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At the end, the study has valuated one or more different solutions for the panel parts; different materials as SMC and aluminium were taken in consideration for the energy and emissions evaluation.

Important opportunities exist to improve the resource and environmental impacts of the automobile over its product life cycle. The use of aluminum in automobile designs is increasing, which offers ways to reduce fuel consumption and greenhouse gas emissions during vehicle use via light weighting. ...Quantifying these opportunities across the comprehensive life cycle of vehicle systems and components can be a challenging task because of the complexity of today's extended supply chain.

Hence, this work aims at addressing this gap by evaluating the environmental impacts of such bio-sourced epoxies via cradle-to-gate life cycle assessment (LCA) to determine the genuine credentials of their ecofriendliness. Epoxies synthesized from three different bio-sources - namely, bark extractives, lignin, and triglyceride - were chosen so to evaluate their ecological performance.

Wheel end bearing is one of the critical components of the vehicle as it shares the loads & support wheel rotation simultaneously. ...In wheel end, taper roller bearings are used. It helps to withstand both vertical & lateral loads imparted during cornering. ...In wheel end bearing systems bearings are kept at distance w.r.t to each other based on position of load line, sharing the total portion of load accordingly.

This paper gives complete design, development and testing methodology of rubber bush in which pre-compression of rubber is used to enhance rubber bush life. In bogie suspension, axle to torque rod join is critical as it has to transfer lateral and longitudinal load with flexibility. ...In this torque rod to axle joint called as End bush, compressed rubber is used to carry high load with flexibility. Other possible material for bush can be brass bush which able to carry high load however not able to give high flexibility Design and finite element calculations are done to design pre-compression and rubber volume to get desired strength and stiffness to carry required load with flexibility. ...Once this End bush is made, different laboratory testing is carried out to verify durability and stiffness achieved.

In this paper a procedure has been established to estimate the field life of a component using the data of accelerated life tests on old and new designs of the component, and the field failure data on the old design of the component. ...For this, the correlation factors have been established between the accelerated life data and the field life data of the old design and these correlation factors have been applied to the accelerated life data of the new design to estimate the life distribution of the new design in the field. ...For this, the correlation factors have been established between the accelerated life data and the field life data of the old design and these correlation factors have been applied to the accelerated life data of the new design to estimate the life distribution of the new design in the field. The formula for the correlation factor is based on the assumption that all the life data distributions under investigation have increasing failure rates (IFR).

However, when it comes to environmental management, occupational health and safety, recycling and end of life of vehicles, significant costs associated with these activities are typically hidden in overhead, or are undocumented, including costs that may come back to a company at the end of the vehicle's life. Life Cycle Cost Management (LCCM) is a business decision process that integrates any or all of the environmental, health, safety and recycling (EHS&R) phases of product life with a full range of functional costs to provide a business focus on design decisions. ...However, when it comes to environmental management, occupational health and safety, recycling and end of life of vehicles, significant costs associated with these activities are typically hidden in overhead, or are undocumented, including costs that may come back to a company at the end of the vehicle's life. ...Life Cycle Cost Management (LCCM) is a business decision process that integrates any or all of the environmental, health, safety and recycling (EHS&R) phases of product life with a full range of functional costs to provide a business focus on design decisions. The concept of the extended enterprise is now a reality.

In particular, the paper discusses the impact on the wheel end bearings, which must handle higher GAWRs (gross axle weight ratings) at lower center of gravity heights on electric vehicles. ...This solution focuses on the mid- and large-size SUV market where bearing capacity could be a limiting factor for electric vehicle variants - driving significant wheel end brake corner design changes to accommodate the larger bearings. The paper also looks at the effects of different vehicle parameters between internal combustion engines and electric vehicles, showing the major influencing factor is the GAWR. ...Further, the analysis evaluates the different bearing design load capacities and their performance under a USA duty cycle, including bearing life, torque and stiffness. This analysis shows that an existing design upgraded to meet the electric vehicle GAWR changes the envelope dimensions and increases the weight by 40%, an additional 1.8 kg per wheel end.

This ARP discusses common rod end locking devices with recommended applications and some of the advantages and disadvantages of specific configurations. ...An appendix is included with factors to be considered for selection of positive locking devices and a discussion of safetying devices for rod end assemblies.

According to TMF analysis, cylinder head life which contains the exhaust manifold fulfilled the life cycle target. Temperature and vibration test were done on rig test, good correlation is shown between test and simulation results. ...Moreover, due to shorter length, lighter weight, and less component connections, the exhaust manifold and hot end durability will improve apparently. In this work, an advanced cylinder head with integrated exhaust manifold is adopted in a three-cylinder turbo engine. ...To validate the exhaust manifold and hot end durability, series simulation and test validation work have been done. Firstly, overall steady state and transient temperature simulation was done for global model.

The generator is an important loaded component of an engine front end accessory drive system (EFEADS). With a huge moment of inertia and a highest running speed, the vibration and noise often occurs in operation, which has an effect on the service life. ...With a huge moment of inertia and a highest running speed, the vibration and noise often occurs in operation, which has an effect on the service life. Thus an overrunning alternator decoupler (OAD) is used in the EFEADS for reducing the vibration of system.

Life cycle impacts and sustainability considerations are unique to a specific vehicle design. This paper compares initial life cycle impacts and sustainability considerations of an electric, hybrid and two conventional vehicles. ...This paper compares initial life cycle impacts and sustainability considerations of an electric, hybrid and two conventional vehicles. ...The evaluation provides value for automotive designers, component suppliers and end users. A variety of design intentions to reduce vehicle weight, improve efficiency and increase technological innovation; can be challenged by end user requirements, in this quantitative approach.

Several axially grooved heat pipes show temperature differences increasing slightly with life time.exhibit a sharp temperature drop at the end of the condenser section....Since 1974, life tests with heat pipes for space applications have been carried out at IKE under contract to the European Space Agency (ESA)-Presently, five stainless steel/ammonia artery heat pipes and six axially grooved aluminium/ammonia heat pipes are being tested. ...Each heat pipe undergoes two different test procedures, viz. life tests and maximum performance tests. With the artery heat pipes, essentially no degradation of maximum performance and isothermality could be observed over the whole testing period.

Both theoretical and software results correlated very well with each other at the end of the analysis. It was also found out that the life of the engine valves is quite stable till temperatures of about 650∼680°C for this selected material and application. ...In this work, an FEM based methodology was adopted to determine the stresses developed in engine valves and determining their fatigue life. The design specifications to improve the valve performance to meet endurance, reliability and emission norms requirement are very vital. ...A stress based approach was adopted to estimate the fatigue life of the valves using FE-Fatigue. The material properties considered were based on peak engine firing pressure, temperatures and loads.

Uncertainties exist about the level of recycling at the end of the vehicles projected life after 225,000 km, leading to defined uncertainties. It is concluded that the concept car will have an energy reduction of 15-17.5% and the life cycle CO2 emissions will be reduced by a little less. ...The estimated energy consumption over the vehicle life cycle is presented relative to a typical Australian Upper Medium Class car fleet. Several assumptions are made about the performance of the prototype car, when extrapolating it to a production counterpart for the comparison. ...It is concluded that the concept car will have an energy reduction of 15-17.5% and the life cycle CO2 emissions will be reduced by a little less.

In particular, with reference to the outline of FARE (Fiat Auto REcycling) project, the end of life of used glass for cars has been evaluated; the primary products of Fiat Punto model (windshield, windshield rear and lateral windows) are recovered to remanufacture and to get a new secondary product as the glass bottles for packaging (open loop recycling), since, until now, it is impossible to have a good quality of glass for cars from the same glass scraps. ...The considerations about the energy content of the products, their type of allocation and some hypothesis of their end of life, in terms of recycling possibilities, complete the discussion....Using the Life Cycle Analysis methodology, a detailed study of the car glass production phases (from the extraction of raw materials until the recycling) has been developped.

Each year approximately 12 million automobiles reach the end of their useful life and enter a complex infrastructure designed to recover usable parts and materials of value (primarily the ferrous and nonferrous metals). ...Therefore, a life cycle assessment was performed to better understand the environmental impact/benefits offered by this technology. ...This assessment was part of the VRP's long-term goal of developing a life cycle model for the entire end-of-life process. The model will then be used to determine tradeoffs between alternative technologies for treating and recycling SR and to identify preferred alternatives.

This specification covers sealed, self-aligning, anti-friction, rod end roller bearings operating in the temperature range of −65 to +300 °F (−54 to +149 °C) and intermittent spikes to 350 °F (177 °C).

This guide provides guidance for recording life cycle data resulting from the life cycle processes of IEEE/EIA 12207.0. NOTE—For informative references, see annex A.

This document specified the main dimensions and tolerances which affect interchangeability between end yoke earwork for the most common North American-used universal joints. Dimensions and tolerances of the mating universal joints are left to the discretion of the universal joint manufacturers. ...The term “earwork” refers to the configuration and geometry defining end yoke connections directly provided for universal joint cross attachment of drivelines. Earwork for certain styles of universal joint connections and flange connections have for a long time been proprietary to certain manufacturers. ...For an understanding of these end yoke styles, please refer to SAE J901. There are earwork forms that still are proprietary and are not covered by this document.