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Foam-in-place (FIP) gasketing has gained much support from industry in recent years. Manufacturers have utilized this technology to add value to their processes. Unfortunately, there are still some applications where foam-in-place gasketing is of limited use. Applications requiring a custom profile as well as applications that require installation on a non-linear surface still utilize traditional gaskets such as custom die cuts and molded extrusions. A new process called transfer molding has been developed by Norton Performance Plastics Corporation to address these foam-in-place limitations. It is now possible to realize the productivity benefits of foam-in-place gasketing while maintaining the specialty characteristics of molded extrusions and die cut materials.

Low-pressure molding processes have been presented for numerous applications on automobiles. While some suppliers of these technologies provide entire systems, some potential applications only require moderate alteration of current injection molding equipment. This area of technology includes low-pressure insert molding, injection compression molding, compression molding, and extrusion-compression molding. As a reduced pressure molding process, gas-assisted injection molding can even be applied as a low-pressure technique. The processes can be described using the sequence of operation for each. Overall, there are advantages and limitations for each process and cost considerations that may limit successful application.

A study has proven that by utilizing the injection compression molding (ICM) technique, mechanical properties of long-glass-fiber-reinforced polypropylene (LGFR-PP) are significantly enhanced compared to properties obtained employing standard injection molding (SIM). The ICM technique preserves the initial 11-mm long fiber glass lengths, allows lower injection pressures, reduces molded-in stresses, provides less warpage, and improves weldline strength. This study involved injection compression molding 1.5-mm and 3-mm thick plaques from 30%, 40% and 50% long-glass-fiber-reinforced PP, using SIM as the control. Tensile strength, flexural strength, and flexural modulus values, in both the flow and transverse direction, were generated on specimens cut out and machined from the respective plaques. Falling dart instrumented impact energies were also acquired. Greater benefits were realized at the thinner 1.5-mm substrate thickness. Falling weight impact energies were 25 to 45% higher.

The proportion of non-metallic parts in automobile production continues to increase. Forecasts call for this percentage, on a weight basis including glass, rubber and plastics, to grow from 32% in 1997 to about 38% in 2005. One reason for this growth is the excellent durability, corrosion resistance, and design freedom that can be obtained with plastics parts, including, of course, polyurethanes. Superior economics have also been a major factor. Despite this impressive success, however, the automotive industry demands continuous improvement from its polyurethane part suppliers. A major focal point has always been in the area of weight reduction. Reduction in the weight of molded parts yields a double benefit to the automotive manufacturer. First, the cost of the parts can be somewhat reduced, by raw material savings. Second, the reduced weight of the finished part allows the automobile manufacturer to achieve higher fuel efficiency.

Fundamental knowledge concerning how thermoplastic polyolefins (TPOs) fail under impact fracture conditions is lacking. Approaches for gaining such knowledge are proposed. The fracture mechanisms in a variety of experimental and commercially available thermoplastic olefins (TPO) blends are investigated using the double-notch four-point-bend Charpy impact test. It is shown that the operative impact fracture mechanisms and the size of the damage zone in TPO blends depend strongly on the impact modifiers utilized. Strategy for improving low temperature impact strength of TPOs is discussed.

The use of Low Pressure Moulding (LPM), in its many forms, is becoming more widespread in the Automotive Industry. Design and setup of this process generally relies on experience built up over years of working with the process and often several tool and process changes in the development phase in order to optimise the process. This paper outlines a method of designing for LPM using C-Mold® software from AC-Technology, and the experience of working with the process and materials, which will reduce the number of iterations required to design for LPM and further increase the benefits to be gained by use of the process. The paper shows some of the characteristics of the process and the extent to which this can be simulated using the software.

The sensitivity of a rotary seal ring to transmission manufacturing operations and assembly techniques can effect the overall quality of an automatic transmission. In addition to those characteristics that make a seal functional in an automatic transmission there are other characteristics that facilitate the ease and simplicity of assembly in commercial manufacture. A combination of material properties, design, and manufacturing techniques combine to make thermoset polyimide seal rings an attractive alternative to other materials now in use.

Reducing noise emissions from vibrating components in a vehicle's underhood environment has always been a priority at the OEM level. In recent years, it has been receiving a rather significant amount of attention due to the increased usage of plastics in the underhood environment. Due to it's lower mass density property (as compared to metallic materials), plastics have some general disadvantages in terms of acoustical insulating properties. Yet, the design of these parts can be changed so that the noise emissions from plastic components can be reduced to levels similar to metallic components by using advanced simulation techniques and optimizing the vibro-acoustical behavior of the part. The goal of the design engineer has changed from only traditional part design and structural or weight optimization to include acoustical optimization of the plastic underhood component.

Joint strength of a vibration welded air intake manifold has been optimized by controlling the process parameters. Key process parameters are: Clamp pressure, bead melt down displacement and vibration amplitude. The present study has investigated the combined effect of the vibration welding process parameters on the weld joint strength of a manifold by using a factorial DOE (Design of Experiment) with center points. The result of the DOE study revealed that the burst strength can vary as much as 50% across the process window investigated. Response surface of strength, which was developed as a function of the process variables, can be used for process control in the production plant. The weld strength values of Nylon 6 and Nylon 66 materials are also compared across the wide range of the process window.

Intake systems for automotive use have been progressively converted to lighter weight materials over the past decade or so. Meeting all of the operational requirements for an intake system is a “given”, as well as meeting those additional requirements associated with conditions which are considered to be abnormal or undesired. As is frequently the case, the very abnormality of the undesired conditions (“e.g. backfires”) is accompanied by a lack of published data. In attempting to collect data for “intake backfires” one encounters the test complications associated with running pyrotechnic events in an industrial environment. This paper discusses an approach by Rose Hulman Institute of Technology, supported by Siemens automotive,to develop a non pyrotechnic test that could be used to authenticate simulations and steady state tests.

The design for manufacturability process has been recognized as a very effective method for improving the overall quality in mechanical product design. The first part of the paper deals with an extended DFM which encompasses all the various Quality issues in product development. The importance of the three major elements quality, cost and timing are highlighted in the mathematical model for Design for Quality (DFQ). The second part of the paper describes the application of DFQ in the design and development of minivan body and interior systems. The best value of the DFQ is recognized when the process is used proactively during the early stages of the development cycle. Such is the case of the applications discussed in this paper which covers the following systems: hood assembly, seamless door system, sliding door system, instrument panel and message center installation, and fuel filler door-and-housing system.

Integrated Design for Manufacture and Assembly (DFMA) is in use at Chrysler as one of the major processes in automotive vehicle development. Manufacturability as inferred in integrated DFMA includes assembly and all other pertinent state-of-the art DFX's. It was initially applied successfully with considerable benefits in quality improvement and cost reduction for the development of the PL car program. The Electrical/ electronic systems as well as the Body and interior systems of the NS (Minivan) program were the next major vehicle systems that utilized the Chrysler DFMA in the development process. The benefits also included, overall cost reduction or avoidance, improved team dynamics, internal capabilities development including knowledge acquisition and learning. This paper describes how the unique Chrysler DFMA process was extended further for use in the development of the JX-Convertible.

In this paper the general requirements for a passenger-car side door made of FRP are presented as well as a description of different concepts for self supporting monocoque FRP-doors. For one conceptual design static and dynamic analyses have been made to investigate more detailed the potential of composites in this application. The results of the structural analyses, which have been investigated by commercial FEA-codes, are presented. The research data resulting from completed testing of components are compared with the simulation results. On the basis of this research a prospect for the application of FRP in the field of side impact protection is given.

A description is provided detailing the results of the quality function deployment process used to identify customer needs and requirements. Through this process two primary project goals were developed consisting of integrating an electrical-solenoid actuated device into existing space constraints and providing cost reduction alternatives. A static and dynamic analysis was initially required to find the boundary conditions of the external forces imposed on the existing pneumatic device while being subjected to multiple pallets impacting the stop block assembly. Further static analysis was conducted to find the internal forces imposed on the stop arm subassembly in order to properly size the electrical solenoid. Subsequent research into various solenoids led to two solenoid manufacturers evaluated by means of a design evaluation matrix.

Starting form real field data modern statistical procedures and models including their parameters for determination of reliability functions, such as expected life time and hazard rate, for series ECUs are presented. Prediction models and methods of abscissa transformation provide additional applications. The quality of these methods is demonstrated with various control groups.

The study “Technological & Economic Trends in Automotive Related Product Development & Manufacturing” was conducted in 1995-1996. It was supported by University of Michigan-Flint, Research Excellence Fund of State of Michigan and Genesee Area Focus Council. The objective of the research was to discover and examine core technologies likely to emerge as major industrial and business subsectors of the auto industry within the next ten years and to render judgment as to their infrastructure requirements. Infrastructure includes, but is not limited to, such considerations as public policy, physical infrastructure, research, degree and training programs and suppliership.

Dye penetrant, as a method for nondestructive testing, all too often is considered as lacking the elegance of other popular NDT techniques such as the ultrasonic and eddy current inspection methods. In spite of the fact that dye penetrant inspection is still an every day industrial work horse, it just doesn't seem to get the respect it deserves. The mere mention of dye penetrant conjures up a mental image of some inspector performing a painstaking manual and visual inspection. This paper describes a system that was developed to put dye penetrant inspection on a similar level of automation found in other inspection techniques that are typically considered more sophisticated.

The instantaneous flow from the exhaust pipe of a single cylinder two stroke engine was studied in this research. Three exhaust pipes were investigated. One is a simple pipe with an expansion chamber, and the other two are commercial exhaust pipes. The flow field in the exhaust pipe was calculated using the one-dimensional unsteady gas dynamic model. The instantaneous velocity of the exhaust flow was detected using a hot wire anemometer located at the exit of the exhaust pipe. The calculated pressure variations inside the chambers of the exhaust pipe agreed quite well with the measured data. The calculated instantaneous exhaust velocity also matched the measured velocity variations in cases where reverse flow did not occur. However, discrepancies occurred at low engine speeds because the hot wire anemometer can not distinguish between forward and reverse flow.

A low pressure pneumatic direct injection engine by AR Combustion concept has been developed. In this engine, the scavenging process is performed by air only, prior to the fuel feed process, which minimizes the fuel short-circuiting accompanying the scavenging flow. The wide spray form generated by the rotary type injector facilitates homogeneous combustion even in the high speed high load range, which promises higher maximum power output. Meanwhile, in the light load range, AR Combustion effectively solves the irregular combustion. The bench test results show a remarkable reduction in the exhaust emissions and fuel consumption while successfully maintaining high power output of original two-stroke engine. Moreover, actual vehicle tests using a motorcycle reveal its good potential as a vehicle engine.

Unburned hydrocarbon (HC) emissions and processes leading thereto are quantified in a single-cylinder version of an experimental V6 direct-injection (DI) two-stroke engine. Fast-response HC sampling at the exhaust port of the engine is integrated with simultaneous acquisition of individual-cycle cylinder-pressure data and with high-speed imaging of the fuel spray and spectrally resolved combustion luminosity. For every engine cycle, both the total HC mass and the fractions thereof that leave the cylinder during the cylinder-blowdown, main-scavenging, and port-closing phases are determined using a pressure-based calculation of the individual-cycle exhaust mass flow rate. At light load, HCs exhausted during the main-scavenging phase (when the transfer ports are open) account for 60-70% of the total HC mass and are strongly correlated with the amount of unburned fuel in each cycle.