OPTIBODY: A New Structural Design Focused in Safety

With electric vehicles becoming more and more popular, the classic “general purpose” vehicle concept is changing to a “dedicated vehicle” concept. Light trucks for goods delivery in cities are one of the examples. The European vehicle category L7e fits perfectly in the low power, low weight vehicle requirements for an electric light truck for goods delivery. However, the safety requirements of this vehicle category are very low and their occupants are highly exposed to injuries in the event of a collision. The European Commission co-funded project OPTIBODY (Optimized Structural components and add-ons to improve passive safety in new Electric Light Trucks and Vans) is developing a new structural concept based on a chassis, a cabin a several add-ons. The add-ons will provide improved protection in case of frontal, side and rear impact. Two mains issues also considered in both the chassis and the add-ons design were the crash compatibility and the interaction with the vulnerable road users. The OPTIBODY project has proposed frontal, side, rear and pedestrian impact tests for improving self and partner protection for this vehicle category. The OPTIBODY vehicle has been designed using this test proposal as targets and the frontal crash test simulations showed an improvement in the cabin integrity and self and partner protection. This vehicle design will provide a new modular architecture for L7e vehicles that will improve self and partner protection and reparability in case of collision

Continuous improvement framework to develop cultural change: case study, capital goods company

In this study, a frame of reference was developed to adapt and execute a continuous improvement process (CIP) for reinforcing a continuous improvement (CI) culture in an organisation. The study was undertaken in a mature capital goods company that did not succeed in institutionalising CI despite deploying many CI tools over the years. The organisation thus needed a model that was adapted to its reality and strengthened the aspects of CI through cultural changes at the organisational level. Action research was used to implement the CIP, and this research method was reinforced using a hermeneutic phenomenological approach to analyse the results. The CIP was validated in four units of analysis within the organisation. For the validation, aspects relevant to organisational cultural change and their metrics were identified. The results showed that the main barriers to the development of CI in the case organisation were lack of teamwork and poor assimilation of new CI routines. The study was applied only in one organisation. Therefore, results cannot be generalized, although the process and methodology followed to adapt and implement the CIP could be applied within other organisations The paper presents a CI frame of reference and describes how a CIP applied to a small and medium-sized industrial enterprise generated cultural changes and promoted organisational excellence in the pursuit of CI by using a hermeneutic phenomenological methodology approach

The effect of cross-section geometry on crushing behaviour of 3D printed continuous carbon fibre reinforced polyamide profiles

The present study has analysed the effect of cross-section geometry and the printing pattern of continuous carbon reinforced polyamide on the axial and radial crushing behaviour. Each geometry and printing pattern generated singular defects, but the most relevant microstructural aspect resulted the fibre orientation. The geometry with the re-entrant shape and Concentrical printing pattern was identified as the best profile for axial and radial crushing loadings, with a SEA of 23.9 and 5.9 kJ/kg. In spite of axial SEA values are far from those values obtained for composite profile manufactured by conventional process, radial SEA value obtained with steered fibres was at least 2–3 times higher than the best value found in the literature. Thus, concentrically 3D printed with steered fibres layers, could be exploited for radially loaded hollow profiles applications. Despite studied cross-section are not good enough under axial loads, 3D printing allows complex geometries and exploring more sophisticated cross-sections could lead to higher axial SEA values

Quasi-static and dynamic crush behaviour of 3D printed thin-walled profiles reinforced with continuous carbon and glass fibres

The present paper investigates the suitability of cFF printed material and technologies for crashworthiness applications. To this end, the quasi-static and dynamic crush behaviour of 3D printed thin-walled hollow profiles reinforced with continuous carbon (cCF/PA) and glass fibres (cGF/PA), in axial and radial loading were analysed. Despite the specific microstrutural differences generated during 3D printing, the nature of the constituents (fibre and matrix) controlled the differences between the crush behaviour of both profiles. Although a stable collapse mode was observed for each profile under quasi-static and impact loading, a ductile response was only reported for the cGF/PA profiles. Under radial quasi-static conditions the cCF/PA profiles showed SEA values greater than the cGF/PAs. Nevertheless, the radial impact performance of the cGF/PA profile was greater as the material presented a strain-rate dependency. The radial SEA values obtained for steered glass fibres were lower than those values obtained for axial loading. However these SEA values are promising, in that they were at least 2–3 times higher than any values found in the literature. The results therefore indicate that concentrically printed cGF/PA reinforcements could be exploited for impact loaded hollow profile applications

Framework to evaluate continuous improvement process efficacy: a case study of a capital goods company

Purpose: This document describes a continuous improvement process assessment system (CIPAS). A continuous improvement process (CIP) was developed to progress through the levels of continuous improvement (CI) defined by Bessant, Caffyn and Gallagher (2001), and the CIPAS was developed to measure this evolution. The CIP and the CIPAS were tested in a mature industrial small and medium-sized enterprise (SME) cooperative company (Basque Country, Spain) that works in the capital goods sector. Methodology/Approach: The study was developed according to an ‘action research’ strategy (Coughlan and Coghlan, 2002) over a period of two years. The action research team includes the authors and managers of several areas of the studied company. Findings: The assessment identified critical elements and related routines for the effective execution of the CIP in this company. In addition, the evaluation system allowed for a visualisation of the company’s CI maturity level progression. Research Limitation/implication: The assessment system was designed in an ad hoc manner for this CIP and this industrial company, but it may be possible to adapt these to other types of companies by using the steps followed and indicators defined as an example. Originality/Value of paper: The CIPAS is used to identify the key CI elements, to measure the evolution of CI routines, and to identify a CI maturity level of the company in which the CIP is applied. It can be applied to any type of company and serves to define future actions for its evolution. Category: Case stud

Modelling of an Additive 3D-Printing Process Based on Design of Experiments Methodology

Purpose: The implementation of additive manufacturing (AM) or 3D-printer manufacturing for technical prototyping, preproduction series and short production series can bring benefits in terms of reducing cost and time to market in product development. These technologies are beginning to be applied in different industrial sectors and have a great possibility of development. As these technologies are still in development, there is a need to define the capacity of the 3D machines to establish minimum standards for producing high-quality parts. Methodology/Approach: The proposed methodology is based on a design of experiments (DOE) approach, which serves as a guide for engineers when it comes to executing any experimental study. The following steps were followed (Unzueta et al., 2019): Phase 1: define; Phase 2: measure; Phase 3: plan; Phase 4: execute experimentation; Phase 5: analyse the results; Phase 6: improve via confirmation experiments; Phases 7-8: control and standardise. Findings: The proposed methodology is based on a design of experiments (DOE) approach, which serves as a guide for engineers when it comes to executing any experimental study. The following steps were followed (Unzueta et al., 2019): Phase 1: define; Phase 2: measure; Phase 3: plan; Phase 4: execute experimentation; Phase 5: analyse the results; Phase 6: improve via confirmation experiments; Phases 7-8: control and standardise. Originality/Value of paper: This study uses a methodological approach to demonstrate how the 3D printing technology can be enriched with statistical testing techniques (DOE). It defines numerical prediction models to obtain high-quality parts with a new AM technology, using a planning process with a minimum amount of experimentation

Analysis of axial crushing behaviour of unsaturated polyester and vinyl ester composites manufactured by out of die ultraviolet cured pultrusion

This paper analyses the axial crushing behaviour and flexural properties of novel unsaturated polyester (UP) and vinyl ester (VE) composites, manufactured by out of die ultraviolet (UV) cured pultrusion. The relation between axial crushing properties and microstructure have been analysed based on UV curing kinetics and physical characterisation. The results show that VE composites present higher specific energy absorption capability (SEA) than UP composites, about 18% higher, due to the higher fracture toughness of VE resin. However, the slow curing kinetics of VE resin implies an expansion of the profile at the exit of the die, and consequently a high presence of voids (7.4%). In contrast, UP resin presents faster curing kinetics and therefore, the presence of voids is lower (0.9%). This fact implies a reduction in flexural strength of VE composites, which is 17% lower than UP composites

Optimizing Vehicle Structure Architectures for Light Trucks

Electric Vehicles (EVs) have experienced an incredible fast evolution. In the last few years almost every car manufacturer has presented its own EV prototype or fully functional vehicle and developing dedicated vehicles instead of the classical "General Purpose" concept is becoming more common. Most Electric Light Trucks existing already in the market still adopt the classic powertrain lay-out used in thermal engine vehicles. The EC co-funded OPTIBODY project is developing new modular structure architecture for a European L7e category vehicle focused on safety improvement and exploring the capabilities of modularity applied to safety and reparability. The OPTIBODY vehicle has been designed using a modular structure architecture composed of a chassis, a cabin and several add-ons. The cabin will provide improved levels of comfort, protection and ergonomics to the user and the addons will provide protection in case of frontal, side and rear impact, including also crash compatibility and interaction with vulnerable road users. Europe, U.S.A., Canada, Japan and Australia were targeted for the initial analysis of the electric light vehicle worldwide situation to achieve the objectives of the project. The current light trucks fleet, accidentology and the requirements to be fulfilled by the vehicles were analyzed in the previous regions. The chassis, the cabin and the materials and a modular concept to improve self and partner protection safety. The thermal engine has been removed and substituted by electrical inwheels engines, and the extra space has been use to improve frontal impact and vulnerable road users protection. The requirements for certification of both L7e and low-speed vehicle categories in Europe and North America are very low in terms of safety and there is no mandatory crash test to evaluate neither pedestrian protection nor impact performance. OPTIBODY project has proposed frontal, side, rear and pedestrian impact tests and they have been use as targets to design the OPTIBODY vehicle to improve self and partner protection. Frontal crash test simulations showed an improvement in the cabin integrity and self and partner protection, as well as an improved pedestrian protection due to the extra space available, the use of new materials and the design of the add-on. The OPTIBODY vehicle adhered to the US commitment of Part 581 Zone, improving the crash compatibility of the vehicle. The use of modular architectures and new materials also improved the reparability of the vehicle. The OPTIBODY project is developing a new modular architecture for L7e vehicles that will provide an improvement in self and partner protection and reparability. Modularity has been only considered in this vehicle category and its applicability to other categories should be considered. L7e vehicles in Europe and low speed vehicles in the US have very poor safety requirements for certification. The OPTIBODY project is a good opportunity so show a great improvement in self and partner protection for L7e vehicles and also to explore how electric vehicles can improve the current levels of safety and the benefits of applying modularity to safety and reparability field

Lightweight materials development for automotive engineering use. Manufacture and End of Life optimization through Life Cycle Assessment.

With fuel economy and lightweight design becoming ever more significant due to the current materials, resources and environmental crisis, the manufacture of polymer composites for automotive industry use has experienced a steady growth in the last years and is expected to keep growing in the coming years. This means that there is a vast range of different polymer composites available in the market, with their unique properties, manufacturing processes and materials imbedded in them, each with their own set of impacts on the environment throughout their whole life cycle. The end-of-life treatment of a composite determines a substantial fraction of its footprint on the planet, and advanced treatments, namely pyrolysis can be used to obtain high value added compounds such as hydrogen and other light fuels. This study aims to address and quantify the impacts associated with the manufacturing and end of life treatments of an experimental glass fibre mat reinforced thermoplastic composite and compare them with the impacts caused by materials currently used in the automotive industry. Life Cycle assessment methodology will be used to compare the environmental impacts of this new material with traditional glass fibre composites, natural fibre reinforced composites and other materials with similar mechanical properties