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Traditional methods used to produce a die set (from developing initial machining cutter paths through finalized die tryout to produce a part that meets design intent) begin with draw simulation and development. It is here, traditionally, that scientific evaluation of actual metal stretch and theoretical ideals end. In past programs, a designed part would be simulated for stretch and a development model created to include various die compensations (i.e. springback, overcrown, etc.) based on past experience for area and amount. At this point, the die is cut and undergoes a metamorphosis through die tryout to finally produce a quality part. This is currently an open loop system. This paper will focus on the differences in the predicted way the die should look and the actual outcome (after part buyoff).

To correlate data collected at multiple sites when using flexible fixturing to position parts for a CMM (Coordinate Measurement Machine), there are additional factors to consider and coordinate than when using CMM Holding Fixtures.

In this age of quality consciousness compounded with efforts to improve the speed to market in the automotive industry, it is necessary to use the appropriate measurement technologies available to be successful. This applies to the production facilities of the major auto producers as well as their supplier base. Major BIW Assemblies of the Quad Cab Dakota (AN-84) were sourced by DaimlerChrysler to Tower Automotive. This paper will describe the process adopted by Tower Automotive, which resulted in producing these subassemblies at quality levels, which met or exceeded the customers' requirements. Details will be provided for every stage of the process, beginning with the development of the tooling and gage plans to support the PLP (Principle Locating Point) Plan and tolerancing as outlined by the customer. It will describe the construction and certification process of the assembly tools at both the construction source and the run source.

Traditional methods for buying off parts do not acknowledge the state of the dies, that is the way the die was cut relative to the product model. Many different methods for achieving a correct part are included in the die making process. Communication of the reasons for these actions and the exact amount of deviation from the product model has been lacking. Hampering communication further has been the lack of a global language or understanding of terms from one group to the next. Furthermore, continuous improvement has been difficult due to a lack of documentation of the plan and its correlation to the results. This paper is an attempt to define the different types of compensation and describe where in the die process this compensation exists.

An assessment of stamped part quality and launch readiness occurs at many intervals. This paper will focus on dimensional control activities that take place after Stamping Dies are constructed, but prior to producing the stamped parts. Die certification and die repeatability measurements have been performed at DaimlerChrysler and the results are documented. This die certification process provides an opportunity to uncover and resolve die machining issues with respect to the part math model or pre-engineered compensation model prior to producing parts. Additionally, the die repeatability process is performed to determine the ability of the die gaging to locate the incoming in-process material consistently. This paper will explain the die certification and die repeatability processes and share what we have learned. It will describe the processes, the tools, the participants, the sites, the benefits, and the measurement equipment.

An assessment of Body-In-White quality and launch preparedness occurs at many intervals. This paper will focus on dimensional control activities that take place during the first pre-production pilot phase known as P0. (P-zero occurs approximately 35 weeks before volume production.) Two Process Assurance Body Build Systems (Tooling Build and Plate Build) have been used at Chrysler and the results have been documented. The Plate Build and Tooling Build activities provide the opportunity to uncover and resolve Product Design and Part Quality Issues. In addition, the Tooling Build process has proven to be an objective method of identifying and correcting tooling, gaging and process issues during the P0 Vehicle Build Program.

Chrysler Corporation's Jeep and Truck platform implemented a new design and prototype process for the body-in -white of a new pickup truck. A team approach achieved concurrent body design, stamping die design, assembly process development, and assembly tooling development. The first domestic US industry use of a 100% electronic design and release system was instrumental in the process. The new process produced a prototype body-in-white on time at 95 WBVP (weeks before volume production) with the highest level of production-intent components ever achieved within Chrysler at this stage of development.