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Among the essential Just-In-Time components of predictability, quality, communications, and cost effectiveness runs the common thread of discipline. Chrysler Corporation recognizes this need and has developed an organizational structure designed to develop the needed level of discipline. Chrysler's organizational structure is composed of two committees: an executive committee and an operating committee. Production control is the hub of the program. In addition to production control, the need for Just-In-Time suppliers and delivery is discussed.

Just-In-Time (JIT) Inventory Management is a common-sense parts delivery philosophy in which a supplier “partner” closely manages the flow of material for a customer so that all parts requirements arrive at the appropriate workstation “just-in-time” for assembly. Properly implemented, the concept is a win-win for the customer and supplier. For the customer it offers (i) better cash flow; (ii) elimination of waste; (iii) lower overhead; and (iv) better utilization of staff. The supplier, in turn, can expect (i) higher and predictable sales volumes; (ii) increased inventory turns; and (iii) added “buying power” with their sub-tier suppliers. The concept is equally applicable to airframe and airframe-component manufacturers, and to aircraft maintenance and repair facilities. JIT commodities may range from major airframe components, to the “nuts and bolts” that hold these components together.

The purpose of this paper is to show how a small aircraft company that has a computer justifies it's expense. Several examples are given of problems that make the computer worthwhile.

With increased awareness about environmental issues, the trend of automobile industry is to use ‘Recycled’ or ‘Biodegradable’ or ‘Energy Recoverable’ material. As a part of this programme, to make the vehicle ‘Green’ in nature, many automobile OEMs have taken the initiative to make use of natural fibre composite in their vehicles. Natural fibre based composite has been successfully proven for less critical as well as for semi-structural applications in an automobile. These typical applications are insulations, headlining, carpets, door pad etc. There is a demanding task for automotive OEMs to meet 85% Recyclability and 95% Recoverability targets by year 2015. To meet the RRR (Reuse, Recycle & Recover) and the ELV (End of Life) regulatory requirements, increased use of natural fibre based composite/ biopolymers is unavoidable. Natural fibre can offer potential advantages such as weight saving and improve overall green rating of the vehicle.

Changes in fastener dimensions & envelop design combined with distance to send fasteners new update torque requirements added to hard copy torque computation & joint historical review has given us, Microdot Aerospace, the opportunity to design, build & sell a new & varied brand of automatic riveter nut running units. We started by changing some of our units from magazine to vibratingbowl feeding & in the process sending fastener up to 150 feet. After this original change we were asked to set up tools with electronic torque control & the ability to store & print each separate nut & hole torque. This machine also acts as its own quality control & gives an instant readng of an out of spec fastener combination. This machine has also been set up to shut off unit if nut is not in place.

The processing characteristics, mechanical properties and environmental resistance of fiber reinforced laminates based on a new family of amorphous thermoplastic polyimide matrix resins, designated K-polymers, are described,, Graphite fiber reinforced composites have been shown to possess excellent strength retention at temperatures as high as 232°C, excellent environmental resistance and unprecedented damage tolerance. Composites can be processed either by the vacuum bag/autoclave molding of tacky, drapable prepreg made using the polyimide precursor solutions or through automated tape laydown using a hot head acting on fully polymerized thermoplastic tape. These unique processing and product properties make K-polymers prime matrix resin candidates for use with high performance fibers such as graphite and “Kevlar” 49 for primary structures in aerospace applications.

In order to minimize the greenhouse effect due to the emission of CO2, automobile manufactures have been developing battery-powered plug-in automobiles with re-chargeable Lithium Polymer batteries. However, these pure electric vehicles (EVs) are not welcomed in the market because the Lithium batteries are heavy and still expensive with limited rechargeable cycles. Furthermore, charging time and relatively short driving range obstruct the commercialization of EVs. To solve the problems, KAIST proposed four generations of On-Line Electric Vehicles (OLEVs), a sort of roadway wireless powered EVs. This paper summarizes the progress of the OLEV developments. Four generations of OLEV were demonstrated for different underground electric power rails and pick-ups. The air-gap of the 1st generation OLEV car is 1 cm and the input to output power efficiency is 80 % with 3 kW output power.

Strain sensors embedded in or attached to structural components have to measure the real deformation of the structure over the whole period of use. The user must know how reliably installed sensors provide strain measurement results. For this purpose, test facilities or coupon tests are used. In order to characterize the strain transfer quality from the host structure into surface-applied strain sensors, a unique testing facility has been developed. This facility can be used both for fiber optic and resistance strain sensors. Originally developed for fiber Bragg grating based sensors, the KALFOS facility (= \bc\ba\blibration of \bfiber \boptic \bsensors) uses Digital Image Correlation (DIC) and Electronic Speckle Pattern Interferometer (ESPI) as unbiased referencing methods. It is possible to determine experimentally the strain transfer mechanism under combined thermal and mechanical loading conditions.

Object avoidance for autonomous driving is a vital factor in safe driving. When a vehicle travels from any random start places to any target positions in the milieu, an appropriate route must prevent static and moving obstacles. Having the accurate depth of each barrier in the scene can contribute to obstacle prevention. In recent years, precise depth estimation systems can be attributed to notable advances in Deep Neural Networks and hardware facilities/equipment. Several depth estimation methods for autonomous vehicles usually utilize lasers, structured light, and other reflections on the object surface to capture depth point clouds, complete surface modeling, and estimate scene depth maps. However, estimating precise depth maps is still challenging due to the computational complexity and time-consuming process issues. On the contrary, image-based depth estimation approaches have recently come to attention and can be applied for a broad range of applications.

After a brief explanation of the K-Jetronic injection system, there follows the description of the KE-Jetronic which represents the combination of a basic mechanical installation and the electronic control of additional functions. Special emphasis is placed on the new components such as the air-flow sensor, the electro-hydraulic actuator, the pressure regulator and the electronic control unit. Test results show the improvement in fuel economy and in emissions.

Kerosene has advanced to the front rank as a fuel for the farm tractor within a decade. A heavily preponderating majority of tractors burn kerosene. The history of early oil engines is reviewed and some comparative costs of kerosene and gasoline fuel for tractors, obtained from tests made in January, 1920, are given. Kerosene tractor-engine development is then discussed. The conditions required for complete combustion are the same in principle for both kerosene and gasoline, but in actual practice a wider latitude in providing ideal conditions is permissible for gasoline than for kerosene. The four classes of commercial liquid fuels usable in internal-combustion engines are the alcohols, the gasolines, the common kerosenes and the low-cost heavy-oil fuels. The alcohols rank lowest in heating value per pound of combustible. Under existing economic conditions neither alcohol nor the fuel oils require consideration as available fuels for the tractor.

The author outlines the factors leading to the present high cost of automobile fuel, states that the introduction of new distillation processes will not solve the problem, but that the development of kerosene-utilizing appliances will produce results satisfactory to everybody. It is stated why kerosene cannot be used on the present gasoline cars. The adaptation of the gasoline automobile engine to the use of heavier fuels than will vaporize without the use of heat is entirely a problem of heating and heaters. The author reviews at length the principles embodied in and the construction of the heated vaporizers or vaporizing heaters now used in stationary and traction kerosene engines and in alcohol engines, giving illustrations of a number of such devices. After thus developing what in his opinion are desirable and good principles, the author describes a form of vaporizer embodying such principles, which he states has had successful trials (both block and road) in automobile service.

Small, high power density turbocharged engines coupled to kinetic energy recovery systems are one of the key areas of development for both passenger and racing cars. In passenger cars, the KERS may reduce the amount of thermal energy needed to reaccelerate the car following a deceleration recovering part of the braking energy. This translates in a first, significant fuel energy saving. Also considering the KERS torque boost increasing the total torque available to accelerate the car, large engines working at very low brake mean effective pressures and efficiencies over driving cycles may also be replaced by small higher power density engines working at much higher brake mean effective pressures and therefore much higher part load efficiencies. In racing cars, the coupling of small engines to KERS may improve the perception of racing being more environmentally friendly. The KERS is more a performance boost than a fuel saving device, permitting about same lap times with smaller engines.

KEVLAR® IS THE REGISTERED TRADEMARK for one member of Du Pont's family of aromatic polyamide fibers which have been granted the generic name “aramid” by the Federal Trade Commission. It is available in three different types: KEVLAR® 49, with its high tensile strength (400,000 psi; 2760 MN/m2) and high modulus (18 million psi; 124,000 MN/m2) is designed for the reinforcement of plastics and offers industry a new level of composite performance. KEVLAR® 49 is also used in coated fabrics, ropes and cables. KEVLAR® 29, with the same high tensile strength and a modulus of 9 million psi (62,000 MN/m2), is especially well suited for a number of industrial applications including ropes, cables, coated fabrics, and protective clothing. KEVLAR® has properties similar to those of KEVLAR® 29 and is designed for the reinforcement of rubber, specifically tires, belts, and hose.

Safety and Comfort are the core requirements of the automotive seating systems. Number of the occupants, determines type of the seating system requirement. The second row seat often needs to fold and slide, to allow the passenger to enter inside the car. Folding second row seat will also allow accommodating larger length cargo. The over folding of seat is controlled by hard stop mechanism. The hard stop mechanism generally consists of the seat arm stopper at back seat and hard stop located at base of the seat. These stoppers will limit the further motion of back seat. The folding speed of back seat is governed by various factors e.g. adjacent seat foam/structure friction, location, structural mass of seat etc. The scope of the paper is to evaluate various folding speeds of the back seat. Its effects are evaluated for the stresses and fatigue life of the hard stop components.