5,4

Parameter

Estimation 1,5 1,9 5,0 10 9,0 10 6,0 8,9 3,0 9,6 7,3 6,3

Parity Space 0,2 1,5 4,2 10 7,4 6,8 6,0 6,5 2,1 8,2 6,2 5,2

State Condition 1,9 2,1 5,0 10 7,4 5,2 6,0 6,5 3,2 7,9 6,2 5,5

The table above shows the summary of all calculated values, as well as the efficiency

shares and efficiencies of all potential methods for the test and diagnosis of mechatronic

systems in remanufacturing.

The following figure shows the recommended methods during the entrance and final test

and diagnosis in remanufacturing mechatronic systems.

44

Figure 5: Entrance and final test and diagnosis of mechatronic systems for independent remanufacturing

companies.

With expert knowledge, failure trees, results of FMEA analyses, failure data bases and

characteristics of the system in relation to the reference characteristics most of the failures

can be safely detected, localized and diagnosed. It is to note, that the method characteristic

curves can only detect those failures that influence the output signal.

Some failures, as for example cracks and deformations cannot be detected with the method

of characteristic curves. Therefore, a direct visual diagnosis is carried out before the

characteristic curves test, which is able to detect visible structural failures.

Entrance and final test and diagnosis of mechatronic systems: for independent remanufacturing companies

Direct Visual

Diagnosis

Specific

information

resources

Knowledge of

the workers

Specification

(e. g. pictures

of good units,

main failures,

FMEA results)

Gained

information

Localized and

diagnosed

visual and

structural

failures, their

sources and

consequences

Information

concerning the

sorting of the

systems for

further steps

Specific

information

resources

Test and

diagnosis

hardware

Specification

(e. g. input

signals, test

cases, set

output

signals)

Gained

information

Localized and

diagnosed

failures

Information

concerning

the sorting of

the systems

for further

steps

Characteristic

Curves

Systems with not diagnosed failures

Material flow

Systems with non-repairable failures

Systems with diagnosed failures

All systems

45

0 5 6 7 10

3.2.2 For OE Manufacturer-related Remanufacturing Companies (OE

data are available)


and diagnosis of mechatronic systems for OE manufacturer-related remanufacturing

companies.

Table 3: Result of an evaluation for the test and diagnosis of mechatronic systems (OE

manufacturer-related remanufacturing companies)

Possible ways of

signalling

Failure test

Failure diagnosis

Invest

Duration of test

and diagnosis

Efficiency share

Technical effort

Efficiency share

Economical effort

Efficiency

Main Criteria Importance in % 50 50

Single Criteria Importance in % 35 45 20 55 45

Absolute Value Control 1,9 5,2 2,0 7,7 5,2 3,4 6,6 5,0

Characteristic Curves 9,0 8,9 5,7 6,3 6,6 8,3 6,4 7,4

Spectroscopic Analysis 6,3 8,7 5,8 4,6 6,5 7,3 5,5 6,4

Stochastic Signal Models 9,4 6,2 2,4 6,0 5,7 6,6 5,9 6,2

Fuzzy Models 8,8 8,7 4,7 6,0 5,5 7,9 5,8 6,9

Artificial Neuronal Networks 10 8,8 6,0 3,2 6,6 8,7 4,7 6,7

Neuro Fuzzy Models 8,8 8,7 6,6 3,2 6,1 8,3 4,5 6,4

Parameter Estimation 10 9,0 10 6,0 8,9 9,6 7,3 8,4

Parity Space 10 7,4 6,8 6,0 6,5 8,2 6,2 7,2

State Condition 10 7,4 5,2 6,0 6,5 7,9 6,2 7,0

The table above shows a summary of all calculated grades, as well as the efficiency shares

and efficiencies of all potential methods for the test and diagnosis of mechatronic systems.

The following figure shows the recommended methods during the entrance and final test

and diagnosis within the remanufacturing of mechatronic systems.

46

Figure 6: Entrance and final test and diagnosis of mechatronic systems for OE manufacturer-related

remanufacturing companies.

With regard to OE manufacturer-related and independent remanufacturing companies, the

entrance test and diagnosis as well as the final test and diagnosis are similar. The main

difference is that the OE manufacturer-related remanufacturing companies use the method

characteristic curves, while the independent remanufacturing companies use the method

parameter estimation.

Entrance and final test and diagnosis of mechatronic systems: for OE manufacturer-related remanufacturing companies

Specific

information

resources

Knowledge of

the workers

Specification

(e. g. pictures

of good units,

main failures,

FMEA results)

Gained

information

Localized and

diagnosed

visual failures

and their

sources and

consequences

Information

concerning

the sorting of

the systems

for further

steps

Specific

information

resources

Test and

diagnosis

software

Specification

(e. g. input

signals, test

cases, set

output signals,

transmission

behavior)

Gained

information

Localized and

diagnosed

failures and

their sources

and

consequences

Information

concerning

the sorting of

the systems

for further

steps


Direct Visual

Diagnosis Parameter

Estimation

Material flow

Systems with non- repairable failures


All systems

47

4 Test and Diagnosis of Electronic Control Units in

Remanufacturing

4.1 Potential Methods for Remanufacturing

The following figure shows potential methods for the test and diagnosis of electronic control

units in remanufacturing.

Figure 7: Potential methods for the test and diagnosis of electronic control units.

The direct visual diagnosis can be used as an additional method. It is however not regarded

as an individual method, since it is not able to substitute the other ones. The reason for the

elimination of the stochastic signal methods is the extremely high amount of output signals

that would have to be evaluated for the failure detection. With regard to the model based

methods, only the function test and the artificial neuronal networks will be considered

further. In reference to the basic requirements, the methods fuzzy and neuro fuzzy models

are not economically feasible for electronic control units.

Potential methods for the test and diagnose of electronic control units

Signal Based Methods

Automatical Optic Diagnosis

Bed of Nails Test

Clip Test

Flying Probe Test

Manual Microscopic Diagnosis

X- Ray Diagnosis

Thermal Imaging

Behavioural Test

Model Based Methods

Function Test

Artificial Neuronal Networks

48

Because of the main reasons mentioned below, the model based methods parameter

estimation, state extent estimation and parity space models will not either be considered:

Not enough knowledge is known in the field of electronic control units in remanufacturing

companies.

The effort to create a model of the unit is huge.

These methods are only suitable for small electronic control units (controlling only up to

40 parts), which is not given in automotive electronics.

Instead of the model based methods parameter estimation, state estimation and parity

space, the functional test is potential for the test and diagnosis of electronic control units in

remanufacturing.

4.2 Selection of Methods for Remanufacturing

Target of that chapter is to find out the best method or the best combination of methods for

the test and diagnosis of electronic control units in remanufacturing companies.

Remanufacturing companies are divided into independent (OE data are not available) and

OE manufacturer-related (OE data are available) companies.

4.2.1 For Independent Remanufacturing Companies (OE data are not

available)

The following table shows the result of an evaluation for the test and diagnosis of electronic

control units.

49

0 5 6 7 10

Table 4: Result of an evaluation for electronic control units (for independent

remanufacturing companies)

System knowledge

Efforts for model creation

Transferability

Failure test

Failure diagnosis

Efforts for automatisation

Invest

Duration of test and diagnosis

Efficiency share

Effort for model creation

Efficiency share

Technical effort

Efficiency share

Economical effort

Efficiency

Main Criteria

Importance in %

40 30 30

Single criteria

Importance in %

37 23 40 40 60 20 43 37

Automatical Optical

Diagnosis 8,0 4,7 6,0 3,3 4,9 10 7,2 8,1 6,4 4,3 8,1 6,3

Bed of Nails Test 1,5 3,6 3,9 8,9 10 10 6,8 8,2 2,9 9,6 8,0 6,4

Clip-Test 1,5 5,0 5,7 8,9 10 2,0 8,7 0,9 4,0 9,6 4,5 5,8

Flying Probe Test 1,5 1,7 3,5 8,9 10 10 1,4 5,5 2,3 9,6 4,6 5,2

Manual Micros-

copic Diagnosis 8,5 8,3 9,1 3,1 3,7 0,0 9,3 1,3 8,7 3,5 4,5 5,9

X Ray Diagnosis 8,0 8,3 9,1 5,0 4,9 2,7 0,6 1,5 8,5 4,9 1,4 5,3

Thermal Imaging 7,8 7,9 9,1 7,7 8,9 8,3 7,0 7,5 8,3 8,4 7,4 8,1

Behavioural Test

8,0 7,0 6,7 9,9 4,9 10 8,2 6,2 7,3 6,9 7,8 7,3

Functional Test 1,5 1,5 3,4 9,9 6,3 10 7,1 8,2 2,3 7,7 8,1 5,7

Artificial Neuronal

Networks 8,5 4,7 5,3 9,9 4,6 8,0 7,0 6,9 6,3 6,7 7,2 6,7

The table above shows a summary of all calculated grades, as well as the efficiency shares

and efficiencies of all methods for the test and diagnosis of electronic control units. The

following figure shows the recommended process steps for the test and diagnosis of

electronic control units.

50

Figure 8: Entrance and final test and diagnosis of electronic control units for independent remanufacturing

companies.

Testing and diagnosing of electronic control units:

Gained

information

Localized

and

diagnosed

failures

and their

sources

and conse-

quences

Informa-

tion

concerning

the sorting

of the

systems

for further

steps

Specific

information

resources

Test and

diagnosis

hard- and

software

Specifica-

tion (e. g.

connecting

technique,

tempe-

ratures and

their

allowed

tolerances)

Gained

information

Localized

and

diagnosed

functional

and struc-

tural fai-

lures, their

reasons

and effects

Information

concerning

the sorting

of the

systems for

further

steps

Specific

information

resources

Test and

diagnosis

software

Specifica-

tion (e. g.

input

signals,

test

cases, set

output

signals,

trans-

mission)

for independent remanufacturing companies

Beha-

vioural

Test

Direct Visual

Diagnosis

Thermal

Imaging

Specific

information

resources

Knowlede

of the

workers

Specifica-

tion (e. g.

pictures

of good

units,

main

failures

and

FMEA

results)

Gained

information

Localized,

diagnosed

visual and

structural

failure, their

sources

and conse-

quences

Information

concerning

the sorting

of the

systems for

further

steps


Material flow



All systems

51

0 5 6 7 10

4.2.2 OE Manufacturer-related Remanufacturing Companies (OE data

are available)


and diagnosis of electronic control units for OE manufacturer-related remanufacturing

companies.

Table 5: Result of an evaluation for electronic control units (OE manufacturer-related

remanufacturing companies)

Table above shows a summary of all the calculated grades, as well as the efficiency shares

and efficiencies of all methods for the test and diagnosis of electronic control units.

The following figure shows the recommended process steps for the test and diagnosing of

electronic control units.

Failure test

Failure diagnosis

Efforts for

automatisation

Invest

Duration of test

and diagnosis

Efficiency share

Technical effort

Efficiency share

Economical effort

Efficiency

Main Criteria Importance in % 50 50

Single Criteria Importance in %

40 60 20 43 37

Automatical Optical Diagnosis 3,3 4,9 10 7,2 8,1 4,3 8,1 6,2

Bed of Nails Test 8,9 10 10 6,8 8,2 9,6 8,0 8,8

Clip Test 8,9 10 2,0 8,7 0,9 9,6 4,5 7,0

Flying Probe Test 8,9 10 10 1,4 5,5 9,6 4,6 7,1

Manual Microscopic Diagnosis

3,1 3,7 0,0 9,3 1,3 3,5 4,5 4,0

X- Ray Diagnosis 5,0 4,9 2,7 0,6 1,5 4,9 1,4 3,1

Thermal Imaging 7,7 8,9 8,3 7,0 7,5 8,4 7,4 7,9

Behavioural Test 9,9 4,9 10 8,2 6,2 6,9 7,8 7,4

Functional Test 9,9 6,3 10 7,1 8,2 7,7 8,1 7,9

Artificial Neuronal Networks 9,9 4,6 8,0 7,0 6,9 6,7 7,2 6,9

52

Figure 9: Entrance and final test and diagnosis of electronic control units for OE Manufacturer-related

remanufacturing companies.

This process combination can be applied for every electronic control unit that is not sealed

with resin material or silicone and that can be opened without destruction. For some parts of

the electronic control unit, the thermal imaging can be used instead of the bed of nails test.

Testing and diagnosing of electronic control units: OE manufacturer-related remanufacturing companies

Specific

information

resources

Test software

Process model

of the unit

Detailed

specification

(e. g. exact set

parameters

and their

permitted

tolerances)

Gained information

Localized and

diagnosed

functional

failures and

their sources

and

consequences

Information

concerning the

sorting of the

systems for

further steps

Specific

information

resources

Test and

diagnosis

software and

hardware (bed

of nails tester)

Detailed

specification concerning

parts (e. g.

power input)

Gained

information

Localized and

diagnosed

structural and

functional

failures and

their sources a.

consequences

Information

concerning the

sorting of the

systems for

further steps


Functional

Test Bed of Nails Test

Material flow



All systems

53

5 Test and Diagnosis of Actuators and Sensors in

Remanufacturing

The actuators and sensors that are used within mechatronic systems and in vehicles are

nowadays either assembled as electro mechanic systems, as electric systems, electronic

systems or independent mechatronic systems. Lots of actuators and sensors are built in

todays vehicles. The failure rate in the following table refers to one operating year of the

sensor.

Table 6: Failure rates of vehicle sensors.

Sensor type Sensor application Failure rate

in %/year

Absolute Value Steering angle sensor 0,87

Induktive, Hall-Effect Wheel speed sensor 0,26

Incremental, Hall-Effect Steering wheel angle sensor 0,25

Hall-Effect Acceleration sensor 0,25

Piezoresistiv Break pressure sensor 0,043

Resistiv Throttle valve potentiometer 0,0036

Considering the table above as well as the fact that great amounts of sensors are used in

vehicles, sensors represent a significant failure source.

6 Remanufacturing of Electro Hydraulic Power Steering

Pumps

The reasons for the choice of this system are on the one hand to be found in the relatively

high failure rate and the elevated costs of brand new parts of the electro-hydraulic power

steering pumps (EHPS-pumps) and on the other hand in the feasibility of remanufacturing

the system. For the practical application an EHPS-pumps of the manufacturer TRW is being

used.

54

6.1 Description of the System

Within the electro hydraulic power steering, the steering moment of the driver is decreased

with the help of an EHPS-pump and a rack steering. The following figure shows the

assembly of an electro hydraulic power steering unit of the manufacturer TRW.

Figure 10: Servo steering of the manufacturer TRW (source: TRW Automotive).

6.1.1 Functionality of the EHPS-pump

The following figure shows a sectional view of the electro hydraulic power steering pump of

the manufacturer TRW. In the following, this model will be referred to as TRW_2. The pump

uses steering oil from the tank (1) and, with the help of a cogwheel pump (2) it generates a

load dependent high pressure oil volume flow. The drive of the pump is affected by a

brushless dc motor (4) which is regulated by an electronic control unit (3). A torsion steered

valve (6) within the rack steering (5) lead the generated oil volume flow in such a way that it

supports the drivers steering decision via hydraulic barrels.

55

Figure 11: Electro hydraulic power steering pump of the manufacturer TRW.

6.1.2 Functionality of the EHPS-Pump

The main components of the EHPS-pump are shown in the following figure.

Figure 12: Sectional view of an EHPS-pump of the manufacturer TRW.

(1) Tank

(2) Cogwheel pump

(3) Electronic control unit

(4) DC motor

(5) Rack steering

(6) Valve

(1) Oil tank with refill expansion tank cap

(2) Pressure control valve

(3) Electric connector

(4) Subassembly cogwheel pump

(5) Electronic control unit

(6) Hydraulic connectors

(7) Brushless dc motor

(8) Motorside aluminium case

56

The dc motor (7) is coupled to the cogwheel pump (4). Once set into operation, the

cogwheel pump aspirates the servo steering oil of the oil tank (1) in order to pump it to the

hydraulic connectors (6). The pressure control valve (2) is in charge of the oil pressure

limitation. The inputs to the electronic control unit are the power supply from the battery and

the control voltage from the engine control unit. The three hall sensors that measure the

position and the engine speed of the rotor are integrated in the electronic control unit. With

the help of the external and internal data, the electronic control unit regulates the ramp up,

the operation and the shutdown of the pump.

6.2 Process Steps in Remanufacturing

The remanufacturing of the EHPS-pump is effected according to the six steps of

remanufacturing of mechatronic systems, namely the entrance test and diagnosis, the

disassembly, the cleaning, the test and diagnosis of the subassemblies and parts, the

reconditioning and the reassembly. The entrance test and diagnosis provides important

information about the condition of the system and the subassemblies and in some cases

even about the condition of some parts. Dependent on the result of the entrance test and

diagnosis, the EHPS-system can be remanufactured or has to be material recycled.

All EHPS-pumps are disassembled without destruction. Mechanic subassemblies, as the

cogwheel pump or the overpressure valve are disassembled into their parts. The electronic

control units are not disassembled. All the wear parts like ball bearings, oil filters etc. are

sorted out and passed on to a material recycling. The cleaning of all subassemblies and

parts represents the third step in remanufacturing. The test and diagnosis is carried out for

the electronic control units and parts.

After the test and diagnosis of the subassembly and the parts, the directly reusable

components are placed in storage, while the non-directly reusable components are

reconditioned. The recondition is based on the fixing of the detected, localized and

diagnosed failures. After the reconditioning the mechatronic systems are completely

reassembled. During this method, the wear parts are always replaced by new ones.

All steps of remanufacturing are constantly supervised by a quality controller. Before the

systems were sold, all the EHPS-pumps go through a 100 % final test and diagnosis. The

steps of disassembling, cleaning, reconditioning and reassembling are comparable to the

remanufacturing of mechanical systems.

57

6.3 Entrance and Final Test and Diagnosis in Remanufacturing

6.3.1 Choice of Methods

The remanufacturing process consists of the selected methods mentioned above. With

regard to independent remanufacturing companies, the combination of the two signal based

methods, the direct optical diagnosis, and the characteristic curves, has presented itself as

the best solution. With regard to manufacturer-related remanufacturing companies the

parameter estimation has been preferred to the characteristic curves test, since it provides a

greater range of failures. The EHPS-pump can be regarded as black box and characterised

on the basis of its input and output signals. The following figure shows the relevant input and

output signals of the EHPS-pump.

Figure 13: EHPS-pump as black box system.

Based on the measured input and output signals, the characteristic curves reflecting the

function of the system, can be measured.

6.3.2 Construction of the Test Bench

Accomplishing the characteristic curves test, requires an automated industrial test bench,

which has to be developed, produced and put into operation. The following main tasks are

assigned to the test bench:

Simulation and control of the environmental conditions in order to enable every

operation point of the EHPS-pump.

ECU Voltage Input

Pump Voltage Input

Pump Current Input

Measurement

Oil Volume Flow

Pressure ECU Current Input

EHPS-Pump

as Black Box

System

58

Measurement of the input signals and output signals of the EHPS-pump and the

environmental conditions.

Evaluation of the results.

The construction of the test bench is done with the computer aided design (CAD) program

Pro/ Engineer Wildfire. The following figure shows the CAD-model of the test bench.

Figure 14: Construction of the test bench for EHPS-pumps.

The required main components, as for example the power supply, the volume flow sensor,

the pressure sensors, the proportional control valve, the oil filling pump, the control and

measuring software are provided by suppliers. In order to simulate the environmental

conditions at the test bench, the oil volume flow is restricted by a proportional control valve.

The following figure shows the real construction of the industrial test bench for EHPS-

pumps.

59

Figure 15: Industrial test bench for EHPS-pumps.

6.3.3 Running the Tests

The core pump is electrically and hydraulically adapted to the test bench. This adds up to a

clamping time of about 10 seconds per EHPS-pump. On the PC, the operator is able to

access to already existing test cycles and specifications of the data base, or they can define

new ones. Now the system is automatically filled with servo steering oil. By regulating the

proportional control valve, the test cycle moves the EHPS-pump into the defined operating

conditions. The hydraulic environmental conditions of the test bench simulate the real

EHPS-pump conditions in the vehicle.

With the help of the input and output signals, the test bench calculates operating points.

Those are then compared to the allowed specifications. The collected measured data are

saved for the quality assurance on the personal computer. The measured data are printed

automatically. This data offers important information for the further remanufacturing steps.

After the test has been completed, the servo steering oil is automatically pumped off the

core, so that the EHPS-pump can be removed from the test bench, which may take up to

another 10 seconds of unclamping time. A test that includes clamping and unclamping,

filling, measurement, evaluation and cleanout requires about 60 seconds time, depending

on the number of examined points.

60

6.3.4 Test Bench Results

The determined characteristic points of the EHPS-pumps are interconnected to a

characteristic curve which serves as test result. The following figure shows the characteristic

curves (volume flow, input power, output power and efficiency through pressure) of a new

EHPS-pump of the manufacturer TRW.

Figure 16: Characteristic curves of a new EHPS-pump of the manufacturer TRW.

By slowly closing the control valve, the pressure of 4 bar (which corresponds to the minimal

loss of pressure within the system) arises to a maximum of 88 bar, which corresponds to the

maximum pressure of an EHPS-pump which is controlled by a responding internal limitation

valve. The characteristic curves of the EHPS-pumps can be divided into the following four

sections:

4 to 17 bar: waiting range with a constant volume flow, increasing input and output

power and intensely increasing efficiency.

18 to 28 bar: activating range with rising volume flow, rising input and output power and

nearly constant efficiency.

28 to 80 bar: working range with decreasing volume flow, increasing input and output

power and nearly constant efficiency.

Pressure in bar

Pressure in bar

Pressure in bar

Pressure in bar

Volume flow in 1/min

Input power in W

Efficiency in %

Output power in W

61

80 to 88 bar: over pressure range with decreasing volume flow, decreasing output

power and efficiency and increasing input power.

After the activation of the input signals, twelve out of the 106 cores have not shown any

reaction. The following figure shows the calculated characteristic curves volume flow

through pressure of the 94 working EHPS-pumps.

Figure 17: Characteristic curves of 94 working EHPS-pumps.

Only one EHPS-pump clearly shows a less volume flow and a maximum pressure lowered

by 50%.

6.3.5 Determining the Specifications for Remanufacturing

EHPS-pump manufacturer specifications concerning the test and diagnosis are generally

not available. In order to determine specifications for the EHPS pumps, in-situ

measurements are carried out during various driving experiments.

Therefore, a new EHPS pump is installed in a test vehicle. In order to characterize the

EHPS pump during the driving experiments, the inputs and outputs have to be measured in

the same way compared with the test bench. Voltage sensors, power input, volume flow and

pressure sensors as well as the measured value acquisition that is carried out with the help

of a laptop with PCMCIA-card are also installed in the vehicle. Since the TRW_2 EHPS-

Volume stream in l/min

Compression in bar

62

pump is mainly installed in the Opel Astra G, this vehicle type is the one used for the real

road tests. The tests are carried out on a test territory that is not accessible for the public.

The following figure shows the passenger compartment with the driver and the measured

value acquisition (left) and the test vehicle on the test territory (right).

Figure 18: In-situ measurements during driving experiments in order to determine specifications.

A total of 10,000 operating points within the different ranges of the EHPS-pumps are

examined. The following figure shows the calculated specifications for six operating points

(P1 too P6).

Table 7: Specifications for the EHPS-Pumpe (Type TRW_2).

P 1

(5bar)

P 2

(30bar)

P 3

(50bar)

P 4

(65bar)

P 5

(80bar)

P 6

(85bar)

Volume flowmin in l/min 3,8 3,8 3,8 3,75 3,3 0

Volume flowmax in l/min 5 5 4,75 4,25 3,75 3,6

Power Inputmin in W 20 320 540 620 680 680

Power Inputmax in W 100 420 600 700 760 760

Power Outputmin in W 30 190 320 410 440 0

Power Outputmax in W 45 250 400 460 500 500

Efficiencymin in

eBook FJWeiland Remanufacturing Automotive Mechatronics and Electronics

Documents

Transcript of eBook FJWeiland Remanufacturing Automotive Mechatronics and Electronics