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Work in the industrial setting can be regarded as problem solving activity. Meeting the consumer’s requirements represents the problem to be solved and all persons in a given industry are participants in its solution. Each individual in the organization works at solving his portion of the problem, and he is thereby also working to satisfy some of his personal needs. This paper will show how, by helping others satisfy their needs, the engineer can best reach the objective, the solution of the problem.

Traditionally, management has not made serious distinctions between productivity and profitability. They have measured productivity on the balance sheet, if profits are adequate to meet the desires and wants of the owners (shareholders), no productivity problems existed. Increased competition has forced managers to realize that it is no longer satisfactory to be doing things which simply “work.” It is important, worth the effort, and may involve survival to know the difference between just what works and what works best and to implement the improvements. Management is learning that the productivity problems are theirs -- not labor's, not technology's -- and that these problems can only be solved by the substitute of management momentum for management inertia.

The Connected and Automated Vehicle (CAV) platoon can run at the speed limit and the minimum safe time gap, that is, each vehicle speed is the speed limit and the time gap between adjacent vehicles is the minimum safe time gap known as constant time gap (CTG) strategy, and the platoon will reach the high traffic efficiency. This paper aims at the three situations of variable speed driving, vehicle cut-out and cut-in of the CAV platoon, proposes the methods of CAVs management and control to ensure the efficiency and stability of the CAV platoon in the process of driving using a small number of adjusting parameters. The communication delays among vehicles are considered, the simulation experiments show that the impact of the communication delay (50-200 ms) during acceleration or deceleration is very small, and then this paper adopts the communication delay of 100 ms.

Project management has evolved with time but it does not happen in the same manner with the evolution of management and execution relationship, specially in the occidental World. The execution, constituted by the work level, plays an extremely important role and has a substantial participation in project development, i. m., establishes the cadence of the development. This proposal breaks with the traditional models and innovates them by taking the work level as the basis for the development, let the work run free and call them to participate in project development decisions, motivating the enthusiasm and their latent pro-activity. Any way, the proposed model is formed of two blocks, Management and Execution, this last one formed by PDTs (Product Development Teams), under the leadership of a single Project Manager.

This paper describes the implementation of CAD into an automotive design activity. The method by which the system was managed is described in detail. The advantages, disadvantages, organizational linkages and management of CAD are discussed and analyzed based on three years of experience. Reduced manpower levels, tight release schedules, budget limitations and other restrictions affected important issues of training, project selection and personnel scheduling. These issues are discussed from a system user standpoint. This paper presents actual results rather than CAD expectations.

About 3.2 million vehicles were locally produced and 1.8 million vehicles were exported from Korea in 2003. Currently 14 million cars are registered, and 0.55 million end-of-life vehicles (ELVs) are generated every year in Korea. 184,000 ELVs are exported as second-hand cars, and the remainder are collected at junkyard facilities. The present ELV recycle rate and management status during the dismantling stage were investigated in order to aid the establishment of policies for the management of ELVs by surveying the information and using the results gained from the questionnaires given to dismantlers. The average recycle rate in the dismantling stage showed a value of 44% and the rest of an ELV was then compressed and transported to shredding companies to recover mainly the iron content, which averaged 38.7% of the mass of a new vehicle. The non-ferrous metals such as copper, antimony, zinc and aluminum accounted for only 1.5%.

After the realization of very low exhaust gas emissions and corresponding OBD requirements to fulfill Euro VI and Tier 4 legislation, the focus in heavy-duty powertrain development is on the reduction of fuel consumption and thus CO₂ emissions again. Besides this, the total vehicle operation costs play another major role. A holistic view of the overall powertrain system including the combustion process, exhaust gas aftertreatment, energy recuperation and energy storage is necessary in order to obtain the best possible system for a given application. A management system coordinating the energy flow between the different subsystems while guaranteeing low exhaust emissions plays a major part in operating such complex architectures under optimal conditions.

Since the emergence of the human factors profession following World War II, the concept of a design-induced error has been recognized. In 1967 the NTSB published a thorough analysis of the problem, entitled “Aircraft Design-Induced Pilot Error.” (1)* Wiener (2) extended the concept to include “system-induced error” in his analysis of controlled flight into terrain (CFIT) accidents. If human errors can be induced by design, they can also be prevented at the design stage, but in order to do so, the behavioral consequences of possible design decisions must be taken into account. Most of the focus has been on hardware: this paper extends the concept to other features of the human-machine interface that are vulnerable to design-induced errors. The position is taken that human factors and human error prevention should be part of the process of transport certification, which presently is confined to the measurement of workload.

Hybridization and velocity management are two important techniques for energy efficiency that mainly have been treated separately. Here they are put in a common framework that from the hybridization perspective can be seen as an extension of the equivalence factor idea in the well known strategy ECMS. From the perspective of look-ahead control, the extension is that energy can be stored not only in kinetic energy, but also electrically. The key idea is to introduce more equivalence factors in a way that enables efficient computations, but also so that the equivalence factors have a physical interpretation. The latter fact makes it easy to formulate a good residual cost to be used at the end of the look-ahead horizon. The formulation has different possible uses, but it is here applied on an evaluation of the size of the electrical system. Previous such studies, for e.g.

Quality and robustness analysis techniques traditionally were manufacturing skills. Recently quality systems, for example DFSS, are focused on moving the formal quality function to earlier phases in the automotive development cycle. Axiomatic Design is a highly effective framework for achieving quality and reliability goals in the early conceptualization phase, where requirements are analyzed and proposed solutions are synthesized to achieve the requirements.1 As a process, Axiomatic Design can be applied at an individual, group or enterprise level on correspondingly more complex design problems. Larger projects that apply axiomatic design processes have particular needs for a successful implementation. This paper first reviews the case for conceptualization process control such as axiomatic design and then reviews the particular issues that impact a successful axiomatic design deployment over large projects.

We are using principles of radiometry and nonimaging optics to model and test flux collection and transportation in thick optical waveguides. Output from these systems is used to illuminate automobile dashboard clusters and radio modules. Starting with the bulb, we determine the input flux distribution. We then demonstrate how the waveguide collects and transports flux down its length. We will discuss ways of controlling and optimizing this process.

Government regulations and market demands continue to emphasize conservation of fossil fuels in the transportation industry. As a consequence, any incremental improvement in fuel economy (FE) is of great importance in the automotive sector. For instance, lower viscosity lubricants have been shown to improve FE but the longevity of such improvement is compromised by viscosity increases often observed as a lubricant ages during an oil drain interval (ODI). To address this issue, an option to manage lubricant viscometrics via fuel is proposed. In order to investigate such mitigation of viscosity increase during an ODI, and potentially the delivery of an ODI-averaged FE benefit, a fleet test was conducted with a fuel-borne additive intended to control increases in lubricant viscosity. The fleet test compared a market-representative reference fuel to a fuel containing a viscosity control additive (VCA).

Controlled ecological life support systems (CELSS) which include higher plants for food and oxygen production are proposed for permanent manned space stations and long-duration space flights. A primary concern in the design and operation of such a life support system is maintaining plant health and maximizing plant growth rates. It is inevitable that a variety of microorganisms such as fungi and bacteria will be introduced into CELSS. A potential problem for plant growth systems is plant pathogenic microorganisms. Pathogens could cause major perturbations which would be highly undesirable in a closed life support system. In CELSS plant growth systems, microorganisms can not realistically be excluded, but they can be managed to favor beneficial microorganisms and exclude undesirable microorganisms. There are 5 principal methods of managing microorganisms in plant growth systems.

This paper gives an overview of ways to assess the noise situation at airports and how action plans may be established in order to improve the noise climate. In addition new developments are presented regarding impact assessment and interdependencies with other environmental aspects. Although this paper is focussed on the situation in the European Union, the findings are applicable to airports worldwide.

As safety compliance (ISO 26262) has become a norm for automotive embedded software development, the OEMs and Tier1 are pushed to follow the safety guidelines during hardware, software development process. This demands the microcontroller to not only detect internal faults but also find the exact root cause of the failure and have a self-healing mechanism. This paper presents proposed fault detection, injection, testing and shows comparison of microcontroller fault handling with respect to ISO26262 safety standard between proposed method and traditional method by giving the example of RAM test. Also gives an overview of software implementation of this concept as per AUTOSAR standard.

Electro-mechanical actuation systems are becoming more common in aerospace applications. Systems that have been traditionally based on hydraulic-mechanical (HM) actuators are now being replaced by electro-mechanical actuation systems in pursuit of the more electric airplane. The actuator's primary purpose is to convert energy (hydraulic or electrical) to mechanical energy and this operating mode occupies the primary design focus. A secondary design concern is the conversion of mechanical energy back into hydraulic or electrical energy. This energy results from potential and kinetic energy stored in the mechanical system during actuation. A portion of this energy flows back through the actuator towards the source. In the case of HM actuation, the management of this energy is well understood. In electro-mechanical actuation systems, this energy is commonly referred to as regenerated energy or regen for short.

The emerging global economy and global competition is having a significant impact on the management of businesses around the world. Customer satisfaction is essential. Quality of products and services and their reliability over time play a major role in satisfying the customer. A change in the mindset of organizations is required to meet these challenges. The focus of reliability efforts must shift from prediction to continuous improvement. Process oriented thinking along with the concept of the internal customer must permeate the entire organization. Mechanisms like a reliability operating process must be in place to capture lessons learned from prior failures and prevent their recurrence. Reliability disciplines - not reliability engineers - need to be deployed throughout the organization. An environment must be created which empowers self managed teams to apply these disciplines throughout the product planning, design, development, manufacturing, assembly and service processes.

Most manufacturers who supply the airlines with airplanes, engines or related systems, have organized programs to track the reliability of their products. The manufacturer is very interested in the service history of his product when service deficiencies are reported. He needs failure related information in order to determine what action to take. This paper describes the importance of failure data and describes the process which follows after the existence of a service deficiency is recognized.

Management of an effective automotive safety engineering program is recognized in General Motors as being a corporate staff function. This permits early recognition of needs and the orderly development of both short- and long-range goals and coordination of the steps necessary to attain them. Essential to a well-directed program are methods of measurement to permit evaluations of new design concepts which require the availability of adequate technical and physical facilities. Methods of measurement of the real-life situations of highway traffic are essential so that the urgency or priority of specific objectives can be determined realistically and continuously, and so that the effectiveness of design improvements can be evaluated objectively.

The activities developed by the Society of Engineers of Mobility (SAE) are important sources of knowledge and technological updating for the industry and for the academic environment. Through annual student events, the association has become a present and active icon for the market, which generates and disseminates knowledge for Brazilian and international mobility professionals. Thus, the article presents, in a didactic and complete way, a reference model for the Mini-Baja Development Process (MBDP), structured and systematized, for conducting and professionally managing the process to the participating teams. Thus, the model provides students, teachers, and members of the business sector a support to reflect on the difficulties and contextualization's encountered throughout the management of the team in the prototype off-road.