This one-day program is designed to provide introductory information for those organizations who are considering transitioning from the Aeronautic, Space and Defense industry to the Food & Drug Administration (FDA), Medical Device Manufacturing market. Reviewing essential information necessary to understand and successfully begin the journey to FDA Medical Device approval, this course will examine many of the controls between the AS9100 Standard and FDA Regulations and identify the similarities.
In the Aerospace Industry there is a growing focus on Defect Prevention to ensure that quality goals are met. Process Failure Mode & Effects Analysis (PFMEA) and Control Plan activities described in AS13004 are recognized as being one of the most effective, on the journey to Zero Defects. This two-day course is designed to explain the core tools of Process Flow Diagrams, Process Failure Mode & Effects Analysis (PFMEA) and Control Plans as described in AS13004. It will show the links to other quality tools such as Design FMEA, Characteristics Matrix and Measurement Systems Analysis (MSA).
Design for Manufacturing and Assembly (DFM+A), pioneered by Boothroyd and Dewhurst, has been used by many companies around the world to develop creative product designs that use optimal manufacturing and assembly processes. Correctly applied, DFM+A analysis leads to significant reductions in production cost, without compromising product time-to-market goals, functionality, quality, serviceability, or other attributes. In this two-day seminar, you will not only learn the Boothroyd Dewhurst Method, you will actually apply it to your own product design!
Tailgate stoppers play vital role in exerting pre-load on the tailgate latch mechanism and also restrict the relative motion of the tailgate against vehicle Body in White (BIW). These stoppers act as dampeners and reduce the transmissibility of vibrations thereby reduce the risk of Squeaks & Rattles (S&R) noises. These noises from tailgate are most annoying to the rear passengers in the vehicle and are recurring in nature. S & R risk simulations reduce cost by eliminating most of the design changes that are required in the physical prototype at the later stages of product development cycle and save time. The risk evaluation in the simulations is based on the relative displacement at the interfaces of two components. These interfaces are represented by Evaluation Lines (E-Lines) which are nothing but a series of nodes at the interface locations. The tailgate stoppers are modeled using a spring element with stiffness calculated from force deflection experiments.
The purification efficiency of exhaust gas catalysts depends on several factors. One of the most important factors is the diffusivity of the exhaust gases in the catalytic coating layer, especially at moderate to high temperature and space velocity conditions. Porous silica, γ-alumina, zirconia, carbons and many other porous crystalline materials that are commonly used as catalysts and catalyst supports are traversed by a labyrinth of tortuous micro and mesopores. If the connectivity is very low, the labyrinth of pores becomes more difficult to penetrate, increasing the overall “tortuosity” and slowing down the transportation of gas molecules within catalyst layers. A new approach to overcome these diffusion and transport limitations in an exhaust gas catalyst is to create an interconnected network of mesopores and macropores via increase in void fractions within the washcoat components and layers.
Abstract: The prime function of crown wheel pinion is to receive the power from Transmission & distribute to two-wheel Ends. Doing so these members will experience the tremendous Bending Fatigue. Shot peen is the one of the latest technologiesused to improve the bending Fatigue of the CWP. In this particular case- 6 CWP are taken for the Study to understand the effect of the operations after shot peen process. 3 Samples are named as Batch A, another 3 samples are named as Batch B. Both the batch CWP are shot peened. Then as a regular production Practice the Batch A CWP are process through Hard TurningAbrasive Lapping Hot Lubriting (Mn Phosphate)Fully Finish Ready for Assembly. Then Both the Batch A & batch B samples are taken for Residual Stress analysis using X-Ray Diffraction Technique. The measurement location is 50 microns below the surface.
This paper deals with Vehicle Door 120 Degree joint Rust issue and water leak faced in most of SUV cars. Generally based on vehicle segment its styling curves and exterior design are defined. A Sedan or Hatchback is provided with curves to show its fluidic design but a SUV is provided with Straight lines to show its aggressive look. In existing condition Weld bead is added to prevent rust in joint area, but still improper seating of weather strip on Weld bead cause water leak. Door A Pillar Frame and Horizontal Frame match at 120 degree Joint Edges are chamfered straight to match perfectly. Weld bead runs over the matching profile to join it. But Weld Bead project over the Frame surface and affects Weather strip seating & results in poor sealing. Adhesive added for better sealing also follows the same path on bead and create a path way for water entry. Thus in long run this water stagnates and cause chronic Rust issues in frame.
Automotive door seal has an important function which is used extensively where interior of the vehicle is sealed from the environment. It must be functional and cohesive with the body design of the vehicle. Poor door seal system design will cause water leakage, wind noise, hard opening or closing of doors, gap and flushness issue which impair customer’s satisfaction of the vehicle. Moreover, improper design of seal can lead to difficulty in installation of door seal on body panel. The design prudence and manufacturing process are important aspect for the functionality and performance of sealing system. However, the door sealing system involves many design and manufacturing variables. At the early design stage, it is difficult to quantify the effect of each of the multiple design variables.
Polymers are substituting traditional materials, such as metals, in existing as well as new applications both structural and aesthetic as they are lightweight, customizable and are easy to mould into complex shapes. With such an extensive use of polymers, there is a need to carefully scrutinize their performance to ensure reliability. This is particularly the case in the automotive and electronic industries where the aesthetic appeal of their products is of prime concern and any visible scratch damage is undesirable. Concern for aesthetics has led to a need for the quantification of scratch damage visibility on polymeric surfaces and, hence, on the evaluation of scratch resistance. Many painted plastic parts used in vehicles are being replaced with the molded-in color plastics for cost reduction and due to recent and upcoming environmental concerns. There are multiple as well as different methods used for scratch evaluation of polymers and paints.
Welding is one of the most convenient & extensively used manufacturing process across every industry & is recognised as a cost effective joining technique. The root cause of most of the fabricated structural failures lies in the uncertainties associated with the welding process. Welding is prone to generate high residual stresses due to non-volumetric changes during heating & cooling cycle. These residual stresses have a significant impact on fatigue life of component leading to poor quality joints. To alleviate these effects, designers and process engineers rely upon their experience and thumb rules but has its own limitations. This approach often leads to conservative designs & pre-mature failures. Recent advances in computational simulation techniques provide us opportunity to explore this complex phenomenon & generate deep insights. The paper demonstrates the methodology to evaluate the residual stresses due to welding in virtual environment.
The future of bus transit in new millennium is promising. This optimism is based on an anticipated long-term slowdown in growth of suburbs and revitalization of central cities. It reflects and escalates the public concern with traffic congestion, sprawl and pollution. This calls for double the use of public transport to address above issues. It calls for changing the mind-set of society towards public transports like buses, coaches etc. This could happen if bus design ensures right comfort, safety & TCO by ensuring refined bus transport. Hence, it is responsibility of OEMs to provide the new generation buses and coaches, which will ensure the public demands of comforts in terms of NVH refinement. This paper covers the innovative approach used to convert the existing bus NVH refinement to next level as a short-term solution and with the intention of articulating NVH strategies for new generation bus development.
Automotive suspension system forms the basis for the design of vehicle with durability, reliability and NVH requirements. The automotive suspension systems are exposed to dynamic and static loads which in turn demands the highest integrity and performance against fatigue based metallic degradation. The current focus in automotive industry is to reduce the weight of the automotive parts and components without compromising with its static and dynamic mechanical properties. This weight reduction imparts fuel efficiency with added advantages. High-strength low alloy steel (HSLA) offers optimum combination of mechanical properties. Furthermore, welding processes offer design flexibility to achieve robust and lightweight designs with high strength steels. However, welding process has to be established to get optimum benefits of high strength steels with minimal adverse effects and deterioration of the static and dynamic mechanical properties of the weldments.
Virtual validation of automobile components poses a huge challenge and needs continuous process improvements. One of such challenge in FE modelling of welds and understanding its behavior with respect to physical behavior. With the ongoing development of BSVI line of products in commercial vehicle industry, the virtual validation needs to be accurate and close to the physical behavior of the components. The learning and challenges faced in the BSIV range needs to be implemented and improvised in BSVI range. The Brackets welded to the power train components has taken as a challenge in the present work. Initially welds used to be modeled in the CAD itself, which has been analyzed in CAE by providing proper FE connection. This practice had lot of flaws, approximations due to perpendicularity and flatness concerns in the models with a high usage of a time. But as per market trends, every product needs to be launch on time with first time right design slogan.
Fatigue Life Estimation of Welded joint with different approaches using IIW guidelines and FEA techniques. Surajit Wadagaonkar, Frank Schilling, Rohit Kale, Vipul Ugale The fatigue issue of welded joints is very complex because its mechanism and many influence factors are still not fully understood. Fatigue life estimation of welded joints in engineering is mainly based on the stress state of the welded joints and the stress concentration at the weld toe and root. Different approaches have been used for the fatigue analysis of welded joints, such as the nominal stress approach, the hot spot stress (HSS) approach, and the local notch stress approach. The nominal stress approach is relatively simple and has been adopted in many codes. However, the form of a welded structure is generally complicated and the determination of a nominal stress is difficult. In addition not every weld detail is described by fatigue classes in literature.
The commercial vehicle industry uses many parts which comprise of rubber and steel as base materials. These components are major shock absorbers in vehicles and help in reducing the transfer of vibration from the engine and road to the driver. These parts require a complicated amalgamation between very two different materials. The two materials need to pre-treated so as to obtain a bond of maximum strength which provides good life to parts experiencing continuous, unpredictable and sudden loads. Metal substrates are usually pre-treated, which has a great impact on the strength of bonding, for which various physical and chemical techniques are adopted. The aim of this paper is to present a comparative study as to which surface pre-treatment has an edge over other techniques in terms of separation force required to break the bonding between the two parts.
In recent years, there has been a rapid growing demand for laser brazing in the transportation industry for automotive-Body in White (BIW) steel sheet assembly. Implementation of laser brazing is aimed primarily to improve productivity, quality of joints and cost. Laser brazing works by filling the opening amongst two substrates by melting the filler wire with the help of laser beam (used as a heat source), whereas in conventional resistance spot welding, contacting metal surface points are joined by the heat obtained from resistance to electric current. Body in White (BIW) is essentially a welded metal structure which is meant to provide durability and crashworthiness to the vehicle and is conventionally assembled using resistance spot welding process. The BIW structure comprises of various steel grades having varying thicknesses, composition, microstructure and mechanical properties.
Aluminium alloy wheels are widely used in the automotive industry over the last decade due to its superior styling and performance. Alloy wheel rim is one of the critical components and plays an important role in a frontal crash scenario. Alloy wheel rim failure prediction in safety simulation is essential to ensure robust safety performance. Determining failure characteristics of an alloy wheel poses many difficulties considering its brittle nature, porosity and inhomogeneity in material properties across different regions of wheel rim due to mould design, cooling rate and other process parameters of the low-pressure die casting process. This paper describes the modelling and simulation methodology developed to predict accurate wheel behaviour. The methodology addresses two distinct areas of challenges such as alloy wheel rim failure prediction and associated tire blow out.