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Automated solutions for manufacturing composite products based on prepreg often imply Automatic Fiber Placement or Automatic Tape Laying. These systems are generally associated with huge investments. For certain manufacturing applications it is interesting to investigate alternatives to find simpler and less costly automation. One example of an automated system could be the use of a standard industrial robot to pick single prepreg plies from an automated cutting machine and stack them to form a plane laminate. This paper is based on a case illustrating a product from the aircraft manufacturing industry. The case will demonstrate a pick and place concept on a general level and illustrate challenges that must be solved. The challenge selected to be the main focus for this paper is an automated process for backing paper removal. A literature review of different gripping technologies reveals several interesting technologies, and the most promising are tested for backing paper removal. The tests show that an automated removal process can be designed by using standard vacuum grippers in combination with mechanical clamping grippers. In order to lift the backing paper with a vacuum gripper an initial separation between the backing paper and prepreg is needed. This separation is most easily mechanically induced by bending the material. The proposed solution for automatic backing paper removal can be integrated in a manufacturing cell for manufacturing of the studied product. SAE Technical Paper 2013-01-2289

This paper refers to the experimental results obtained using two different 4-cylinder diesel engines, with total displacement respectively equal to 1.9 L and 1.3 L, both equipped with an advanced common-rail system. An optically accessed prototype engine, having characteristics similar to the four-cylinder engine, is used to visualize the incylinder phenomena. Multidimensional simulations of the combustion and pollutants formation processes are performed, comparing the numerical predictions with the experimental data. By this way, integrating the 3D C.F.D. computations, the visualization techniques of the injection and combustion processes and the field measurements on the real engines, different settings of the multiple injection strategy have been analyzed.

The paper is based upon the work supported by Saudi Aramco Research and Development Center FUELCOM3 program under Master Research Agreement Number 6600024505/01. FUELCOM (Fuel Combustion for Advanced Engines) is a collaborative research undertaking between Saudi Aramco and KAUST intended to address the fundamental aspects of hydrocarbon fuel combustion in engines, and develop fuel/engine design tools suitable for advanced combustion modes. The authors would like to thank King Abdullah University of Science and Technology (KAUST) and the Clean Combustion Research Center (CCRC) for lab facilities and research support. Finally, the authors would like to convey gratitude towards the IC Engine Lab Safety Supervisor Adrian I. Ichim and the lab technician Riyad H. Jambi for their kind input and assistance in performing the experiments. The authors would like to express gratitude toward

The paper is based upon work supported by Saudi Aramco Research and Development Center FUELCOM3 program under Master Research Agreement Number 6600024505/01. FUELCOM (Fuel Combustion for Advanced Engines) is a collaborative research undertaking between Saudi Aramco and KAUST intended to address the fundamental aspects of hydrocarbon fuel combustion in engines, and develop fuel/engine design tools suitable for advanced combustion modes. The author would like to thank King Abdullah University of Science and Technology (KAUST) and the Clean Combustion Research Center (CCRC) for lab facilities and research support. Last but not least, the authors would like to convey gratitude towards the IC Engine Lab Safety Supervisor Adrian I. Ichim and the lab technician Riyad H. Jambi for their kind input and assistance in performing the experiments.

The aerospace manufacturing sector is continuously seeking automation due to increased demand for the next generation single-isle aircraft. In order to reduce weight and fuel consumption aircraft manufacturers have increasingly started to use more composites as part of the structure. The manufacture and assembly of composites poses different constraints and challenges compared to the more traditional aircraft build consisting of metal components. In order to overcome these problems and to achieve the desired production rate existing manufacturing technologies have to be improved. New technologies and build concepts have to be developed in order to achieve the rate and ramp up of production and cost saving. This paper investigates how to achieve the rib hole key characteristic (KC) in a composite wing box assembly process. When the rib hole KC is out of tolerances, possibly, the KC can be achieved by imposing it by means of adjustable tooling and fixturing elements. A test rig has been designed and built that is used to experimentally investigate the capability of both the tooling and fixturing concepts. Some experiments have been carried out that successfully demonstrate the capability of the reconfigurable fixturing technology to achieve the rib hole KC.

The paper is based upon work supported by Saudi Aramco Research and Development Center FUELCOM 3 program under Master Research Agreement Number 6600024505/01. FUELCOM (Fuel Combustion for Advanced Engines), is a collaborative research undertaking between Saudi Aramco and KAUST intended to address the fundamental aspects of hydrocarbon fuel combustion in engines, and develop fuel/ engine design tools suitable for advance combustion modes.The author would like to thank King Abdullah University of Science and Technology (KAUST) and the Clean Combustion Research Center (CCRC) for lab facilities and research support. Last but not least, the authors would like to convey gratitudetowards the IC Engine Lab Safety Supervisor Adrian I. Ichim and the lab technician Riyad H. Jambi for their kind input and assistance in performing the experiments.

Hawker de Havilland has undertaken research & development initiatives to utilise off-the-shelf automation technology to improve the functionality and efficiency of aerospace assembly processes. Several applications have been demonstrated, including the assembly of composite ribs and skins prior to consolidation, the drilling and trimming of composite components in preparation for assembly operations and the drilling of assemblies. Through all of these demonstrations, the same technology base has been applied - that of industrial robotics. This paper will present the technical aspects of two, individual problems and the solutions implemented. The problem and solution for the application of the assembly of dry, reinforced composite ribs to skins in a unitised box prior to consolidation of the composite assembly will be presented. The study will include detailed requirements and the control solution via force-torque sensor integration and manipulation. This paper will also present a means in which to improve the utilisation of the industrial robotic solutions discussed via a flexible mobile platform. Detail will be included on the factory integration, method of operations and the safety aspects that have been addressed. Also included will be the methods of indexing the mobile automation to the work piece.

Robust measurement planning algorithms and calibration protocols applicable to both serial and hybrid industrial robots containing four-bar actuating mechanisms are presented in this paper. Contrary to currently available approaches developed by commercial calibration solutions providers, the present methodology based on a Laser Interferometry tracking system leads to an unprecedented level of positional accuracy, as required in typical aerospace manufacturing robotic applications. This paper presents several technical contributions, from innovative measurement planning algorithms, highly accurate geometric and nongeometric kinematic errors models to functional software modules incorporated in state-of-the-art robotic off-line programming software, viz, Workspace5.04 and Delmia V5 Robotics. The improvement in robot accuracy achieved via this complete suite of measurement algorithms and software tools is finally demonstrated through test cases., SAE 2004 Aerospace Manufacturing & Automated Fastening Conference & Exhibition, September 20-23, 2004, St-Louis, United States

In this paper solution for low-cost automation of aircraft assembly is presented. The concept of this development is closely related to “Lean Automation”, which in this case concerns the use of modern standard equipment such as standard robots, PC-computers and a newly developed spatial sensor system for precision measurements of positions. The robot is used to perform reconfiguration of tooling modules that are possible to be configured/reconfigured in six degrees of freedom. A prototype developed as the result of an EUproject called ADFAST* has been evaluated at Linkoping University in Sweden. Technical functionality is reported where the robot manages to configure the flexible tooling modules to a total error bellow 50 µm. This paper presents the results on the portion of the project addressing robot, metrology system and tooling.

This paper discusses our experiences on the implementation and benefits of using the Hardware-In-the-Loop (HIL) systems for Powertrain control system software verification and validation. The Visteon HIL system integrated with several off-the-shelf diagnostics and calibration tools is briefly explained. Further, discussions on test automation sequence control and failure insertion are outlined The capabilities and advantages of using HIL for unit level software testing, open loop and closed-loop system testing, fault insertion and test automation are described. HIL also facilitates Software and Hardware Interface validation testing with low-level driver and platform software. This paper attempts to show the experiences with and capabilities of these HIL systems. INTRODUCTION HIL technology has been in wide use in Defense and Aerospace industry as early as the 1950s. In spite of the high cost of the HIL technology in those days, the Defense and Aerospace industry took advantage of HIL systems mainly due to the risk of human life involved in the real time system and the extremely expensive prototype systems under test. The automotive industry did not embrace HIL technology for development and testing of automotive control systems mainly due to its high cost and feasibility of using the HIL technology for comparatively simpler control systems. Over the years, the automotive industry started adding more and more diverse embedded software controlled electronic components in vehicles to improve performance; efficiency and comfort as well as to be compliant with government regulated and mandated emission requirements. The pressure of increased complexity in the design and verification process timing and cost involved with the testing of complex electronic and component systems forced the automotive industry to investigate and invest in better testing methodologies. The advancement of computer technology, availability of highly efficient low cost compute engines and, readily available off-the-shelf systems, have pushed the viability and usability of the HIL technology from the Defense and Aerospace industry to the Automotive industry. After the successful use of HIL simulation technologies in the Aerospace industry, the Automotive industry adopted the technique in the 1990s. Several successful partial and complete closed loop simulations can be cited in the literature since then [1,2].

Doing the right things is important for a company to stay in business while developing the right products to satisfy customers and make profits. Design for Six Sigma (DFSS) is a disciplined problem prevention approach and a systematic process to prevent defects in what is important to the customer. This paper builds on the rationale and opportunities presented in the SAE paper of Six Sigma Disciplines in Automotive Applications for improving design robustness. The methodology to increase system robustness through DFSS is presented and demonstrated through the extension of the case study of crankshaft journal lobing design robustness improvements realized from the traditional DMAIC Six Sigma project presented in the SAE paper of Six Sigma Disciplines in Automotive Applications.

The NVH performance of motor vehicles has been improved dramatically during the 1972-2001 period. The paper identifies the main advances made, i.e. the development highlights and indicates a number of points where a lot of work still needs to be done (Holes or with and automotive flavor "Potholes"). The paper is structured as indicated below.

The aircraft industry in the coming years will produce airliners of different categories for a constantly growing market. Despite this apparently advantageous position it seems increasingly difficult to design new products and new technologies which promise the same rate of economic improvements the customers enjoyed in the past. By realizing this, the analysis of the future market driven aircraft requirements becomes increasingly important. Product strategies considering a total system approach become a more and more important factor in the aircraft design process. Competition in the global transport aircraft market forces aircraft manufacturers progressively more to take the right decisions today for investments in cost effective technologies for the products of tomorrow to stay successful, efficient and respond exactly to the variety of future customer and transportation system requirements. The present paper describes a procedural approach to global aircraft optimization considering these requirements. A special focus is laid on a description of those elements of the decision chain, that are usually not considered as "classical" disciplines in the early stages of aircraft design: economics of operator as well as manufacturer and environmental issues. FACTORS OF SUCCESS IN THE AIRCRAFT DESIGN PROCESS Increasing demand for air travel growing on average by more than 4% per year, supported by continuously declining ticket prices, has converted air transportation from a previous luxury good into a commodity accessible to the broad public. This development forces the airlines to focus on a permanent adjustment to the market requirements by a variety of competitive supplies and service. Factors of success in the aircraft design process are to a large extent depending on the operating environment the product will face from it's entry into service far through the decades of service life (Fig. 1). Major design drivers can be arising from anticipated fuel price developments or environmental regulations, from airport slot limitations or deregulation and segmentation. Each of those different scenarios requires a particular type of aircraft to satisfy different demands. Fig. 1: Typical life cycle of a commercial transport aircraft For the manufacturer all those often conflicting market trends have to be monitored carefully, evaluated and converted into aircraft design requirements, technology development and finally design initiatives. A new product definition process starts after market analysis indicating a window of opportunity. Intensive scenario based studies for envisaged markets and regions follow to observe program viability under a number of different assumed developments of future economy, infrastructure, environmental legislation and further elements in the entire air transport system. A task not too easy, given the principal unpredictability of the future. However, careful observation and analysis of trends can be done. From this, technical requirements for the aircraft must be identified. Then, in most cases, technologies must be identified, which respond best to the task of filling the gap between status and requirements. Finally those technologies that best serve (c)2000 American Institute of Aeronautics & Astronautics or Published with Permission of Author(s) and/or Author(s)' Sponsoring Organization. the purpose, will be selected to make their way into the aircraft. A continuous monitoring and controlling of the process makes several iteration loops during the product definition phase necessary. In this context, to be considered for future application, any design proposal or technology development should have positive effects on the aircraft in the eyes of the airlines, for the aircraft's manufacturer and with increasing importance also to provide significant benefits for the entire air transport system and the broad public. The primary, desired effects of a design change are most of the time accompanied by secondary effects which tend to diminish the primary benefits. Beside this, every design change has an impact on the cost and weight situation of the aircraft under consideration. Each of these characteristics of the design change influences the attractiveness of the change for either the airline or the manufacturer to some extent. Therefore, the evaluation of the overall attractiveness of a design for both, manufacturer and customer, is a prerequisite for an enhanced global optimization approach and forms the key for success. FROM PROJECT REQUIREMENTS TO TARGET DEFINITION Fig. 2 sketches a conventional process chain, starting with the initial design change triggering various consequences in terms of the aircraft's properties. The initial design change as well as the resulting aircraft's properties are influencing the factors of success mentioned above and thus lead to the characteristics of the decision criteria, on base of which the design change proposal will be adopted or not. Only a coarse, summarizing view is given here. Trying to further detail this sketch down to physics-based items would lead beyond the intention of this paper by far. Principles of this decompositioning approach are discussed in [1]. The symbolic cross-couplings shown in this figure may indicate the complexity of the process actually lying behind each design decision. design change classical, straightforward process alternative design targeting process evaluation of results Fig. 2: Sketch of the overall process of design changes During this process, the fulfillment of several design requirements has to be assured and, simultaneously, the optimization for the decision triggering criteria must be performed. The distinction between requirements to be fulfilled on one hand and decision criteria which have to be met on the other, is somewhat arbitrary, but this just mirrors the actual decision chain in the development phase of aircraft, where requirements are traditionally fulfilled via engineering work and decision criteria are evaluated by managing boards. In Fig. 3, a typical selection of requirements to be fulfilled and examples for decision criteria are shown. Unfortunately, the means to enhance the fulfillment of one requirement may act contradictory on another one and therefore, the "table cloth syndrome" is often used to characterize this. Introducing double slotted flaps in order to enhance the field performance characteristics, for instance, increases maintenance cost, shown on the opposite side of the "table". Another example: Increasing the environmental compatibility in most cases diminishes operational efficiency. Having balanced all requirements through thoroughly performed design loops (a typical engineering task), the overall goodness of the design change under consideration is evaluated by reflecting the impact the design change has on the value of, for instance, the internal rate of return (IRR), as one example of a decision criteria. In case of positive impact on IRR and other decision criteria, a positive decision will be the result. (c)2000 American Institute of Aeronautics & Astronautics or Published with Permission of Author(s) and/or Author(s)' Sponsoring Organization. Retirements » ixs lulfiHeti ,,en route" performance operating efficiency jtff^ 1 ~*"%^ flald performano

In this paper, the authors present the concept of using a safety state diagram for establishing an integrated system approach to automotive safety. The paper examines the following advanced concepts: pre-crash sensing, anticipatory crash sensing, X-by-wire systems, advanced safety interiors, integrated vehicle electrical/electronics systems data networks, and telematics.

The Future of new electronic systems application in the automobile is extremely promising. New systems such as mobile multimedia, control-by-wire systems, advanced safety interiors, and collision avoidance coupled with smart sensors and actuators, in a potentially new integrated vehicle wiring system, means significantly more electronic content in the automobile of the future. The challenge of the automotive electronics industry is to develop a vision of these future products, and then follow a defining process to develop the technologies necessary to offer timely, reliable, and cost effective products to the automotive consumer. This paper presents a methodology by which global market trends, market considerations, and engineering developments are combined to create a product vision. This vision is used to generate technology roadmaps that spawn technology development projects. Technology projects in turn help to create product strategies that result in new marketable products. Delphi Automotive System's vision of “Next Century Winners,” which are stimulating new product development and technology projects that enabled new product developments, are examined in this paper.

This paper describes the collaboration between BBA Friction Ltd and the University of Liverpool in establishing a Concurrent Engineering (CE) environment that exactly meets the current and future requirements of BBA Friction Ltd. BBA were trying to design a friction materials development process to meet the needs of their customers in a way that would significantly improve material performance, reduce product development lead times and enhance customer satisfaction. The paper describes the concept of CE, BBA Friction Ltd's materials development needs and why the CE environment approach was selected. It then goes on to describe how BBA Friction Ltd's CE environment was developed, how the implementation was planned and executed and the results of the work. It also shows how a successful collaboration may be conducted between a commercial engineering company and an academic institution.

The ability to adapt to rapidly evolving market demands continues to be the one of the key challenges in the automation of assembly processes in the aerospace industry. To meet this challenge, industry and academia have made efforts to automate flexible fixturing. LOCOMACHS (Low Cost Manufacturing and Assembly of Composite and Hybrid Structures) - a European Union funded project with 31 partners - aims to address various aspects of aero-structure assembly with a special attention directed to the development of a new build philosophy along with relevant enabling technologies. This paper aims to present the results on the developed wing box build philosophy and the integration of automated flexible tooling solutions into the assembly process. The developed solution constitutes the use of synchronized hexapods for the assembly of front spar to upper cover whereas another hexapod was developed to install a rib by using of a force feedback sensor. Both hexapod applications have undergone parametrized mechanical design to provide adaptability to various applications. Furthermore, synchronous control of multiple hexapods has been developed to manipulate and hold the front spar in position and withstand the drilling forces applied by an external automated drilling system during the assembly of cover to spar. Finally, discrete state assembly system utilizing force and torque feedback has been developed to perform the assembly of a rib in order to demonstrate the intelligence capability of hexapods.

Gaps in composite structures are a risky factor in aeronautical assemblies. For mechanically joined composite components, the geometrical conformance of the part can be problematic due to undesired or unknown re-distribution of loads within a composite component, with these unknowns being potentially destructive. To prevent unnecessary preloading of a metallic structure, and the possibility of cracking and delamination in a composite structure, it is important to measure all gaps and then shim any gaps greater than 127 microns. A strategy to overcome the high relative tolerances for assemblies lies in the automated manufacturing of shims for the gaps previously predicted through the evaluation of their volumes via a simulation tool. This paper deals with the development of a special end-effector prototype to enable the shimming of gaps in composites structures using a pre-processed geometry. The aim of this end-effector is to provide movement to a temperature controlled hot-end in order to generate a solid shim of ABS on the target composite surface. This process is defined according to the trajectories and velocities marked by the 3D printing process using standard G-code. The geometry and material volume to be printed are indicated by the simulated gap volume which is based on previous metrological measurements. The final objective will be to attach this end-effector to an anthropomorphic robot to enable autonomous manufacturing. This work is part of the EU FP7 funded LOCOMACHS project, under grant agreement n◦314003. European Union Seventh Framework Programme FP7/2007-2013 under grant agreement n° 314003; Basque program Elkartek Basqtech 2016

The use of ultra high strength steels (UHSS) in the automotive industry presents a significant opportunity for continued vehicle light-weighting, due to possible strength-to-weight improvements of three to four times that of conventional sheet steel grades. This performance benefit is achievable whist maintaining most of the advantages of low-cost mass-production associated with the cold stamping of sheet steel for automotive body components. However, the introduction of UHSS can result in significantly increased wear of the stamping tools, which is difficult to predict at the design stage and can lead to unexpected process failure during mass-production. Therefore, there is a need to be able to monitor and predict the onset of severe wear, such that the best course of condition-based maintenance can be scheduled and unscheduled stoppages due to tool wear eradicated. This paper describes a novel active monitoring system that is being developed by researchers at Deakin University, The Australian National University and Ford Motor Company, Asia Pacific and Africa. The aim of the active monitoring system is to detect the initial onset of a change of state, such as wear, through the measurement of variables such as punch force and audio signals. A semi-industrial stamping process, using a progressive die setup and high strength steel sheet with hardened tool steel tooling, is the experimental basis for the initial model and system development.

Complexity of electronics and embedded software systems in automobiles has been increasing over the years. This necessitates the need for an effective and exhaustive development and validation process in order to deliver fault free vehicles at reduced time to market. Model-based Product Engineering (MBPE) is a new process for development and validation of embedded control software. The process is generic and defines the engineering activities to plan and assess the progress and quality of the software developed for automotive applications. The MBPE process is comprised of six levels (one design level and five verification and validation levels) ranging from the vehicle requirements phase to the start of production. The process describes the work products to be delivered during the course of product development and also aligns the delivery plan to overall vehicle development milestones. MBPE enables early confirmation of fitness of the embedded system and the detection of software errors during product development, by bringing a more robust and efficient development, verification and validation process across all stakeholder departments within the organisation and supplier base. The paper gives an overview of the MBPE process covering the development and verification and validation activities, the deployment strategy and the challenges faced in the deployment across different groups in the organisation and suppliers.

The accuracy of many aerospace structures is limited by the accuracy of assembly tooling which is in turn limited by the accuracy of the measurements used to set the tooling. Further loss of accuracy results from different rates of thermal expansion for the components and tooling. This paper describes improved tooling designs and setting processes which have the potential to significantly improve the accuracy of aerospace structures. The most advanced solution described is environmentally isolated interferometer networks embedded within tooling combined with active compensation of component pick-ups. This would eliminate environmental effects on measurements while also allowing compensation for thermal expansion. A more immediately realizable solution is the adjustment of component pick-ups using micrometer jacking screws allowing multilateration to be employed during the final stages of the setting process to generate the required offsets.

Following the trend in automotive manufacturing, electric cordless tooling platforms are gradually being adopted for aerospace assembly tool systems. This paper introduces a new portable aerospace fastener assembly tool system based on the cordless electric technology platform. These systems are significantly more accurate than traditional pneumatic–based assembly tool systems and offer a range of process monitoring options. Cordless assembly tool systems make the assembly process easier, faster, safer and more accurate. These systems have the ability to provide traceability with time & date stamp for each installed fastener and provide wireless communication to enable process monitoring in real time. A comparison with traditional aerospace tool systems is made, in terms of historical evolution and working performance. Lessons learned from automotive applications are brought to aerospace industry. Key benefits include better ergonomics, improved accessibility, productivity and cost. The adaptability of these new assembly tools to different families of fastening systems is also presented.

For cost-beneficial reasons simulations with computer manikins have been increasingly used in the automotive industry for prediction of ergonomics problems before the product and work place exist in physical form. The main purpose of ergonomics simulations is to apply biomechanical models and data to assess the acceptability of the physical work load, e.g. working postures, visibility, clearance etc., which could result in requirements to change the design of the product. The aim is to improve ergonomics conditions in manual assembly and to promote a better product quality through improved assemblability (ease of assembly). Many studies have shown a clear correlation between assembly ergonomics and product quality and that poor assembly ergonomics result in impaired product quality and in decreased productivity. Nevertheless, there are remaining difficulties in achieving acceptance for changes of product and production solutions because of poor assembly ergonomics. A recent study in the Swedish automotive industry showed that huge savings and increased profit margins can be obtained by eliminating ergonomics risk concepts in the very early product development process. The study confirmed a strong relation between poor ergonomics assembly solutions and quality errors of the product (car). There was a substantially increased risk for quality errors and increased costs for corrective measures of the product for assembly items of high and moderate physical work load compared to assembly items of low work load. The quality risk was increased 3 and 3.7 times, respectively. The overall cost for corrective measures in the assembly plant and for factory complete cars was 8.7 and 8.2 times higher for assembly items of high and medium physical work load compared to items of low physical work load. The purpose of this paper is to demonstrate the need for ergonomics simulations of potentially harmful assembly concepts in combination with cost-benefit analyses of conceivable system solutions based on calculation of costs for quality errors related to poor ergonomics and poor assemblability. The intended end result of this research is a model by application of which it is possible to calculate the cost for quality losses and health effects due to poor ergonomics and compare it with the cost for improving the ergonomics with designers, manufacturing engineers and ergonomists as main users.

Model-Based Design is no longer limited to RD it is frequently used for production programs at automotive companies around the world. The demands of production programs drive an even greater need for tools and practices that enable automation and rigor in the area of verification, validation, and test. Without these tools and practices, achieving the quality demanded by the automotive market is not possible. This paper presents best practices in verification, validation, and test that are applicable to any program, but are critical when applying Model-Based Design in production programs.

This paper shall present the details of recently conducted studies that examine the criteria for success and the future of product development in the automotive industry. A majority of the forecasts predict increasing globalization, cost containment, dependence on suppliers and increase in electronics content. Correspondingly, OEM’s and suppliers are adopting and implementing CAD and PLM strategies that shall be explored together with the ideal PLM strategy for OEM’s and suppliers.Copyright © 2005 by ASME

Design for Six Sigma (DFSS) has been an initiative within product development for over 5 years now. Most companies start out implementing DFSS by using a collection of tools within marketing and engineering. Even though this often yields isolated, or localized improvement in the development of the product, overall product performance, cost, and producibility are not significantly improved at launch. Furthermore, focus on the customer delighters is often neglected, or even lost. DFSS needs to be recognized as a process within the product development process and applied at the program level to fully realize its total potential value. This paper will identify key issues that need to be addressed to achieve the full value from DFSS implementation.

The Mobile Parts Hospital (MPH) helps the Army with logistical backups in maintaining sustainment and readiness at the battlefield front. Now going into its third phase of the program and scheduled to be transitioned to a Program Manager (PM), the MPH has proven its ability to build parts in a mobile rapid manufacturing environment. This paper will outline the progress of the Lathe Manufacturing Module (LMM) and it's successes in deployment to Kuwait and advances with the Laser Engineered Net-Shaping(Trademark) (LENS(Registered)) technology and the ability to rapidly build near net shape parts from powdered metal in a mobile environment. The LENS(Registered) has been upgraded for increased performance in build speed and advances in near net-shaping of parts. Increased laser power and newly added equipment effects on build profile and deposited material will be discussed, in audition to lessons learned from the current prototype LMM to advances & developments in future changes made to the LMM modules for deployment.

Cost reduction, performance and feature trade offs are amongst the list of challenges that automotive engineers face in the attempt to develop new products. Knowing your product, its domain and the systems with which it interacts allows suppliers to accurately cost development and manufacture, assess warranty and reliability issues. These key trade offs have the greatest impact when the product is a new implementation of a highly developed and cost optimised vehicle function. This paper presents the challenges posed by hidden system interactions and the solutions that PBR created while developing its future product range of By-wire Electric Park Brake Systems (ePARK™).

The Structural Cast Magnesium Development Project is a jointly sponsored effort by the US Department of Energy (DOE) and the US Council for Automotive Research (USCAR) Automotive Metals Division (AMD) to identify and resolve technical and manufacturing issues that limit the light weighting opportunities of applying large-scale structural cast magnesium automotive components. This project, which began in the end of year 2001, comprises General Motors, Ford, DaimlerChrysler and thirty-four other North America companies and organizations. The project has its overall objective set to determine the technical feasibility and practicality of producing and implementing a one-piece front engine cradle casting. This paper provides an overview of the project scopes and up-to-date accomplishments. The engine cradle design criteria are introduced in various aspects including magnesium alloys property database development, component design and analysis, corrosion protection and coating strategy, assembly constraints, crashworthiness assessments, noise vibration harshness performance, and durability. To assess its manufacturability of the engine cradle, a large-scale structural cast, the project adopts two casting processes, i.e. high pressure die cast and low pressure permanent mold. With the support of science and technology, the project activities also focus on developing "tools", 1) numerical simulation model that predicts mold cavity fill and casting solidification, 2) material simulation models that predict cast component monotonic and cyclic properties, and 3) non-destructive evaluation equipment, procedures and process sensors. The ultimate goals of the project are to enhance the casting processes and large-scale structural automotive products, and to promote the magnesium infrastructure in North America.

Maximizing customer satisfaction is one key factor for marketing success. It is crucial to have engineering specifications reflecting customer expectations. This paper describes the strategy and methodologies used to generate optimum engineering specification in a case study. This study is part of the DFSS project, which focused on electrical delay time prior to engine crank.

An effort to integrate a structural optimization process into the carbon canister bracket design is presented to demonstrate the benefits of an upfront Computer-Aided Engineering (CAE) driven design. Structural optimization methods - including topology, shape, and size optimization - are used to develop the injection molded plastic carbon canister bracket. Furthermore, the incorporation of the Knowledge Base Engineering (KBE) features in the design process not only accelerates the design process but also ease manufacturing feasibility. Even though topology optimization has been widely used to explore the initial topological designs of different products, it is still a great challenge to explore shell like structure designs with 3D solid design package spaces using topology optimization method. Recently, some commercial optimization codes have developed new capabilities to include the manufacturing constraints like extrusion while using topology optimization to explore different design options. This new feature may help address the manufacturing issues with the same design intent and design domain. However, the development of shell like structures for 3D solid design domains has not been resolved. This paper presents an effort to integrate topology, shape, and size optimization into an upfront product development process for carbon canister bracket. The collaboration among different functions including CAD engineers, product engineers, manufacturing engineers, and CAE engineers plays a crucial role to the success of the upfront CAE driven design process. The proposed CAE driven design process will not only help design robust products, but it will also shorten the product development cycle time and reduce development costs by a considerable amount.

Computer applications have been widely used to assist product design. The successes and sophistication of computer aided engineering (CAE) techniques are respectfully recognized in this field. CAE applications in the manufacturing area however are still developing, although the manufacturing community is increasingly starting to pay attentions to computer simulations in its daily workings. This paper will briefly introduce some of these applications and promote awareness of computer simulations in manufacturing area. It contains four main sections: finite element analysis (FEA) in machining fixture design, FEA applications in component assembly, machining process simulations and machining vibrations in the milling operation. Each section comes with a practical case study, potential benefits are identified and conclusions are presented by using an integrated design and analysis approach. It is hoped that implications of computer simulations would enhance product quality, shorten the product development cycle, and make the manufacturing processes more robust.

Many research projects have been conducted recently in the field of residual stress. But very few projects are relative to design with residual stress problems. Within the European Network for Surface and Prestress Engineering and Design (ENSPED) with 18 partners (including Volvo, Fiat, Bosch etc.), we promote a global approach (material, processing and mechanical design) to prestress engineering. This paper presents a overview of one part of results carried out by the University of Technology of Troyes within this project.

The paper gives an overview of the partially extremely complex problem when looking into commonalities and differences of the three main application areas of engines and powertrains - automotive, agricultural tractors, and industrial engines, the last being predominantly but not exclusively focused on construction equipment. The modern platform approach has been used in the automotive world to a large extent and the learned experiences may be of interest for the agricultural tractors and/or the construction equipment manufacturers. On the other hand the truck engine engineers and manufacturers will learn more about the special requirements of the tractor and the industrial engines fields, and thus influence concepts and development procedures and also the production of the automotive engines which in many cases serve as the basis for derivate engines. The question will be raised whether there are benefits of the single-purpose engine as compared to the multi-purpose or universal engine. What will be the cost implications of the two main approaches and how should the production be organized and optimized for the two ways? A major role in this context is on the side of the supplier industry, especially when it comes to emission related components and strongly varying market and operating conditions. Service and maintenance behavior as well as fuel availability in the different areas of the world and in the different applications of the engines are other serious challenges, not only, but especially in the field of construction equipment. In order to find the right solution for the various applications, a qualitative method to define platform engines is described by taking into account about sixty engine specification parameters. Globalization adds a number of new aspects. It is a rather new and bright opportunity and a big challenge with many risks at the same time. Globalization will strongly influence concepts and design details, especially when it comes to the idea of the world vehicle or world engine.

The Ford GT powertrain (see Figure 1) is an integrated system developed to preserve the heritage of the LeMans winning car of the past. A team of co-located engineers set out to establish a system that could achieve this result for today's supercar. Multiple variations of engines, transaxles, cooling systems, component locations and innovations were analyzed to meet the project objectives. This paper covers the results and achievements of that team.

Six-Sigma provides the opportunity and discipline to eliminate mistakes, improve morale, and save money. Doing things right and keeping them consistent is the idea behind Six-Sigma. A fundamental objective of Six-Sigma is to achieve customer satisfaction with continuous improvement in quality. Process control and manufacturing variation reduction is important but companies often find that the majority of their quality problems were actually created during the design process. An example of improving manufacturing process capability to give bottom line cost savings and customer satisfaction is presented in this paper. The methodology to increase system robustness through Design for Six Sigma (DFSS) is presented and demonstrated through the extension of the case study of crankshaft journal lobing design robustness improvements.

The automotive industry is rapidly implementing computer simulation in every aspect of their processes mainly to decrease the time required to bring new models to market. Computer simulation can also be used to reduce the cost of vehicle development and manufacturing. A major portion of the manufacturing cost associated with automotive stamping lies in the process design, build and tryout of production dies and in automation of the transfer equipment. Press home-line tryout is largely a trial-and-error process relying heavily on the skills and experience of tool and die makers. To reduce this dependence on human skills and effort, press-line simulation can be effectively utilized to verify the design accuracy thereby reducing the changes needed to rework the production die/tool. The entire press-line with all its complete accessories can be modeled and checked for design errors similar to the tryout conducted in the production plant. This virtual environment can also potentially be used to optimize the press efficiency. dCADE(Stamping), a product of EDS has been utilized for simulating the press line operations. The capabilities of the simulation software as well as the future direction of the press line simulation in the automotive stamping industry are presented in this paper.

In the initial design stage, it is important to discuss what kind of body concept is effective from a viewpoint of environment burden reduction. This paper describes the importance of both weight reduction and recycling through conducting LCA (Life Cycle Assessment) for four kinds of body structures. In addition, using each software, DFMA (Design for Manufacture and Assembly), DFE (Design for Environment) and LCA to parts unit, each effectiveness was discussed through the assessment of the material-hybrid body. (A) For the covering abstract see ITRD E121867.

This program was to provide the Mustang performance customer a powerful, affordable engine, while minimizing the impact on manufacturing at the engine and vehicle assembly plants. Variations of engines that met the manufacturing requirements were evaluated, and only the supercharged, 4-valve per cylinder 4.6L engine satisfied all the criteria. This paper covers the changes required to the engine system and the development efforts to meet program requirements. The final results are compared to previous engines in the vehicle, and to other supercharged engines.

The use of simulation is a recognised part of the design process for automated systems and this has been particularly so in the development of the very large machines used in aero-structure manufacture. As part of an ongoing research project at the University of Nottingham a flexible rapid assembly cell is currently being developed that will be capable of manufacturing a number of different aero-structure sub-assemblies. The individual technologies required such as riveting, drilling and assembly have been developed and the complete cell is now being realised. A key enabler for the realisation of the cell has been the use of simulation, both in the development stage and as a central component of the operating and programming systems. This paper will describe the application of simulation techniques within the cell and during its design.

In this paper, the conversion of a production sport utility vehicle (SUV) to a hybrid electric vehicle utilizing a through-the-road parallel hybrid configuration is presented. The uniqueness of this design comes from its ability to decouple the front and rear drivetrain to simplify the packaging of underbody components. The Hybrid Theory utilizes a 2.0L, 4-cylinder engine that supplies 101 kW (135 hp) to the front wheels and a DC motor that supplies an additional 53 kW (70 hp) to the rear wheels to achieve the competition goals of a 25% improvement in fuel economy, a reduction in Green House Gas (GHG) emissions, as well as maintaining stock performance. The effects on drivability, manufacturing, fuel economy, emissions, and performance are presented along with the design, selection, and implementation of all of the vehicle conversion components. The result is a simple, low-cost option that increases the environmental friendliness that customers expect without compromising the performance they demand.

The increasing use of aluminum in the design of Body In White (BIW) structures created the need to develop and verify repair methodologies specific to this substrate. Over the past century, steel has been used as the primary material in the production of automotive BIW systems. While repair methods and techniques in steel have been evolving for decades, aluminum structural repair requires special attention for such common practices as welding, mechanical fastening, and the use of adhesives. This paper outlines some of the advanced verification and testing methodologies used to develop collision repair procedures for the aluminum 2003 Jaguar XJ sedan. It includes the identification of potential failure modes found in production and customer applications, the formulation of testing methodologies, CAE verification testing and component subsystem prove-out. The objective of the testing was to develop repair methodologies that meet or exceed production system performance characteristics. Through the test methodologies outlined, repair procedures were developed for the Jaguar XJ saloon that meet or exceed the vehicle's requirements. These robust procedures help ensure the repairability of aluminum BIW systems and help promote the increased usage of aluminum in today's vehicles.

Today, there are several hundreds of manufacturing processes available to the designer to choose from, and the number is constantly increasing. The ability to choose a manufacturing process for a particular user need set in the early stage of the design process is necessary. In metalcasting alone, there are over forty different processes with different capabilities. A designer can benefit from knowing the manufacturing process alternatives available to him. Inaccurate process selection can lead to financial losses and market share erosion. This paper discusses a methodology for selection of a metalcasting process based on a number of user specified attributes or requirements. A model of user requirements was developed and these requirements were matched with the capabilities of each metalcasting process. The metalcasting process which best meets these needs is suggested. The selection is based on the weighted algorithm that considers both the relative importance of each user requirement as well as the relative ease of meeting the requirement by different metalcasting processes. The method has been deployed on the web and can be easily accessed by a browser with minimal client side deployment. The implementation is currently limited to the most common metalcasting processes and materials.

Many electronic parts have life cycles that are shorter than the life cycle of the product they are in. Life cycle mismatches caused by the obsolescence of electronic parts can result in significantly sustainment costs for long life systems. In particular, avionics often encounters part obsolescence problems before being fielded and nearly always experience part obsolescence problems during their field life. This paper presents a methodology for determining the optimum design refresh (redesign) schedule for long field life electronic systems based on forecasted electronic part obsolescence and a mix of obsolescence mitigation approaches ranging from lifetime buys to part substitution.

Since the early days of aircraft assembly, welded steel structures called Conventional Tooling has been used for positioning and holding parts in place during assembly. This paper presents a new tooling concept called Affordable Reconfigurable Tooling, where a robot is not only used for drilling and riveting but also for reconfiguring the tool itself. The concept consists of modular units that can either be reconfigured between products of the same family of assembly or rebuilt between product families. The research is part of an ongoing EU-founded aircraft industry project – ADFAST*.

This paper describes ongoing research into orbital drilling using standard industrial robots. The research is a part of an ongoing EU funded aircraft industry project - ADFAST*. Generally it is dif ...

The Automotive Composites Consortium has initiated the third of a series of focal projects, which is a multiyear program to develop a design and manufacturing strategy for a composite intensive body-in-white (BIW) with aggressive mass reduction, manufacturing cycle time, and cost parity targets. Specifically, the BIW is to exhibit 60% minimum mass savings over the conventional steel baseline, contain the same package space as the baseline, meet or exceed the structural performance, and have cost parity to the baseline in volumes exceeding 100,000 per annum. The Department of Energy’s Office of Advanced Automotive Technology provided most of the funding for this project. A design study was undertaken to evaluate whether the mass savings are feasible – utilizing carbon-fiber composites – without sacrificing structural performance. The design was conducted with consideration to costeffective composites manufacturing processes that are under development. This paper will present objectives of this focused program, results of the design study, and a discussion of the technical challenges that will be addressed during the remainder of the program.

A method to enable the impact of a novel component-based approach to the implementation of production machinery design and build processes from the perspectives of the manufacturing engineering partners within the automotive industry is reported in this paper. The assessment method is based upon the representation (using CIMOSA-based constructs) and simulation (using the ithink™ software package) of the activity, actor and event relationships between distributed partners when involved in a global engine manufacture program. Assessment is vital to ensure that the impact of any novel approach is appreciated in terms and metrics that are consistent with the current operational and interaction paradigms. Without this information is it extremely difficult for the engineering partners to appreciate the impact of changes on their roles, responsibilities and profits and hence determine a roadmap and timescale for the adoption of the changes associated with the novel technology.