Development and Practicing of Automatic Fluorescent Magnetic Particles Inspection

<div class="htmlview paragraph">This paper reports an analysis of potential costs and revenues to apply road pricing in Melbourne. Objectives of road pricing are assumed to be reduced peak period congestion and raising of funds for transport infrastructure.</div> <div class="htmlview paragraph">The analysis provides a broad understanding of opportunities for Intelligent Vehicle Highway Systems (IVHS) to be applied to road pricing; using Melbourne as a test case.</div> <div class="htmlview paragraph">Road pricing can take many forms from simple flat annual charges with fuel consumption based variable charges through to systems which charge vehicle owners according to actual road use.</div> <div class="htmlview paragraph">IVHS developments will be the key to the implementation of socially acceptable systems which charge according to actual use - or a form of charging which partially meets this objective.</div> <div class="htmlview paragraph">As pressure on road funds increases over the next decade, there is likely to be greater emphasis on the use of IVHS technologies to change the way in which road infrastructure is managed.</div>

<div class="section abstract"><div class="htmlview paragraph">Developing the most advanced wing panel assembly line for very high production rates required an innovative and integrated solution, relying on the latest technologies in the industry.</div><div class="htmlview paragraph">Looking back at over five decades of commercial aircraft assembly, a clear and singular vision of a fully integrated solution was defined for the new panel production line. The execution was to be focused on co-developing the automation, tooling, material handling and facilities while limiting the number of parties involved. Using the latest technologies in all these areas also required a development plan, which included pre-qualification at all stages of the system development.</div><div class="htmlview paragraph">Planning this large scale project included goals not only for the final solution but for the development and implementation stages as well.</div><div class="htmlview paragraph">The results: <ul class="list disc"><li class="list-item"><div class="htmlview paragraph">Design/build philosophy reduced project time and the number of teams involved. This allowed for easier communication and extended development time well into the project.</div></li><li class="list-item"><div class="htmlview paragraph">All design teams (machine, tooling, automation, controls) collocated and worked together on integration during all stages of development and implementation for the highest level of integration.</div></li><li class="list-item"><div class="htmlview paragraph">Innovative integration of the tooling and the automated equipment evolved throughout project with the teams working as one group.</div></li><li class="list-item"><div class="htmlview paragraph">Latest fastening technology using all electric, ball-screw squeeze riveting was developed for high-speed and robust automated fastening.</div></li><li class="list-item"><div class="htmlview paragraph">Latest mobilization technology was used to make the automated fastening machines interchangeable to reduce MTTR and to enable more PPM activities offline without affecting production.</div></li><li class="list-item"><div class="htmlview paragraph">More automation was also introduced for tool changing and to the material handling systems for more consistent processing and to reduce operator intervention.</div></li><li class="list-item"><div class="htmlview paragraph">All systems were developed together for full integration and to enable more safety interlocks and HMI for simplified operation.</div></li><li class="list-item"><div class="htmlview paragraph">A 30 month schedule for the complete large scale assembly line was maintained to support the new aircraft launch schedule.</div></li></ul></div><div class="htmlview paragraph">The final solution was a coherent, streamlined and efficient assembly line capable of very high aircraft production rates (<span class="xref">Figure 1</span>).</div><div class="htmlview paragraph"><figure id="F1" class="figure"><div class="graphic-wrapper"><img class="article-figure figure" src="2015-01-2492_fig0001.jpg" alt="PAL, automation cell, Line 4, Position 1 (L4P1)"/></div><span class="label">Figure 1</span><figcaption class="caption"><span class="title">PAL, automation cell, Line 4, Position 1 (L4P1)</span></figcaption></figure></div></div>

<div class="htmlview paragraph">JUST YESTERDAY, simulation tackled the issues of digital technology in a new generation of aircraft, but here we face another quantum leap as we look beyond the Boeing 757/767 model airplanes. The engineering simulator has evolved, over a period of 25 years, from a relatively modest beginning, to a sophisticated design tool essential to the development of new airplanes and weapons systems. The decisions involved in the management of simulation facilities has also evolved from choosing a modest “take-what-you-can-get” product line, to picking from warehouses full of “goodies,” all of which have their associated payoffs.</div> <div class="htmlview paragraph">As a background, the authors will attempt to outline from personal experience and long-term history with engineering simulation, the steps that were taken to reach the present level of sophistication in engineering simulators at Boeing. Engineering flight simulators have assumed an increasingly crucial role in the development and testing of new product lines in the aviation industry. Significant flight operational cost savings have resulted from the new generation of digital systems, promoting airline fleet modernization. Both part-task and fully instrumented man-in-the-loop aircraft simulators are being used extensively for the development and integration testing of these new systems. Simulation has proven to be a high payoff tool with increasing recognition from a competitive airline industry. In other words, simulation has “come of age.”</div> <div class="htmlview paragraph">From a present day technology base, we will attempt to look down the tunnel of the future and consider the demands of simulation for 1990 and beyond. An ever-increasing growth in computing requirements arises from the increasing sophistication of new airplane hardware and airborne software, and from a user community which demands ever-increasing fidelity. More models of software need to be incorporated into simulations; more and better data is being made available, all leading to more detailed simulations than ever before. In addition, the user community keeps expanding, which often leads to developing simulations never before attempted. All of this requires management to re-evaluate computing structure, configuration, and implementation into a mini, micro, multi, and/or concurrent processing world.</div> <div class="htmlview paragraph">The arrival of the engineering workstation poses yet another challenge as many of the exclusive functions of the simulation programmer become accessible to the design engineer. This means developing adequate help systems, friendly user interface, and workstation integration into the real-time network. Artificial intelligence technology holds some promise for human interface issues, but systems available today are not sufficient to meet the needs. Last but not least, the demands of the future involve a global re-education of simulation software personnel toward Ada<span class="xref">*</span>, structured methodology, and “embedded” designs. Experience in the most prevalent simulation languages does not easily lend itself to this re-education process.</div> <div class="htmlview paragraph">Engineering flight simulation - it spells out a revolution of change, technology forefronts of the future, and exciting challenges to those involved.</div>

<div class="htmlview paragraph">The high-speed three-dimensional measurement segment is associated with the introduction of both in-line and off-line production measurement technology. This segment forms the core strategy in a large number of industries, notably the automotive and aviation sectors.</div> <div class="htmlview paragraph">The demand for high-speed three-dimensional measurement systems is particularly strong in the automotive sector, for a range of applications from sheet metal working to mechanical machining. There is a need for such systems in bodywork assembly and stamping applications to perform controls on both full vehicle body - Body-in-White - and on “subunits” - body sides, doors, etc. The control systems used to inspect Body-in-White are usually called “measurement tunnels”. They are found at the production prototype stage as much as they are on the production line where they provide quality improvement led by continuous in-line inspection.</div> <div class="htmlview paragraph">ActiCM has designed and is developing a non-contact measurement tunnel as part of its partnership with Renault’s Vehicle Prototype Center/Technocentre. This tunnel uses AdventCR, optical technology that drastically reduces the duration to perform the 3D inspection of vehicle prototypes. The powerful image-processing and 3D calculation algorithms used by AdventCR offer faster three-dimensional controls than any current Coordinate Measurement Machines.</div> <div class="htmlview paragraph"> <figure id="F1" class="figure"><div class="graphic-wrapper"><img class="article-figure figure" src="2007-01-1382_fig0001.jpg" alt="No Caption Available"/></div></figure>Renault intends to use this technology to shorten the tryout phase for new vehicle designs that require exhaustive controls on a number of prototypes, and to benefit from the power of the post-measurement diagnostic tool. AdventCR gives significantly faster Body-in-White control measurements: a complete measurement process usually takes the prototype off-the-line for ten hours or more; with the AdventCR “non-contact tunnel measurement” system, the Body-in-White data acquisition is dramatically cut to less than one hour. The other substantial benefit of AdventCR is its ability to offer the image data and tools for performing post-acquisition measurement possibilities; unlike other three-dimensional measuring techniques, AdventCR enables the user to measure a geometric element that is not identified in the original control survey under the condition that the element is visible within the images of the images database.</div> <div class="htmlview paragraph">This document provides a detailed introduction to the AdventCR solution and its role in assembled body control applications, and then explains the qualification process established with Renault and the results.</div>

<div class="htmlview paragraph">The purpose of this paper is to review the development of SAE J2244 by the SAE Fluid Conductors and Connector Technical Committee and to review the changes made to ISO 6149:1980 by the ISO Subcommittee to address the deficiencies which have prevented ISO 6149 from becoming “the International Port” for hydraulic fluid power applications. Because the needs of the global market-place have now been incorporated into SAE J2244 (ISO 6149), a basis will be established for making <b>SAE J2244 (ISO 6149) the preferred port for the 90's</b>, and thus: THE WORLD CLASS PORT & STUD ENDS FOR HIGH PRESSURE HYDRAULICS.</div> <div class="htmlview paragraph">SAE J2244 was developed in parallel with the revision of ISO 6149:1980 to provide U.S. users an industry standard for metric, straight thread ports and stud ends. SAE J2244 incorporates the extensive changes made to ISO 6149:1980 to complete its design. Heavy-duty and light-duty stud end dimensions, working pressures, burst pressures, and assembly torques have been developed. The potential interchangeability problems of ISO 6149 with ISO 1179 (Whitworth parallel pipe, BSP), and ISO/DIS 11926 (SAE J1926 inch, straight thread ports) have been addressed by identifying the ISO 6149 port and stud ends. Working pressures for the heavy-duty stud ends were established through a round robin test program involving eight U.S. and six foreign users and suppliers; and working pressures for the light-duty stud ends were established from actual use, supplier data and the recent test data developed for the light-duty SAE J514 straight thread inch stud ends of comparable size.</div> <div class="htmlview paragraph">SAE J2244 is technically equivalent to ISO/DIS 6149 with three exceptions: (1) it does not include the light-duty stud end, (2) it includes size M30 X 2, and (3) it includes the corresponding tube outside diameters in the tables. SAE J2244 was published in March 1992 by the SAE Fluid Conductors and Connectors Technical Committee (FCCTC).</div> <div class="htmlview paragraph">ISO/DIS 6149 is currently being balloted as a Draft International Standard, the final ballot stage prior to publication as an International Standard in early 1993.</div> <div class="htmlview paragraph">SAE J2244 (ISO 6149) is designated as the preferred port for new designs by the SAE FCCTC and the ISO Joint Working Group between ISO/TC 131/SC 4 and ISO/TC 5/SC 5 over all other ISO port and stud end designs for fluid power applications. SAE J2244 provides the user a world class, international standard port for leak-free connections at high working pressures.</div>

<div class="htmlview paragraph">Full service supply and concurrent engineering are the wave of the future in powertrain development. Launching a new automotive engine requires a fast and efficient development program for both the first engine and the transition into mass production. This paper presents a case study utilizing Soligen's Direct Shell Production Casting (DSPC <sup>®</sup>) to integrate the development of a new aluminum intake manifold and the launch of the mass production tooling, eliminating long lead times and costs as well as potential geometrical inconsistencies from incongruous manufacturing phases.</div> <div class="htmlview paragraph">DSPC is a rapid casting process which makes conventional prototype casting obsolete. DSPC works by producing ceramic casting molds with integral cores, directly from CAD files without the need for patterns and core boxes. Using DSPC in the design phase enables engineers to test multiple design iterations in various alloys concurrently, expediting and improving the design phase. Additionally, DSPC's reliance on CAD files provides for stringent configuration control, assuring that all design changes are properly documented.</div> <div class="htmlview paragraph">In the transition to mass production, the CAD files of the approved cast parts are converted into production tooling CAD files and subsequently cast as net shape tools. Working with the mass production foundry, these tools are launched onto the production lines. In this way, Soligen manages the maintenance of part continuity, accuracy and timeliness.</div> <div class="htmlview paragraph">The case study in this paper describes a manifold launch with permanent molds for annual production of 1,000,000 manifolds. The whole process was paperless and driven by the CAD file (prototypes, gating simulation, permanent (steel) molds and core boxes, and final machining).</div> <div class="htmlview paragraph">By basing all production on the CAD file and DSPC technology, a smooth and cost effective transition from prototype to mass production could be guaranteed. This successful transition has proven to shorten time-to-market and dramatically Improve profitability.</div>

<div class="htmlview paragraph">This paper presents several methods for reducing engine weight primarily through substitution with light-weight materials. The efficiency and performance of the engine were reviewed using a light-weight experimental engine (hereinafter called “weight-reduced engine”) constructed by the authors in order to investigate the possibility of practical use of the proposed weight reduction measures.</div> <div class="htmlview paragraph">The weight-reduced engine is based on an in-line 4-cylinder, 2.0 liter, gasoline engine with the base engine weight of 162 kg excluding engine oil and coolant and was reduced by 37 kg by applying alternative light-weight materiaLs and new manufacturing techniques. This corresponds to 23 % weight reduction.</div> <div class="htmlview paragraph">The materials used in the weight-reduced engine are 53 % steel, 33 % aluminum, 7 % plastics and 7 % other light-weight materials.</div> <div class="htmlview paragraph">It was found that by application of light-weight materials, the engine performance of the weight-reduced engine could be improved. That is improvements in response and friction loss. In particular, weight reduction of the major moving components, such as connecting rods, not only contributes to reduce friction loss but leads to a weight reduction for other components.</div> <div class="htmlview paragraph">The light-weight components have been put to various kind of testings which cover fatigue of components and bench testing with assembled engine by motoring and firing. These results were sufficient to confirm that these components are durable enough to operate in a practical environment.</div>

<div class="section abstract"><div class="htmlview paragraph">The automation of assembly processes in aircraft production is, due to technological and organizational boundary conditions, very difficult and is subject to technological challenges and economical risks. The technological challenges are especially the large product dimensions as well as the high amount of variants. At the same time, aircrafts are produced in low quantities with inflexible and expensive fixtures.</div><div class="htmlview paragraph">As part of the research projects TRSE (semi-automated robot welding for single item production) and 4by3 (Modularity, Safety, Usability, Efficiency by Human-Robot-Collaboration) at ZeMA, the goal is to develop new process technologies, planning tools and adequate equipment in order to enable efficient and customized automation for various production processes.</div><div class="htmlview paragraph">The human-robot-cooperation is an approach to a required, adjusted and flexible automation. Worker and robot work together without a separating protection device in an overlapping workspace.</div><div class="htmlview paragraph">The idea is to support the worker in the production process with a sensitive robot to achieve a higher process efficiency and an improvement of quality.</div></div>

<div class="htmlview paragraph">The adhesive bonding properties of fourteen coatings were evaluated. Three different types of adhesives were tested: epoxide onecomponent (structural adhesive), PVC-plastisol (autiflutter and stiffening adhesive) and acryl-plastisol (weldbonding hemflange adhesive). Bonding was carried out on an oily steel surface. Curing was done on the production line. After different climate treatments, single lap shear specimens were tensile tested and failure mode was determined.</div> <div class="htmlview paragraph">The values of shear strength do not indicate any dramatic change after the different aging treatments compared with unaged reference samples. However, somewhat lower strength is observed when samples are bonded with epoxide in combination with ZnNi and ZnFe coating.</div> <div class="htmlview paragraph">Most bonds failed by cohesive failure, which is preferred. But some exceptions occurred. Epoxide bonds between zinc-iron or zinc-nickel coating failed by delamination of the metal coatings, and explains the somewhat lower strength. This type of failure is due to the brittleness of these coatings. PVC-plastisol bonds between zinc-iron or zinc-nickel show adhesive failures.</div> <div class="htmlview paragraph">Thus, great care must be given when new zinc coatings are bonded together.</div>

<div class="section abstract"><div class="htmlview paragraph">Ensuring software quality is one of the key challenges associated with the development of automotive embedded systems. Software architecture plays a pivotal role in realizing functional and non-functional requirements for automotive embedded systems. Software architecture is a work-product of the early stages of software development. The design errors introduced at the early stages of development will increase cost of rework. Hence, an early evaluation of software architecture is important.</div><div class="htmlview paragraph">PERSIST (Powertrain control architecture Enabling Reusable Software development for Intelligent System Tailoring) is a model-based software product line approach which focuses on cross-project standardization of powertrain software. The product line is characterized by common design guidelines and adherence to industry standards like ISO 25010, AUTOSAR and ISO 26262. This paper shows a systematic approach to ensure objective, early and repeated analysis of software architecture for the PERSIST product line using metrics. The systematic approach for architecture metrics involves the definition, implementation, measurement and, evaluation of the metrics for hybrid control unit software. With a new approach of architecture-driven development, this paper demonstrates how an early evaluation of the software architecture helps to frontload development efforts and improves software quality.</div></div>

<div class="htmlview paragraph">This paper describes a thick film ZrO<sub>2</sub> NOx sensor feasible for diesel and gasoline engine applications, and introduces modification items from the previous concept design.(<span class="xref">1</span>)</div> <div class="htmlview paragraph">The modification items comprise simplifying the sensing element design to reduce output terminals for package design and applying temperature control to the sensing element in order to minimize sensor performance dependency on gas temperature.</div> <div class="htmlview paragraph">The NOx sensor indicates a stable linear signal in proportion to NOx concentration in a wide range of temperature, A/F and NOx concentration as a practical condition on both gasoline and diesel engines. The NOx sensor shows a good response in hundred msec. and a sharp signal following NOx generation in a transient state as well.</div> <div class="htmlview paragraph">Besides, another type of a NOx sensor is proposed for low NOx measurement in a practical use, by an electromotive force(EMF) voltage instead of a pumping current.</div>

<div class="htmlview paragraph">Most of the history of systems engineering has been focused on processes for engineering a <i>single</i> complex system. However, most large enterprises design, manufacture, operate, sell, or support not one product but <i>multiple</i> product lines of related but varying systems. They seek to optimize time to market, costs of development and production, leverage of intellectual assets, best use of talented human resources, overall competitiveness, overall profitability and productivity. Optimizing globally across multiple product lines does not follow from treating each system family member as an independently engineered system or product. Traditional systems engineering principles can be generalized to apply to families. This article includes a multi-year case study of the actual use of a generic model-based systems engineering methodology for families, Systematica™, across the embedded electronic systems products of one of the world's largest manufacturers of heavy equipment.</div>

<div class="section abstract"><div class="htmlview paragraph">In the 1<sup>st</sup> generation Toyota "MIRAI" fuel cell stack, carbon protective surface coating is deposited after individual Ti bipolar plate being press-formed into the desired shape. Such a process has relatively low production speed, not ideal for large scale manufacturing.</div><div class="htmlview paragraph">A new coating concept, consisting of a nanostructured composite layer of titanium oxide and carbon particles, was devised to enable the incorporation of both the surface treatment and the press processes into the roll-to-roll production line. The initial coating showed higher than expected contact resistance, of which the root cause was identified as nitrogen contamination during the annealing step that inhibited the formation of the composite film structure. Upon the implementation of a vacuum furnace chamber as the countermeasure, the issue was resolved, and the improved coating could meet all the requirements of productivity, conductivity, and durability for use in the newer generation of fuel cell stacks.</div></div>

<div class="htmlview paragraph">The Kanban system is an essential tool for implementing a Just-in-Time (JIT) production process, which enabled Toyota Motor Company to achieve the highest productivity in the automotive world. Furthermore, it can be also a useful management method in other types of industries as well. In future, many organizations and business other than the automobile industry will discover the benefits of the Kanban system in achieving what we call “lean operation”.</div> <div class="htmlview paragraph">The Kanban system is an integral part of an overall Kaizen (“continuous improvement”) undertaking, acting as a visual control tool. Any JIT production process incorporating a Kanban system requires Heijunka (“leveled production”).</div> <div class="htmlview paragraph">This report includes an overview of an actual Kaizen operation incorporating a Kanban system at a sub-assembly process for aircraft components. After implementing the Kanban system, the average inventory cost was reduced by approximately 42% in one year. The Kanban system benefited the assembly process overall, with shorter lead-times, and faster detection and remedy of abnormalities in the production line.</div>

<div class="section abstract"><div class="htmlview paragraph">This paper presents the design, structural analysis, structural test validation and risk assessment done by Cummins to evaluate the structural integrity of Light Duty engine cylinder head for a Medium Wheelbase (MWB) pick-up truck. Initially, Cummins used the 2.5L and 3.0L (4-cylinder) engines that have standard power ratings based on existing requirements, but rising market demands for more power, fuel efficiency, lower cost and weight, and future emission compliance led to customer requirements for 15% uprate for 2.5L and 22% uprate for 3.0L from the same base engine. The increase in power requirement possesses challenges on critical components, especially cylinder heads in terms of thermal and structural limits.</div><div class="htmlview paragraph">Multiple analysis led design iterations were performed using cutting edge CAE software such as Ansys, Dassault Systems fe-safe, and PTC Creo to ensure the structural integrity of the cylinder head under high thermal and mechanical loads, and to keep design margins within acceptable limits. A key feature identified through topology optimization was diagonal ribbing pattern on each cylinder, which is novel, and similar pattern can be applied to both new and existing engine platforms to enhance stiffness without major changes to the water jacket.</div><div class="htmlview paragraph">The Cylinder head was subjected to a long endurance test, which comprises of high thermal and mechanical loads under extreme operating conditions. After running for specified number of hours as per inhouse test requirements, the engine was stopped for magnetic particle inspection for any signs of fatigue failure.</div><div class="htmlview paragraph">No major cracks were observed on the 3.0L Cylinder head combustion face. However, a few cracks were observed on the 2.5L cylinder head combustion face at exhaust & intake bridges. Upon investigation, it was concluded that crack was due to high thermo-mechanical fatigue loads and hence further optimization was carried out on the cylinder head design. Furthermore, cylinder head gasket coolant orifice optimization is done to improve the coolant distribution to each cylinder. Thermal analysis showed a reduction in exhaust & intake bridge temperature within the acceptable limits. This paper captures the detailed design and structural analysis on 3.0L and 2.5 L diesel engine Cylinder head.</div></div>