In order to reduce the volume of waste in general and of shredder waste from the disposal of scrap cars, the German Federal Government has prepared a draft regulation, which will be implemented unless the automotive industry and the distributors of imported cars take action on their own to achieve these objectives. The regulation provides that the car manufacturers are fully responsible for the environmentally controlled disposal of scrap cars. The return of scrap cars to the work industry must be free of change for the last owner. A nation-wide network for the return of scrap cars must be implemented by end of 1993. To reduce the amount of shredder waste the automotive industry is expected to practice recycling on non-metallic materials. Facilities required for thermal treatment of residues, which cannot be recycled, are to be installed on account of the originator, i.e. the automotive industry.
As one of the major materials suppliers to the automotive industry, Du Pont is playing an active role in helping that industry to provide solutions for effectively managing automotive waste. This is both good corporate environmentalism and sound business sense. Rightly, our partners in the industry-the car manufacturers and the components suppliers-expect us to work with them on tackling this issue. We are prepared to provide an active contribution. And, as I shall demonstrate, we are-all of us-making a vigorous effort in this area.
Mold designers and foundrymen spend a lot of time in developing molds without knowing exactly the phenomena which take place inside. Simulor, which has been used in an industrial environment for two years, offers the solution to make foundrymen understand what happens during the filling of the mold and the solidification of the part. Based on navier-stokes and heat transfer equations, simulor provides speed distribution and metal front evolution in the cavity and thermal map in the mold and the part. Some examples with different metals (cast iron, aluminum alloy) cast with various processes (sand or die casting, low pressure or gravity casting) will be given. This new tool will given foundrymen the opportunity to test the mold before having it machined and will also allow reduction in development delays.
Indirect squeeze casting technology is one of the most attractive fabrication techniques of near net shape components constituted by aluminum matrix composite (AMC) materials. AMCs reinforced with both continuous and discontinuous ceramic elements have been mainly produced by infiltration of porous preforms. Nevertheless, a further promising production route offered by this technique is given by the possibility to employ ingots of pre-reinforced aluminum alloys containing ceramic particles (silicon carbide or alumina); ingots are remelted and, under suitable operative conditions, high quality composite castings of simple and complex shape are produced by squeeze casting. The present paper describes the results of an extensive experimental work carried out by Alures-Centro Tecnico Porcessi on a pilot plant scale employing a vertical squeeze casting machine with a clamping force of 315 tons.
The pending changes in European law enabling the use of plastic lenses on vehicle headlamps provide an opportunity for further advancement of vehicle styling, lighting performance and aerodynamic efficiency. Plastic lenses can also provide a useful weight saving and contribute to energy savings during the lifetime of the vehicle. This paper discusses the current requirements, technologies and solutions for plastic lenses, and indicates the way this advance can impact on the evolution of lighting products.
Semi-liquid forming process, applied to pressure die-casting, permits to obtain low cost components with high qualitative characteristics and adequate mechanical performances. The technology is based on the employment of material with globular microstructure (flow-cast alloys) obtained subjecting a metal alloy at the time of solidification to an elevated shear rate. Such microstructure permits the accomplishment of conventional forming processes at temperatures in solidification range. The particular fluid-dynamic properties of the semi-liquid slurry and the lower injection temperature allow to obtain casting with improved soundness, without need of impregnation, and to extend die life. The present work describes the Weber (Magneti Marelli) activity of the process industrialization and some applications for the manufacture of automotive components.
The paper review some recent efforts, made by the aluminum industry, towards the development of new advanced alloys for aerospace applications; unconventional production technologies and MMC occupy an outstanding position in this context. Raid solidification processes are currently used for obtaining advanced alloys and, among them, the powder metallurgy route is one of the most commonly applied, since it has reached a considerable level of maturity. Experimental results of PM materials are shown and discussed in order to appreciate the potentialities of this class of materials and some recent further progress is shown: the spray deposition approach (osprey process). After having described the main features of the osprey process, some results obtained at the Department of Aerospace Engineering of Pisa about the development of high strength Al-alloy and MMC obtained by means of the osprey process are shown.
This paper discusses the difficulties associated with imposing recycling imperatives upon advanced materials development by examining the case of automotive materials substitution and its impacts upon the recyclability of the automobile. Parallels are drawn between today's issues, which focus upon the recyclability of the increasing polymeric fraction in automobile shredder fluff, and the junked automobile problem of the 1960's, when the problem of abandoned automobiles became a part of the environmental and legislative agenda in the US and overseas. In the 1960's, both the source and the resolution of the junk automobile problem arose through a confluence of technological and economic factors, rather than through any set of regulatory influences. The rise of electric arc furnace steelmaking and the development of the automobile shredder were sufficient to virtually eliminate the problem - so much so that today's problems are incorrectly viewed as novelties.
A procedure adopted to verify and update the finite elements model of an electric powered car-body manufactured from composite materials is described. Experimental results, obtained from modal testing of the prototype, are used in order to identify and correct discrepancies in the FE model. The availability of a highly reliable FE model allows to simulate structural modifications by computer, optimizing the use of composites and reducing in the same time at minimum prototypes construction. The approach followed suggests a possible remarkable reduction in product development costs and duration. The work has been performed within a larger program for the development of thermoplastic composite materials, with particular attention to transportation market.
An overview of high strength thermoset and thermoplastic composites will provide a basis of comparison with exotic hybrid composites. A specific theoretical application for a very high strength unibody application will be presented and test results evaluated. A critical overview of immediate applications will be presented and evaluated. In conclusion, it will be suggested that a uniform standard of performance be established for the practical application's requirements for these materials
An inexpensive driving simulation system with sufficient fidelity has been developed. The system produces motion cues of four degrees of freedom, visual and auditory cues, and control feel on the steering wheel. This paper describes the features of this newly developed system and gives examples that demonstrate its effectiveness. The motion cues provided in this system are yaw, heave, and lateral and fore/aft accelerations. The lateral and fore/aft accelerations are simulated by tilting the simulator compartment. A computer-processed road image is given through a CRT monitor. The restoring torque of the steering wheel is produced by an electrical servosystem via a coil spring. Cruising sound is given in order to improve speed perception. Since the system uses digital computers, the vehicle characteristics are altered easily by merely rewriting the software. This enables us to simulate special vehicle dynamics such as front & rear wheel steering.
Predictable and unpredictable forces will change the direction of the charge-air systems industry. The driver of diesel engine development will be the stringent emissions regulations of the 1990s. The drivers in the gasoline engine market will be improved fuel economy, performance, durability and emissions. Forces will also influence the charge-air marketplace, including changes in emission standards, national fiscal policies, political issues, fuel prices, alternate fuels and consumer tastes. The world community mandate for engines that are clean, quiet, durable and fuel efficient will be satisfied, increasingly, by first-tier component suppliers developing integrated systems solutions.
Many areas of the world are in various stages of development which frequently includes a rapid increase in the motor vehicle population. As a result, some areas are beginning to show the effect of increased motor vehicle use on air pollution. The vehicle's contribution to California's air pollution has long been recognized and studied, and measures have been implemented to reduce emissions from motor vehicles. The history of light duty vehicle emission control in the South Coast Air Basin of California is reviewed. Emission reductions achieved, current levels, projected future emissions and the need for further emissions reductions from light duty vehicles are discussed. For other areas of the world where motor vehicles contribute to air pollution, suggestions are made which can improve the effectiveness of emission control efforts; which should be consistent with political and economic realities, and efforts to achieve international harmonization of standards.
A procedure has been developed for evaluating equivalent drive cycle emission results from raw exhaust gas emissions data obtained from an engine under test on a computer controlled Vehicle Simulator Engine Dynamometer. The emitted species data is integrated with the air intake flow rate to determine the total mass of emissions, after correcting for the reduction in exhaust gas mass due to precipitation of the moisture of combustion. This procedure eliminates the need for the Constant Volume Sample (CVS) System attached to the vehicle exhaust while undergoing simulated drive testing on a chassis dynamometer to evaluate compliance of the test vehicle with the Australian Design Rules, ADR27 and ADR37. Sources of error with the procedure are examined by comparing the fuel consumption measured using a volumetric technique during the test with that evaluated by a carbon balance procedure as given in the Australian Design Rules.
Vehicle sound package serves two basic functions: general acoustic insulation and local problem treatment. The former is often done at the up-front phase of the vehicle development process, and the latter at the downstream phase when representative prototype hardware becomes available and specific noise problems are identified. This paper examines the goals and key tasks of practical SEA CAE applications in the two phases of the sound package development process. Topics on CAE model requirement, typical analysis applications, and ways to improve the effectiveness of SEA applications to compliment hardware testing are discussed.
Statistical energy analysis (SEA) has recently emerged as an effective tool for design assessment in the automotive industry. Automotive OEM companies develop vehicle models to aid design of body and chassis systems. The tire and wheel suppliers develop and supply component models to OEM companies in the engineering stage. In the model development process, some information on the vehicle side or component side is necessary for model development and correlation. A suitable termination representation of the vehicle characteristics on the tire/wheel model is required. This termination should account for the dissipation of energy on vehicle body and chassis side, otherwise the component model will overestimate the vibration responses and energy levels. On the vehicle model side, a representative simplified tire/wheel model may be sufficient for full vehicle road noise simulation.
This paper discusses the methods of reducing weight of sound package through a new approach in sound absorption and insulation. In contrast to conventional sound package theory, a light porous material with high absorption (Ultra Light material) is used to replace a conventional porous/barrier sandwich material (classic), which results in an equivalent or better noise reduction in-vehicle with significant weight reduction. A Noise Reduction (NR) test was conducted with a box equipped with both the Ultra Light material and classic material. A SEA model of the same setup was also analyzed. Results from both the test and the analysis show that it is possible to achieve weight reduction by replacing conventional porous/barrier sandwich materials with light porous materials with high absorption.