eBook-FJWeiland-Remanufacturing-Automotive-Mechatronics-and-Electronics

Editor: Fernand J Weiland Remanufacturing Automotive Mechatronics & Electronics Not a threat but an opportunity Table of Contents Foreword By the Editor ……………………………………………………………………………………… Preface By Prof Rolf Steinhilper ………………………………………………………………………… 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 Freiberger……………………………………………………………………35 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 FOREWORD OF THE EDITOR As the Chairman of the Automotive Parts Remanufacturers Association’s 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 Preface By Prof Rolf Steinhilper Three areas: Service Engineering (a new scientific discipline discovered only recently), Automotive Maintenance (a task undergoing radical changes because of the introduction of electronics and mechatronics into cars) and 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 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 engineer’s 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 inbetween engineering and economic sciences Thus it is driven by both the transition from production-based to service-oriented 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 car’s performance (and thus also its energy consumption and emissions) on the levels it was designed for, as well as providing knowhow and spare parts to fix failures (and thus reach or even extend the product’s 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 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 shows, that regarding profits, the automotive aftermarket contributes three times as much than new car sales to the profits of the automotive business! Origin of profits in the automotive industry 0.3% Used car warranty 12% Sale of used cars 41% Spare parts, service 13% Fuel, oil, tyres 17% Sale of new cars 17% Financing, insurance 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 automotive industry 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) Figure 1: Automotive Service – How big is it? 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 Market shares of Independent Aftermarket (IAM) and Original Equipment Services (OES) in 2005 100% 80% 60% 81% 40% 20% 54% 82% 80% 59% 66% Original Equipment Services (OES) Independent Aftermarket (IAM) 0% Source: GEP (2005) 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 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 today’s vehicles, is challenging both service operations and skills along the car’s life cycle as well as remanufacturing technologies and the involved failure diagnosis requirements Figure 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 The remanufacturing technologies for such electronic and mechatronic components in today’s and tomorrow’s 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 10 Quality of Mechatronics Remanufactured Electronics and The question is often asked “How does the quality of a remanufactured electronic component compare to that of a new part?” Many reputable electronics and mechatronics remanufacturing companies have developed a reputation for their exceptional quality over many years There are some that have obtained a Quality Certification such as ISO9001:2000 like Injectronics In many cases, most products are close to, or have a lower warranty fail rate than that of the new equivalent By developing stringent test programs, and remanufacturing processes and continually reviewing production and warranty claims, the warranty failures can easily be maintained at a minimum Wherever possible, modules are remanufactured with electronic components that have higher specifications, or reprogrammed with the latest software, making them even more reliable than a new, non remanufactured unit Designing a Test Program As there are many variations of electronic and mechatronics modules used in vehicles, a specific testing and remanufacturing process needs to be designed for each module In many cases, the module can be communicated with by the serial data line/CAN Bus Numerous amounts of information can be obtained via the serial data stream such as part number, hardware version, software version; variant coding, fault codes, as well as serial read back information on many inputs and outputs If testing specification or serial data information is not available from the manufacturer, then Injectronics would need to reverse engineer the module to determine each pin function to be able to determine an exact specification The correct output loads also need to be connected during the test cycle All these factors are considered when setting tolerances Injectronics has more than two decades of experience simulating signals such as Crankshaft, Camshaft, serial data - CAN Bus, as well as setting the tolerances and developing test programs Many different tests may need to be performed on just one pin 108 An example of some of the points tested in a current controlled Injector wave-form is seen in Figure below Parameters tested are: A) static voltage B) minimum voltage C) amplitude of pre switching spike D) amplitude of post switching spike E) Injection start time (phase) F) initial pull on time G) injection duration H) switching/current control frequency Figure 7: Example of some of the points tested in a current controlled Injector wave-form In setting up the calibration points and specification, a known good unit or new reference unit is connected to the VAS tester and stimulated and driven through the various test sequences During this time the calibration points are learned and stored and then referenced against when testing subsequent units The test sequence may also require a vibration test and a controlled temperature variation test (cold to hot, hot to cold) 109 Costing Remanufactured Modules The cost of remanufacturing a vehicle electronic or mechatronics module can vary depending on many factors including: 1) Quantity of units to armortize setup costs against 2) Repairability – how difficult to dismantle 3) Core – costs and availability 4) Component availability – Can components be obtained or they need to be designed 5) Level of technology – is it a 10 pin electronic module with limited functions or a 200 pin sophisticated device which required a lot more time to develop a test 6) Writeoff ratio –Within a batch of cores there may be some units that cannot be remanufactured, such as water damaged units, or burnt circuit boards 7) Information availability – Will the customer supply all the specifications and CAN Bus information or does the remanufacturer need to determine As a result of the above variations the price of remanufacturing a module can vary between one tenth to two thirds that of a new component - When Injectronics is engaged to assess the suitability of remanufacturing a module, we will confer with the customer and discuss the above points A project plan is then developed, that is tailored to the module and the customer so Injectronics can work toward a final costing 10 Conclusion Electronic and mechatronic remanufacturing companies have been remanufacturing for many years with exceptional results There is an ever increasing use of these types of modules, for many different functions, in many different transportation vehicles Additionally there is an increasing demand to minimize inventories and provide sustainable and environmentally friendly products As a result the OEM and Vehicle Manufacturer and the traditional remanufacturer are joining with electronic and mechatronic remanufacturing companies to provide the necessary solutions 110 REMANUFACTURING ELECTRONIC CONTROL MODULES – EVOLUTION IN PROGRESS By Joseph W Kripli, President, Flight Systems Electronics Group Flight Systems Electronics Group manufactures and remanufactures electronic control modules for a wide variety of customers and products Flight Systems Electronics Group started in 1968 producing solid state relays for NASA for the Moon Rover program and eventually evolved from forklift control modules into automotive and heavy duty truck modules Figure 1: Group shot of Diesel electronics system 111 The first process in remanufacturing begins with the “Core” The core is the failed unit from the vehicle from which the failure occurred The failure is typically an engine warning light on the instrument cluster or worst case, an engine “no start” condition The failure is confirmed by connecting the appropriate scan tool in order to identify the fault code which is kept in the memory of the electronic control module The fault code is then identified through the manufacturer’s repair manual and identified as a failed engine control module and instructed to be replaced Typically, the manufacturer will begin their core program by using new electronic control modules as seed stock and place them into a product box identified as remanufactured and put in place a “core charge” which is a billing method to ensure that the failed module is returned to begin the method of core collection Ideally, you would begin a remanufacturing program with a core quantity equal to one year of unit sales Now that we have a product to remanufacture, we are ready to begin the process of identifying and sorting core Due to the fact that the core is a failed unit that has been on a vehicle for a number of years, it is most likely that the core is not the latest part number and that there has been a number of revisions over the life of the vehicle application The goal is to produce a product with the latest hardware and software revisions as to supply the customer with the best quality product By identifying and sorting the core, we can establish at what change level our inventory of cores is at After the identification process, we can begin ordering components as we now understand what is required to upgrade the core to the latest revision We not yet know what component has failed thus causing the “check engine light” to go on Some remanufacturers suggest pre-testing the unit, I find that if you are going to upgrade the unit to the latest revision level, then chances are you are going to have to change components anyway and therefore the process is leaner to just repair and upgrade the unit at the same time and remove this step With the core process complete, we are ready to begin disassembly and cleaning of the unit We refer to this as “core prep” Core prep consists of removing the covers and protecting the connectors in order not to damage them in your own cleaning process thus increasing your product cost Also at this time, it is important to identify what the unit part number will be as a finished unit A tagging process is suggested The process to clean the core is typically simple with such equipment as sand blasters and a machine we refer to as a “slurry” which is a sand and water mixture which gives an excellent finish to aluminum housings 112 Figure 2: Chrysler JTEC (Jeep/Truck Electronic Controller) I find that the plastic housings are best cleaned with a water soluable cleaning solution that is biodegradable Again, some remanufacturers will suggest testing prior to the cleaning process due to the “red tag” failure Red tags will occur if the unit was damaged in a fire or collision, and if it experienced a catastrophic board failure I believe you will sort that during the cleaning process and remove 99% of the damaged product without testing as an experienced cleaning person will recognize damaged units and black burnt sections of PCB boards Now we are ready for our first test It is the firm belief of Flight Systems Electronics Group that 100% of units are tri-temperature tested These test temperatures are normally minus 40 degrees Celsius, plus 125 degrees Celsius and ambient temperature This requirement assists with the finding of intermittent failures occurring in temperature related regions throughout the world We get limited or no information about the failed unit, so we not know if the failure was only occurring in the morning or after warm-up of the engine I normally test hot first (plus 125 degrees Celsius) due to the fact that some units have been cleaned with water and this removes any remnants of moisture prior to connecting the tester The tester is your most important capital equipment you have in the remanufacturing process Ideally you would receive an end of line tester from your customer or the original equipment manufacturer It is possible to create or reverse engineer your own; however, this is an extremely difficult and time consuming process Also, due to the different variations of modules, it can become a very large capital investment So the first test is hot and we separate the failures from the passed units The 113 failed units are now sent to the technicians who will troubleshoot the unit and determine the failure Also at this time, the technician will upgrade the unit to the latest hardware level After repair and upgrade, or after the unit passes the “hot” test, we move on to the cold test The cold test requires a set time to achieve the temperature of minus 40 degrees Celsius The unit is then tested again on the same tester and again sorted by failure and passed test criteria Should the unit require repair, then the technician will troubleshoot the unit and likewise upgrade to the latest hardware level Keep in mind that you must repeat the hot test after you change any parts which failed the cold test At this point, if the unit requires upgrading, it will now move to the technician and repeat the hot and cold test This may not appear as a lean process to many people; however, the data acquired from the testing is vital to understanding the typical failure modes of electronic control modules in order to establish a common repair group which assists in component ordering and troubleshooting techniques With this established it will assist you in your core sorting and improve your core purchasing Figure 3: Soldering 128 pin Microprocessor 114 During the technician repair process, you will come across some units with what is referred to as “potting”, a silicon/rubber type composite used for vibration and weather protection or the components will be covered with conformal coating which is a thin coating protecting the components from erosion caused by humidity At times, the potting material can be difficult to remove and work around Processes must be developed to remove these coatings thus allowing the technician access to the failed component We must reinstall the same OEM potting/conformal coating material to bring the unit back to its original conformity After the potting is reinstalled we are now ready for final testing at ambient temperature At this test, the electronic control module receives its software specified for the vehicle application Some electronic control modules will use a generic software and the exact specifications will be “flashed” into the module at the dealership following installation utilizing the Vehicle Identification Number to properly link and install the correct software provided by the OEM with the correct vehicle Should the electronic control module fail this test, it must be repaired and begin the tri-temperature testing process again to ensure that a high level of quality is maintained Figure 4: Instrument Cluster PCB Board 115 The passed unit is now ready for packaging and shipment to the customer Ideally you want these units to be serialized and dated for tracking capabilities The unit should be wrapped in an anti-static paper or bubble wrap to ensure that no electro static discharge occurs when handling the unit It should also be mentioned that ESD protection is used by the technicians and people testing the units throughout the process Although the average vehicle averages 16 modules per vehicle today, we are not always capable nor is it always cost effective to remanufacture the unit For example, if the unit cost is below $50 USD, then it may not be cost effective to process this unit through the rigorous remanufacturing process Instead, it may be more cost effective to produce a low volume new build run of this electronic control module An example would possibly be a heated seat module or a headlight module that has limited microprocessor technology within the unit, and a low failure rate in the field Figure 5: Chrysler SBEC1 (Single Board Electronic Controller) Remanufacturing without a doubt reduces the impact of electronic control modules on waste landfills, thus causing a “green” effect in the electronic control modules cycle of life 116 Another avenue for remanufactured electronics is certain applications referred to as “Mechatronics” which utilize a percentage of mechanical components and a percentage of electronic components An example is GM 6’5 Liter Diesel Fuel Injection Pump required to meet certain vehicle emission levels which utilizes this split in componentry Diesel Fuel Injection Pumps require the assistance of electronic components to assist in timing which in turn effects the combustion process This precise timing allows for better management of the emission related gases that are exhausted from a diesel engine Figure 6: GM 6.5 Liter Diesel Fuel Injection Pump By taking the expertise we have gained from the electronics remanufacturing programs and meshing with the mechanical knowledge established over the last 40 years, we develop an ability to approach a different market from where the mechanical remanufacturers have not afforded themselves the expertise at this point in time to overcome the failure mode understood by the electronic control module technician Thus “Mechatronics” Thus the “Mechatronic Technician” is born 117 118 Authors of the book: Joe Kripli President Flight Systems Electronics Group Ph: +1 717-932-7000 x527 Fax:717-932-7001 E-mail: jkripli@fseg.net Rex Vandenberg Managing Director Injectronics Australia Pty Ltd Ph: +613 8792 6999 Fax +613 8795 7205 E-mail: rex.vandenberg@injectronics.com.au Prof Rolf Steinhilper University Bayreuth Ph: +49 921-55-7300 Fax: +49 921-55-7305 E-mail: Rolf.Steinhilper@uni-bayreuth.de Dr Stefan Freiberger University Bayreuth; Fraunhofer Project Group Process Innovation Ph: +49 921-55-7324 Fax: +49 921-55-7305 E-mail: Stefan.Freiberger@uni-bayreuth.de Fernand Weiland FJW Consulting Ph: +49 2203 25577 Fax: +49 2203 292984 E-mail: fernand.weiland@t-online.de 119 Associations, Institutes & News Magazines links: APRA USA Automotive Parts Remanufacturers Association William C Gager, President Ph: 703-968-2772 ext 103 Fax: 703-968-2878 E-mail: gager@buyreman.com www.apra.org APRA Europe Fernand Weiland Ph: +49 2203 25577 Fax: +49 2203 292984 E-mail: Fernand:weiland@t-online.de APRA Europe - Webmaster & Communication Gregor Schlingschroeder Ph: +49 2863 92 444 11 Fax: +49 2863 92 444 21 E-mail: gregor@COEmarketing.de APRA Electronics & Mechatronics Division www.apra-europe.org click “mechatronic division” Board members: Ron Carr; ron@mcicores.net Joe Kripli; jkripli@fseg.net Aron Regev; aregev@bsecorp.com Rolf Steinhilper; rolf.steinhilper@uni-bayreuth.de Jeffrey Stukenborg; jeffrey.s.stukenborg@delphi.com Fernand Weiland; fernand.weiland@t-online.de ReMaTec News Luuk Aleva RAI Publishing House tel +31 (0)20 504 28 00 fax +31 (0)20 504 28 88 E-mail: l.aleva@railangfords.nl 120 Rochester Institute of Technology National Center for Remanufacturing and Resource Recovery Rochester, NY 14623 (USA) Robert German [rbgasp@rit.edu] Nabil Nasr [nzneie@ritvax.isc.rit.edu] University Bayreuth Bayreuth (Germany) Ph: +49 921-55-7324 Fax: +49 921-55-7305 E-Mail: Stefan.Freiberger@uni-bayreuth.de Remanufacturers of Automotive Electronics Flight Systems Electronics Group Ph: +1 717-932-7000 x527 Fax +1 717-932-7001 E-mail: jkripli@fseg.net Flight Sytems Europe Bodo Ruthenberg Ph +49 89 124 76 187 Fx +49 89 124 76 189 E-mail: bruthenberg@cignet.net Injectronics Australia Pty Ltd Ph: +613 8792 6999 Fax +613 8795 7205 E-mail: rex.vandenberg@injectronics.com.au Hitzing & Paetzold Gladbeck / Germany Tel +49 (0) 2043 94 44 49 Fax +49 (0) 2043 94 44 50 E-mail: andre.paetzold@hitzpaetz.de 121 BBA-reman UK Chris Swan Ph: +44 7967 00 1579 E-mail: chris@bba-reman.com Delphi Product & Service Solutions Troy MI (USA) Jeffrey S Stukenborg Ph: +1 248-267-8746 Fax: +1 248-267-8877 E-mail: jeffrey.s.stukenborg@delphi.com Robert Bosch GmbH Automotive Aftermarket Karlsruhe (Germany) Ph +49 721 942-2741 Peter.Bartel@de.bosch.com Blue Streak Europe Standard Motors Ltd Ph: +44 1623 886400 Fax: +44 1623 751761 E-mail: PDrennan-Durose@SmpEurope.com Blue Streak Canada Ph: +1 905 669 4812 Fax: +1 905 669 5179 E-mail: fabiand@bsecorp.com aregev@bsecorp.com Actronics - Netherlands Leon Kleine Staarman Ph: +31-546-660418 Fax: +31-546-660419 E-mail: Leon@actronics.nl To order this book pleases contact: For Europe: www.apra-europe.org For all other countries: www.apra.org 122