<p><p>The company is currently in a stage of improvement and has therefore taken the help of students at School of Engineering, Jonkoping University. The current production is batch, production layout is fixed. A bottleneck is created after the first station which leads to large efficiency loss.  </p><p>The meaning of this report was to provide a layout suggestion with balanced workstations to a new production line. The conditions were that the production line would be one-way, driven by customers order and meet a demand of 40 products per week.  </p><p>In order to achieve a result, different methods and tools have been used, these have been time studies, video recording, case studies and interviews with assemblers and supervisor. Theoretical background has been helpful for the choice of methods and work implementation.  </p><p>The result of this work was a series of solutions based on the company’s strategy and the methods that has been used. Solution A uses three stations with the idea to create a suction through the flow and smooth line balancing. Solution B also had three stations with the basic concept to be able to adjust the number of stations. The number of stations can be selected when the demand change between two, three or six stations. The last Solution C meaning was to create a production line where the operations of the same character had their own place. This solution has five stations, creating a large efficiency loss.  </p><p>The conclusion is that Layout proposal B is best for the company. This is because it is the most flexible proposal when it is possible to adapt to a demand from 20- 100 products /week. Proposal for methods development and opportunities for improvement in production can be found in the conclusion and discussion. </p></p>

The oxidation behaviour of Fe3A1 intermetallic alloys with and without reactive element (RE) and Ti-46.7A1-1.9W-0.5Si alloy over the temperature ranges of 900 to 1100°C and 750 to 950°C respectively were studied for up to 240h. The isothermal and cyclic oxidation behaviour of Fe3A1 intermetallic materials was studied in static air. The Al203 adherence of (Y and/or Hf)-doped Fe3A1 alloys was examined using newly developed — by the researcher — cyclic oxidation rig built in AMRI's laboratory. However the oxidation of Ti-46.7A1-1.9W-0.5Si alloy was studied in air and under Ar-02 atmospheres of three oxygen partial pressures; P02 = (0.05, 0.2 and 0.8) x 105 Pa. Isothermal sulphidation/oxidation work of coated — with specially designed single and multi- layer coatings — and uncoated Ti-46.7A1-1.9W-0.5Si alloy was performed in relatively high partial pressure of sulphur (pS2 = 6.8 x 10-1 Pa) and low partial pressure of oxygen (p02 = 1.2 x 10-15 Pa) at 850° C for up to 240h. Characterisation of the specimens was conducted using SEM, EDX, and XRD techniques. Higher oxidation rates of Ti-46.7A1-1.9W-0.5Si alloy were observed in air than in Ar-20%02 at all temperatures. The scale formed in air consisted of Ti02/Al203/Ti02/TiN/TiAl2/substrate, whilst the scale developed in Ar-20%02 atmosphere was comprised of Ti02/Al203/Ti02/Al203/Ti3A1/substrate. The oxidation rates of Ti-46.7A1-1.9W¬0.5Si alloy increased with decreasing the oxygen partial pressure in Ar-02 atmospheres at the entire range of temperatures. The employment of single A1TiN and CrN single layer coatings improved the sulphidation/oxidation behaviour of Ti-46.7A1-1.9W-0.5Si alloy at 850°C for up to 240h in H2/H20/H2S gas mixture. However, the use of NbN and CrN diffusion barrier coatings significantly enhanced its corrosion resistance. The scale on uncoated Ti-46.7A1-.9W-0.5Si alloy in sulphidising/oxidising atmosphere consisted of Ti02/Al203/TiS+W/TiA13/TiAl2/substrate. The reactive element (RE) — Y and/or Hf — addition especially Y significantly improved the oxide adherence of Fe3A1 over the specified range of temperature and exposure time (or cycles). However, higher oxidation rate of Fe3A1 alloys doped with Y was obtained under both isothermal and cyclic oxidation. Although the scale thickness of Hf-doped alloy was always higher than that of Y-doped alloys, the oxidation rate constant of the later is found in some cases to be less than that of the first by one order of magnitude. However, the scale on the Hf-doped alloy is relatively adherent to the substrate if compared with the scale of undoped Fe3A1 alloy even at the areas where oxide pegs were observed on Fe3A1-Hf alloy. Generally, no conclusion could be taken from the kinetic data of Fe3A1 alloys regarding the reactive element effect (REE) due to the intergranular attack on the Y-containing alloys. Improving the interface properties by RE addition led to a better control of the outward diffusion of aluminium and eliminated the detrimental effect of sulphur (possibly present in the Fe3A1 alloys). However, the presence of the RE in the alloy led to the formation of coherent scales. At 1100°C and after prolonged exposure, the scale of RE- doped alloys was not able to remain in contact with the substrate especially under thermal cycling conditions. The external scale severely cracked especially at places where oxide ridges were formed. The Y-containing Fe3A1 alloys were capable of producing another thin and adherent scale underneath the cracked external scale.

The low density and high specific strength of magnesium alloys have created a great deal of interest in the use of these alloys in the automotive and aerospace industries and in portable electronics. All of these industries deal with applications in which weight is extremely important. However, an obstacle to overcome when using magnesium alloys in engineering applications are their unsatisfactory corrosion properties. This thesis is devoted to the atmospheric corrosion of the two magnesium alloys AZ91D and AM50, in particular the ways the microstructure and exposure parameters of these alloys influence their corrosion behaviour. The work includes both laboratory and field studies. The results obtained show that the microstructure is of vital importance for the corrosion behaviour under atmospheric conditions. The microstructure of magnesium-aluminium alloys contains different intermetallic phases, e.g. Al8Mn5 and β-Mg17Al12. The local nobility of these intermetallic phases was measured on a submicron level in an atmospheric environment. It was shown that particles of the Al-Mn type exhibit the highest Volta potential among the microstructure constituents of the AZ91D magnesium alloy. Further, it was shown that the Volta potential was highly dependent on the aluminium content of the magnesiumaluminium phases in the surface layer. When thin electrolyte layers are present, CO2 diffuses readily to the surface forming magnesium carbonate, hydromagnesite. The CO2 lowers the pH in areas on the surface that are alkaline due to the cathodic reaction. This stabilises the aluminium-containing surface film, the result being increased corrosion protection of phases rich in aluminium. Both in the laboratory and under field conditions the corrosion attack was initiated in large α-phase grains, which is explained by the lower aluminium content in these grains. The thin electrolyte film, which is formed under atmospheric conditions, decreases the possibility of galvanic coupling of alloy constituents located at larger distances from each other. Thus the cathodic process is in most cases located in the eutectic α-/β phase close to the α-phases, instead of in intermetallic Al-Mn particles, even though the driving force for the initiation of the corrosion attack in Al-Mn particles should be high, due to their high nobility. / <p>QC 20100802</p>

Polyurethane (PU) foam has unique characteristics making it suitable for many applications such as: aeronautics, automotive, building construction, marine, and many house-hold applications. PU’s biodegradability, biocompatibility, lightweight, and durability make it suitable for several medical applications. The porous structure of PU foams enables them to be used for lightweight components and for medical applications where the permeability allows nutrients to reach cell growth areas. The foam components are currently mainly manufactured by material removal i.e. subtractive machining or a casting/moulding processes. Additive Manufacturing (AM) processes (3D printing), build components in 2D layers and have been utilised to manufacture a range of products for many applications including: jewelry, footwear, industrial design, architecture, engineering and construction, etc. The additive processes have the ability to generate internal hollow structures or scaffolds. The nature of parts produced by AM technologies makes it fit for lightweight products such as aerospace parts, medical scaffolds, etc., in metals and polymers, however the technology has not been used to produce objects using PU as its material, due to the foaming nature of the material when its two base materials (polyol and Diisocyanate) encounter with each other. This research has undertaken a critical review of PU foaming processes, medical applications, and characteristics of AM technology processes. The effect of resins mixing ratios, temperature, and foaming direction on the physical and mechanical properties of PU foam have been investigated and used as a base to establish a platform for further development. The research has evaluated the suitability of Additive manufactured PU foam structures for further application such as medical scaffolds by comparing the foams produced using traditional method and have developed an AM production method (In-flight mixing system) for the material (PU). Based on the evaluations, a new technique has been pro-posed and tested which is able to generate PU 3D structures. Foam produced by the designed system has average pore size of 689μm which will allow the following: the flow of fluid such as blood, diffusion of waste products out of the scaffold, and cell infiltration and can therefore be suggested for the production of medi-cal scaffolds.

For many applications, including power generation, aerospace and the automobile industry, high temperature wear provides serious difficulties where two or more surfaces are able to move relative to one another. It is increasingly the case that with for example, aerospace applications, demands for ever more powerful and efficient engines that thus operate at higher temperatures, conventional lubrication is no longer sufficient to prevent direct contact between metallic surfaces and consequent accelerated wear. One phenomenon that has been observed to reduce metallic contact and thus high temperature wear and friction is the formation of what are termed ‘glazes’, essentially layers of compacted oxide wear debris that becomes sintered together to form a low friction wear resistant oxide surface. This thesis studies the nature of the wear encountered with four different combinations of Superalloys, slid together using a ‘block-on-cylinder’ configuration developed for accelerated simulation testing of car engine ‘valve-on-valve-seat’ wear. Predominantly, Nimonic 80A and Incoloy MA956 were used as sample materials and Stellite 6 and Incoloy 800HT were used as counterface materials.

Business incubation is a dynamic process of business enterprise development. Incubators nurture young firms, helping them to survive and grow during the start-up period. Among various types of incubators the university-based incubators are particularly studied. Although most university incubators are quite successful in terms of the success rate and the growth rate of tenant companies, their financial contributions to the sponsoring universities, however, are still not satisfied. It is found that behind the successful history records there are still some barriers impeding the development of an efficient incubator. In this research, a new model, which integrates merits of public and private incubators into the university incubator, is proposed for the betterment of its management scheme. The goal is to develop a successful incubator, which can earn profits not only for its own financial sustainability but also be able to generate income for the university. The outcomes of this research are summarized as follows: 1. From questionnaire survey around more than 100 university incubators around the world, this research received constructive opinions from incubator experts to support the proposed concept. This inspires the author to consider the necessity of a new incubation model for long-term sustainability. 2. The method of this survey study combines the Delphi Method and Scenario Analysis, called modified Delphi method, for worldwide survey and the Microsoft Excel method for data statistic for both of the Taiwan and worldwide surveys. By breaking down long questionnaire into two successive surveys, the replied rate did significantly increase. 3. An integrative framework for the new incubation model has been proposed for the sustainable operation of university incubator. National Taiwan University has validated this model in a similar way. 4. The process of privatization of university incubator is proposed to meet the university administrative procedure. Both of the government initialized top-down and incubator initialized bottom-up processes are considered. A Business Plan to suit for the proposed incubation company is also designed in this work. The sustainability in terms of financial status has been predicted based on some reasonable assumptions. 5. In order to verify the proposed model, three case studies through on-site visits have been carried out to compare their incubation systems and financial status up-to-date. This can provide a guideline to adjust the proposed model of this work. Finally, a comprehensive conclusion and discussions are given to summarize the contribution and future work of this research.

<p>I denna rapport behandlas verktyget FMEA (Failure Mode Effect Analysis), dess användning och genomförande på identifierade komponenter som ingår i elmotorer tillverkade hos ABB LV Motors i Västerås. Målet med detta arbete har varit att ge lärdom om metoden FMEA på företaget för att möjliggöra användandet av verktyget bland medlemmarna på företaget och att vi implementerar verktyget på befintlig motor för att analysera de felsätt som kan uppstå. Eftersom ABB just nu har ett pågående projekt med en ny motor kan våra slutgiltiga felanalyser även ge dem information om vilka ändringar och åtgärder som kan vara till nytta vid utformningen av den nya motorn.</p><p>Efter två veckors praktik i verkstan och en grundlig genomgång av företagets reklamationer kunde vi avgränsa arbetet genom att identifiera de komponenter som analyserna skulle genomföras på. Efter en genomgång tillsammans med våra handledare på företaget kom vi fram till att utföra våra analyser på fem komponenter, två av dem framstod som mycket kritiska som upptäcktes redan vid genomgång av reklamationerna.</p><p>Komponenterna som vi har analyserat är:</p><p>1. Lager</p><p>2. Lindning</p><p>3. Tätning av uttagslåda och uttagslock</p><p>4. Fötter</p><p>5. Sköldar</p><p>Lager som är den näst största kritiska komponent som vi tittat på är en del i motorn som är väldigt känslig, det är viktigt att följa instruktioner för underhåll och smörjning för att undvika för tidiga lagerskador.</p><p>Lindningen är klart den mest kritiska komponenten i våra analyser, detta är för att det är så mycket som spelar in lindningens funktion, koppartrådar, isoleringar, impregnering samt under själva processen kan det uppstå felsätt som påverkar lindningen negativt både direkt men även i ett senare skede då motorn är i drift.</p><p>Tätning av uttagslåda och lock beskriver de felsätt som kan uppstå då tätningen inte är effektiv och tät, vad som kan hända då det kommer in smuts och fukt och hur det eventuellt kan påverka plint eller andra elektriska applikationer. Felanalysen på fötter och sköldar behandlar mycket designfel, toleransfel och hur det påverkar komponenterna.</p><p>I rapporten beskrivs utförligt komponenternas funktioner, processer, underhåll samt det är i princip vad vi har kommit fram till i våra felanalyser fast vi i rapporten beskriver det mer utförligt. Efter beskrivning av varje komponent följer ett FMEA för respektive komponent och de FMEA:n är våra resultat av arbetet, där visas åtskilliga felsätt som är möjliga att uppstå hos varje komponent och även vilka felsätt som är mest kritiska att ta itu med.</p> / <p>In this report we discuss the tool, FMEA (Failure Mode Effect Analysis), we look at its usage and realization on identified components that are included in electrical motors made at ABB LV Motors in Västerås. Our goals with this work have been to give knowledge about the method FMEA to the company so they can learn to use this tool and for us to implement the tool on an existing application to analyze the failures that can occur. Since ABB have a project ongoing with a new motor our analyses can also give them input on what changes and actions to take on the new motor.</p><p>After two weeks training in the workshop and a thorough survey of the companys warranty claims we could define our work by identifying which components we would survey our analyses on. After a run through with our instructors at the company we draw the conclusion to survey our work on five components, which there are two components that are very critical that we discovered during our information collection with the warranty claims.</p><p>The analyzed components are:</p><p>1. Bearing</p><p>2. Winding</p><p>3. Sealing of terminal box and terminal cap.</p><p>4. Motor feet’s</p><p>5. Shields</p><p>Bearing which is after the winding the most critical component, it is a sensitive part and it is very important to follow instructions for maintenance and lubrication to avoid early bearing damages.</p><p>Winding is the clearest most critical component in our analyzes, this is because there is many parts that plays role in the windings function, copper wires, isolations, impregnation and during the process you can have failures that affect the winding in a negative way immediately but also in a later phase when the motor is running.</p><p>Sealing of the terminal box and cap describes those failures that can occur when the sealing is not effective and compact, and what happens is that you get dirt and damp in to the box and how it possibly can affect the connection box and other electrical applications.</p><p>The failure analyze on feets and shields deals with design faults, tolerance faults and how it affects the components.</p><p>In the report we describe the functions of the components, processes, maintenance and that is in general what we have in our FMEA analyses, however in the report we describe it more thoroughly. After the description of every component we have the FMEA of respective component attached. The FMEA analyses are our results in this work, in the analyses we show many possible failures at each component and also which failures are most critical to deal with.</p>

<p>The high level of competition and the rapidly growing technology development has created new challenges for today's businesses where they are forced to deliver more customized products at a lower price and a shorter time period. This places high demands on the companies' ability to design and develop better products in a more efficient way. In addition to developing products, the design process focuses on securing long-term success for the company by developing nourishing skills. However, to achieve an effective design process the companies must improve their ability to plan as well as use their knowledge base in a more efficient manner. Toyota's product development system is a critical component for companies to address challenges that they’re facing and offers a great potential to create significant competitive advantages. Toyota's product development system is designed to streamline the design of processes and products, as they often create restrictions on business and describes the importance of making use of a coordinated effort by several functions, and strives to integrate processes, people, technology and tools in an effective manner.</p><p> </p><p>The concept of Concurrent Engineering includes parallel efforts rather than a time-consuming serial work and seeks to minimize delays in the product development process. Concurrent Engineering enables for quality products, to reach the market faster at a lower cost and allows the company to quickly and flexibly adapt to changing demands and conditions through parallel efforts. Like Toyota’s product development system, Concurrent Engineering promotes an integrated approach where multifunctional teams work towards a common goal striving to solve problems at an early stage.</p><p> </p><p>Propulsion and Control in Västerås, a division within Bombardier Transportation, is currently suffering from extensive engineering changes and struggles to uphold time plans and budgets. The thesis will therefore cover the complete product development process where focus has been directed towards the processes and conditions that could enable for an effective product development process. During the thesis work the underlying causes for the problems mentioned above, have been identified. Internal documents regarding the company's current process has been reviewed and interviews have been carried out in order to evaluate the company’s current situation. During the thesis work a comparative study has been conducted at a large company within the Mälardalen-region. This study has been used as a practical example to reinforce the theoretical reasoning and has additionally allowed for further examination of a company's product development process.</p><p> </p><p>The thesis has resulted in a number of suggestions for improvements, where the main action areas are covered by cross-functionality, routines, follow-up, supplier involvement and prototypes. Another action area that has been identified is front-loading which aims at examining several alternatives and solving problems as well as creating countermeasures at an early stage. These six areas were found to have a significant role in creating an effective product development process and are considered to be relevant for the company's current situation.</p>

<p>Markförstärkning i ett vägbygge kan göras på olika sätt. I detta examensarbete jämför vi två av dessa metoder, nämligen massutskiftningsmetoden och användning av kalkcementpelare ur energi- och miljösynpunkt. För att jämföra dessa två metoder togs fram ett excelbaserat räkneverktyg där resultatet av energiförbrukningen fås i kWh och koldioxidemissioner i ton CO₂. Denna jämförelse gjordes för ett specifikt vägprojekt som använde massutskiftningsmetoden för vägunderbyggnaden. Det som ingick i beräkningen var schaktning, fyllning, krossning, sprängning, transporter och kalkcementpelare. För denna uträkning användes data från både entreprenörer som var med i projektet och företag som hade dokumenterade data.</p><p>Metoden som förbrukade minst energi och som släppte ut minst koldioxidemissioner var massutskiftningsmetoden. Det som gjorde att kalkcementpelare till en sämre metod var den höga energiförbrukningen som krävdes för tillverkningen av kalk och cement. Det som krävde mest energi i tillverkningsprocessen var ugnar där höga temperaturer krävdes.</p><p>Skillnaden mellan utskiftningsmetoden och kalkcementpelare i objektet var att i massutskiftningsmetoden krävdes urgrävningar för att schakta bort jordmaterial med dålig hållfasthet och ersätta det med bergmaterial med hög hållfasthet. I denna metod går energi åt till schaktning, fyllning och transport. Medan förstärkningsmetoden med kalkcementpelare förbrukar energi för tillverkning, transport och installation. Eftersom metoden går ut på att vägbyggnaden ska vila på pelarna genom att borra ner dessa i marken istället för att schakta bort stora volymer och transportera dem till fyllningen så är det lätt att tro att kalkcementpelare sparar energi genom att minska massförflyttning och långa transporter. Resultatet av detta examensarbete har visat motsatsen.</p>

<p><strong> </strong></p><p>Detta arbete går ut på att uppfinna och utveckla en enhet som integrerar människor med hjälp av teknik och som ska användas på en konsthall. Prototypframtagning och en optimerad designprocess utmynnar i underlag som ska användas för framställning av denna enhet i större skala. Detta har lösts genom brainfire som generade tre olika koncept. Dessa koncept kombinerades även i ett fjärde koncept som antogs som vinnande koncept efter genomgång av PUGHs beslutsmatris. Konceptet optimerades med hjälp av PU-verktygen DFA, DFM samt DFE. Detta ledde till en monteringsoptimerad, ekonomioptimerad och återvinningsbar enhet. Enheten kläms ihop när användaren vill säga något som ska sparas. Det sagda sparas via radio till ett minne på en klisterlapp. Klisterlappen ges sedan vidare till nästa användare som kan klistra på klisterlappen på en enhet. När enheten då passerar den plats där den förste användaren sparade det denne sade så spelar den upp en spökviskning av det den första användaren sa. På så vis ökar enheten kommunikationen mellan användarna vilket är målet med arbetet. Enheten uppfyller samtliga krav i kravspecifikationen och är återvinningsbar, optimerad för låg energiförbrukning, rengörningsbar, separabel samt innehar lång livslängd i förhållande till dess arbete. Industridesignen upplevs av utomstående som tilltalande, tilldragande, innovativ, futuristisk, intressant, karaktärsrik och ergonomisk.</p>