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This paper aims to present the design process, manufacturing and testing of a prototype of an axle carrier for Formula Student race car. The axle carrier is topologically optimized and additively manufactured using selective laser melting (SLM).

The shape of the axle carrier was created in three design stages using topology optimization and four additional design stages based on finite element calculations and experimental testing. Topology optimization was performed on the basis of relevant load cases. The sixth design stage was manufactured by SLM and then tested on a loading device together with photogrammetry measurement to obtain the real deformation. Measured deformations were compared with deformation calculated by the finite element method (FEM), verified and experiences used in the last design stage.

An additively manufactured axle carrier has a minimal safety factor of 1.2 according to experimental testing. The weight and maximal deformations are comparable with the milled part, although the material has about 50 per cent worse yield strength. The topologically optimized axle carrier proved big potential in the effective distribution of material and the improvement of toughness.

This paper helps the Formula Student team to enhance the driving performance while keeping low weight. It also improves further development and upgrading of the race car.

The whole design of the topologically optimized part was investigated – from estimation of the loads to experimental verification of FEM analysis on real part.

BMW axle design has evolved considerably in recent years to reduce weight and increase performance. The latest developments have created the need for a relatively precise finish machining operation on axle carriers. To perform this machining, BMW uses innovative Tricept robots due to the high level of flexibility they offer. The automaker has installed two highly automated machining systems based on Tricept robots at its Dingolfing plant. Their capacity, operating three shifts a day, 5 days a week, is more than 1,400 parts per day.

Explores the Japanese kaizen philosophy and its application to manufacturing. The kaizen strategy is based on the process of gradual change bringing improvements to all area of management and production. It is a people based system with standardisation being an essential feature. Describes a kaizen workshop held in the UK by the Kaizen Institute of Europe, with comments from the participants. Concludes with a brief history of the Kaizen Institute of Europe [KIE].

To describe how one innovative company has developed software which teamed with a vision system allows an agile robot to be taught how to pick randomly place parts from a multi‐layered bin.

Software, which runs on an industrial PC‐based computer platform, has unique algorithms, which can identify randomly placed 3D parts in a bin and calculate the path the robot needs to take to pick each part.

The software has been successfully applied to picking many different part configurations, including odd‐shaped brackets, long slender vehicle axles, round brake rotors and cylindrical shaped pistons and other automotive housings.

Vision‐guided robotic picking can now be more efficient and faster than manual part picking in many applications. Users need to rethink part picking.

A long‐sought solution to quickly picking parts from bins is now a reality.

The tightening operations are one of the most critical operations in automotive assembly lines because of its direct impact on customer safety. This study aims to evaluate the major complexity drivers for manual tightening operations, correlate with real tightening failure data and propose mitigations to improve the complexity.

In the first stage, the complexity drivers for manual tightening operations were identified. Then, the relative importance of the risk attributes was defined by using pairwise comparisons questionnaire. Further, failure mode effect analysis–analytic hierarchy process (FMEA–AHP) and AHP ratings methods were applied to 20 manual tightening operations in automotive assembly lines. Finally, the similarities between the revealed results and the real failure rates of a Turkish automotive factory were examined and a sensitivity analysis was conducted.

The correlation between the proposed methods and manual tightening failure data was calculated as 83%–86%. On the other hand, the correlation between FMEA–AHP and AHP ratings was found as 92%. Poor ergonomics, operator competency and training, operator concentration-loose attention fatigue, manual mouthing before the tightening operation, frequent task changes, critical tightening sequence, positioning of the part and/or directional assembly were found relatively critical for the selected 20 tightening operations.

This is a unique study for the evaluation of the attributes for manual tightening complexity in automotive assembly lines. The output of this study can be used to improve manual tightening failures in manual assembly lines and to create low complexity assembly lines in new model launches.

IT HAS FREQUENTLY BEEN OBSERVED that the average domestic motorist is apt to take the lubrication of his car for granted and pay less attention to the quality of the oil and drainage periods than the lubricant supplier would desire. Insofar as this criticism may be justified the motorist is undoubtedly influenced by the efficiency of the lubrication system of the modern automobile, its mechanical perfection and robustness, the dependable quality of the lubricants available and, at least with regard to the engine, the simplicity of oil prescription. This latter advantage is duo to the modern, additive treated, all seasons motor oil.

SINCE THE INTRODUCTION of the hypoid gear as the right‐angled drive in automotive rear axles there has been a constant demand for specialised lubricants, particularly for running‐in purposes. Requirements are gradually and constantly becoming more severe and standards of performance adequate 5 or 10 years ago may be marginal today and unacceptable in the future.

The purpose of this paper is to describe the development of a robot for surveillance able to move in structured and unstructured environments and able to overcome obstacles with high energetic efficiency.

The proposed Epi.q‐TG hybrid robot combines wheeled and legged locomotion. It is equipped with four three‐wheeled locomotion units; traction is generated by the two forecarriage units, while the two rear ones have same geometry but are idle. Each front unit is actuated by a single motor with the interposition of an epicyclical gearing, accurately designed in order to suitably switch between wheeled and legged motion. The robot changes locomotion mode from rolling on wheels (advancing mode) to stepping on legs (automatic climbing mode) according to local friction and dynamic conditions.

The experimental results confirm the design objectives. In advancing mode, the robot behaves like a four‐wheeled vehicle, with high speed and energetic efficiency. In automatic climbing mode, the robot can walk on uneven and soft terrains and overcome steps with remarkable height with respect to its dimensions (up to 84 per cent of the locomotion unit height).

Besides surveillance, Epi.q‐TG can be successfully used in many tasks in which it is useful to combine the advantages of wheeled and legged locomotion, e.g. unmanned inspection of nuclear and chemical sites, minesweeping, and intervention in disaster zones.

The core of the project is the epicyclical mechanism of the locomotion unit, which switches between advancing mode and automatic climbing mode without control action. This solution limits the control and actuation complexity and consequently the robot cost, widening the range of possible applications.

This paper focuses on the American states and the sources of the expanding structural imbalance between their highway-related revenues on the one hand and expenditures for transportation infrastructure needs on the other. The paper describes the roots of the funding problem over recent decades, looks at some of the responses taken at the state and federal level, and discusses their inherent limitations as solutions to this funding crisis. The paper also presents several policy recommendations for increasing revenues. We demonstrate that a variable rate gas tax indexed to the construction cost index and improvements in automobile fuel efficiency and a tax on large commercial trucks based on equivalent standard axle loads (an esal-mile tax) would more effectively fund the state highway system and reduce the need for more spending on maintenance and new facilities.