Quality Analysis of Bonded Joints in the Renovation of Plastic Automotive Parts

Article

1

Towards the development of a model for circularity: The circular car as a case study

Martins, A.V., Godina, R., Azevedo, S.G., Carvalho, H.

Sustainable Energy Technologies and Assessments, 45, 101215

2021

10

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The “Circular Car”, as a strategic concept, adopts a circular flow in the whole product lifecycle: reduction, recovery, repair, renovation, reuse, and recycling of all components. These processes are a part of the value chain, and the reason is to increase value and the circularity of materials. The goal of this paper is to develop a conceptual model that uses cars as a case study in order to support the development of a full circular car throughout the product lifecycle, i.e. from the drawing to the use of the vehicle that we know today, to make the companies more environmental, socially and economically responsible. Based on the literature review and interviews and questionnaires with the automotive industry's stakeholders, a set of practices - designated by “circular practices” – that can be used by the automotive industry are identified and the relationships between them established by using the Interpretative Structural Modelling (ISM). The main results of this study make it possible to identify the practice “Development of alternatives to internal combustion engines” being at the top of the ISM hierarchy, which means that this practice is dependent on the other practices. In order to have the “Circular Car” concept implemented solutions as battery electric vehicles, plug-in hybrid electric vehicles, among others, need to be supported by the other “circular practices”.

Conference Review

2

22nd IFIP WG 5.5 Working Conference on Virtual Enterprises, PRO-VE 2021

[No Authors Found]

IFIP Advances in Information and Communication Technology, 629 IFIPAICT

2021

0

Hide abstract

The proceedings contain 76 papers. The special focus in this conference is on Virtual Enterprises. The topics include: Collaborative Plan to Reduce Inequalities Among the Farms Through Optimization; working Beside Robots: A Glimpse into the Future; supporting Predictive Maintenance in Virtual Factory; reconfigurable Supply Chain Performance: A Bibliometric Analysis; A MILP Model for Reusable Containers Management in Automotive Plastic Components Supply Chain; end-of-Life Product Recovery Optimization of Disassembled Parts Based on Collaborative Decision-Making; analysis Model to Identify the Regional “Strategic Bets” of Startup Porto’s Network; behavior Data Collection in Collaborative Virtual Learning Environments; collaborative Trusted Digital Services for Citizens; a Systematic Review of Sustainable Supply Chain Management Practices in Food Industry; Collaborative Safety Requirements Engineering: An Approach for Modelling and Assessment of Nuclear Safety Requirements in MBSE Context; a Model to Manage Organizational Collaborative Networks in a Pandemic (Covid-19) Context; measuring Complexity for Collaborative Business Processes Management; research on Configuration Framework of Simulation Rules Based on Existing Simulation Teaching Platform; a Federated Simulation Framework for Cross-organisational Processes; robust Optimization for Collaborative Distribution Network Design Problem; simulating Impact of Smart Product-Service Systems; compliance Checking of Collaborative Processes for Sustainable Collaborative Network; identification of Service Platform Requirements from Value Propositions: A Service Systems Engineering Method; a Modular Ontology Framework for Building Renovation Domain; getting Collaborative Networks Sustainable: Drivers and Barriers Within a Digital Laboratories Network; value Co-creation in the Context of Digitally-Enabled Product-Service Systems; selling the Value of Complex Data-Based Solution for Industrial Customers; towards Sustainable Manufacturing Through Collaborative Circular Economy Strategies.

Review

3

Overview of ramp-up curves: A literature review and new challenges

Bultó, R., Viles, E., Mateo, R.

Proceedings of the Institution of Mechanical Engineers, Part B: Journal of Engineering Manufacture, 232(5), pp. 755–765

2018

5

Hide abstract

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The automotive sector, along with many others, has been subject to two key trends in recent times. The first relates to globalization, in other words, the incorporation of new markets and a growing demand that needs to be satisfied. The second concerns the high expectations of customers regarding quality and the on-going renovation of products. The incorporation of new markets results in the expansion of new production centres all over the world, making it necessary to synchronize launches in different parts of the globe. Furthermore, customers’ new demands cause shorter product life cycles. Time is seen as the main factor in the success of any new product launch. Particularly, the period that begins when the production has started in a production plant and continues until the planned production rate has been attained (the ramp-up curve). Because launches have become more frequent, the specific importance given to the life of the model is greater. This article has the following objective: provide a thorough review of the literature, focusing on this specific phase in the life cycle of a model in order to identify, compile and extract any relevant information that will enable us to build a theoretical framework for the ramp-up curve. The article begins by analysing the different interpretations of the phases of the launch stage of a new product that exist in the literature, and it concludes with the evidence that ramp-up curves are an item of scientific interest, where the 21% of the papers relating to this item are focused on the automotive sector, where planning and management are the most recurrent themes. Finally, two themes that remain open for further research are detected: the lack of structured organization during the ramp-up phase and knowledge transfer between different launches of the same product in different places.

Conference Paper  •  Open access

4

The stages of demolition of buildings of the first industrial generation

Oleinik, P., Kuzmina, T.

IOP Conference Series: Materials Science and Engineering, 365(6), 062016

2018

2

Hide abstract

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This article analyzes the housing of the first industrial generation. Moscow still has a great number of residential buildings of the first industrial generation with a total area of about 25 million m2. That is about 8.000 buildings with at least 1.6 million residents. A large part of such buildings is in critical or almost critical condition. The magnitude and complexity of the solution to the problem of housing renovation of the buildings of the first industrial generation have determined an approach different to the described above. The basis of this approach is a quaterly demolition including the total area of all the uncomfortable housings with the subsequent building on the freed territories.The article examines the experience gained on demolition of five-storey residential buildings of the first industrial generation and reveals the steps and ways of their elimination by mechanical disassembling of structures using hydraulic shears.The authors propose a phased dismantling of the structures, beginning with the dismantling of internal systems, including equipment and devices, as well as finishing elements - removing of window frames and doors along with boxes, built-in cabinets, flooring (boards, linoleum, parquet, etc.). The article includes the list of the team cast to perform demolition work, together with indications of the workers and the equipment required. It also provides organizational and technological solutions for the storage of each kind of demolition materials and moving them into the heavy duty automotive container.The draft of production work is proposed to pay special attention to activities for the prevention of employee exposure to hazardous and harmful production factors (spontaneous collapse of structures and object elements, fall of floating structures and equipment, moving parts of construction machinery and cargo sliding, sharp edges of constructions and protruding rods, high concentration of dust and hazardous substances in the air at the workplace).The order of demolition of five-storey residential buildings must include implementation of a complex of preparatory activities, including the organization of building site, dismantling of internal and engineering systems and finishing elements, demolition of buildings using excavators-demolishers equipped with modern attachments including hydraulic shears.

Article  •  Open access

5

Mechanical properties of WE43 magnesium alloy joint at elevated temperature

Turowska, A., Adamiec, J.

Archives of Metallurgy and Materials, 60(4), pp. 2695–2701

2015

4

Hide abstract

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The wE43 cast magnesium alloy, containing yttrium and rare earth elements, remains stable at temperatures up to 300°C, according to the manufacturer, and therefore it is considered for a possible application in the aerospace and automotive. Usually, it is cast gravitationally into sand moulds and used for large-size castings that find application in the aerospace industry. After the casting process any possible defects that might appear in the casting are repaired with the application of welding techniques. These techniques also find application in renovation of the used cast elements and in the process of joining the cast parts into complex structures. An important factor determining the validity of the application of welding techniques for repairing or joining cast magnesium alloys is the structural stability and the stability of the properties of the joint in operating conditions. In the literature of the subject are information on the properties of the wE43 alloy or an impact of heat treatment on the structure and properties of the alloy, however, there is a lack of information concerning the welded joints produced from this alloy. This paper has been focused on the analysis the microstructure of the welded joints and their mechanical properties at elevated temperatures. To do this, tensile tests at temperatures ranging from 20°C to 300°C were performed. The tests showed, that up to the temperature of 150°C the crack occurred in the base material, whereas above this temperature level the rapture occurred within the weld. The loss of cohesion resulted from the nucleation of voids on grain boundaries and their formation into the main crack. The strength of the joints ranged from 150 MPa to 235 MPa, i.e. around 90 % of strength of the wE43 alloy after heat treatment (T6). Also performed a profilometric examination was to establish the shape of the fracture and to analyze how the temperature affected a contribution of phases in the process of cracking. It was found that the contribution of intermetallic phases in the process of cracking was three times lower for cracks located in the area of the weld.

Conference Paper

6

Power factor case study - Southwest Wisconsin Technical College

Pearson, D.

World Energy Engineering Congress 2012, WEEC 2012, 2, pp. 1331–1336

2012

0

Hide abstract

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Southwest Wisconsin Technical College is a public institution serving southwest Wisconsin, specifically all of Crawford, Grant, Iowa, Lafayette, and Richland counties and part of Dane, Green, Sauk, and Vernon counties. 90% of all Southwest Tech graduates are employed within 6 months, and 67% of those graduates work in the Southwest Tech district. Southwest Tech has an enrollment of 1800 students and employs approximate 200 full time staff. To meet the growing needs of the residents and businesses in southwest Wisconsin, the college passed a $40M property tax referendum to expand and renovate the campus. The expansion and renovation project included renovating exiting educational space and construction of a new Child Care Center, Health Science Center and Auto/Ag Center. It also included the construction of an 80 acre Public Safety Training Complex with a shooting range, an EVOC Track, and a Live Fire Training Facility. This added 150,575 square feet to the campus, or a 37% increase. The acreage of the campus more than doubled to 135 acres. The project included the following energy efficient and environmental upgrades: Trane building automation system, including touch screen energy tracking software for educational use, variable frequency drives, lighting retrofits, motion sensors on lighting, day lighting, new HVAC systems, boiler replacements, waste oil heater Ag Lab, building envelope improvements, storm water management improvements, new LED exterior parking lot and area lighting, ice storage system in the Health Sciences Center, submetering system for electric and natural gas energy management, new roofing with higher R values, waterless urinals, low water toilets, motion sensors on water faucets, replacement of large water heaters, and interior LED lighting fixtures. All new construction met or exceeded LEED Silver standards. Southwest Tech worked with the State of Wisconsin's Focus on Energy program to obtain $70,000 in grants to help with the cost of the energy efficient upgrades. The engineering calculations show a reduction of 487,760 KWh and 27,468 therms with the energy efficient upgrades included in the project. This is a $70,750 annual energy savings. After completion of the expansion project, utility bills show an actual reduction of 252,060 KWh from the period prior to the expansion. With a 37% increase in square footage, Southwest Tech was able to reduce actual consumption of electricity by 11%. Despite these improvements, poor power factor was impacting the utility bills in the Agriculture/Automotive Center (1700), the Health Science Center (1600), and the Industry Center (500). The power factors ranging from 60% to 70% were costing the organization thousands of dollars a month in utility penalties. Depending upon the rate structure of your electric utility, you may be able to save a substantial amount of money on your electric bill. Pay-back period for an equipment purchase including installation cost may be less than six months to a year. Utility rate structures that account for reactive power consumption, by either a KVA or var demand usage, or a power factor penalty are the ones that can provide this payback. Other ancillary benefits to be gained by correcting power factor are:, lower energy losses, better voltage regulation and released system capacity. All electric equipment requires "vars" - a term used by electric power engineers to describe the reactive or magnetizing power required by the inductive characteristics of electrical equipment. These inductive characteristics are more pronounced in motors and transformers, and therefore, can be quite significant in industrial facilities. The flow of vars, or reactive power, through a watt-hour meter will not affect the meter reading, but the flow of vars through the power system will result in energy losses for both the utility and the industrial facility. Some utilities charge for these vars in the form of a penalty, or KVA demand charge, to justify the cost for lost energy and the additional conductor and transformer capacity required to carry the vars. In addition to energy losses, var flow can also cause excessive voltage drop, which may have to be corrected by either the application of shunt capacitors, or other more expensive equipment, such as load-tap changing transformers, synchronous motors, and synchronous condensers (Northeast Power Systems, 2012).

Conference Paper

7

Rapid patternless casting technology on CNC manufacturing

Shan, Z., Li, X., Liu, F., Zhan, L.

69th World Foundry Congress 2010, WFC 2010, 2, pp. 554–556

2010

4

Hide abstract

Related documents

A new rapid casting process is developed and successfully applied to the product development in automobile industry,mechanical industry. The rapid patternless casting manufacturing is a technical renovation compared to the traditional casting process. This new technology brings a promising application in the automobile and mechanical equipment industries in the future. It belongs to green,digital & flexibility manufacturing.

Article

8

Recent technological innovation in the Japanese automotive industry and its spatial implications for the Kyushu-Yamaguchi area in southwestern Japan

Tomozawa, K.

Science Reports - Tohoku University, Seventh Series: Geography, 42(1), pp. 1–19

1992

4

Hide abstract

In recent years Japan's automobile manufacturers have introduced improvements to their production processes in response to changes in both the labour market and the passenger car market. They have adopted advanced computerized flexible manufacturing systems (FMS) in order to produce different vehicle models on the same assembly line, raise automation levels and improve working conditions. Renovation schemes in existing plants have been facilitated by the construction of new "buffer plants', which allow output to be maintained throughout the conversion peroid. New assembly plants and production lines have been located in the Nagoya metropolitan area and in the Kyushu-Yamaguchi area. Car assemblers in the Kyushu-Yamaguchi area have encouraged component manufacturers affiliated to them to set up their own factories in the area, to supply various kinds of automobile parts. A new industrial complex centred on the automobile industry has been formed there. In most cases, transactions between assemblers and component suppliers within this complex have tended to reinforce company affiliations, but locally-owned subcontractors engaged in the partial processing of components have sought to diversify their business connections. -from Author

Article

1

Towards the development of a model for circularity: The circular car as a case study

Martins, A.V., Godina, R., Azevedo, S.G., Carvalho, H.

Sustainable Energy Technologies and Assessments, 45, 101215

2021

10

Hide abstract

View at Publisher. Opens in a new tab.

Related documents

The “Circular Car”, as a strategic concept, adopts a circular flow in the whole product lifecycle: reduction, recovery, repair, renovation, reuse, and recycling of all components. These processes are a part of the value chain, and the reason is to increase value and the circularity of materials. The goal of this paper is to develop a conceptual model that uses cars as a case study in order to support the development of a full circular car throughout the product lifecycle, i.e. from the drawing to the use of the vehicle that we know today, to make the companies more environmental, socially and economically responsible. Based on the literature review and interviews and questionnaires with the automotive industry's stakeholders, a set of practices - designated by “circular practices” – that can be used by the automotive industry are identified and the relationships between them established by using the Interpretative Structural Modelling (ISM). The main results of this study make it possible to identify the practice “Development of alternatives to internal combustion engines” being at the top of the ISM hierarchy, which means that this practice is dependent on the other practices. In order to have the “Circular Car” concept implemented solutions as battery electric vehicles, plug-in hybrid electric vehicles, among others, need to be supported by the other “circular practices”.

Conference Review

2

22nd IFIP WG 5.5 Working Conference on Virtual Enterprises, PRO-VE 2021

[No Authors Found]

IFIP Advances in Information and Communication Technology, 629 IFIPAICT

2021

0

Hide abstract

The proceedings contain 76 papers. The special focus in this conference is on Virtual Enterprises. The topics include: Collaborative Plan to Reduce Inequalities Among the Farms Through Optimization; working Beside Robots: A Glimpse into the Future; supporting Predictive Maintenance in Virtual Factory; reconfigurable Supply Chain Performance: A Bibliometric Analysis; A MILP Model for Reusable Containers Management in Automotive Plastic Components Supply Chain; end-of-Life Product Recovery Optimization of Disassembled Parts Based on Collaborative Decision-Making; analysis Model to Identify the Regional “Strategic Bets” of Startup Porto’s Network; behavior Data Collection in Collaborative Virtual Learning Environments; collaborative Trusted Digital Services for Citizens; a Systematic Review of Sustainable Supply Chain Management Practices in Food Industry; Collaborative Safety Requirements Engineering: An Approach for Modelling and Assessment of Nuclear Safety Requirements in MBSE Context; a Model to Manage Organizational Collaborative Networks in a Pandemic (Covid-19) Context; measuring Complexity for Collaborative Business Processes Management; research on Configuration Framework of Simulation Rules Based on Existing Simulation Teaching Platform; a Federated Simulation Framework for Cross-organisational Processes; robust Optimization for Collaborative Distribution Network Design Problem; simulating Impact of Smart Product-Service Systems; compliance Checking of Collaborative Processes for Sustainable Collaborative Network; identification of Service Platform Requirements from Value Propositions: A Service Systems Engineering Method; a Modular Ontology Framework for Building Renovation Domain; getting Collaborative Networks Sustainable: Drivers and Barriers Within a Digital Laboratories Network; value Co-creation in the Context of Digitally-Enabled Product-Service Systems; selling the Value of Complex Data-Based Solution for Industrial Customers; towards Sustainable Manufacturing Through Collaborative Circular Economy Strategies.

Review

3

Overview of ramp-up curves: A literature review and new challenges

Bultó, R., Viles, E., Mateo, R.

Proceedings of the Institution of Mechanical Engineers, Part B: Journal of Engineering Manufacture, 232(5), pp. 755–765

2018

5

Hide abstract

View at Publisher. Opens in a new tab.

Related documents

The automotive sector, along with many others, has been subject to two key trends in recent times. The first relates to globalization, in other words, the incorporation of new markets and a growing demand that needs to be satisfied. The second concerns the high expectations of customers regarding quality and the on-going renovation of products. The incorporation of new markets results in the expansion of new production centres all over the world, making it necessary to synchronize launches in different parts of the globe. Furthermore, customers’ new demands cause shorter product life cycles. Time is seen as the main factor in the success of any new product launch. Particularly, the period that begins when the production has started in a production plant and continues until the planned production rate has been attained (the ramp-up curve). Because launches have become more frequent, the specific importance given to the life of the model is greater. This article has the following objective: provide a thorough review of the literature, focusing on this specific phase in the life cycle of a model in order to identify, compile and extract any relevant information that will enable us to build a theoretical framework for the ramp-up curve. The article begins by analysing the different interpretations of the phases of the launch stage of a new product that exist in the literature, and it concludes with the evidence that ramp-up curves are an item of scientific interest, where the 21% of the papers relating to this item are focused on the automotive sector, where planning and management are the most recurrent themes. Finally, two themes that remain open for further research are detected: the lack of structured organization during the ramp-up phase and knowledge transfer between different launches of the same product in different places.

Conference Paper  •  Open access

4

The stages of demolition of buildings of the first industrial generation

Oleinik, P., Kuzmina, T.

IOP Conference Series: Materials Science and Engineering, 365(6), 062016

2018

2

Hide abstract

View at Publisher. Opens in a new tab.

Related documents

This article analyzes the housing of the first industrial generation. Moscow still has a great number of residential buildings of the first industrial generation with a total area of about 25 million m2. That is about 8.000 buildings with at least 1.6 million residents. A large part of such buildings is in critical or almost critical condition. The magnitude and complexity of the solution to the problem of housing renovation of the buildings of the first industrial generation have determined an approach different to the described above. The basis of this approach is a quaterly demolition including the total area of all the uncomfortable housings with the subsequent building on the freed territories.The article examines the experience gained on demolition of five-storey residential buildings of the first industrial generation and reveals the steps and ways of their elimination by mechanical disassembling of structures using hydraulic shears.The authors propose a phased dismantling of the structures, beginning with the dismantling of internal systems, including equipment and devices, as well as finishing elements - removing of window frames and doors along with boxes, built-in cabinets, flooring (boards, linoleum, parquet, etc.). The article includes the list of the team cast to perform demolition work, together with indications of the workers and the equipment required. It also provides organizational and technological solutions for the storage of each kind of demolition materials and moving them into the heavy duty automotive container.The draft of production work is proposed to pay special attention to activities for the prevention of employee exposure to hazardous and harmful production factors (spontaneous collapse of structures and object elements, fall of floating structures and equipment, moving parts of construction machinery and cargo sliding, sharp edges of constructions and protruding rods, high concentration of dust and hazardous substances in the air at the workplace).The order of demolition of five-storey residential buildings must include implementation of a complex of preparatory activities, including the organization of building site, dismantling of internal and engineering systems and finishing elements, demolition of buildings using excavators-demolishers equipped with modern attachments including hydraulic shears.

Article  •  Open access

5

Mechanical properties of WE43 magnesium alloy joint at elevated temperature

Turowska, A., Adamiec, J.

Archives of Metallurgy and Materials, 60(4), pp. 2695–2701

2015

4

Hide abstract

View at Publisher. Opens in a new tab.

Related documents

The wE43 cast magnesium alloy, containing yttrium and rare earth elements, remains stable at temperatures up to 300°C, according to the manufacturer, and therefore it is considered for a possible application in the aerospace and automotive. Usually, it is cast gravitationally into sand moulds and used for large-size castings that find application in the aerospace industry. After the casting process any possible defects that might appear in the casting are repaired with the application of welding techniques. These techniques also find application in renovation of the used cast elements and in the process of joining the cast parts into complex structures. An important factor determining the validity of the application of welding techniques for repairing or joining cast magnesium alloys is the structural stability and the stability of the properties of the joint in operating conditions. In the literature of the subject are information on the properties of the wE43 alloy or an impact of heat treatment on the structure and properties of the alloy, however, there is a lack of information concerning the welded joints produced from this alloy. This paper has been focused on the analysis the microstructure of the welded joints and their mechanical properties at elevated temperatures. To do this, tensile tests at temperatures ranging from 20°C to 300°C were performed. The tests showed, that up to the temperature of 150°C the crack occurred in the base material, whereas above this temperature level the rapture occurred within the weld. The loss of cohesion resulted from the nucleation of voids on grain boundaries and their formation into the main crack. The strength of the joints ranged from 150 MPa to 235 MPa, i.e. around 90 % of strength of the wE43 alloy after heat treatment (T6). Also performed a profilometric examination was to establish the shape of the fracture and to analyze how the temperature affected a contribution of phases in the process of cracking. It was found that the contribution of intermetallic phases in the process of cracking was three times lower for cracks located in the area of the weld.

Conference Paper

6

Power factor case study - Southwest Wisconsin Technical College

Pearson, D.

World Energy Engineering Congress 2012, WEEC 2012, 2, pp. 1331–1336

2012

0

Hide abstract

Related documents

Southwest Wisconsin Technical College is a public institution serving southwest Wisconsin, specifically all of Crawford, Grant, Iowa, Lafayette, and Richland counties and part of Dane, Green, Sauk, and Vernon counties. 90% of all Southwest Tech graduates are employed within 6 months, and 67% of those graduates work in the Southwest Tech district. Southwest Tech has an enrollment of 1800 students and employs approximate 200 full time staff. To meet the growing needs of the residents and businesses in southwest Wisconsin, the college passed a $40M property tax referendum to expand and renovate the campus. The expansion and renovation project included renovating exiting educational space and construction of a new Child Care Center, Health Science Center and Auto/Ag Center. It also included the construction of an 80 acre Public Safety Training Complex with a shooting range, an EVOC Track, and a Live Fire Training Facility. This added 150,575 square feet to the campus, or a 37% increase. The acreage of the campus more than doubled to 135 acres. The project included the following energy efficient and environmental upgrades: Trane building automation system, including touch screen energy tracking software for educational use, variable frequency drives, lighting retrofits, motion sensors on lighting, day lighting, new HVAC systems, boiler replacements, waste oil heater Ag Lab, building envelope improvements, storm water management improvements, new LED exterior parking lot and area lighting, ice storage system in the Health Sciences Center, submetering system for electric and natural gas energy management, new roofing with higher R values, waterless urinals, low water toilets, motion sensors on water faucets, replacement of large water heaters, and interior LED lighting fixtures. All new construction met or exceeded LEED Silver standards. Southwest Tech worked with the State of Wisconsin's Focus on Energy program to obtain $70,000 in grants to help with the cost of the energy efficient upgrades. The engineering calculations show a reduction of 487,760 KWh and 27,468 therms with the energy efficient upgrades included in the project. This is a $70,750 annual energy savings. After completion of the expansion project, utility bills show an actual reduction of 252,060 KWh from the period prior to the expansion. With a 37% increase in square footage, Southwest Tech was able to reduce actual consumption of electricity by 11%. Despite these improvements, poor power factor was impacting the utility bills in the Agriculture/Automotive Center (1700), the Health Science Center (1600), and the Industry Center (500). The power factors ranging from 60% to 70% were costing the organization thousands of dollars a month in utility penalties. Depending upon the rate structure of your electric utility, you may be able to save a substantial amount of money on your electric bill. Pay-back period for an equipment purchase including installation cost may be less than six months to a year. Utility rate structures that account for reactive power consumption, by either a KVA or var demand usage, or a power factor penalty are the ones that can provide this payback. Other ancillary benefits to be gained by correcting power factor are:, lower energy losses, better voltage regulation and released system capacity. All electric equipment requires "vars" - a term used by electric power engineers to describe the reactive or magnetizing power required by the inductive characteristics of electrical equipment. These inductive characteristics are more pronounced in motors and transformers, and therefore, can be quite significant in industrial facilities. The flow of vars, or reactive power, through a watt-hour meter will not affect the meter reading, but the flow of vars through the power system will result in energy losses for both the utility and the industrial facility. Some utilities charge for these vars in the form of a penalty, or KVA demand charge, to justify the cost for lost energy and the additional conductor and transformer capacity required to carry the vars. In addition to energy losses, var flow can also cause excessive voltage drop, which may have to be corrected by either the application of shunt capacitors, or other more expensive equipment, such as load-tap changing transformers, synchronous motors, and synchronous condensers (Northeast Power Systems, 2012).

Conference Paper

7

Rapid patternless casting technology on CNC manufacturing

Shan, Z., Li, X., Liu, F., Zhan, L.

69th World Foundry Congress 2010, WFC 2010, 2, pp. 554–556

2010

4

Hide abstract

Related documents

A new rapid casting process is developed and successfully applied to the product development in automobile industry,mechanical industry. The rapid patternless casting manufacturing is a technical renovation compared to the traditional casting process. This new technology brings a promising application in the automobile and mechanical equipment industries in the future. It belongs to green,digital & flexibility manufacturing.

Article

8

Recent technological innovation in the Japanese automotive industry and its spatial implications for the Kyushu-Yamaguchi area in southwestern Japan

Tomozawa, K.

Science Reports - Tohoku University, Seventh Series: Geography, 42(1), pp. 1–19

1992

4

Hide abstract

In recent years Japan's automobile manufacturers have introduced improvements to their production processes in response to changes in both the labour market and the passenger car market. They have adopted advanced computerized flexible manufacturing systems (FMS) in order to produce different vehicle models on the same assembly line, raise automation levels and improve working conditions. Renovation schemes in existing plants have been facilitated by the construction of new "buffer plants', which allow output to be maintained throughout the conversion peroid. New assembly plants and production lines have been located in the Nagoya metropolitan area and in the Kyushu-Yamaguchi area. Car assemblers in the Kyushu-Yamaguchi area have encouraged component manufacturers affiliated to them to set up their own factories in the area, to supply various kinds of automobile parts. A new industrial complex centred on the automobile industry has been formed there. In most cases, transactions between assemblers and component suppliers within this complex have tended to reinforce company affiliations, but locally-owned subcontractors engaged in the partial processing of components have sought to diversify their business connections. -from Author