Vibrations in 3 cylinders engines

If you have ever driven a car with a 4 cylinders engine and 3 cylinders one, maybe you felt that in the second case more vibrations are transmitted from the engine to the car; furthermore, the engine torque is less smooth. On older three-cylinders engines this difference can be also eared.

Of course, a part of this issue is due to one cylinder less respect to a four-cylinder engine, with a more variable engine torque as result.

In this post I would like to focus on another aspect, maybe less intuitive than fire spacing, but as much important: engine balancing, strictly related to engine vibrations.

First and second-order forces and moments

Let’s start with the more simple forces to visualize. Looking at the picture and imagine the dynamic mechanism, we can guess that a centrifugal force acts on the connecting rod big end.

Without talking about mathematical details, it is shown that alternative forces generated during the combustion phase can be expressed with the following mathematical expression:

$F_r=m_rR\omega^2[cos\theta+(R/L)cos2\theta]$

This formula means that the generic alternative force is a function of crank angle $\theta$, so its module is variable. In particular, it can be thought as a sum of two forces (of which we take only the projection on cylinder axis): the first one variable as the crank angle, the second one as the double of the crank angle. They are respectively first order and second-order forces, that create first order and second-order moments.

Why are they so important? Because if not balanced, vibrations are transmitted to the chassis.

First-order forces and moments on three cylinders engine

Let’s analyze in-depth the forces in using the image above. Cylinders are all in line and cranks are equally spaced each other by 120°. If we consider centrifugal forces, it is easy visualized that they have the same intensity and form a closed triangle: this means that are equilibrated themselves. Also first-order reciprocating forces are in the same condition, so another closed polygon of force is created and they are self equilibrated. In the following picture we can see this condition, where cylinder n°1 is taken as reference.

The same result is obtained if crank angles are calculated each one respect to the corresponding cylinder axis. In order to repeat the analysis on second-order forces, we just need to double the angle values, obtaining the following scheme.

As we can see forces on cranks n° 2 and n°3 are inverted, so the polygon remains closed and forces are self equilibrated.

Vibrations reduction: moments balancing

I order moments

The analysis of moments needs more attention. If we evaluate the equilibrium respect to point 2, we obtain the following scheme, more readable if we have a look also to the initial engine scheme:

Force $F_{1,p}$ create a moment $F_1C$ around point 2; force $F_{3,p}$ create a moment $F_3C$. The balancing of this moment needs an additional moment $\sqrt{3}FC$. How is it possible to create this? One solution is the use of two additional masses on the crankshaft, spaced by 180°, with a double effect: the total balance of centrifugal forces, the moment of which points in the same direction as the first-order one, and balance the last one. This solution has a problem: consider cylinder n°1 for simplicity. The intensity of reciprocating forces (that generates the moment) is a function of crank angle, instead the intensity of the balancing moment is always the same. It means that a part of the balancing moment became an imbalance! If we accept to balance only a part of the first-order moment the solution is to add the masses in order to balance totally centrifugal forces and only half of first-order moments. This is a compromise solution between balancing and simplicity.

Alternative balancing

Another (more efficient) solution is the following: If we consider the compromise solution previously analyzed, it is possible to add a countershaft rotating at the same angular speed of the crankshaft but in opposite direction, and adding two additional masses on it is possible to balance the remaining half part of the unbalancing moment without any additional negative effect. Of course, this is a more complicated solution, in terms of engineering and production.

II order moments

The analysis is the same as the previous, so we can calculate moments respect to point 1. Also this system needs a balancing moment $\sqrt{3}Fc$.

Despite the previous case, now is impossible to try to balance second-order moments using the crankshaft in anyway, because they change direction as twice the crank angle. A solution is to add two countershafts with balancing masses, rotating at twice the angular speed of the crankshaft, counter-rotating respect each other.

There are many disadvantages in the use of this solution. It is an important complication in the engine design, friction is increased (organic efficiency reduced) and the balancing of the secondary moment is less important than the primary moments one, because the intensity is lower.

The four cylinders engine, for example, needs to be balanced only respect to first-order reciprocating forces, using two countershafts with the same angular speed of the crankshaft.

The six-cylinder engine is inherently self-balanced, both statically and dynamically; in this way no vibrations are transferred to the chassis.

The following video shows how countershafts are composed and where are mounted in a four cylinders engine.

Overview

In this post, we’ll have a closer look to a new control technology announced by Mazda few months ago. Its name is G-Vectoring Control Plus (GVC+), also known as G-Vectoring Moment Plus Control (GVC Moment Plus), an extension of the widely used GVC in Mazda vehicles.

Furthermore, we will explain why the car is easier and more safety to drive for the driver in terms of vehicle dynamics behaviour.

G-Vectoring Control (GVC) as the basis

The basic control technology is the already used GVC. It helps the driver to use less steering wheel angle in turn-in and turn-out using the engine torque in order to change the vertical loads on front/rear tires.

When we push or release the throttle pedal on our car we change the amount of torque produced by the engine; the effect is a change in longitudinal acceleration and so a longitudinal load transfer. When we approach a corner (especially mid-speed corner) and we start to move the steering wheel, the system recognizes we are in turn-in and cut a little of engine torque, transferring more vertical load on the front axle. The effect is a higher lateral force on front tires and a less understeering vehicle. The driver’s feeling is a more direct/precise steering wheel. In turn-out, when the steering wheel angle starts to reduce, the system works in the opposite way and the vehicle becomes more stable, i.e. more understeer on turn exit. It is able to recognise in which of the two states the vehicle is.

G-Vectoring Control Plus

On the GVC Plus a direct yaw rate control system is added using brakes.

In this evolution the systems work together: the “old” one during turn-in, and the new one during turn-out, applying brake torque on the front outer wheel in order to generate a yaw moment that enhances the vehicle attitude to follow a straight line path.

Also in this case the effect on driving is a more direct steering wheel feeling and a more safety driveability. The latter aspect is visible also during emergency manoeuvres, for example, a fast line change or double line change, where the effect of GCV Plus allows a faster e more safety trajectory change associated to a lower amplitude of the steering wheel angle. This means that to the driver more reaction time is allowed.

Because the system generates longitudinal and lateral accelerations, it works also to allow a smoother transition, with the feeling of more fluid driving experience.

Grip – European tire label

In the previous post we have looked at some aspects related to tire rolling resistance, strictly related to fuel consumption.

The same phenomena are also strictly related to the tire ability to generate grip, although their influence takes two opposite directions in these two cases. So, the more is the tire hysteresis, the more is the grip, but at the same time the fuel consumption of the car is higher.

Just to clarify: the grip class on the European tire grip is an information about the grip on wet surface.

How grip is created?

As already described, in the post about the influence of the tire on fuel consumption hysteresis was described. Because it is the main reason of grip generation, it can be useful revise the concept avoiding repeating it now.

Grip is composed by three phenomena:

• Local deformation;
• Wear.

Contributes

First contribute: let’s imagine a rubber block sliding on a surface perfectly lubricated with some roughness. If we could see the interaction between rubber and surface we would see the picture highlighted as “deformation” known also as “indentation”. Due to hysteresis the pressure distriubution around the obstacle is not symmetrical, so a force opposite the motion direction is created. The relation between grip and rolling resistance is direct: the greater is the hysteresis, the greater are grip and rolling resistance.

Second contribute: let’s imagine now the same rubber block sliding on a surface perfectly dry without roughness. In this case the rate to grip is given by adhesion, i.e. the molecular interactions between rubber and the surface, better known as Van der Waals. The nature of these forces is the same of that ones that maintain a solid body as such but with a very lower intensity, giving however a significant contribution to grip generation.

The last contribute not always is highlighted. Maybe it is significant when we talk about racing tires, where a locally excessive compound deformation generate its laceration and so an increased energy dissipation whith an increasing on grip.

What is the grip influenced by?

Many factors affect tire grip, so there is no a single friction value. The following parameters affect mainly the grip:

Temperature

The molecular structure of tire tread can assume two configurations: glassy if molecules behaves like the glass (stiff but fragile); or amorphous (the compound is soft and flexible). We can guess that at low temperatures the compound behaves like the glossy state, at high temperatures it behaves as amorphous. There is a big difference between these two configurations in terms of mechanical characteristics, and in the transition region (very narrow) the grip is maximum (and the maximum hysteresis). From that we can guess why is not recommended to use a summer tire in winter, because the tire wear would be excessive, and the vice-versa, because the grip would be too low than the one generated by a summer tire.

Frequency

The understanding of the influence of this phenomenon is less immediate. Fortunately there is a mathematical relationship between it and temperature, in fact at the same temperature if the frequency is higher the molecular structure of the compound moves toward the glossy state and vice versa.

The road roughness, divided in macro and micro, modify the way in which the compound moves between unevenness, modifying the grip level. The adhesion level is influenced by the road condition, id it is dry or wet, as already mentioned.

The ability of the tire to maintain a good grip on wet road is due to the capability of the tread to drain the wates as well as possible in order to offer a drain contact between the road and thread blocks, allowing the adhesion forces to work properly.

When we drive on a wet road the tires of the car push forward the water on the road. At first a small “wall” of water is created that counteract the motion of the tire. A certain amount of over pressure is generated proportional of the vehicle speed. If that pressure is the equal o greater than tire inflation pressure, the last one tend to be lifted, the phenomenon is known as aquaplaning.

How increase tire wet grip

Reducing the aquaplaning risk means increase the vehicle speed at which it starts, behalf some design method of tire tread.

The first point is that is useful to have an oval contact patch instead a rectangular, in order to drain the “wall” of water in a better way. In the second phase tread sipes (transversal channels) are useful to drain the water outward.

The residual water is finally removed by tread blocks and grooves that work in synergy: blocks push the water to go inside the grooves. Tread blocks dimensions should be the correct compromise between the ability to drain water and maintain enough stiffness. Furthermore, the role of the edges of the blocks is important because destroy the surface tension of the drops, ensuring the contact with the road as dry as possible.

In the reference legislation the tire grip on wet road is divided in 7 classes, from G (the worst) to A (the best). Just to quantify the difference, from the last to the first class the braking distance is reduced up to 30%.

Conclusions

Should be better to have a look at the European tire label ad think about what the classes mean, avoiding buying too cheap tires…first of all safety! Keep in mind that all the forces that act on your car are applied also on the road through tires. Sometimes few centimeters on braking distance are enough to avoid a crash.

Fuel consumption – European tire label

In the previous post we talked about tire noise, we have deepened the causes and some solutions to reduce it.

Today we talk about the second mark in the European tire label, in particular how tires affect fuel consumption; this parameter is related with tire rolling resistance.

What is the origin of this resistance? Which parameters affect it? Let’s have a closer look.

Hysteresis

Let’s go immediately to the central point: when the tire touches the ground (enters the contact patch), it is deformed by the reaction force of the ground. When it leaves the contact patch not all the energy received is released. This behavior is named as hysteresis of the material.

How can we imagine this behavior? What does this concept, maybe still conceptually empty, means? The secret is the viscoelastic origin of the material. Let’s imagine the tire compound as a dish of spaghetti; these are glued each other in some contact points. When an external force is applied to spaghetti, these tend to stretch, but being glued each other a total stretch is not allowed, so the external energy is stored as elastic one.

If gluing points were perfect, when external force is released all the elastic energy would be released too; but in the reality this in not like that because every spaghetto slides respect others and a part of energy is dissipated as heat. This is the reason why the material is called visco-elastic.

So when this dish of spaghetti touches the ground, part of energy is stored and then released, another part is lost as heat. Due to this effect the pressure distribution on the contact patch is not a symmetrical parabola, but the peak is slightly translated onward respect to the wheel rotation axis. The resultant vertical force generates a moment opposite to the driving torque.

The main parts of the tire where energy dissipation is concentrated are:

In order to give some additional information, compared the global vehicle motion resistance, the rolling one has the following influence:

– 20% on highway;

Parameters that influence fuel consumption

We can distinguish two categories: intrinsic parameters and the ones that can be controlled by the driver.

First group

In the first group of course we can find the compound “recipe”, that with its ingredients represented by natural rubber, styrene, butadiene, carbon black, silica, sulfur and so on, defines the hysteresis level for the finished product, also function of temperature and frequency of road unevenness.

Another important parameter is the thread thickness and void ratio that is related to tire grooves dimensions: the bigger are the channels, the greater are tread blocks deformations, so the more energy is dissipated as heat.

The tire diameter is another influent parameter because the bigger is it, the smaller is the tire bending on the contact patch at leading edge, having as consequence less deformation.

It is not possible work with these parameters, the only thing that we can do is look carefully the European tire label. In order to reduce fuel consumption we can buy “green” tires; working with some data we can consider that if we use a green tire instead “black” ones, we can reduce up to 30% of rolling resistance with a real fuel consumption up to 6%. These numbers are not the truth, but are useful to understand better the phenomena.

Second group

In this group we can find tire pressure, because if it is constantly maintained in the optimal range allows reducing fuel consumption.

Vertical load increase also the rolling resistance, at the same tire pressure. So if for example we take our car for a holiday with our family, and we put on it 2 bicycles, a canoe and the car is full of baggage the fuel consumption is higher also because the tire rolling resistance is higher.

High speed increases rolling resistance because tire is affected by strong waves and vibrations. In addition to being a low efficiency condition, it is also dangerous for the integrity of the tire.

How to reduce fuel consumption

Going directly to the target, in order to reduce fuel consumption we should read carefully the European tire label when we buy a new tire set and take care of its state, having a periodical inspection in order to check tire pressure and wear, also for safety reasons.

A higher class on the label may mean a tire with a lower hysteresis, but if fuel consumption is reduced, on the other side also grip is reduced, because it depends on the hysteresis too.

The higher class may mean a compound with less percentage of fillers as carbon black, but also in this case in the other side tire wear gets worse.

As usual the optimum is a compromise between what we need.

Tire noise – European tire label

Buying a new tire set you may have seen a label like this.

It is just a summary of informations about the characteristics of the tire we are buying, in terms of fuel consumption, wet grip and sound emission.
This label is subjected to European regulations, and tire manufacturer must declare  tire class on three fields, defined behalf standard tests.
The difference between the last and the first class can be summarized as follows:

• Fuel consumption: tests define tire rolling resistance coefficient. From G class to A the consumption is reduced by 7,5%;
• Wet grip: From G class to A the braking distance is reduced by 30%;
• Sound emission: one black wave corresponds to a silent tire, 3 waves indicate a noise one, and there is always the value in dB.

Let’s explore the three categories, starting with the sound emission.

Tire noise

Who have driven an electric car, will have noticed that when the car stops there is no sound…is very difficult understand if it is on or off.
The “sound” changes when the speed increase, the driver is able to listen the aerodynamic and tire noise.
Why tires are noisy? Which are the main reasons?

Sidewall vibrations

During wheel rotation, the tire portion that touch the ground entering the contact patch causes tire deformation.
One of the main parts involved in this deformation process are the sidewalls, due to their lower stiffness compared to the other parts of the tire.
When this region leaves the contact patch, the corresponding portion of the sidewall return to its undeformed shape.
This cyclic deformation create pressure waves in the air with a variable frequency in the range from 500 Hz and 800 Hz.

Horn effect

Let’s look the tire from the side, as if it were bidimensional. When the tire region enters the contact patch, pressure waves are generated and their propagation is toward the vehicle running direction, and due to the shape of the cavity between the tire and the ground, like a horn, the amplitude of wave pressure is increased.
The same effect is produced when the tire leaves the contact patch.

Every tread has is own sculpture, created mainly to improve handling on every type of ground, dry, slippery or to drain in the best way the water behalf circumferential and lateral channels.
When the tire region touches the ground, tread blocks are deformed and as consequence also grooves. The air that fills the grooves is pushed out the tire and noise is generated. In proximity to the trailing edge of the contact patch the tire returns to its original shape and the air comes back to fill the grooves.
The amplitude of this phenomena is a function of:

Grooves dimensions, the bigger are, the more is the noise;
– The angle between lateral grooves and vehicle running direction, proportional to the noise generated;
Vehicle speed, also proportional to the noise generated.

Cavity noise

When the tire is radially deformed pressure waves propagate also inside the tire, in the area between the tread and the wheel rim, and noise is generated.

Stick-slip

Tread blocks in contact with the road are subjected to cyclic stick and slip. In some conditions these vibrations enter in the hearing frequency range, so we can hear the typical tire screech. The frequency of these vibrations depends on blocks dimensions and stiffness.

Tire noise is also influenced by wheel torque, not as source itself but as a parameter that can modify the amplitude of the phenomena; the greater is the torque, the noisier is the tire.
Furthermore, it is influenced proportional to inflation pressure. For low wheel torque the trend can be reversed, so a tire with higher inflation pressure can be less noisy.

Tire noise reduction

In order to reduce the noise produced by tread is useful optimize grooves dimensions and its angles, finding a compromise between noise and the need to have a good grip, also on wet.
It is possible also create a circumferential offset between internal and external tread blocks.
The internal noise can be reduced using foams (in the following image Contisilent) to damp carcass vibrations; it can be mounted also on the rim internal channel. The disadvantage of the first option is the increased moment of inertia of the wheel, so it needs more power to be accelerated or slowed, but foams are very light.

Another option to reduce sidewalls noise is change their stiffness using a different compound. Anyway, each of these solutions is a compromise between low noise level, a good grip and a low fuel consumption.

TPMS

TPMS is the acronym of Tire Pressure Monitoring System, and nowadays is widely used in production cars. How does this system work? How many types exist?

Tires pressure and handling

Before talking about the system we need to understand why is important monitoring tire pressure. The answer seems to be simple, the reason is security. But from which phenomena does security depend?

Starting from a reference condition, the contact patch of tire with an excessive inflation pressure is reduced. In this condition main effects are a reduced grip and an irregular tire wear, more in the center and less on the external surface. Due to the increased tire vertical stiffness the ride comfort is worse. Furthermore, the steering wheel is “lighter” due to the reduced self-aligning moment of the tire, i.e. the moment created by the tire lateral force that in normal conditions is in opposition to the steering moment.

At the opposite a too low tire pressure leads anyway to a reduced contact patch and an irregular tire wear, more on the outer and less in the center. Vertical stiffness is reduced because vertical stiffness is lower, but at the same time strain amplitude is increased and more heat is generated inside the tire, increasing the possibility to damage.

In both cases tire cornering stiffness changes, in this last case decreases, so tire tends to generate less lateral force.

Tire deflation

Pressure can be lost mainly in two ways:

• Tire damage or valve failure: this two cases lead to a fast deflation, and are the most dangerous;
• Air diffusion: it consists in air leakage through tire compound due to its permeability. It is a slow process, but for this reason car manufacturers advice to check tire pressure regularly. In order to reduce air diffusion, tire manufacturers introduce on the inner part of the compound a special layer, called inner layer, with a low permeability.

Types of TPMS

There are two types of systems: direct and indirect. The main differences are the measurement accuracy and the cost, higher for the first one.

1. Direct system

Is a stand-alone system. Is composed by pressure (and sometime also temperature) sensors mounted instead of normal inflation valves that send the informations as a signal to one or more antennas. The last ones send the signal to the Electronic Control Unit and are processed.

This kind of TPMS is able to measure not only id the tire pressure is too high or too low, but indicates which wheel is affected to the problem and shows the values of pressure and temperature for every tire.

The software used to process the signals must take in account all the different conditions in which tire pressure varies but falls in the normal range, for example the increased or reduced vertical load on the tire  due to load transfer on braking or turning.

In order to have always the correct reference pressure, the system bust be initialized correctly. When tire pressure is changed manually, or when tires are changed, the reset button must be used. From this moment learning phase starts: sensors start to record the pressure, using that values as reference. Being a very sensitive system it should be initialized correctly to avoid false alarms.

Among advantages there are of course measurement accuracy and the possibility to read pressure and temperature values.

Some weaknesses are the higher cost of the system than the indirect one due to necessity to design a stand-alone system; the possibility of failure of one or more sensor and the presence of a battery with its own life cycle.

2. Indirect system

This TPMS does not need additional components but are used speed sensors already mounted on the wheels and used by ABS system.

This is the first advantage, i.e. a cheaper system because no additional components must be installed, programmed and calibrated. The disadvantage can be found on the title of the paragraph: because it is an indirect system, tire pressure is not measured but estimated…even better the difference between a reverence value and a limit one is estimated.

How does it work?

Let’s imagine that we are driving our car with all four wheel with the same size on a straight line, If tires have the same pressure the linear speed of each of them, calculated as product between angular velocity $\omega$ and rolling radius, must be equal to the other ones and to the vehicle one. If one tire is deflated, to reach the same linear speed of the vehicle it must increase its $\omega$. The system measure this change due to the reduced rolling radius and a warning appears on the dashboard.

As usual the real principle is not simple as explained. The dimension of rolling radius i modified by many factors, some of which are:

• Longitudinal and lateral load transfers;
• A different load distribution on the four wheels, for example because we are living for the holidays and our car is full of bags;
• Just driving on a turn, because the four wheels have a different angular speed;
• On high speed, because the tire is deformed on a radial way;
• Different wear between one tire and one other.

All this factors must be evaluated by ECU.

Every time that we change tires, also this system must be correctly initialized at the new reference pressures.

One more disadvantage is that the warning message is very generic, no value is displayed, nor in which wheel there is the problem. Just a warning light is displayed, like in the following image.

Some indirect TPMS are able to estimate the pressure reduction caused by air diffusion. Through frequency analysis of belt oscillations, linked to inflation pressure, are able to notice the problem and a warning alarm is displayed.

[latexpage]

Four wheel steering (4WS)

Recently media talk about new vehicles with four wheel steering, also known as 4WS, AWS, RWS, which must not be confused with 4WD, AWD (acronym of four wheel drive/all wheel drive). Many car manufacturers have developed their own system, using different names as Renaut 4Control. Anyway the operating principle is the same: when the driver starts to steering, both front and rear wheels change its steering angle.

The driver can not change the rear wheel steering angle arbitrarily, but is demanded to the electronic management units mounted inside the vehicle that work together. The wheels are steered by electromechanical actuators.

What is the advantage of this system compared with front wheel steering system? To give a better answer to this question it is appropriate distinguish two driving conditions: low speed and high speed. There are other particular driving conditions, like line change.

The “secret” of this application is the possibility to change the instant centre of rotation “C” in a wider range than in the front wheel steering can reached.

To better understand the following discussion is useful tu deepen how instant centre of rotation works.

Instant centre of rotation

This is the point around which the vehicle turns and its position changes every instant. Graphically is the point of intersection between the straight lines orthogonal to the velocity vector of every point of the rigid body.

In the figure above is represented a four wheels vehicle scheme with front wheels steering. Velocity vectors of the four wheels with the corresponding orthogonal lines are represented, and their intersection is the instant centre of rotation.

The distance between C point and the vehicle centre of mass is named as centre of curvature of the trajectory. The shorter is this distance the tighter is the curve that is possible to ride.

Slow speed turns 4WS

Girls, your new car 4WS will simplify your parking manuvers!! You need only this information. 🙂

In this case rear wheels turn in counter-phase than the front ones, so if front wheels turn toward left, the rear ones turn toward right and vice versa.

In the picture above a simplified vehicle model is represented, named as single track model, where the two wheels for each axle are condensed in one. A model FWS and 4WS are superimposed.

With kinematic analysis is possible to understand that the point C has a different position in both cases, in particular the curvature radius in 4WS case is smaller than the FWS one because in the first case the distance between C and vehicle centre of mass is shorter. Is possible demonstrate the concept mathematically.

Ok…and now? What does it mean? Using 4WS is possible ride narrower turns making easier also the simplest parking manoeuvres, or in the traffic.

High speed turns 4WS

This case is a little bit more complex. If rear wheels turn in counter-phase make the vehicle more oversteer during turn-in, unfavourable condition for stability and security reasons.

In this condition rear wheel steering is in-phase, so rear wheels turn (a little bit) in the same direction of the front ones. This leads to many advantages:

• More lateral force is developed;
• more understeer during turn-in;
• Yaw velocity oscillations are well damped, making the vehicle more stable during transient conditions.

This classification is real but is too general, because the rear wheels steering angle and phase compared to the front ones depends on driving conditions and the needs to mantain the vehicle stable if it tends to spin or to go out of track due to excessive understeer. As said before everything is controlled by Electronic Control Units that works together.

Another case is line change. The 4WS system allows a faster manoeuvre, with a faster response to the driver input on the steering wheel: at the same time after the driver input, the lateral acceleration of the vehicle is higher than a FWS system.

The problem

Before starting to talk about additive manufacturing let’s imagine we want realize a product, for example a handle for a car. During the design process could be necessary realize one or more prototypes to mount and try, so could be necessary pay money to realize a mold and pay for prototypes.

Finally, we can mount the handle in the car but…oops! Fingers do not pass!

So is necessary modify the mold, maybe realize another one because it is too much different from the new one.  We need to spend more money to produce new prototypes hoping that them work, otherwise we start the loop again. Maybe is better use the handle as it is and enter and exit from the car by the car window…maybe the best choice is find a different technology/idea.

The solution

Additive manufacturing is a technology used to produce components using material deposition, layer upon layer, until the product is complete.

Nowadays is a well-known process and widely used in the automotive industry and elsewhere. It is entering gradually in our homes behalf small 3D printers sold in the shops.

How does this technology work? What are strengths and weaknesses?

Classification

There are many technologies that need different times and costs and different materials are used. The choice depends on the scope of the component.

SLA: stereolithography. A vat with a mobile platform is filled with a liquid photopolymer that harden when hit with the laser beam. After the first layer composed by cured polymer is completed, the platform is lowered to allow the curing of the second layer cf polymer. The loop is repeated until the part is complete, so it has a vertical construction.

SLM: The video below show how a product is made using Selective Laser Melting: the concept is the same case before, but in this case the vat is filled with a metal powder. There is a second vat with a mobile platform that lifts up when the first one moves down. The laser beam melt the powder on the primary vat to create the first layer, and when platforms move, a sweeping arm moves the powder from secondary vat to the primary one and the second loop can start.

3DP: in 3D printing a “printer” deposit a layer composed by a melted polymeric material behalf an extruder, like in the following video.

The video shows immediately the first advantage: the technology allows to produce more than one part in the same time. Obviously this is function of the piece dimensions itself and vat dimensions, but mainly for few pieces this method allows to speed up the production time.

Another advantage is the possibility to realize very complex geometries, with undercuts, blind lightening, internal channels with any shape, not realizable with numerical control machining.

Another advantage, mainly on 3D printing, is flexibility and immediacy on prototype production: just create the 3D CAD model and print it.

Behind this simplicity there is a deep study of the method. For example the path followed by the extruder is not casual because in the successive layer it must not pass on a part too hot or cold, in order to avoid too strong thermal gradients.

In addition to reactivity in the realization of parts there is de possibility to create more than one variant for a single component, improving the product quality and reducing time to market.

Weaknesses

From an economic point of view the possibility to realize components for production must be carefully evaluated. There is indeed a number of pieces beyond which the higher price of the mold is totally paid back, because the single component is cheaper than the same one produced using additive manufacturing; for example a piece made in polymeric material can be produced with injection molding or a 3D printing.

Conclusions

Concluding, additive manufacturing gives a boost in engineering design because allow producing very complex components o reduce the number of parts which a product is composed by. When the process is cost-effective it leads to revolutionize the way to design a component or a product.

Engineering design

What does engineering design means? How to realize a good project? What are the main criteria for a good project?

Though creativity is very important and can make the difference between a good project and an ingenious one, a product design is based on rationality.

To make sure that a project is correctly developed is important to follow some fundamental steps that define its characteristics. So is necessary have a standard and systematic approach to the problem, to make a rational design and production process, without make it rigid.

Fundamentals

Let’s explain some basic concept. First question: why a project (or a product) start? Maybe the answer can be obvious…maybe not.

The idea comes from necessity to achieve a target, like satisfy a sector of market, solve a problem in an actual component, or realize a new idea. In every case the real object is sell…make money!

To find a solution for a problem is necessary that designer uses some criteria in its work.

So designer is important  for the success of a product.

Which are the main designer’s activities? Different classifications can be made, but for sure some phases are like milestones:

• Concept: first of all designer has to find conceptual solutions. they can be methods or products;
• Embodiment: in this phase designer has to think how apply the conceptual solution;
• Detailing: after concept and embodiment phases are defined, details of single product components or processes need to be defined

The approach to the problem

In this phase may be convenient evaluate the global function of the new product (or method) and then split it in simpler subsystems, related each other. This simplify the analysis.

The whole group of the main system and subsystems is named as function structure.

Still, in the conceptual phase the designer can follow some guidelines, like a checklist, to find a solution starting from the problem:

• Problem analysis: collect informations, conduct market analysis, study known similar cases;
• Objects definition: to have more clear how the final result has to be;
• Definition of different solutions;
• Solutions analysis, in order to find strength and weaknesses;
• Choosing of the best solution;
• Solution development.

Also in this case is important keep in mind that these guidelines are flexible, are an iterative procedure, and at the end of each point is possible come back to every of the previous point and analyse the process from different point of view.

The process

Some principal points are identified as milestones of a project, from the idea to the final product. In this way for the designer is easier keep every activity under control, increasing his own efficiency. Let’s have a look what they are.

1. Requirements definition

Generally the request for a new product starts from marketing office, that based on marketing research and field studies define what need to be produced. Clearly this is not always true, because a new product can be created in order to improve the quality of one other already produced, to solve some problems of the existing one, or satisfy new laws. The marketing office anyway leads this phase, in order to improve company sales.

After the target is defined, informations are shared with the engineering office, where main requirements of the product are defined.

For example an Automotive company can decide to produce a vehicle that satisfy a particular market segment. A vehicle typology is defined (sport, SUV, utility, etc…), and other details.

2. Conceptual design

In this second phase a solution is funded, initially with a high degree of abstraction. In the case of the example it can be a car conceptual sketch, where characteristic lines, dimensions and proportions on the new car are realized.

Also in this phase are established the global function principle and functional structures.

To find solutions to a problem or to define an innovative one can be helpful the following methodologies:

• Split the main problem to sub-problems, essentials or not; each of these splitted one more time in smaller ones
• Apply the convergent thinking, where the starting point is the target to achieve, and from this every different solution is analysed;
• Apply the divergent thinking, where starting from the solution, hypothesis on different solutions are made, and from these much more are made of. This method emphasizes the creative side of the designer.

3. Engineering

The concept is shared with designers who define technical feasibility and define the general layout of the product.

4. Detailing

Every single component of the assembly is defined, specifying  shapes, materials, costs, etc… Technical drawings are made and the bill of material is created.

Timing

In order to correctly define design timetable and for an effective planning, activities need to be identified, with its correlations.

Need to be estimated also the length for every activity, based on its complexity and the number of people involved.

A useful tool used to have the control on every activity, time, and people involved, is the Gantt chart.

Costs

What’s the key for a successful product? This is the fundamental question. The answer is enclosed in three points. A product is a successful one if it:

• Satisfies customers needs;
• Is sold at the right moment;
• It is sold at the right price.

The last point is strictly dependent to the designing phase: the price of the final product is the sum of different parts, the main of these can be expressed ad equation.

Design costs + production costs + earnings = final cost of the product

Design costs are the main aspects, so if we would reduce as much as possible the final price, we need to plan in effective way the design process, for example in order to reduce loops between phases. This probability is furthermore reduced if tasks and responsibilities of every human resource are defined, and also sharing informations.