Novelis Automotive Aluminum Continuous Treatments

A TECHNICAL NOTE ON THE CHARACTERIZATION OF ELECTROFORMED NICKEL SHELLS FOR THEIR APPLICATION TO INJECTION MOLDS——a Universidad de Las Palmas de Gran Canaria, Departamento de Ingenieria Mecanica, SpainAbstractThe mold is an important process on the basis of the manufacturing sector, belong to the special equipment manufacturing industry in the mold and die industry. Although China has already started making the molds and the use of molds, but long-term without the formation of industry. Until the late 1980s, China's mold industry before entering the fast lane. In recent years, not only state-owned mold companies has made significant progress, foreign-funded enterprises, township (individual) mold the development of enterprises is also quite rapid.The techniques of rapid prototyping and rapid tooling have been widely developed during the last years. In this article, electroforming as a procedure to make cores for plastics injection molds is analysed. Shells are obtained from models manufactured through rapid prototyping using the FDM system. The main objective is to analyze the mechanical features of electroformed nickel shells, studying different aspects related to their metallographic structure, hardness, internal stresses and possible failures, by relating these features to the parameters of production of the shells with an electroforming equipment. Finally a core was tested in an injection mold.Keywords: Electroplating; Electroforming; Microstructure; Nickel1. IntroductionOne of the most important challenges with which modern industry comes across is to offer the consumer better products with outstanding variety and time variability (new designs). For this reason, modern industry must be more and more competitive and it has to produce with acceptable costs. There is no doubt that combining the time variable and the quality variable is not easy because they frequently condition one another; the technological advances in the productive systems are going to permit that combination to be more efficient and feasible in a way that, for example, if it is observed the evolution of the systems and techniques of plastics injection, we arrive at the conclusion that, in fact, it takes less and less time to put a new product on the market and with higher levels of quality. The manufacturing technology of rapid tooling is, in this field, one of those technological advances that makes possible the improvements in the processes of designing and manufacturing injected parts. Rapid tooling techniques are basically composed of a collection of procedures that are going to allow us to obtain a mold of plastic parts, in small or medium series, in a short period of time and with acceptable accuracy levels. Their application is not only included in the field of making plastic injected pieces [1], [2] and [3], however, it is true that it is where they have developed more and where they find the highest output.This paper is included within a wider research line where it attempts to study, define, analyze, test and propose, at an industrial level, the possibility of creating cores for injection molds starting from obtaining electroformed nickel shells, taking as an initial model a prototype made in a FDM rapid prototyping equipment.It also would have to say beforehand that the electroforming technique is not something new because its applications in the industry are countless [3], but this research work has tried to investigate to what extent and under which parameters the use of this technique in the production of rapid molds is technically feasible. All made inan accurate and systematized way of use and proposing a working method.2. Manufacturing process of an injection moldThe core is formed by a thin nickel shell that is obtained through the electroforming process, and that is filled with an epoxic resin with metallic charge during the integration in the core plate [4] This mold (Fig. 1) permits the direct manufacturing by injection of a type a multiple use specimen, as they are defined by the UNE-EN ISO 3167 standard. The purpose of this specimen is to determine the mechanical properties of a collection of materials representative industry, injected in these tools and its coMParison with the properties obtained by conventional tools.Fig. 1. Manufactured injection mold with electroformed core.The stages to obtain a core [4], according to the methodology researched in this work, are the following:(a) Design in CAD system of the desired object.(b) Model manufacturing in a rapid prototyping equipment (FDM system). The material used will be an ABS plastic.(c) Manufacturing of a nickel electroformed shell starting from the previous model that has been coated with a conductive paint beforehand (it must have electrical conductivity).(d) Removal of the shell from the model.(e) Production of the core by filling the back of the shell with epoxy resin resistant to high temperatures and with the refrigerating ducts made with copper tubes.The injection mold had two cavities, one of them was the electroformed core and the other was directly machined in the moving platen. Thus, it was obtained, with the same tool and in the same process conditions, to inject simultaneously two specimens in cavities manufactured with different technologies.Plastic Injection Molding is the world’s most common method of producing complexcommercial plastic parts with excellent dimensional tolerance. According to theC-mold designguide, 32% by weight of all plastics processed go through Injection Molding machines, making.Plastic Injection Molding one of the most important manufacturing processes2. It is seen that thefinal molded part quality is chiefly dependent on the type of material, mold design and themolding process settings. Once the material and the mold to be used are specified, the partquality basically depends on the molding process. The molding process is quite complexinvolving many variable process parameters like pressure, temperature and time settings. Thesprocess parameters have to be optimally set in order to improve part quality and maximize the production capacity of the Injection Molding machine. Educated and experienced individualsare required to set up and optimize such a complex process. These individuals control themolding process on a trial and error basis, which is usually time consuming. This method ofcontrolling the molding process relies heavily on operator intuition anda few “rules of thumb,”which the operator develops over a period of time while working with different materials,pressures, temperatures and time settings.The plastics industry is one of the world's fastest growing industry, belongs to a small number of hundreds of millions of dollars in industry. Almost all the supplies in their daily lives are inseparable from the plastic and most can use plastic injection mold production. Injection molding injection molding process to take advantage of low-cost production of a variety of shapes and complex geometric patterns known [2].Injection molding injection molding process is a cyclic process. Can be divided into four key stages of packing, injection, cooling, demoulding. Plastic injection molding process begins to fill in the resin and the amount of additives to the hopper into the heating of the injection molding machine or injection system. Grain filling stage in injection temperature, the hot plastic melt into the mold cavity. The cavity is filled, the amount of molten plastic in the plastic solidification shrinkage caused by a higher compensation under the pressure of added. Followed by a cooling phase, the mold was cooled to a sufficient rigidity extrusion mold. Finally, the stripping stage, that is, open the mold and then the top part, and then together on the mold start the next cycle. The design and manufacture of injection molded plastic products with the expectedperformance is to rely on the experience of control of an expensive process, including the actual modification of the cover embossed. In mold design, design mold supplementary geometry, usually in the side of the core, including the complex projection and groove.Mold design must take into account many important design factor. These factors are the number and layout of the size of the mold cavity, runner system, gate systems, mold release systems, and shrinkage.Thermal analysis of the mold, the main objective is to analyze the role of the residual thermal stress or pressure injection of product diameter direction. Heat flux density enhancements in the cooling phase of the molded parts, mainly because of its low thermal conductivity and the temperature difference between the melting resin and mold. During cooling near the mold cavity will be non-uniform temperature region. During cooling, cooling channels near the area than the area far from the cooling channels to cool faster. This temperature difference will cause uneven shrinkage of the material to heat stress. The strong thermal stresses can cause warping problem. Therefore, it is an imitation of the important stage in the molded parts during the cooling area of the thermal residual stress. Understand the characteristics of the thermal stress, causing deformation of pre-simulation.In this article, the injection mold is designed to produce warping of test samples and perform the thermal analysis presented in the mold on the role of the residual thermal stress.After the completion of the mold design and manufacture of, tryout injection warp specimens there are many defects. Including a short shot, splash and warping. The solution of a short shot by milling out the additional pores to drain the trapped air in the corner of the cavity. At the same time, reducing the injection pressure can reduce the occurrence of splashing. Warpage control can be controlled by many factors, such as injection time, injection temperature and dissolved material temperature.After these trimming, mold can produce low-cost high-quality warp specimens, these specimens need to go through a simple polishing.3. Obtaining an electroformed shell: the equipmentElectrodeposition [5] and [6] is an electrochemical process in which a chemical change has its origin within an electrolyte when passing an electric current through it.The electrolytic bath is formed by metal salts with two submerged electrodes, an anode (nickel) and a cathode (model), through which it is made to pass an intensity coming from a DC current. When the current flows through the circuit, the metal ions present in the solution are transformed into atoms that are settled on the cathode creating a more or less uniform deposit layer.The plating bath used in this work is formed by nickel sulfamate [7] and [8] at a concentration of 400 ml/l, nickel chloride (10 g/l), boric acid (50 g/l), Allbrite SLA (30 cc/l) and Allbrite 703 (2 cc/l). The selection of this composition is mainly due to the type of application we intend, that is to say, injection molds, even when the injection is made with fibreglass. Nickel sulfamate allows us to obtain an acceptable level of internal stresses in the shell (the tests gave results, for different process conditions, not superior to 50 MPa and for optimum conditions around 2 MPa). Nevertheless, such level of internal pressure is also a consequence of using as an additive Allbrite SLA, which is a stress reducer constituted by derivatives of toluenesulfonamide and by formaldehyde in aqueous solution. Such additive also favours the increase of the resistance of the shell when permitting a smaller grain. Allbrite 703 is an aqueous solution of biodegradable surface-acting agents that has been utilized to reduce the risk of pitting. Nickel chloride, in spite of being harmful for the internal stresses, is added to enhance the conductivity of the solution and to favour the uniformity in the metallic distribution in the cathode. The boric acid acts as a pH buffer.The equipment used to manufacture the nickel shells tested has been as follows:• Polypropylene tank: 600 mm × 400 mm × 500 mm in size.• Three teflon resistors, each one with 800 W.• Mechanical stirring system of the cathode.• System for recirculation and filtration of the bath formed by a pump and a polypropylene filter.• Charging rectifier. Maximum intensity in continuous 50 A and continuous current voltage between 0 and 16 V.• Titanium basket with nickel anodes (Inco S-Rounds Electrolytic Nickel) with a purity of 99%.• Gases aspiration system.Once the bath has been defined, the operative parameters that have been altered for testing different conditions of the process have been the current density (between 1 and 22 A/dm2), the temperature (between 35 and 55 °C) and the pH, partially modifying the bath composition.4. Obtained hardnessOne of the most interesting conclusions obtained during the tests has been that the level of hardness of the different electroformed shells has remained at rather high and stable values. In Fig. 2, it can be observed the way in which for current density values between 2.5 and 22 A/dm2, the hardness values range from 540 and 580 HV, at pH4 ± 0.2 and with a temperature of 45 °C. If the pH of the bath is reduced at 3.5 and the temperature is 55 °C those values are above 520 HV and below 560 HV. This feature makes the tested bath different from other conventional ones composed by nickel sulfamate, allowing to operate with a wider range of values; nevertheless, such operativity will be limited depending on other factors, such as internal stress because its variability may condition the work at certain values of pH, current density or temperature. On the other hand, the hardness of a conventional sulfamate bath is between 200–250 HV, much lower than the one obtained in the tests. It is necessary to take into account that, for an injection mold, the hardness is acceptable starting from 300 HV. Among the most usual materials for injection molds it is possible to find steel for improvement (290 HV), steel for integral hardening (520–595 HV), casehardened steel (760–800 HV), etc., in such a way that it can be observed that the hardness levels of the nickel shells would be within the medium–high range of the materials for injection molds. The objection to the low ductility of the shell is compensated in such a way with the epoxy resin filling that would follow it because this is the one responsible for holding inwardly the pressure charges of the processes of plastics injection; this is the reason why it is necessary for the shell to have a thickness as homogeneous as possible (above a minimum value) and with absence of important failures such as pitting.Fig. 2. Hardness variation with current density. pH 4 ± 0.2, T = 45 °C.5. Metallographic structureIn order to analyze the metallographic structure, the values of current density and temperature were mainly modified. The samples were analyzed in frontal section and in transversal section (perpendicular to the deposition). For achieving a convenient preparation, they were conveniently encapsulated in resin, polished and etched in different stages with a mixture of acetic acid and nitric acid. The etches are carried out at intervals of 15, 25, 40 and 50 s, after being polished again, in order to be observed afterwards in a metallographic microscope Olympus PME3-ADL 3.3×/10×.Before going on to comment the photographs shown in this article, it is necessary to say that the models used to manufacture the shells were made in a FDM rapid prototyping machine where the molten plastic material (ABS), that later solidifies, is settled layer by layer. In each layer, the extruder die leaves a thread approximately 0.15 mm in diameter which is compacted horizontal and vertically with the thread settled inmediately after. Thus, in the surface it can be observed thin lines that indicate the roads followed by the head of the machine. These lines are going to act as a reference to indicate the reproducibility level of the nickel settled. The reproducibility of the model is going to be a fundamental element to evaluate a basic aspect of injection molds: the surface texture.The tested series are indicated in Table 1.Table 1.Tested seriesSeries pH Temperature (°C)Current density (A/dm2)1 4.2 ± 0.255 2.222 3.9 ± 0.245 5.563 4.0 ± 0.24510.004 4.0 ± 0.24522.22Fig. 3 illustrates the surface of a sample of the series after the first etch. It shows the roads originated by the FDM machine, that is to say that there is a good reproducibility. It cannot be still noticed the rounded grain structure. In Fig. 4, series 2, after a second etch, it can be observed a line of the road in a way less clear than in the previous case. In Fig. 5, series 3 and 2° etch it begins to appear the rounded grain structure although it is very difficult to check the roads at this time. Besides, the most darkened areas indicate the presence of pitting by inadequate conditions of process and bath composition.Fig. 3. Series 1 (×150), etch 1.Fig. 4. Series 2 (×300), etch 2.Fig. 5. Series 3 (×300), etch 2.This behavior indicates that, working at a low current density and a high temperature, shells with a good reproducibility of the model and with a small grain size are obtained, that is, adequate for the required application.If the analysis is carried out in a plane transversal to the deposition, it can be tested in all the samples and for all the conditions that the growth structure of the deposit is laminar (Fig. 6), what is very satisfactory to obtain a high mechanical resistance although at the expense of a low ductibility. This quality is due, above all, to the presence of the additives used because a nickel sulfamate bath without additives normally creates a fibrous and non-laminar structure [9]. The modification until a nearly null value of the wetting agent gave as a result that the laminar structure was maintained in any case, that matter demonstrated that the determinant for such structure was the stress reducer (Allbrite SLA). On the other hand, it was also tested that the laminar structure varies according to the thickness of the layer in terms of the current density.Fig. 6. Plane transversal of series 2 (×600), etch 2.6. Internal stressesOne of the main characteristic that a shell should have for its application like an insert is to have a low level of internal stresses. Different tests at different bath temperatures and current densities were done and a measure system rested on cathode flexural tensiometer method was used. A steel testing control was used with a side fixed and the other free (160 mm length, 12.7 mm width and thickness 0.3 mm). Because the metallic deposition is only in one side the testing control has a mechanical strain(tensile or compressive stress) that allows to calculate the internal stresses. Stoney model [10] was applied and was supposed that nickel substratum thickness is enough small (3 μm) to influence, in an elastic point of view, to the strained steel part. In all the tested cases the most value of internal stress was under 50 MPa for extreme conditions and 2 MPa for optimal conditions, an acceptable value for the required application. The conclusion is that the electrolitic bath allows to work at different conditions and parameters without a significant variation of internal stresses.7. Test of the injection moldTests have been carried out with various representative thermoplastic materials such as PP, PA, HDPE and PC, and it has been analysed the properties of the injected parts such as dimensions, weight, resistance, rigidity and ductility. Mechanical properties were tested by tensile destructive tests and analysis by photoelasticity. About 500 injections were carried out on this core, remaining under conditions of withstanding many more.In general terms, important differences were not noticed between the behavior of the specimens obtained in the core and the ones from the machined cavity, for the set of the analysed materials. However in the analysis by photoelasticiy (Fig. 7) it was noticed a different tensional state between both types of specimens, basically due to differences in the heat transference and rigidity of the respective mold cavities. This difference explains the ductility variations more outstanding in the partially crystalline materials such as HDPE and PA 6.Fig. 7. Analysis by photoelasticity of injected specimens.For the case of HDPE in all the analysed tested tubes it was noticed a lower ductility in the specimens obtained in the nickel core, quantified about 30%. In the case of PA 6 this value was around 50%.First, the mold design based on the selection of the injection molding machine platen size. The largest area of the plate depends on the two-line distance between the rods, this is a limit for the injection molding machine.Used injection molding machine Tied a distance of 254mm. Therefore, the maximum width of the mold plate can not exceed this distance. In addition, there is a 4mm space to stay tied and mold to mold disassembly. This allows the die size of 250mm, can be the standard mold base. Staples in the upper right and lower-left corner of the mold substrate is fixed on the platen.Mold together with the folder pressure design allows the clamping force than the cavity forces the higher force (reaction force) in order to avoid the occurrence of plastic splash.According to the size of the standard mold, the public template width and height of 200mm and 250mm respectively. These dimensions make the level was placed on the public templates have enough space to design dual-mode cavity, the mother template simply left the space of fixed gate in order to inject molten plastic. Therefore, in the surface of the product will only leave the trace of a parting line. Products and flow in the mold parting surface at the same time off.The mold gate in the form of a standard gate or side gate. The gate is located between the flow channel and products. The bottom of the gate is designed to only 0.5mm thick and 20 ° inclination is to more easily injected into the plastic. The other end of the gate which is melting the plastic injected into the side 4mm wide and 0.5mm thick. The design of the mold, the choice of the flow cross-section of the parabolic form, can only facilitate the public template processing. However, this form of the flow channel with a circular flow channel have more heat loss and waste. This may make the molten plastic cools too fast. So should be designed so that the flow is relatively short at least 6mm radial dimensions.Materials or molten plastic the same temperature under the same pressure at the same time be sent to the cavity for the flow channel design is a very important point. For this reason, the layout of the cavity are generally symmetrical.In addition, the pores are also designed in the mold design, an important aspect. Public templates and the parent template with the surface of the high machining accuracy in order to prevent the occurrence of leaks in the injection molding. However, This will cause the air is enclosed in a closed mold cavity resulting in a short shot or incomplete parts. Suitable starting the stomatal design allows air to be released does not appear incomplete parts of the phenomenon.The cooling system is the level of holes played along the length direction of the cavity in the mold, since only the cooling effect. In the turbulent case, the waterline can be fully cooled mold.In this design, the mold release systems of only putting the fixed plate, gate sets and push the board. The intersection of sets in the center of the public mode, its role is not only a product fixed at the right location, is also played the role of product out of the cavity in the mold. Because the product is very thin, typically 1mm, so there is no need to design additional putter. Putting in the cavity but may broken holes in the mold release when introduced in the part.Finally, we need to stay under the shrinkage of the material sufficient tolerance compensation.8. ConclusionsAfter consecutive tests and in different conditions it has been checked that the nickel sulfamate bath, with the utilized additives has allowed to obtain nickel shells with some mechanical properties acceptable for the required application, injection molds, that is to say, good reproducibility, high level of hardness and good mechanical resistance in terms of the resultant laminar structure. The mechanical deficiencies of the nickel shell will be partially replaced by the epoxy resin that finishes shaping the core for the injection mold, allowing to inject medium series of plastic parts with acceptable quality levels.References[1] A.E.W. Rennie, C.E. Bocking and G.R. Bennet, Electroforming of rapid prototyping mandrels for electro discharge machining electrodes, J. Mater. Process. Technol.110 (2001), pp. 186–196.[2] P.K.D.V. Yarlagadda, I.P. Ilyas and P. Chrstodoulou, Development of rapid tooling for sheet metal drawing using nickel electroforming and stereo lithography processes, J. Mater. Process. Technol.111 (2001), pp. 286–294.[3] J. Hart, A. Watson, Electroforming: A largely unrecognised but expanding vital industry, Interfinish 96, 14 World Congress, Birmingham, UK, 1996.[4] M. Monzón et al., Aplicación del electroconformado en la fabricación rápida de moldes de inyección, Revista de Plásticos Modernos.84 (2002), p. 557.[5] L.F. Hamilton et al., Cálculos de Química Analítica, McGraw Hill (1989).[6] E. Julve, Electrodeposición de metales, 2000 (E.J.S.).[7] A. Watson, Nickel Sulphamate Solutions, Nickel Development Institute (1989).[8] A. Watson, Additions to Sulphamate Nickel Solutions, Nickel Development Institute (1989).[9] J. Dini, Electrodeposition Materials Science of Coating and Substrates, Noyes Publications (1993).[10] J.W. Judy, Magnetic microactuators with polysilicon flexures, Masters Report, Department of EECS, University of California, Berkeley, 1994. (cap′. 3).。

Group standard VW 60564Issue 2020-07 Class. No.:61104Descriptors:blind rivet nut, blind rivet screw, clinch stud, connection, insert nut, joint, mechanical joining, minimumpress-out force, minimum torque, pierce nut, pierce stud, punching bolt, test parametersMechanical Joining of Blind Rivet Screws and Nuts, Clinch Studs, Insert Nuts, Punching Bolts, Pierce Nuts, and Pierce Studs in Sheet Metal Strength Testing and Evaluation of JointsPrevious issuesVW 60564: 2008-11, 2014-02ChangesThe following changes have been made to VW 60564: 2014-02:a)Title of standard changed in line with the document contentsb)Previous "Definitions" section deletedc)Section 2, Section 3, and Section 6 addedd)Section 4 updated; testing during production addede)Table 1: Minimum torques for property classes 10.9 and 10 addedf)Section 5.1.2: Specification regarding the non-reusability of components addedg)Appendix A addedScopeThis standard defines requirements concerning the strength of friction joints using blind rivet nuts, insert nuts, and pierce nuts, as well as blind rivet screws, clinch studs, punching bolts, and pierce studs, with thread sizes of M5 to M10 in steel sheet metal panels made of materials similar to steel grade DC01 as per DIN EN 10130 and aluminum alloy sheet metal panels made of alloys similar to EN AW-5754 as per DIN EN 485-2 with a thickness of 0,6 mm or more. This standard is also appli-cable to sheet metal panels with deviating strengths.It is also applicable to joints with pierce studs without a thread and with a nominal diameter of5 mm, 7,1 mm, or 9 mm.This standard is applicable to screws, bolts, and studs (blind rivet screws, clinch studs, punchingbolts, and pierce studs) with a property class of 8.8 or 10.9, and to nuts (blind rivet nuts, insert nuts, and pierce nuts) with a property class of 8 or 10 or that meet the equivalent test force require-ments.1Always use the latest version of this standard.This electronically generated standard is authentic and valid without signature. A comma is used as the decimal sign.The English translation is believed to be accurate. In case of discrepancies, the German version controls.Page 1 of 8All rights reserved. No part of this document may be provided to third parties or reproduced without the prior consentof one of the Volkswagen Group’s Standards departments. | internal© Volkswagen Aktiengesellschaft VWNORM-2019-10Q U E L L E : N O L I SPage 2VW 60564: 2020-07SymbolsNominal diameter of metric internal thread Nominal diameter of metric external thread Internal diameter of test dieHead diameter or width across corners Minimum press-out force Assembly preload Tightening torque Minimum torqueSheet-metal thicknessAbbreviationsProperty class Test passed Not OKProduct Description ManualRequirements Parts being joined FastenersScrews, bolts, and studs (blind rivet screws, clinch studs, punching bolts, and pierce studs) must have a property class of 8.8 as per DIN EN ISO 898-1 or a property class of 10.9 as perVW 60250. Nuts (blind rivet nuts, insert nuts, and pierce nuts) must have a property class of 8 or 10 as per DIN EN ISO 898-2 or meet the equivalent test force requirements.If the fasteners have deviating strengths, the specific requirements must also be met. The require-ments for the joint must be defined by Development and, if necessary, agreed upon with the per-sons with technical responsibility.Sheet metal panelsThe requirements for the minimum torque and minimum press-out force strength parameters to be met as per table 1 apply when using sheet metal with a thickness t ≥0,6 mm and with mechanical characteristic values similar to those of steel grade DC01 as per DIN EN 10130 for steel sheet metal panels and similar to those of alloy EN AW-5754 [AlMg3-H111] as per DIN EN 485-2 for alu-minum sheet metal panels.For joints on sheet metal panels with deviating strengths, a conclusion regarding the corresponding quality is also possible. However, deviating requirements must be defined if necessary if the strength values in table 1 are not reached.Joint strengthAfter the joining process with steel and aluminum sheet metal panels as per section 4.1.2, joints with blind rivet nuts, insert nuts, and pierce nuts, as well as blind rivet screws, clinch studs, punch-ing bolts, and pierce studs must meet the minimum torque and minimum press-out force require-ments defined in table 1.2 D d d 4d 5F PO, min F Assy M T M min t 3 PC OK NOK PDM 4 4.1 4.1.14.1.24.2Page 3VW 60564: 2020-07 NOTE 1: If necessary (e.g., when using threaded parts with a clamping function), larger minimum torques can be achieved by using positive-fit joints (e.g., with a hex drive).Table 1 – Strength characteristic limits as a function of sheet-metal thickness,dimensions, and component strengthsIf joints are tested as per table 1, the joined parts are not reusable and must be scrapped.During production, the torque test can be carried out as a function check with a test torque of1). Parts evaluated with "OK" in testing during production (assembly line testing) can con-1,1 × MTtinue to be used.5TestsNOTE 2: Appendix A provides additional information on quality characteristic testing.1)Tightening torque Mas per PDM, tightening torque table, or drawing.TPage 4VW 60564: 2020-07Test with minimum torque NutsIn order to test the minimum torque on test parts free of assembly preloads, a test fixture as per figure 1 must be used. The maximum permissible torque meter measuring deviation is ±2% of the minimum torque defined in table 1 for the corresponding test specification.The minimum torque can alternatively be tested via wrench bearing surfaces. These can be made by machining and must be matched to the sheet-metal thickness.For joints that did not break during the destructive test (conformity test), it must be ensured that the components are disposed of even if the specifications are met (that they do not reach the custom-er).Testing by means of screws/bolts/studs with a higher property class compared to the nut strength(also see Volkswagen standard VW 01110-1) is permissible. The screws/bolts/studs must be di-rectly screwed to the opposite side of the nut head (usually on the nut side opposite to the sheet metal panel) and the torque must be applied via the screw/bolt/stud head.Legend d 4Internal diameter of test die ad 5Head diameter or width across corners (the larger dimension must be used)M min Minimum torquet Sheet-metal thickness1Test equipment (e.g., cap nut)2Device under test (DUT)3Workpiece 4Test dieaThe following requirement applies to the test die's internal diameter:d 4 ≥ d 5 + 2 × t + 1 mmFigure 1 – Test setup for test with minimum torque5.1 5.1.1Page 5VW 60564: 2020-07Screws, bolts, and studsThe minimum torque must be applied, e.g., with a cap nut (see DIN 1587 [1]) – see figure 1 – or with similar tools with which the joint is tested exclusively for twisting (preload-free) and determined with a torque meter with a maximum measuring deviation of ±2% of the minimum torque defined in table 1 for the corresponding test specification.For the test of studs without thread, the external diameter of the stud is machined to the next small-er standard thread size as per VW 11610 and a thread is then cut on it. Alternatively, using clamp-ing devices is permissible.For joints that did not break during the destructive test (conformity test), it must be ensured that the components are disposed of even if the specifications are met (that they do not reach the custom-er).Test with minimum press-out forceThe press-out force is tested in a manner similar to the testing force test as per DIN EN ISO 898-2by applying a minimum press-out force (see also figure 2). Similar test methods are permissible if they lead to the same result. The user must provide verification for this.5.1.2 5.2Page 6VW 60564: 2020-07LegendD Nominal internal thread diameterd Nominal external thread diameterd4Internal diameter of test die ad5Head diameter or width across corners (the larger dimension must be used)FPO, minMinimum press-out forceFAssyAssembly preloadt Sheet-metal thickness1DUT2Test die3Workpiecea The following requirement applies to the test die's internal diameter:d 4 ≥ d5+ 2 × t + 1 mmFigure 2 – Test setup for test with minimum press-out forceEvaluation of the jointThe following system for evaluating a joint can be used and may be adapted on a vehicle-specific basis as necessary.– A joint is evaluated as being "OK" if none of the tested strength characteristics were evaluated as being NOK.– A joint is evaluated as being "conditionally OK (COK)" if, as per table 1,–the minimum torque requirement is met, but the press-out force requirement is not, or –the press-out force requirement is met even though the minimum torque requirement was not met.6Page 7VW 60564: 2020-07–A joint must be evaluated as being "NOK" if both strength characteristics were evaluated as being NOK as per table 1.In testing during production, if a joint is evaluated as being "COK", the component is evaluated as being "OK" and can be used further without rework. The process, however, must be checked, and corrected if necessary. The "COK" evaluation is to be understood here as a warning limit for "NOK."If a joint is evaluated as being "NOK", suitable measures must be taken in order to get an "OK"evaluation result. The batch manufactured in the meantime must be examined and reworked if necessary.Applicable documentsThe following documents cited in the standard are required for the application of this standard:Some of the cited documents are translations from the German original. The translations of Ger-man terms in such documents may differ from those used in this standard, resulting in terminologi-cal inconsistency.Standards whose titles are given in German may be available only in German. Editions in other languages may be available from the institution issuing the standard.VW 01110-1Threaded Connections; Part 1: Design and Assembly Specifications VW 11610Metric ISO Thread; Limit Dimensions for Medium Tolerance Class; Ex-ternal Threads 6g / Internal Threads 6HVW 60250High-Strength Bolts and Screws and Similar Threaded Parts; Technical Supply SpecificationsDIN EN 10130Cold rolled low carbon steel flat products for cold forming - Technical de-livery conditionsDIN EN 485-2Aluminium and aluminium alloys - Sheet, strip and plate - Part 2: Me-chanical propertiesDIN EN ISO 898-1Mechanical properties of fasteners made of carbon steel and alloy steel -Part 1: Bolts, screws and studs with specified property classes - Coarse thread and fine pitch threadDIN EN ISO 898-2Mechanical properties of fasteners made of carbon steel and alloy steel -Part 2: Nuts with specified property classes - Coarse thread and fine pitch threadBibliography[1][2]78Page 8VW 60564: 2020-07Appendix A (informative)More information on testing quality characteristicsThe test frequency, test scope, and test method are defined in a test plan and agreed upon be-tween Planning, the operator (usually Production), Quality Assurance, and, if necessary, Develop-ment.Preparing the test plan is the responsibility of Planning. If necessary, detailed test instructions are prepared by the operator.The sample inspection is carried out as per Process Standard PS_3.1_999_1436_01 [2]. Following optimizations, adjustments of process parameters, etc., a release test is performed on the basis of select quality characteristics in the same manner as they are performed during produc-tion.The employed quality characteristics from production testing (assembly line testing, strength test-ing room or as appropriate) are agreed upon and defined by a team consisting of Planning, Pro-duction, Quality Assurance and, if necessary, Design Engineering and Process Engineering. These quality characteristics must be suitable in their entirety to monitor the stability of the process and thus the quality of the joint.。

VOLKSWAGENGroup standard PV3942Issue2016-08 Emission Behavior of Parts,Components,and Semi-Finished Products for the Vehicle Interior汽车内饰件的零部件、成品及半成品的散发行为Testing Using the DUT Chamber Method使用DUT舱法进行测试Preface引言The test results are evaluated as per Volkswagen standard VW50180, section5.测试结果按照大众汽车标准VW50180，第5节进行评估。

The test results are not suitable for the following:测试结果不适用于以下情况：---Making assessments regarding an adverse effect of the emitted substances on the health of vehicle occupants;---就散发物质对车辆乘员健康的不利影响进行评估；Serving as the basis for estimating the concentrations that may be found in the vehicle interior when a vehicle is at a standstill,being driven,or in any state similar to that of vehicle operation;作为评估车辆在静止、行驶或处于类似车辆运行状态时车辆内饰可能散发物质浓度的基础；Establishing correlations to the test methods to be applied as specified in VW50180(Test Specifications PV3341,PV3015,PV3900,and PV 3925)or substituting these material tests.建立与VW50180（试验规范PV3341、PV3015、PV3900和PV3925）中按规定应用的试验方法的相关性，或替代材料试验。

材料科学与工程专业英语匡少平课后翻译答案精编W O R D版IBM system office room 【A0816H-A0912AAAHH-GX8Q8-GNTHHJ8】Alloy合金applied force作用力amorphous materials不定形材料artificial materials人工材料biomaterials生物材料biological synthesis生物合成biocompatibility生物相容性brittle failure脆性破坏carbon nanotub e碳纳米管carboxylic acid羟酸critical stress临近应力dielectric constant介电常数clay minera l粘土矿物cross-sectional area横截面积critical shear stress临界剪切应力critical length临界长度curing agent固化剂dynamic or cyclic loading动态循环负载linear coefficient of themal expansio n性膨胀系数electromagnetic radiation电磁辐射electrodeposition电极沉积nonlocalizedelectrons游离电子electron beam lithography电子束光刻elasticity 弹性系数electrostation adsorption静电吸附elastic modulus弹性模量elastic deformation弹性形变elastomer弹性体engineering strain工程应变crystallization 结晶fiber-optic光纤维Ethylene oxide环氧乙烷fabrication process制造过程glass fiber玻璃纤维glass transition temperature 玻璃化转变温度heat capacity热熔Hearing aids助听器integrated circuit集成电路Interdisplinary交叉学科intimate contact密切接触inert substance惰性材料implant移植individual application个体应用deformation局部形变mechanical strength机械强度mechanical attrition机械磨损Mechanical properties力学性Materials processing材料加工质mechanical behavior力学行为magnetic permeability磁导率magnetic hybrid technique混合技术induction磁感应mass per unit of volume单位体积质量monomer identity单体种类molecular mass分子量microsphere encapsulation technique微球胶囊技术macroscopical宏观的naked eye 肉眼nonlocalized nanoengineered materials纳米材料nanostructured materials纳米结构材料nonferrous metal有色金属线nucleic acid核酸nanoscale纳米尺度Nanotechnology纳米技术nanobiotechnology纳米生物技术nanocontact printing纳米接触印刷optical property光学性质optoelectronic device光电设备oxidation degradation 氧化降解piezoelectric ceramics压电陶瓷Relative density相对密度stiffnesses刚度sensor传感材料semiconductors半导体specific gravity比重shear 剪切Surface tention表面张力self-organization自组装static loading静载荷stress area应力面积stress-strain curves应力应变曲线sphere radius球半径submicron technique亚微米技术substrate衬底supramolecalar超分子sol-gel method溶胶凝胶法thermal/electrical conductivity 热/点导率thermoplastic materials热塑性材料Thermosetting plastic热固性塑料thermal motion热运动toughness test韧性试验tension张力torsion扭曲Tensile Properties拉伸性能Two-dimentional nanostructure二维纳米结构Tissue engineering组织工程transplantation of organs器官移植the service life使用寿命the longitudinal direction纵向the initial length of the materials初始长度the acceleration gravity重力加速度the normal vertical axis垂直轴the surface to volume ratio 比表面密度the burgers vector伯格丝矢量the mechanics and dynamics of tissues 组织力学和动力学phase transformation temperature相转变温度plastic deformation塑性形变Pottery陶瓷persistence length余晖长度polymer synthesis聚合物合成Polar monomer记性单体polyelectrolyte高分子电解质pinning point钉扎点plasma etching 等离子腐蚀pharmacological acceptability药理接受性pyrolysis高温分解ultrasonic treatment超射波处理yield strength屈服强度vulcanization硫化1-1:直到最近，科学家才终于了解材料的结构要素与其特性之间的关系。

西南石油大学博士研究生英语结业考试题专业名称：课程名称：科技英语翻译学生姓名：学生学号：Part OneTranslate the Following into ChineseI Words Translation（例：laser 激光）1、asbestos 石棉2、camshaft 凸轮轴3、 resistor 电阻器4、 capacitor 电容器5、 transistor 晶体管6、chemical 化学制品7、heat-pipe 热管8、heat-pump 热泵9、steroid 类固醇10、quantum 量子11、mosaic 马赛克12、bumper 缓冲器13、resistance 电阻14、contact 触点15、waveform 波形16、radwaste 放射性废物17、nukes 核武器18、LCD 液晶显示屏19、SMS 存储管理服务20、anode 阳极II Sentence Translation（例：Action is equal to reaction, but it acts in a contrary direction.作用力与反作用力大小相等，方向相反。

）1、The automobile with automatic transmission has smooth gear shiftingand convenient operation.装有自动变速器的汽车换档平稳、操作方便。

2、Automation is a concept through which a machine system is caused tooperate with maximum efficiency by means of adequate measurement, observation, and control of its behavior.自动化是一个概念，它是通过大量的测量、观察，控制机器系统运行的最大效率。

General Specification ExteriorGMW3136Automotive Safety Glazings,RequirementsIndex 1Introduction31.1Scope31.2Mission /Theme 31.3Classification31.3.1Class A:Laminated Safety Glass 31.3.2Class B:T empered Safety Glass 31.3.3Class C:Glass-Plastic Safety Glazing31.3.4Class D:Plastic Safety Glazing 31.3.5Type 1:Clear Safety Glazing 31.3.6Type 2:Tinted Safety Glazing 31.3.7Type 3:Privacy Glazing31.3.8Type 4:Solar Control Glazing 31.3.8.1Type 4A:Reflective Glazing 31.3.8.2Type 4B:Absorbing Glazing 31.3.9Type 5:Roof Glazing 31.3.10Heated Glass 32References 42.1Normative 42.2GM42.3Additional 43Requirements43.1System /Subsystem /Component /Part Definition 43.1.1Appearance43.1.1.1Vehicle Glazing,General Requirements43.1.1.2Printed Glazing (5.3.8)43.1.1.3Coated Windows (5.10)43.1.1.4Heated Backlights (5.4)43.1.1.5Windows with Encapsulation or Extrusion (5.12)43.1.1.6Antenna Windows (5.8.1.4)43.1.2Content43.1.2.1Physical Content 43.1.2.2Functional Content 53.1.3Ambient Environment 53.1.4Interfaces53.1.5Usage Definition53.2Product Characteristics 53.2.1Performance Requirements 53.2.1.1Light T ransmission 53.2.1.2Identification (5.1)83.2.1.3Dimensional Requirements (5.2)83.2.1.3.1General Requirements 83.2.1.3.2Component Dimensional Inspection (5.2.2.7)83.2.1.3.3PVB Laminate (5.2.1)83.2.1.3.4Glazing Thickness83.2.1.4Visual Requirements (5.3)83.2.1.4.1General Requirements 83.2.1.4.2Printing Flaws83.2.1.4.2.1Printing Flaws in Visible Areas 93.2.1.4.2.2Printing Flaws in Areas Covered After Vehicle Assembly (moldings,encapsulations,applique’s,etc.)93.2.1.4.2.3Coating Flaws93.2.1.4.3Impressions and/or Surface Blemishes 93.2.1.4.4Edge Finish93.2.1.5Temperature and Climate Stability (5.4)93.2.1.5.1General Requirements 93.2.1.6Chemical Resistance (5.5)93.2.1.7Mechanical Strength and Stress (5.6)103.2.1.7.1General Requirements103.2.1.7.2Stress in Laminated Windows (5.6)103.2.1.8Optical Requirements (5.7)103.2.1.8.1General Requirements (5.3.9)103.2.1.8.2Distortion (5.7)103.2.1.8.2.1Windshields 103.2.1.8.2.2Side Windows 103.2.1.8.2.3Backlights103.2.1.8.2.4Window Glazing,Distortion in Reflection (5.7.9)103.2.1.8.3Double Vision103.2.1.9Vehicle Windows with Functional Parts (5.8)103.2.1.9.1General Requirements 103.2.1.9.2Holes in Glazing 103.2.1.9.3Mirror Button103.2.1.9.4Retainer Plate for CHMSL (Third Stoplight)10©Copyright 2002General Motors Corporation All Rights ReservedPublication Department:North American Engineering Standards,Records and DocumenationAugust 2002Page 1of 22GMW3136GM WORLDWIDE ENGINEERING STANDARDS3.2.1.9.5Windows with Guide Rails andSash Channels10 3.2.1.9.6Antenna Windows10 3.2.1.10Vehicle Windows Printed(5.9)10 3.2.1.10.1Vehicle Windows with SolderedParts11 3.2.1.10.2Heated Windows–Performance11 3.2.1.11Coated Windows(5.10)11 3.2.1.11.1General Requirements11 3.2.1.11.2Metallic Coatings11 3.2.1.11.3Water Repellent Coating(Hydrophobic)(5.11)11 3.2.1.12Encapsulation,Extrusion(5.12)11 3.2.1.12.1General Requirements11 3.2.1.12.2Adhesion of Encapsulation orExtrusion11 3.2.1.12.3Materials and Process Changes11 3.2.1.12.4Hardware Attachments11 3.2.1.13Glass Bonding,WindowInstallation(5.13)11 3.2.1.13.1Pre-Primed Glazing11 3.2.1.14Environmental Requirements(5.13)13 3.2.1.15Roof Panel Glazing(5.7.6.6)13 3.2.1.15.1General Requirements13 3.2.1.15.2Color13 3.2.1.15.3Encapsulated Roof Glazing13 3.2.2Physical Characteristics13 3.2.2.1Dimensions and Capacity13 3.2.2.2Mass Properties13 3.2.3Dependability13 3.2.4Serviceability13 3.2.5User-System/Subsystem/Component/Part Interface13 3.3Design and Construction134Validation13 4.1General13 4.2Validation Cross Reference Index13 4.3Supporting Paragraphs135Provisions for Shipping13 6Notes13 6.1Glossary13 6.2Acronyms,Abbreviations andSymbols16 7Additional Paragraphs167.1Rules and Regulations forMaterial Specifications167.2Restricted and ReportableSubstances for Parts16 8Coding System16 9Release and Revisions16 9.1Release16 Appendix A17 Appendix B22B.1Hydrophobic Glass CoatingSpecifications22 B.2Initial Tests22©Copyright2002General Motors Corporation All Rights ReservedPage2of22August2002GM WORLDWIDE ENGINEERING STANDARDS GMW31361Introduction1.1Scope.GMW3136covers the requirements for automotive safety glazings.T ypical applications in-clude the entire vehicle glazing and sunroofs.Other automotive glass(mirrors,bulbs,lenses,etc.) does not fall within the realm of this specification.Rain sensors,solar sensors etc.are outside the lim-its of the glass specification.A interface control doc-ument should be used.These sensors should have their own specifications.GMW3160contains the corresponding test methods. The appropriate paragraph numbers of that document are referenced in parentheses in this document’s sec-tion titles.The international standards will be used wherever possible.•All glazing must fulfill the requirements of regional legal standards such as ECE R43and MVSS205.1.2Mission/Theme.This document is the GM Worldwide Glazing Standard.This document defines all common GM Worldwide requirements for automo-tive glazings,and supercedes GM3949M.European regional specific requirements are stated in GME 01101.This is a living document.The document and any suggestions or revisions will be reviewed and/or updated annually by the Glazing T echnical Committee.1.3Classification.This document is applicable to all automotive glazing including the following types and classes:1.3.1Class A:Laminated Safety Glass.This glass consists of two layers of float glass which are held together by an intervening layer of automotive grade plasticized polyvinyl butyral(PVB)sheeting.The sheeting material may be clear,tinted or shadeband colored.1.3.2Class B:Tempered Safety Glass.This glass consists of a single sheet of float glass subjected to a specific heat treatment or tempering process to pro-duce safety characteristics.Due to internal stresses set up by the tempering process,any attempt to fur-ther cut,drill,or edge after treatment will cause frac-ture.All glass released to this specification will be MVSS205and ECE R43compliant.1.3.3Class C:Glass-Plastic Safety Glazing.A laminate of one or more layers of glass and one or more layers of plastic in which a plastic surface of the glazing faces inward when the glazing is installed ina vehicle.1.3.4Class D:Plastic Safety Glazing.Glazing comprised of single or multiple layers of plastic materials,as specified on the engineering drawing.1.3.5Type1:Clear Safety Glazing.Clear safety glazing has no added tints.1.3.6Type2:Tinted Safety Glazing.Tinted safety glazing is any color other than clear and generally has specified physical properties,such as reduced light transmittance or increased absorption of solar energy. Tinted glazing is available for all classes of glazing.1.3.7Type3:Privacy Glazing.All classes of glazing with or without a vacuum deposited or fired-on metal-lic reflective film.Visible light transmittance is below the70%FMVSS205requirement(see T ransmission chart in3.2.1.1).These windows are only allowed in certain areas as defined by legal standards.1.3.8Type4:Solar Control Glazing.This type of glazing is designed to reflect and/or absorb ultravio-let and infrared light while maintaining visible light re-quirements.Two(2)of the types used are:1.3.8.1Type4A:Reflective Glazing.Reflective glazing(coated)is comprised of a clear or a tinted layer of glazing with a single or multilayer metallic reflective coating or infrared-reflective foil.1.3.8.2Type4B:Absorbing Glazing.The absorb-ing characteristics of the glazing material result from the homogeneous composition of the material.1.3.9Type5:Roof Glazing.Roof glazing is any glazing forming or replacing any portion of the roof,in-cluding sunroofs,moonroofs,T-tops,and Vista Vents.1.3.10Heated Glass.Typically designed for de-icing and/or defogging windows.Glazing with a conductive silkscreen pattern normally used to defrost or defog.Color of silk-screened ma-terial,as viewed from the outside of the vehicle,must match the master sample.Color values to be deter-mined.Note:In the event of a conflict between the text of the specification and the documents cited hereinafter,the text of the specification takes precedence.Nothing in the specification supersedes applicable laws and regulations unless a specific exemption has been ob-tained.Note:In the event of a conflict between the Eng-lish and the domestic language,the English language shall take precedence.©Copyright2002General Motors Corporation All Rights ReservedAugust2002Page3of22GMW3136GM WORLDWIDE ENGINEERING STANDARDS2ReferencesNote:Only the latest approved standards are appli-cable unless otherwise specified.2.1Normative.ASTM C813-75ECE R43FMVSS205ISO4892-1ISO4892-2ISO13837MVSS205SAE J100SAE J953SAE J19602.2GM.GM3549M GM3610MGM3611M GM3652MGM3658M GM3949MGM7452M GM9505PGM9600P GM9628PGM9900P GME00010GME01101GME5019GMI00002GMN7000GMUTS L-1A2C-4GMUTS L-1A2C-5 GMUTS R-12L-1GMUTS R-12L-2GMW3001GMW3059GMW3160MTL5080QT0102019981062 99812859981306 99853949985395 9985627998567099859662.3Additional.GM NAO Document drawing15050265GM NAO Document drawing256428213RequirementsThroughout this section,parenthetical numerical ref-erences in the section titles refer to the corresponding sections of the Verification document(GMW3160). All glazing materials shall be homolagated to FMVSS 205or ECE R43legal standards.If the vehicle is ex-ported,the glazing must meet any legal requirements for the country in which it will be sold.3.1System/Subsystem/Component/Part Defi-nition.3.1.1Appearance.3.1.1.1Vehicle Glazing,General Requirements. Vehicle glazing shall fulfill the requirements of this specification,computer-generated surface definition (math data),and the component drawing.3.1.1.2Printed Glazing(5.3.8).The maximum surface roughness(R a)of the paint band must be ≤(0.875±0.125)micron(leaded)or≤(1.375±0.125) micron(lead-free).(1.0micron=40microinches= 0.04mils)Preprimed parts must be supplied according to 3.2.1.13.1.With multiple prints,there shall be no bleed-through of successive prints.Single or multiple prints and coats shall not feature any changes in color.Any irides-cence or opalescence in paint bands must be agreed to by the local engineering release group,and shall not interfere with the bonding of the glazing. Deviations require engineering approval and must be documented on the engineering drawing.3.1.1.3Coated Windows(5.10).Reflective coatings must have a homogeneous color over the complete area and shall not be iridescent when viewed from inside or outside.No corrosion,color change,or coating degradation is permitted.3.1.1.4Heated Backlights(5.4).Any printed ele-ments must be printed on the tin side of the glass. Heated backlights have to fulfill the require-ments according to GMUTS L-1A2C-5and/or GMUTS L-1A2C-4and SAE J953.All printed glazing must meet the requirements of GMW3160and the engineering drawing.3.1.1.5Windows with Encapsulation or Extrusion (5.12).Encapsulation or extrusion shall be weath-erproof according to ISO4892-1and ISO4892-2. See section3.1.3environmental conditions.For ar-tificial exposure,Xenon Arc should be utilised.Eval-uation procedure for encapsulated parts should be to GME5019.Visible defects in the encapsulation or extrusion are not permitted.Visible defects include,but are not lim-ited to,orange peel,wrinkles,scratches,sink marks, cracks,mismatches or changes in color or gloss level, gaps,or loss of adhesion.Gating is not permitted on Class A surface.Any trim-ming operation must not affect Class A surface.3.1.1.6Antenna Windows(5.8.1.4).Antenna win-dows must meet all component drawing and math data requirements.Antenna performance must be evaluated,using all production-intent materials, including frits,and after the glazing is installed in the vehicle according to GMUTS R-12L-1and GMUTS R-12L-2.3.1.2Content.Subparagraphs were not applicable.©Copyright2002General Motors Corporation All Rights ReservedPage4of22August2002GM WORLDWIDE ENGINEERING STANDARDS GMW3136 3.1.3Ambient Environment.The vehicle glazingmust not be adversely affected under the followingconditions when in the installed position:Minimum temperature:−40 C AmbientMaximum temperature:+110 C AmbientHumidity range:(0...100)%relative humidity.Solar and UV radiation:0.55W/m2radiant exposure with a radiant energy of2500KJ/m2according to SAE J1960.Note:T otal solar(All solar and UV-radiation)is defined for horizontal surfaces. Stationary wind speed:(0...160)km/hVehicle speed:(0...280)km/h3.1.4Interfaces.Not applicable.3.1.5Usage Definition.All vehicle-glazing compo-nents shall have a lifetime expectancy of250000km or ten years(including static exposure)under condi-tions defined under paragraph3.1.3.3.2Product Characteristics.3.2.1Performance Requirements.3.2.1.1Light Transmission.See Table1.Values in Table1are measured per ISO13837convention A. All measurements taken with air mass of1.5,observer at10 .©Copyright2002General Motors Corporation All Rights ReservedAugust2002Page5of22GMW3136GM WORLDWIDE ENGINEERING STANDARDS3.2.1.2Identification(5.1).An indelible monogram shall be easily visible from outside the vehicle.The exact location of the mark shall be shown in the com-ponent drawing or math data,and shall appear as shown on the GM NA Document drawing15050265 with the GM trademark or appropriate alliance part-ner trademark as the predominant feature.3.2.1.3Dimensional Requirements(5.2).3.2.1.3.1General Requirements.The window glaz-ing shall fulfill the requirements of the math data and component drawing for the following items:Glazing thicknessDimensional requirements EncapsulationKey Product Characteristics(KPC)Key Control Characteristics(KCC)3.2.1.3.2Component Dimensional Inspection (5.2.2.7).All glazing suppliers shall check the glazing on an approved gauge before shipping per the quality inspection plan.The compliance with the gauge must be confirmed for every shipment.The data collected from the quality inspection plan must be traceable and kept on record at the glazing supplier’s location. The inspection shall be done on a gauge with elec-tronic detectors.Both Product Design&Engineering and the glazing supplier will identify critical points,and they will be documented on the engineering drawing. All glazing will be required to conform to bilateral tol-erancing supported on a standoff fixture.3.2.1.3.3PVB Laminate(5.2.1).If not otherwise specified on the drawing the thickness of the PVB laminate must be(0.76mm±10%)in the finished assembly.The PVB may include a shadeband of a specific color that fades out to a very light shade at the design fade-out line.This must conform to SAE J100and ECE R43.3.2.1.3.4Glazing Thickness.Preferred nominal glazing thicknesses are as follows(mm):CommonThicknessDesignationTemperedActualThicknessLaminated3.0 2.85±0.13.2 3.15±0.14.8±0.2Asymmetric O/Sply being thicker3.5 3.50±0.1 5.4±0.24.0 3.85±0.15.0 4.80±0.1Nominal thickness values may be reported in a re-gional requirement document,as agreed to by Prod-uct Engineering.3.2.1.4Visual Requirements(5.3).3.2.1.4.1General Requirements.At delivery to the assembly center,the glazing components shall not have any visible defects,which may adversely affect the strength or appearance of the glazing when in-stalled in the vehicle.Production-specific deviations(PSDs)are permitted in specific areas of the glazing,as defined in Appendix A.Visible portions of the busbars observed from inside of the vehicle shall not be covered with black enamel unless otherwise specified on the component draw-ing.3.2.1.4.2Printing Flaws.Visible printing flaws are not permitted in conductive elements.All paint bands on glazing shall be WEG-848black. See3.2.1.1.The print must be even,without voids or holes;it must not be blurred or blotchy,and the edges must not be wavy or streaked.With multiple prints, there shall not be any bleed through of successive prints.Repairs,if needed,shall be done using the same material and process as the original printing, and shall not be visible on the finished part.Printing flaws in the black paint,that are not visible after com-ponent installation to the vehicle,will not require re-pair.For applications in which the printing is exposed to the environment,testing must also take place at the component level.©Copyright2002General Motors Corporation All Rights ReservedPage8of22August2002GM WORLDWIDE ENGINEERING STANDARDS GMW31363.2.1.4.2.1Printing Flaws in Visible Areas.No flaws>0.8mm are permitted.A single flaw≤0.3mm is permitted in addition to those shown below.Side windows and glass sunroofs may allow the fol-lowing printing flaws:1flaw≤0.8mm2flaws≤0.5mm3flaws≤0.4mmWindshields and rear windows may allow the following printing flaws:2flaws≤0.8mm4flaws≤0.5mm6flaws≤0.4mm3.2.1.4.2.2Printing Flaws in Areas Covered After Vehicle Assembly(moldings,encapsulations,ap-plique’s,etc.).No flaws>5mm are permitted.A single flaw≤1mm is permitted in addition to those shown below.Side windows and glass sunroofs may allow the fol-lowing printing flaws:1flaw≤5.0mm2flaws≤3.5mm3flaws≤2.0mmWindshields and rear windows may allow the following printing flaws:2flaws≤5.0mm4flaws≤3.5mm6flaws≤2.0mm3.2.1.4.2.3Coating Flaws.For applications in which the coating will be exposed to the environment,test-ing must also take place at the component level.For coated glazing,no corrosion of the coating from the edges is permitted.Reflected color of coatings must be as per3.2.1.1.No flaws are permitted in Zone A of coated wind-shields(see Appendix A for definition of Zone A).In all other glazing,the following will be permitted:3flaws≤0.35mm+1flaw≤0.2mm,or2flaws≤0.35mm+2flaws≤0.2mm,or1flaws≤0.35mm+3flaws≤0.2mm If more than one flaw is present,the flaws must be widely separated;i.e.they cannot be clustered to-gether.3.2.1.4.3Impressions and/or Surface Blemishes. The vehicle glazing components shall not have any visible defects that may influence the strength.Tool marks on glazing are only permissible if they are not visible after installation in the vehicle.The window glazing shall not have any impressions and/or surface blemishes,even if these are only vis-ible at special climatic and/or light conditions.Re-flectance caused by quench or temper pattern must be evaluated per GMN7000to an acceptable value of seven or better.3.2.1.4.4Edge Finish.The edge finish shall comply with the drawing requirements as listed on25642821 or regional requirements.The edge finish required for windshields shall be min-imum of Type4-ground radius(i.e.referenced as op-tional construction type4in above drawing).3.2.1.5Temperature and Climate Stability(5.4).3.2.1.5.1General Requirements.Window glass shall be unaffected by temperatures and humidity levels as specified minated glazing shall not show any bubbles,discoloration,or separation of the laminate as received and after validation of the glazing.3.2.1.6Chemical Resistance(5.5).There shall be no objectionable degradation or surface discoloration resulting from exposure to the following chemicals:a Non-Abrasive Soap(9981285)b Kerosene(9981306)c Diesel Fuel(9985966)d Undiluted Denaturalized Alcohole Unleaded Gasoline(9985627)f Windshield Washer Solvent(9985670)g5%Salt Solutionh Vinegar Water Wash(4%acetic acid)i Ammonia Water WashPlastic glazing shall be tested for chemical resistance to carbon tetrachloride in addition to the above chem-icals.Plastic components shall have no objection-able changes when tested to the chemicals listed in GM9900P procedure B.Additional or regional applied chemicals may be specified by GM engineering.©Copyright2002General Motors Corporation All Rights ReservedAugust2002Page9of22GMW3136GM WORLDWIDE ENGINEERING STANDARDS3.2.1.7Mechanical Strength and Stress(5.6).3.2.1.7.1General Requirements.Visible defects, which influence the strength,are not permitted.Glaz-ing shall withstand impacts of blunt objects as defined in vehicle test specifications.Window glazing manufactured from tempered glass must be prestressed and free from any microcracks, which could impair either its optical properties or its strength.The number of fragments after breakage must meet the legal requirements as defined in FMVSS205and ECE R43and other appropriate documents.3.2.1.7.2Stress in Laminated Windows(5.6). Laminated safety glass must be manufactured with a defined stress system in an up to20mm wide edge zone in order to protect the glass from mechanical forces which may be imparted to it during handling, installation,etc.The edge stress in the laminated glass shall range be-tween8N/mm2(1160psi)to33.1N/mm2(4800psi). The maximum tensile stress anywhere in the lami-nated glass shall be7.6N/mm2(1100psi).Abrupt variations are not permitted in stress levels. For measuring the compressive stress of the lami-nated windows,cutouts of the enamel print may be permitted in such areas,which are covered after in-stallation.3.2.1.8Optical Requirements(5.7).3.2.1.8.1General Requirements(5.3.9).The draw lines on windshields and backlights must run verti-cally.If the curvature of the window requires a dif-ferent drawline orientation,it must be indicated on the component drawing.The vehicle glazing must fulfill the legal requirements relating to optical quality.3.2.1.8.2Distortion(5.7).3.2.1.8.2.1Windshields.The test for optical distor-tion of the window/glass shall be made in accordance with the procedures described in Regional Legal Doc-ument ECE R43or engineering specifications.The evaluation may be carried out to either Procedure A (evaluation template)or Procedure B(photo-electric equipment).The optical distortion in Zone A per ECE R43shall not exceed2minutes and in Zone B per ECE R43shall not exceed6minutes.Any distortion present shall not show an abrupt change between Zones A and B. Refer to ECE R43for definition of Zones A and B.3.2.1.8.2.2Side Windows.T est method is the same as in3.2.1.8.2.1.3.2.1.8.2.3Backlights.Test method is the same as in3.2.1.8.2.1.3.2.1.8.2.4Window Glazing,Distortion in Reflec-tion(5.7.9).Reflective distortion is not permitted, including areas non-requisite for driving visibility.In cases where extreme window shape may affect par-allelism,a limit sample,agreed to at PPAP by GM En-gineering and Quality,and the Supplier,must be spec-ified and maintained as a master limit sample.3.2.1.8.3Double Vision.The critical vision areas of a windshield,identified as Zone AA(see Table2 in Appendix A)shall exhibit satisfactory performance when tested according to Regional Legal Document FMVSS205,test method5.15,Double Vision Inspec-tion Procedure for Windshield’s General Motors Eu-rope document GME01101and General Motors NAO document GM9628P.If HUD(heads up display)is an option,additional requirements will be specified on component drawing.3.2.1.9Vehicle Windows with Functional Parts (5.8).3.2.1.9.1General Requirements.Parts attached to glass shall not be detrimental to the performance of the glass.3.2.1.9.2Holes in Glazing.Holes in windows shall not weaken the glazing.Holes shall not be permitted in laminated glass.Hole location relative to edge of glass should be a minimum of1.5times the hole di-ameter from the outside diameter of the hole to the edge of the glass.For materials other than glass,see component drawing.3.2.1.9.3Mirror Button.The shear resistance of the mirror button/glazing interface must be>15.2Nm or exhibit a cohesive failure of the glass substrate or ref-erence GM3610M.The failure mode shall be cohe-sive.Reference GM3658M.3.2.1.9.4Retainer Plate for CHMSL(Third Stop-light).The shear resistance of the CHMSL re-tainer/glass interface must be>12.5Nm.The failure mode shall be cohesive.3.2.1.9.5Windows with Guide Rails and Sash Channels.The pull-off force must be≥1500N.3.2.1.9.6Antenna Windows.Functional elements printed on the window must be adversely affected by climatic conditions.A function test is only possible with the window in the installed position.©Copyright2002General Motors Corporation All Rights ReservedPage10of22August2002GM WORLDWIDE ENGINEERING STANDARDS GMW31363.2.1.10Vehicle Windows Printed(5.9).3.2.1.10.1Vehicle Windows with Soldered Parts. Parts,which are soldered during the silver print oper-ation,shall permanently adhere to the print without vi-sual gaps.The pull-off force and the shear force shall be≥100N.Read through of solder joints shall not be permitted. Thermal effects of soldering shall not degrade the me-chanical strength of the glazing.Dimensional tolerancing requirements to be ad-dressed via auto-feed method.3.2.1.10.2Heated Windows–Performance.When in use,the busbars shall exhibit temperatures ≤10 C hotter than the heating elements.Local hot spots that due to poor design of busbars are not permitted.Functional elements printed on the window shall not be adversely affected by climatic conditions.The resistance of the heated area is specified on the math data and component drawing. The output of heated backlights shall be≤500W/m2. The temperature of+70 C shall not be exceeded, when measured at+23 C ambient.Connectors or electrical attachments shall be approved by the elec-trical engineering group and shown on component drawing.Heated backlights shall fulfill the requirements ac-cording to GM NA document GMUTS L-1A2C-5or regional requirements.3.2.1.11Coated Windows(5.10).3.2.1.11.1General Requirements.The coating shall be permanently weather resistant,color-stable and shall have characteristics as specified in para-graph3.1.1.3.3.2.1.11.2Metallic Coatings.If specified in the com-ponent drawing,small apertures shall be provided in designated areas as shown in the math data and com-ponent drawing.These apertures are required for the use of remote controls,garage door openers,auto-matic tollbooth collection devices,transponders,etc.3.2.1.11.3Water Repellent Coating(Hydrophobic) (5.11).A hydrophobic coating consists of a mono-lithic organic layer bonded to the glass surface,which causes water to bead up and roll off the treated glass surface.Hydrophobic coatings shall meet the require-ments shown in Appendix B.The coating must be applied to the outside surface of the glass.No coating is permissible on the edge or inside surface of the glass.The coating must be uniform and continuous in coverage with no streaks, skips,or voids.3.2.1.12Encapsulation,Extrusion(5.12).3.2.1.12.1General Requirements.Prior to encap-sulation or extrusion,the glazing shall be cleaned and an appropriate adhesion promoter or primer shall be applied.The encapsulation or extrusion material shall have adhesion to the glass in100%of the mating area.Adhesion promoter,primer,or mold release compounds shall not be present in the urethane bond path used to adhere the glass to the body. Encapsulation and extrusion shall fulfill the re-quirements of General Motors Europe documents GMI00002,GME5019and General Motors NAO documents GM7452M and GM3611M as specified in the vehicle validation plan.3.2.1.12.2Adhesion of Encapsulation or Extru-sion.The adhesion of the encapsulation or extrusion components to the glazing shall retain its perfor-mance through the life of the vehicle when tested per General Motors Europe documents GME00010, paragraph6.9(cycle test)and QT010201,paragraph 8.2(cataplasma test)or General Motors NAO docu-ment GM3652M as specified in the vehicle validation plan.(See changes in bonded-on components.)3.2.1.12.3Materials and Process Changes.Any changes in materials or process that affect the ap-pearance or performance of the components,as orig-inally specified,must be approved by Product Engi-neering.3.2.1.12.4Hardware Attachments.Hardware com-ponents shall not cause additional stress or fracture of the glass during assembly to the mating compo-nent or installation into the vehicle.3.2.1.13Glass Bonding,Window Installation (5.13).When the glazing is received at the assembly center,the glazing shall be free from any contami-nants,which may affect the bond to the vehicle.3.2.1.13.1Pre-Primed Glazing.When pre-primed is specified,the requirements as follows:•Surface roughness requirements as specified in3.1.1.2are not applicable.Glass Priming Process DescriptionNote:All windshield operations are FMVSS opera-tions.1Obtain glass from rack,placing on holding fixture. 2Check glass for contamination.If the glass has dust,dirt,oil,excessive fingerprints,the glass must be cleaned.Wipe the glass with a clean cloth,and if necessary,a small amount of naptha(9981062) may be used.Never use silane(clear)primer to©Copyright2002General Motors Corporation All Rights ReservedAugust2002Page11of22。

Correct as at 26th August 2019. It may be superseded at any time.Extract taken: from NZTA Vehicle Portal > VIRMs > In-service certification (WoF and CoF) > General vehicles > Vehicle structure > Structure (incl. frontal impact)3-1 Structure (incl. frontal impact)Reasons for rejectionCondition1. The structure of the vehicle (shaded areas of Figure 3-1-2) has visible:a) deformation from the original shape that has affected the vehicle’s structural integrity (Note 1) (Note 3), orb) cracking, orc) fracture, ord) corrosion damage (Note 2) that is individually larger than 50mm in diameter (Figure 3-1-1), ore) corrosion damage within 150mm of the top of an A-pillar (Figure 3-1-2), orf) any corrosion that the inspector considers has caused weakening of a load-bearing structure (Note 6), org) poor repairs that have not returned the structure to within a safe tolerance of when it was manufactured (Note 3) (Note6), eg:i. filler has been used in an attempt to conceal corrosion damage or deformation of a componentii. a high strength steel component has been heatediii. a component has been strengthened.Modification (Note 5) (see also Introduction 3.1.2: Note 3)2. The performance of the frontal impact occupant protection system may have been affected by a modification, including an added or removed object, fitting or component, after the vehicle was manufactured if the vehicle has a GVM of 2500 kg or less and:a) is:i. a class MA motor vehicle manufactured from 1 March 1999, orii a class MA motor vehicle that was less than 20 years old when it was first registered in New Zealand on or after 1 April 2002, oriii a class MB or MC motor vehicle manufactured from 1 October 2003, andb) is not excluded from the requirements for LVV specialist certification (Table 3-1-1).3. A modification affects the vehicle structure – including an object or fitting affixed after manufacture that is welded to the chassis, sub-frame, cross-member or body of a monocoque structure (Note 7), anda) is not excluded from the requirements for LVV specialist certification (Table 3-1-1), andb) is missing proof of LVV specialist or accepted overseas certification, ie:i. the vehicle is not fitted with a valid LVV vehicle certification plate, orii. the operator is not able to produce a valid modification declaration or authority cardiii. the vehicle has not been certified to an accepted overseas system as described in Technical bulletin 13 .Note 1The structure of a vehicle may incorporate crumple zones that form part of a frontal impact occupant protection system.Note 2Corrosion damage is where the metal has been eaten away, which is evident by pitting. The outward sign of such corrosiondamage is typically displayed by the lifting or bubbling of paint. In extreme cases, the area affected by the corrosion damage will fall out and leave a hole.Bumper bar means either the structural part inside a plastic bumper or a complete metal bumper as used on older vehicles. The bumper fascia (bumper cover) is not part of the bumper structure. It is the bumper reinforcement (also known as the bumper beam) that is the actual bumper bar for inspection purposes (see Figure 3-1-3).Note 3The vehicle inspector may request additional relevant information from a repairer or other relevant person. The vehicle inspector should withhold the warrant of fitness if there is reason to believe that the vehicle has:a) structural damage, orb) inadequate structural repair(s), orc) corrosion damageto the extent that it could affect the vehicle’s structural strength or one of the vehicle’s safety requirements. If the owner questions the decision, the vehicle inspector should recommend the vehicle owner obtain further written assessment from a panel beater.Note 4The following vehicles with a GVM of 2500kg or less must comply with a frontal impact occupant protection standard: Class MA motor vehicles manufactured on or after 1 March 1999Class MA motor vehicles that were less than 20 years old when they were first registered in New Zealand on or after 1 April 2002Class MB and MC motor vehicles manufactured on or after 1 October 2003.Note 5 DefinitionsModify means to change a vehicle from its original state by altering, substituting, adding or removing a structure, system, component or equipment, but does not include repair.Repair means to restore a damaged or worn vehicle, its structure, systems, components or equipment to within safe tolerance of its condition when manufactured, including replacement with equivalent undamaged or new structures, systems, components or equipment.Note 6Where the inspector is presented with a Nissan Terrano or Nissan Mistral vehicle of the type that is fitted with a two-layer (double skin) floor panel, the inspection procedure in Technical bulletin 2 must be followed.Note 7A body lift on a body/chassis vehicle (commonly a 4x4) always requires LVV certification.Note 8Rear bumper removal must still meet external projection requirements.Table 3-1-1. Modifications that do not require LVV certificationFigure 3-1-1. Corrosion damage 50mm diameter limitFigure 3-1-2. Corrosion damage as referred to in Condition aboveThese include chassis, cross-members and sub-frames, load-bearing monocoque body structures, body mounts and the body on a vehicle with a separate chassis. Other sections also contain Reasons for rejection and diagrams relating to specific vehicle components. See figures for corrosion limits to hinge and latch anchorages (section 6-1), seatbelt anchorages (section7-5), and front or rear suspension anchorages (section 9-1).Note that the diagram has been updated to take into account the more modern vehicle structures of common vehicles.Figure 3-1-3. Bumper structureThe bumper fascia (bumper cover) is not part of the bumper structure. It is the bumper reinforcement (also known as the bumper beam) that is the actual bumper bar for inspection purposes.Summary of legislationApplicable legislationLand Transport Rule: Frontal Impact 2001Land Transport Rule: Vehicle Standards Compliance 2002.Condition1. The vehicle must be safe to be operated.2. The components and materials must be fit for their purpose and within safe tolerance of their state when manufactured or modified.3. The performance of a motor vehicle in relation to protecting occupants in a frontal impact collision must not be reduced below a safe tolerance by any factors, including corrosion, structural damage, material degradation, inadequate repair, the fitting of additional equipment, or the removal of equipment, taking into account:a) the function of the additional equipment fitted to the motor vehicle after manufacture, and the measures taken tominimise the risk of injury from the equipment;b) evidence that the motor vehicle is within the manufacturer’s operating limits.Modification4. A modification that affects the integrity of the vehicle structure must be inspected and certified by an LVV specialist certifier, unless the vehicle:a) is excluded from the requirement for LVV specialist certification (Table 3-1-1), andb) has been inspected in accordance with the requirements in this manual, including those for equipment, condition andperformance.Page amended 1 November 2018 (see amendment details).。