Development of a Distributed Microcomputer Based Engine Performance Evaluation System

<div class="section abstract"><div class="htmlview paragraph">Modern project management including brake testing includes the exchange of reliable results from different sources and different locations. The ISO TC22/SWG2-Brake Lining Committee established a task force led by Ford Motor Co. to determine and analyze root causes for variability during dynamometer brake performance testing. The overall goal was to provide guidelines on how to reduce variability and how to improve correlation between dynamometer and vehicle test results. This collaborative accuracy study used the ISO 26867 Friction behavior assessment for automotive brake systems. Future efforts of the ISO task force will address NVH and vehicle-level tests.</div><div class="htmlview paragraph">This paper corresponds to the first two phases of the project regarding performance brake dynamometer testing and presents results, findings and conclusions regarding repeatability (within-lab) and reproducibility (between-labs) from different laboratories and different brake dynamometers. The new EKB 3008 data exchange format was used by participating facilities to share test results using spreadsheet applications, help automate the evaluations, and simplify the different comparisons performed for this project. This on one of the first practical applications for the EKB 3008 format with several software platforms involved.</div><div class="htmlview paragraph">In order to minimize variations caused by test parts, components (brake discs, brake pads, calipers and vehicle knuckles) were carefully selected, prepared, and measured prior to testing. Special attention was given to: test procedure implementation, critical braking and testing conditions, dynamometer setup and controls, data collection, data processing and test evaluation routines. Statistical analysis (Minitab® and ISO Statistical Methods) were used to separate variability caused by test parts and caused by the test setup. Based on the findings, the paper presents guidelines for improving repeatability (within-lab) and reproducibility (between-labs) during regular testing activities.</div><div class="htmlview paragraph">Compared to vehicle testing, variability root-cause investigation using brake dynamometers is more efficient (less sources of variation and less use of testing and engineering resources) and under more controlled conditions. Findings from this variability study will support future improvement efforts for several laboratory and vehicle performance and NVH test procedure and techniques.</div></div>

<div class="htmlview paragraph">This work will present a digital system that allows an on-line experimental determination of the instantaneous torque of either motoring or braking machines.</div> <div class="htmlview paragraph">With the procedure developed the machine under test accelerates or decelerates a rigid inertia and all that is required to obtain the instantaneous torque is the instantaneous angular speed signal. An additional external braking or motoring machine, like a dynamometer, is not strictly required, but can add certain value to the testing capabilities. The amount of the total inertia under motion can be determined as part of the actual process with this method.</div> <div class="htmlview paragraph">Digital time invariant linear filters are used to process the speed signal using a conventional high level language code running in a microcomputer. The non recursive filters were designed to obtain a short convolution time with a small memory penalty and to handle a noisy speed signal.</div> <div class="htmlview paragraph">A personal computer with a commercially available analog to digital conversion card and a graphic display are used to lower the cost of the testing equipment. With this system the performance curves can be displayed on the screen as the test proceeds. The use of a computer increases considerably the possibilities of the method and favors the ease of use.</div> <div class="htmlview paragraph">Several methods to compensate the errors due to the torque losses from the machine output up to the inertial mass are presented.</div> <div class="htmlview paragraph">Complete simulation of real life steady and transient operation of the machine is possible with this system if an additional braking or motoring device is added to simulate the external load.</div> <div class="htmlview paragraph">The computerized system, the instrumentation, and the mechanical facility required for using this technique are combined in a motorcycle roller test bench that is used as a road simulator.</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">This report describes the possibility of quantitative analysis of Schlieren photographs as an internal combustion engine diagnostic.</div> <div class="htmlview paragraph">Using a recently developed photographic analysis system, it was attempted to analyze Schlieren photographs. Results showed simple integration calculations produced significant distortion in the analyzed results. To eliminate the distortion, some correction techniques were developed in this research. Accuracy of the analyzed results were evaluated roughly with uncertainty analysis. The results showed that this analysis technique can be one of the approximate diagnostics for the measurement of fuel vapor and density distribution in internal combustion engine research.</div> <div class="htmlview paragraph"><b>SCHLIEREN</b> photography is one of the most popular visualization techniques in the research of internal combustion engines. Although the photographs have density information in themselves, they are used mainly for the purpose of qualitative visualization. The objective of this research is to develop a quantitative analysis of Schlieren photographs for internal combustion engine research.</div> <div class="htmlview paragraph">One important parameter in engine research, for example, is the air entrainment in fuel jet vapor. Its measurement has previously been possible by gas sampling, laser holography, or laser Raman spectroscopy. The gas sampling method provides only point data, and the laser methods are very sensitive to vibration or optical settings. With this present Schlieren photographic analysis technique, it will be possible to measure instantaneously the whole space of the density field with a very simple optical system which is commonly used in engine research. Lakshminarayan and Dent(<span class="xref">1</span>)<span class="xref">*</span> analyzed interferometric photographs of jet sprays impinging on a wall. A major part of their (analysis method involved the counting of fringes which are sometimes difficult to distinguish in photographs. Nishida et al.(<span class="xref">2</span>)(<span class="xref">3</span>) analyzed Schlieren photographs reconstructed from laser holograms of jet vapor. However, they did not refer to the accuracy of the results.</div> <div class="htmlview paragraph">This report describes the background of the quantitative analysis and shows some analyzed results. The analysis was made for a CO2 jet injected into air. The Schlieren photographs were analyzed by an image processor and a personal computer.</div> <div class="htmlview paragraph">The results showed that the elimination of integrated error due to non-uniform background level was one of the most important parameters to be considered. In this study, a correction method is shown to determine the non-uniform background level and also to improve the accuracy of the results. This report also describes analyzed results for transient free jets and wall-impinging jets, which were compared with experimental results.</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">For years, Brockway Pressed Metals, Inc., (BPM) of Brockway, PA, has been a supplier of quality pressed metal parts for a wide range of industrial applications. Until 1983, Brockway had been using standard quality control (QC) procedures based primarily on inspection. With the increasing emphasis on total statistical process control (SPC), Brockway's management decided that BPM should be one of the leaders in the P/M industry in making the transition from QC inspection to SPC. Upon making the commitment to SPC, management decided to use expertise from external sources to aid them in designing and implementing the SPC system.</div> <div class="htmlview paragraph">This paper details: <ol class="list nostyle"> <li class="list-item"><span class="li-label">1</span> <div class="htmlview paragraph">the stages and implementation schedule used at BPM, as well as identifying the numerous problems encountered along the way;</div></li> <li class="list-item"><span class="li-label">2</span> <div class="htmlview paragraph">the approaches used to solve some of these problems;</div></li> <li class="list-item"><span class="li-label">3.</span> <div class="htmlview paragraph">some of the advantages that are beginning to materialize from the SPC system;</div></li> <li class="list-item"><span class="li-label">4.</span> <div class="htmlview paragraph">the current state of the implementation schedule; and,</div></li> <li class="list-item"><span class="li-label">5.</span> <div class="htmlview paragraph">Brockway's plan for continuing improvement in the quality of its products.</div></li> </ol></div> <div class="htmlview paragraph">The final section of the paper identifies some of the difficulties inherent in implementing an SPC program in a P/M operation that is primarily job-shop oriented. It contrasts this setting to the situations generally encountered by operations that involve long-running jobs. The summary makes recommendations for designing and implementing an SPC program in a job-shop type P/M environment.</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="section abstract"><div class="htmlview paragraph">Today turbo-diesel powertrains offering low fuel consumption and good low-end torque comprise a significant fraction of the light-duty vehicle market in Europe. Global CO₂ regulation and customer fuel prices are expected to continue providing pressure for powertrain fuel efficiency. However, regulated emissions for NO</div><div class="htmlview paragraph"> and particulate matter have the potential to further expand the incremental cost of diesel powertrain applications. Vehicle segments with the most cost sensitivity like compacts under 1400 kg weight look for alternatives to meet the CO₂ challenge but maintain an attractive customer offering. In this paper the concepts of downsizing and downspeeding gasoline engines are explored while meeting performance needs through increased BMEP to maintain good driveability and vehicle launch dynamics. A critical enabler for the solution is adoption of gasoline direct injection (GDi) fuel systems. GDi provides the ability to utilize increased scavenging without sacrificing hydrocarbon emissions because fueling and air controls can be separated. In-cylinder injection with GDi also provides charge cooling benefit yielding the knock reduction necessary for turbocharged applications. Several options within GDi are explored including multi-hole and single pintle spray generators, as well as side-mount versus central-mount applications. Both 3-cylinder and 4-cylinder base engine configurations are explored for turbocharged engines downsized to 1.2 L. Improvements in hydrocarbon emissions, heat losses and scavenging favor fewer cylinders. This is re-enforced by packaging and cost considerations. The next system aspect considered is emissions aftertreatment. Stoichiometric turbocharged GDi provides the lowest cost using the established 3-way catalyst. Stratified GDi is expected to require a lean NO</div><div class="htmlview paragraph"> trap (LNT) and diesel Euro 6 systems require addition of a diesel particulate filter (DPF) and possibly NO</div><div class="htmlview paragraph"> aftertreatment. Although the aftertreatment system to meet Euro 6 NO</div><div class="htmlview paragraph"> requirement is not known today, addition of a DPF, DPF with LNT, or DPF with urea selective catalytic reduction (SCR) represent significant cost and packaging challenges. The analysis concludes by comparing the 3-cylinder turbocharged GDi to other offerings in the context of value tradeoff of CO₂ reduction to system on-cost. Stratified 3-cylinder turbocharged GDi systems offer up to 22% CO₂ reduction compared to a baseline port-fuel-injected 4-cylinder engine. CO₂ reduction of 18% is possible for a stoichiometric GDi mechanization that employs variable valve actuation (VVA) and a conventional 3-way catalytic converter. At Euro 6 emission levels, stoichiometric 3-cylinder turbocharged GDi powertrains offer excellent value. The 3-cylinder turbo-diesel offers similar value if it is capable of meeting the NO</div><div class="htmlview paragraph"> emissions standard without lean aftertreatment. Powertrains with higher engine-out NO</div><div class="htmlview paragraph"> levels that require lean aftertreatment are significantly disadvantaged. Based on the price sensitivity of the compact car segment, the value analysis predicts the 3-cylinder turbocharged GDi engine as the powertrain of choice.</div></div>

<div class="htmlview paragraph">A more environmentally sound ELV disposal is presently discussed with the European Union directorates, the council of ministers and the European parliament. National plans or already existing legislation are in place in several countries like Germany. PU seating material is one of the key targets by legislators and environmental authorities for dismantling.</div> <div class="htmlview paragraph">The reason for dismantling seats is a potential recycling or recovery for the PU seating material as it is one of the large plastic parts and can be relatively easily dismantled. A general broad investigation on the ecological and economical impact of this PU material has not been done as for many other parts like the fuel tank, which are presently considered for dismantling.</div> <div class="htmlview paragraph">EU legislation in preparation is calling for a reduction in landfill from ELV's from 25% by weight today, to 5% by 2015.</div> <div class="htmlview paragraph">The position of the PU producing industry and the seat molders is presently to define what is the economic impact of dismantling seats to recover the PU cushions. A clear cost base calculation for the various routes to cope with the EU and national quota reducing landfill by 2015 to < 5 % of the vehicle is made for the ELV with regards to the subject of potential PU dismantling.</div> <div class="htmlview paragraph">The two potential routes for PU seating could be either a mandatory dismantling with further use for recycling/recovery operations or a recovery with the rest of the plastics.</div> <div class="htmlview paragraph">The lowest cost option for the disposal of an ELV in the future will be to use the traditional process of shredding. This operation could be followed by taking the automotive shredder residues (ASR) to a fuel substitution operation with or without any further ASR refining. Other favorable routes to deal with the ELV depend on regional circumstances with respect to existing infrastructure of collecting companies, shredders and potential users of today's or refined ASR. The demonstration of different routes to recycle/recover PU seating materials, the ELV in different geographical areas is part of ISOPA' s and Euro-Moulder's technical program.</div> <div class="htmlview paragraph">The present quality of SR (shredder residue) does favor this option as fuel substitute, and efforts of the plastics industry are aimed at getting Municipal Solid Waste Combustion recognized as an official recovery route and have sufficient energy recovery capacities throughout Europe. The technical demonstration in large-scale facilities and the relatively lower cost of this route compared to other solutions are the reason. Municipal Solid Waste combustion (MSWC is today seen by most European environmental agencies as an indispensable part of integrated waste management because of the environmental performance of today 's state of the art equipment, but its status as a recovery option for ASR is still in discussion especially in Germany.</div> <div class="htmlview paragraph">Refining of ASR to make a raw material or fuel will not be cost neutral. The price of fuel today is too low to warrant an upgrade to higher quality ASR without subsidy. This additional cost would increase the cost of ELV treatment compared to the previously mentioned route.</div> <div class="htmlview paragraph">The dismantling of PU seating material requires a number of steps until the material is at the gate for a customer to use it as a fuel or raw material. Removal for use as fuel in cement kilns is not cost effective due to the low price of fuels today in the cement producing industry.</div> <div class="htmlview paragraph">Viable chemical recycling routes for mixtures of PU materials from ELV's seats do not exist at present at sufficiently large scale.</div> <div class="htmlview paragraph">There are ongoing efforts on commercial scale in the Netherlands to dismantle seats. These activities in NL are subsidized by the first owner of the car and the money collected is used for dismantling, collection and mechanical recycling into rebonded foams. In other countries like Germany (D) a discussion within the industry and a request for subsidies is ongoing. Any kind of dismantling operation will require a subsidy to compensate for the loss a dismantler or recycler will occur under today's economic situation.</div> <div class="htmlview paragraph">Market size for rebonded foam is not large enough in Europe for the amount of dismantled PU foam, as a substitute for scrap PU trims. Other outlets for PU foam like potential regrind into powder and use as filler are being evaluated but are not yet commercial.</div>

<div class="section abstract"><div class="htmlview paragraph">Good driving practices, encompassing actions like maintaining smooth acceleration, sustaining a consistent speed, and avoiding aggressive maneuvers, can yield several benefits. These practices enhance energy efficiency, reduce accident risks, and significantly lower maintenance costs. Consequently, the presence of a system capable of providing actionable insights to promote such driving behavior is crucial.</div><div class="htmlview paragraph">Addressing this need, the Drive-GPT model is introduced, representing an AI-based generative pre-trained transformer. Within this study, the transformative potential of deep learning networks, specifically based on transformers, is showcased in capturing the typical driving patterns exhibited by individuals in diverse road, traffic, weather, and vehicle health scenarios. The model's training dataset comprises an extensive 90 million data points from multivariate time series originating from telematics systems in 100 vehicles traversing eight distinct Indian cities over a six-month span.</div><div class="htmlview paragraph">These pre-trained models offer substantial utility for downstream applications, including the computation of driving scores, generation of driving recommendations, and the classification of driving behavior as either proficient or suboptimal. The performance evaluation on test data indicates commendable results, with a coefficient of determination (R-squared) of 0.98 and a root mean square error (RMSE) of 0.0346. Furthermore, a discernible differentiation emerges in terms of energy efficiency and regenerative braking between good and suboptimal driving behaviors. Notably, this differentiation leads to a notable 25% improvement in energy efficiency and an 18% enhancement in regenerative capabilities.</div></div>

<div class="htmlview paragraph">Dowty Aerospace was faced with the problems of maintaining high output at low cost. Production schedules did not allow delays in required plating. With the plating shop located remote from the production area, it was apparent some action had to be taken to insure increased workloads could continue to be met within the scheduled timeframe.</div> <div class="htmlview paragraph"><b>DOWTY AEROSPACE IS A WORLD LEADER</b> in aerospace and defense systems engineering. Dowty companies are well known for the manufacturer of landing gears, propellers, engine fuel controls, flying controls, avionics, general hydraulics, seals, electronic controls and communications. In addition to this manufacturing, Dowty offers repair, overhaul, test and support facilities in all these fields. Dowty also provides full support for other manufacturer's equipment. </div> <div class="htmlview paragraph"> <div class="graphic-wrapper"><img class="article-figure figure" src="890931_fig0001.jpg" alt="No Caption Available"/></div> </div> <div class="htmlview paragraph">Dowty Aerospace Corporation, Product Support Division is located in Sterling, Virginia approximately five miles north of Dulles International Airport. This location includes the corporate offices, equipment and product support for repair and overhaul of components of some 40 different aircraft.</div> <div class="htmlview paragraph">The Dowty plating shop was located in leased facilities approximately seven miles from Corporate headquarters. The leased facilities were not conductive to efficient process layout and utilization for plating. All plating tanks sat on the floor resulting in uneven lip height based on depth of tank. The lack of an overhead material handling system created inefficient parts handling requirements and separation of the plating facility from the machining operation increased transportation costs.</div> <div class="htmlview paragraph">While the quality of plating was excellent and careful planning and coordination allowed meeting production schedules, future growth and flexibility could best be met with the plating shop located closer to the machine shop facilities.</div>

<div class="htmlview paragraph">The business of hauling freight for profit is not easy. To be competitive, fleets must operate at low cost and provide excellent service. The truck manager is also responsible for safety on the highways and must comply with all legal requirements.</div> <div class="htmlview paragraph">An onboard computer can help a fleet obtain better fuel economy, increase productivity, reduce maintenance costs and improve safety practices. The payback period for a properly used management information onboard computer is about nine months.</div> <div class="htmlview paragraph">On the basis of improvement in safety alone, an onboard computer is an indispensable device. Today's society demands that all responsible businesses do everything reasonable to promote safety. An onboard computer represents a technology that is available now; it is a vital management tool for getting at the root of safety problems. Used properly, it can provide the control necessary to ensure safety and prevent damage to property.</div> <div class="htmlview paragraph">ALL FLEETS, WHETHER THEY are in the business of distributing groceries to stores, transporting crude petroleum to refineries, carrying hazardous material to factories, or dumping refuse at landfills, have one business in common -- the business of hauling freight for profit.</div> <div class="htmlview paragraph">In the process of conducting that business, the fleet management is surrounded with a multitude of issues such as high fuel costs, paperwork overload and maintenance expenses as well as compliance with Department of Transportation (DOT) requirements, safety enhancements, combating delays and improving productivity.</div> <div class="htmlview paragraph">Onboard computers can help management deal with these issues. Their utility can be more clearly understood by analyzing a trucking operation in four categories: vehicle performance, productivity, paperwork and safety.</div> <div class="htmlview paragraph">Some fleets also employ sophisticated truck-to-home office communication systems to improve their effectiveness. Onboard computers are well positioned to integrate with these technologies. They will continue to play an important role in the intelligent vehicle highway system of the future.</div>

<div class="htmlview paragraph">Recent improvements in the mechanical equipment and the processes employed in the various car-assembling plants of a large motor-car-building company are described. As a result of the changes these departments have been transformed from the most unsightly parts of the factory into the cleanest, most comfortable and least dangerous. The processes to which special attention is devoted are those for the enameling of fenders and sheet-metal parts and such small parts as various stampings, forgings and malleables and cover the application of two coats of an asphaltic-base enamel and a subsequent baking at about 450 deg. fahr.; in body enameling they cover the application of three coats of similar material and baking at from 290 to 350 deg. fahr.</div> <div class="htmlview paragraph">The course of the various parts is followed from the time of their receipt to that of their delivery to the assembling department to which they belong. When first received from the stamping department or from outside sources they are carefully inspected. They are protected from rust at the source with an outside coating that may be easily removed later by a washing process that precedes enameling. Successive improvements in the fender-enameling ovens consisted of replacing the original box-type ovens, which were open at one end and in which the dipping was done by hand, with those of the semi-continuous type, open at both ends and arranged in line in such a manner that certain parts could be dipped and hung on the conveyor bars while other parts previously dipped and run into the ovens were baking; these ovens in turn were superseded by those of the continuous type in which the parts are hung on the conveyors at one end, are automatically dipped, allowed to drip and baked and not handled again until they finally emerge at the discharge end completely finished with a double coating of enamel. The body-enameling ovens likewise were changed from the original square-box type with doors in the front to the tunnel-type equipped with power conveyors. The last three batteries built by the company were further improved by being suspended overhead with the ends inclined to the floor, thereby forming a seal at each end and completely trapping the oven.</div> <div class="htmlview paragraph">The ideal oven-wall should have low thermal-conductivity, low thermal-capacity and the minimum amount of through metal, should contain the minimum amount of metallic materials, form a rugged construction, be designed, if possible, to allow the ready removal of the ovens without waste of material, provide a smooth inner surface to facilitate cleaning, be completely dust-tight and non-dusting and have a reasonably low first cost of construction. The ideal conveyor should carry the body through all three coats without the necessity for removing it from the conveyor after each bake and mounting it again to flow-on the succeeding coat; but with large production this would require an unreasonably long building.</div> <div class="htmlview paragraph">A system of handling enamel is described that ensures absolute cleanliness and safety, prevents waste and provides centralized and economical operation.</div> <div class="htmlview paragraph">Indirect gas heaters were superseded by electric heaters so that electric heating became standard throughout, with the exception of one bank of body ovens in which electric heaters were used in the central zone to supplement high-pressure steam-coils. Electric heating was satisfactory so far as ease of operation and accuracy of control was concerned, but was found to be costly and the cause of numerous fires in the ovens. As a result, the electric heaters have been discarded in favor of indirect oil-fired hot-air heaters, each oven having its own individual heater of the multiple-unit type. Compared with electric heaters, the first cost of the equipment is favorable, the cost of maintenance is negligible, the labor operation cost about the same and the fuel cost per unit much less.</div> <div class="htmlview paragraph">In addition to arrangements for automatically emptying the tanks in case of fire, the dip-tanks and drain-boards are protected with automatic Foamite extinguisher heads and the fender ovens are equipped with open-end high-pressure steam lines for smothering the fire with steam. Body-oven flow-rooms are protected by water-sprinkler heads.</div> <div class="htmlview paragraph">Special attention is devoted to cleanliness, not only of the materials but of the equipment, tanks, conveyors, floors and the like. A ventilation system injects washed air into the rooms, which creates a static pressure and a flow of air currents outward through the doors and the windows. This prevents dust-laden air from entering.</div> <div class="htmlview paragraph">Distribution of the finished enameled parts to the various assembling departments is done by overhead conveyors that reduce the labor cost of handling, minimize the rejections on account of injury, occupy less floor space and at the same time provide means of carrying a small stock of finished parts ahead of the assembling operations.</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="page" title="Page 1"><div class="layoutArea"><div class="column"><div class="page" title="Page 1"><div class="layoutArea"><div class="column"><p><span>Clinical pathways are used for quality and cost control in health services in hospitals. A clinical pathway is the main requirement for quality control and cost control, especially in cases that have the potential to spend large resources. Research shows that the application of clinical pathways can reduce the length of stay and hospital costs. The existence of clinical pathways in hospitals is sought to refer to the National Guidelines for Medical Services (PNPK). The existence of clinical pathways at dr. Soekardjo does not all meet these criteria. Community service activities are carried out referring to the lecturer roadmap that has been made. The purpose of the activity is to the availability of clinical pathway forms that can be used in hospitals as needed and the preparation of clinical pathways according to PNPK criteria. The method of activity is in the form of FGD and Assistance in making clinical pathways. The activity was carried out well and agreed on a form that refers to the standards of the Hospital Accreditation Committee. Mentoring activities involve all health workers as users, both doctors, nurses, pharmacists, nutritionists, and PMIK so that the results are expected to be by the needs of the hospital. The results of the activity are in the form of an agreement on the form used and the arrangement of 10 clinical pathways according to the needs of the hospital. </span></p></div></div></div></div></div></div>