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As automotive manufacturers continue to increase their use of thermoplastics for interior and exterior components, there is a likelihood of squeaks due to material contacts. To address this issue, Ford's Body Chassis NVH Squeak and Rattle Prevention Engineering Department has developed a tester that can measure friction, and any accompanying audible sound, as a function of sliding velocity, normal load, surface roughness, and environmental factors. The Ford team has been using the tester to address manufacturing plant issues and to develop a database of polymeric material pairings that will be used as a guide for current and future designs to eliminate potential noise concerns. Based upon the database, along with a physical property analysis of the various plastic (viscoelastic) materials used in the interior, we are in the process of developing an analytical model which will be a tool to predict frictional behavior.

Post Consumer Recyclate (PCR) or Post Industrial Regrind (PIR) use to manufacturer thermoplastic (or thermoset) automotive parts and components, has increased over the last 20 years. Therefore, automotive designers are challenged with the question of how recycled material differs in performance from virgin? In addition, automotive OEMs are requiring increased durability of thermoplastic parts and their attachments (joints), so that warranty costs, associated with interior squeaks and rattles are minimized. From this durability need there have grown several techniques for determining an attachment's performance capabilities, they are: strip-to-drive torque ratios, screw pull-out force, and clamp load fall-off. For example, if a boss has a low strip-to-drive torque ratio (< 3) there exists the potential for assembly and/or field failures.

The use of Post Consumer Recyclate (PCR) or Post Industrial Regrind (PIR) to manufacture thermoplastic (or thermoset) automotive parts and components has significantly increased over the last 10 years. Due to this increase in use, automotive designers are continuously challenged with the question of how PCR or PIR material differ in performance from the virgin material? To compound the dilemma, automotive OEMs are requiring increased durability of thermoplastic attachments (joints), so that warranty costs associated with interior squeak and rattle (from ill-fitting joints) are minimized. To answer this question, there exist several techniques for finding thermoplastic joint durability performance. Some of them are: strip-to-drive torque ratios, screw pull-off force and clamp load fall-off. A thermoplastic attachment (i.e. boss) which experiences clamp load fall-off will lead to a loose fitting joint and subsequently result in squeaks and rattles.

Improvements in clamp load retention of fastened joints in instrument panels are desired by automotive OEMs to minimize warranty claims due to squeak and rattle problems. The decrease in torque retention of these plastic boss and metal fastener joints over time and temperature cycling was described in a previous SAE technical paper.1 This loss in clamp load retention (which is another measure of joint durability), as measured by torque, was shown to be affected by differences in the thermal expansion rates of the captured materials. The purpose of this paper is to further quantify these differences by using strain gages to measure the thermal expansion rates and dimensional changes of the joint's various components: metal fastener, molded plastic boss, and captured material.