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This paper demonstrates the possibilities of using Automotive waste plastic material from “end of life” vehicles (ELVs), in the Footwear Industry to manufacture shoe components. The study establishes the sustainability of the flow of ELVs, from the European Car Parc and identifies and estimates the quantity of plastic materials potentially available for recycling from ELVs. Four potential materials, Acrylonitrile/butadiene/styrene (ABS), Polypropylene (PP), Polypropylene/ethylene/propylene/diene (PP/EPDM) and Polyamide (PA), were identified and three materials (PP, PP/EPDM and ABS) were reprocessed from ELV components and evaluated by the Footwear Industry. As a result, ABS was recommended as an economically, suitable replacement for HIPS, the current material used for manufacturing shoe heel components.

Countless articles and publications3,4,5 have documented and proven the efficacy, benefits and value of operating within a lean system. Furthermore, there exists common agreement amongst leading organizations successfully implementing a lean system that in order to do so it must take into consideration the entire enterprise, that is, from supplier to customer and everything in between6. One of the core issues this paper addresses is when the optimal time is to train and educate the people who currently have, or will have, influence over the ‘enterprise’.

This paper presents, chemistry, test data and processing procedures on a non toxic and environmentally friendly chrome-free conversion coating alternative with the same level of adhesion and secondary corrosion resistance as that found in chrome containing conversion coating systems. Test data from military and independent sources will be presented on secondary coating adhesion, electrical conductivity, filiform and neutral salt-spray corrosion resistance as compared to chromate based systems .on magnesium, aluminum and zinc and their respective alloys. The European “RoSH” initiative will not allow for the presence of any hexavalent chromium on imported electrical components as of July first of 2006. Trivalent chromium based systems generate hexavalent chromium due to the oxidation of the trivalent chromium and as such will not be allowed.

This paper presents a fatigue criterion based on stress invariants for the frequency-based analysis of multiaxial random stresses. The criterion, named “Projection-by-Projection” (PbP) spectral method, is a frequency-based reformulation of its time-domain definition. In the time domain PbP method, a random stress path is first projected along the axes of a principal reference frame in the deviatoric space, thus defining a set of uniaxial random stress projections. In the frequency-domain approach, the damage of stress projections is estimated from the stress PSD matrix. Fatigue damage of the multiaxial stress is next calculated by summing up the fatigue damage of every stress projection. The criterion is calibrated on fatigue strength properties for axial and torsion loading. The calculated damage is shown to also depend on the relative ratio of hydrostatic to deviatoric stress components.

A sense of “personal integrity” blocks pilot use of new information about how he thinks. Research on human performance under stress done over the past fifty years indicates increased rigidity and regression to earlier learned behavior in high stress, and in low Stress a shift in attention to any domestic situation or on the job controversy which is of higher stress than that of the job at hand, all without the pilot's knowledge. Informal surveys of commercial pilot training and commercial pilot attitudes towards these studies indicate that the study findings directly confront learned cultural responses. Pilot and trainer reactions prevent the information from being adequately investigated or formally taught. The findings are not written into training manuals and pilots who are informally given the information do not have adequate access to the knowledge when it is needed.

Nisshin Steel Co., Ltd. has developed a new process for the production of a “one-side aluminized steel sheet”. The process utilizes a double layer one-side “stop-off” coating to prevent the molten Al from adhering to the steel surface. The “Stop-off” coating is removed by simple mechanical brushing after hot dipping. The characteristics of this product by above mentioned process are: 1) The steel side was as clean as a conventional cold rolled surface and showed no trace of the “stop-off” layer. Thereby, phosphating and ED painting were performed. 2) In the salt spray test data was obtained from zinc and Al coated steel surfaces; the coatings on both surfaces being of equal thickness.

Vehicle dynamics is a discipline of mechanical engineering that benefited of significant improvements thanks to the progress of computational engineering. Vehicle dynamics engineers are using CAE for the development of a vehicle with MBS and FEA. The concurrent use of these two technologies is a standard in the automotive industry. However the current simulation process is not fully efficient because local geometrical and material nonlinearities are not accurately modeled in classical MBS software. This paper introduces a methodology for vehicle dynamics simulation integrating MBS capabilities in one single nonlinear FEA environment enabling an accurate modeling of nonlinearity in vehicles.

MONOGAL is a coated steel developped to improve the corrosion resistance of exposed automotive body applications. Its process os based on the brittleness of the η zinc coating in a range of temperatures below the melting point of the zinc. MONOGAL is produced on a hot dip galvanizing line; at the exit of the pot the free zinc is brushed off the light side of the differentially coated sheet. Side 1 of MONOGAL presents a very thin and continuous layer of iron-zinc diffusion alloy with no free zinc. Side 2 is a standard G90 or G60 zinc coating. The iron-zinc alloy layer has excellent anti-galling properties which improve the formability of MONOGAL over two side hot dip galvanized steel with the same r value. MONOGAL also shows good weldability, paintability and corrosion resistance.

The requirement for crew resource management (CRM), or aircrew coordination training (ACT) in military parlance, has been well documented and attested to. In addition, aircraft systems training has become more intense and more in-depth in the new aircraft designs, especially in multi-crew and complex aircraft such as the MV-22 Osprey Tiltrotor. (see Figure 1) Former training systems detailed training procedures that called for classroom training and simulation/simulator training followed by flight training. Improvements in aircraft flight skills training provide increased flying training capability coupled with reduced training time by integrating a mixed simulation/flight training syllabus, e.g. two to three simulation periods followed by one or two flight training periods covering the same material/skills. In addition, the simulation training will introduce new skills; the following flight periods will further refine/hone those skills.

The paper focuses and develops issues raised by the SAE paper ‘THE FUTURE OF VEHICLE ELECTRICAL POWER SYSTEMS AND THEIR IMPACT ON SYSTEM DESIGN’ [1] and describes the realisation of a vehicle with a 12 V architecture of flexible configuration and a power management function. The paper describes the methodology, reasoning and mission behind the creation of the vehicle, developed after collaborative exercises in Europe and the USA, and resulting in a joint programme involving a major vehicle manufacturer and a European system supplier. The electrical system is becoming the focus of activity world-wide due to rapid changes in vehicle requirements, in the areas of safety, environmental and functional demands. There are opportunities for:- (a) Improved starting (b) Integrated management of power generation and demand. (c) Higher system integrity (d) Higher efficiency (e) Improvement of the vehicle electrical environment, giving benefits in component cost.

In recent years there has been increasing interest in quantifying the emissions from aircraft in order to generate inventories of emissions for climate models, technology and scenario studies, and inventories of emissions for airline fleets typically presented in environmental reports. The preferred method for calculating aircraft engine emissions of NOx, HC, and CO is the proprietary “P3T3” method. This method relies on proprietary airplane and engine performance models along with proprietary engine emissions characterizations. In response and in order to provide a transparent method for calculating aircraft engine emissions non proprietary fuel flow based methods 1,2,3 have been developed. This paper presents derivation, updates, and clarifications of the fuel flow method methodology known as “Fuel Flow Method 2”.

Carbon and rephosphorized pre-strained sheet steels for cold drawing forming operations were studied and the tensile, high cycle fatigue and fatigue crack propagation properties were determined. The fatigue limit was found to be higher for 20% than for 1% pre-strained condition. Threshold stress intensity factors (▵Ků) of 5.29 MPa. m1/2 for rephosphorized steel and 7.07 MPa. m1/2 for carbon steel. Critical crack lenghts were calculated by ▵Ků and fatigue limit data using the Lukas-Klesnil short-crack criterion. Through fractographic analysis it was possible to determine the general behavior of tested materials near threshold.

“Digital Prototype” simulations have been used at DaimlerChrysler to achieve vehicle level NVH objectives. The effectiveness of these simulations to guide the design when faced with vehicle parameter uncertainties is discussed. These uncertainties include, but are not limited to, material properties, material gauges, damping, structural geometry, loads, boundary conditions and weld integrity. Manufacturing and assembly processes introduce variations in the nominal values of these parameters resulting in a scatter of vehicle level NVH simulation responses. An example of a high frequency NVH concern will be studied and modified to arrive at robust design guidance when faced with uncertainty. The validity of a “deterministic digital prototype” simulation model and its relevant role as a “trend predictor” rather than “absolute predictor” tool in guiding the design is also discussed.

“DELRIN” is a new thermoplastic which offers high strength, excellent thermal stability, good fatigue life, low creep, and excellent solvent resistance. This paper describes the physical and chemical properties of the material, and the range of possible uses. The material is easily fabricated into complex shapes by standard injection-molding techniques. Also, it can be easily joined to itself or to other materials. The authors think that the material offers advantages over metals in its good fric-tional properties, abrasion resistance, and corrosion resistance.

This paper, confined to the application of hard chrome plated liners to high-speed four-stroke diesel and gasoline engines, illustrates the increase in their popularity in the United Kingdom, and the advanced production methods which make this economically possible. The need for balanced engine life has long been apparent and is even more important today, the growth of motor transport having outstripped repair facilities. Iron bore life has been surpassed by improvement in the life of other component parts in the modern diesel engine. The provision of hard chrome plated liners can restore the balance. Further development and turbocharging of diesel engines has shown the need for a bore material capable of preventing scuffing and galling at elevated temperatures. Hard chrome has already proved itself in four-stroke engines under these conditions.

The Boeing Company in Mesa, Arizona, has been conducting a concept design study of a roadable helicopter called the “Converticar” to assess its feasibility. This is a twin-engine vehicle with twin retractable coaxial counter-rotating rotors. The purpose of the study is to describe a vehicle that carries four passengers in the equivalent of a luxury car that also can fly like a helicopter, and can be priced like a luxury car. To come near this cost goal, the production rate must be on the order of 500,000 units a year. At that rate there is no chance of training a comparable number of pilots each year. So the machine must fly and navigate autonomously, with the pilot just dialing in where he/she wants to go. Technologically, the concept appears to be feasible. Modern design processes, new materials, and improved manufacturing process should allow the Converticar to be built at the prescribed rate when the proper infrastructure for manufacturing it is made available.

The objective of the development of the aerodynamic drag predictive tool CDaero was for use as a module for the Automobile Design Support System (AutoDSS). CDaero is an empirically based drag coefficient predictive tool based initially on the MIRA (Motor Industry Research Association) algorithm. The development philosophy was to be able to predict the aerodynamic drag coefficient of an automobile with knowledge of the features of the surface geometry control curves. These are the curves that control the 3-dimensional geometry as seen in the profile, plan and front and rear views. CDaero has been developed in a computing environment using the equation solver TKSolver™. Fifty-one input feature values are first determined from the automobile geometry and then entered into the program. CDaero models the drag coefficient with thirteen different components covering the basic body, as well as additional components such as the wheels, mud flaps, etc.