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Focused
Program Competition 97-02
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NOTE: From 1994-1998, the bulk of ATP funding was applied to specific focused program areasmulti-year efforts aimed at achieving specific technology and business goals as defined by industry. ATP revised its competition model in 1999 and opened Competitions to all areas of technology. For more information on previously funded ATP Focused Programs, visit our website at http://www.atp.nist.gov/atp/focusprg.htm. |
Program Manager:
J.C. Boudreaux The major challenge
facing the U.S. light vehicle industry is the ability to respond to highly
volatile and fragmented market demand by rapidly launching new product
models in a manner that is profitable in low volumes. The U.S. light vehicle
industry consists of the Big Three automakers and their first, second,
and third tier suppliers. Companies that produce the machine tools, dies,
jigs, fixtures, and other related metalworking equipment used in motor
vehicle manufacturing are considered to be second tier suppliers. The
manufacturing processes are concentrated in the supplier community. Fifty
percent of the value in American vehicles is added by suppliers, and that
percentage is rising. Unfortunately, lean production strategies and price-based
competition make funding for research and development an almost unheard-of
luxury for suppliers. This program will mine the lode of process expertise
in the Big Three, the motor vehicle supplier industry, and research community
to identify and develop innovative technical solutions to the business
challenge of increasing productivity and reducing time-to-market of U.S.
manufacturers in the highly competitive global marketplace.
The domestic oligopoly
that existed for the U.S. automobile industry up through the early 1970's
has evolved into a globally competitive open market. In order for the
U.S. automobile manufacturers and their suppliers to remain competitive,
they need to improve their capacity utilization, improve quality, reduce
operating expenditures through improvements in manufacturing technology
and productivity, and reduce their overhead expenses. The current competitive
climate has led the automobile manufacturers to re-define their relationship
with their suppliers. In the past, the relationship could be described
as arms-length, market based, short term, and adversarial. The Big Three
brought in suppliers late in the design process. Competing suppliers bid
on the provided blueprints. At that point, suppliers could do little to
improve the design, which may have been difficult and expensive to manufacture.
Contracts were awarded on an annual basis covering the model year. The
Big Three are now working with their suppliers earlier in the new product
development process to lower costs and increase the speed to market. The
trend now is for more of the engineering and systems development work
to be pushed down into a smaller, but more technically capable, supplier
base with specific goals being defined for cost, quality, timing, product
features, and productivity increases. The contracts now tend to be longer
term, usually awarded for the life of the vehicle model.
Industry
goals for cost sharing this program are to (1) reduce manufacturing and
capital equipment cost of introducing a new vehicle model by an order
of magnitude, (2) reduce the time to market from the current U.S. industry
standard of 42 to 48 months to 24 to 36 months, and (3) increase the global
competitiveness of U.S. firms by strengthening their ability to team with
suppliers.
While the program
focuses on motor vehicle manufacturing, the manufacturing processes and
technology to be developed are applicable to many other sectors as well.
Improvements in machining, tooling, and assembly are likely to directly
impact the metal furniture and fixtures, primary metals, fabricated metal
products, electrical and non-electrical machinery, transportation, and
precision instruments industries. Hence, the technology developed by this
program has the potential for broad diffusion throughout American manufacturing,
with ensuing wide spread benefits.
This program
will develop (1) specific technical improvements in manufacturing processes
and process monitoring and control, (2) flexible, reconfigurable equipment
to produce diverse product families, and (3) agile manufacturing systems
to permit rapid, low-cost product conversion and efficient equipment re-utilization.
Providing designers
with new technical options and an enlarged, but predictable, process horizon
will enable innovative product designs. Agile manufacturing systems encourage
the effective re-utilization of capital equipment to produce a diverse
family of high-quality products, and the rapid and accurate translation
of designs into production.
The success
of the Motor Vehicle Manufacturing
Technology focused program will significantly improve the global competitiveness
of the U.S. motor vehicle industry. The automotive manufacturing industry
forms the core of the nation's industrial strength. In a typical year,
the industry generates one-sixth of all U.S. manufacturers' shipments
of durable goods and consumes 30 percent of all the iron, 15 percent of
all the steel, 25 percent of all the aluminum, and 75 percent of all the
natural rubber purchased by all industries in the United States. On average,
every one dollar of manufacturing input in the United States allocated
to producing motor vehicles adds two and one half dollars to the economy.
At the retail level in 1995, sales of motor vehicles exceeded $259 billion,
3.6 percent of the nation's gross domestic product--the broadest measure
of the nation's economic output.
The Commerce Department's
Bureau of Economic Analysis (BEA) reports that in 1995, the automotive
industry (Standard Industrial Classification 371 "Motor Vehicles and Equipment")
accounted for 9 percent of all the private industrial employment provided
by all manufacturers of durable goods in the United States. BEA data shows
that industry firms as defined by SIC 371 directly employed 899,000 American
workers in 1995. Employees in this SIC code earned compensation totaling
$60 billion--equal to 12 percent of the total paid by all manufacturers
of durable goods.
When all the establishments
that make up the motor vehicle industry are added to establishments of
all related industries, it becomes clear how pervasive the economic impact
of this focused program will be on the U.S. economy. The American Automobile
Manufacturers Association estimates that in 1992, there were a combined
589,000 manufacturing and service sector establishments within the U.S.
that derive their business directly or indirectly to motor vehicles. Overall,
these establishments provided jobs for an estimated 6.8 million workers--more
than 7 percent of all U.S. private non-agricultural employment. Their
workers earned a payroll worth $170 billion--7.5 percent of the nation's
total.
The motor vehicle
industry is a mature, cyclical industry. Annual growth for new passenger
cars and light trucks in the U.S. on a long-term basis is predicted to
be just over 1 percent. The number of motor vehicle models has increased
over the years, with the average volume per model decreasing. The resulting
trend is towards a more fragmented, niche-oriented market. A key element
in gaining market share in such an environment is a manufacturer's ability
to introduce new products to respond rapidly to changing consumer demand.
In the recent past,
product development at the Big Three could be characterized as a lengthy,
throw-it-over-the-wall process. The engineering and development cycle
was, and still is, capital intensive and thus very expensive, due mainly
to the need not only to redesign dedicated machining and tooling for each
new model, but also to prototype and try out the redesigned equipment.
According to a 1991 report on the U.S. motor vehicle industry and market
by the Volpe National Transportation Systems Center, a "major" model changeover
(20 percent change in content) costs about $3 billion and takes between
two and four years to bring to market. Approximately half of the $3 billion
($1.2 - $1.8 billion) is related to manufacturing and capital equipment
costs. An "all new" model changeover (50 to 70 percent content change)
costs $6 to $9 billion, takes between three to five years to bring to
market, and the changeover cost for converting the manufacturing facilities
is an additional $1.5 - $2.9 billion. If these trends were to continue,
then the model changeovers forecast for the turn of the century, with
70 to 90 percent changes in content, would cost $9 to $12 billion and
take an additional two to three years to bring to market. Under these
conditions, U.S. companies could not respond to changing consumer demands
in a cost effective and timely manner. But assuming that reducing the
equipment cost by an order of magnitude through the successful MVMT program
would significantly lower changeover cost, a "major" changeover would
cost $1.6 - $1.7 billion, an "all new" changeover would cost $3.2 - $6.3
billion, and forecasted turn-of-the-century changeovers would cost $5
- $7 billion. Considering that the Big Three are now involved in about
10 changeovers per year, and that this number is likely to grow due to
the increased market fragmentation, the potential net savings are huge.
Reducing the time
from vehicle launch to the first "all new" marketable vehicle from current
industry standards to 24 months will provide the Big Three the flexibility
to develop products to better respond to changing consumer demands. This
time reduction will result in part from the closer relationships between
the Big Three and their suppliers, the use of concurrent engineering,
and designing vehicles for manufacturability. The manufacturing processes
and flexible tooling technology proposed in this program will enable existing
equipment to be modified quickly and with low incremental capital investment,
allowing the Big Three and their suppliers to meet customer demand in
a timely, cost-effective manner. The reduced cost of introducing a new
product will lower the accounting break-even point, implying that smaller
market segments could be profitably served.
This focused program
will have an immediate and profound impact on U.S. metalworking industries.
According to the U.S. Statistical Abstract 1995, 1994 U.S. consumption
of metal cutting and metal forming tools, and special dies, tools, jigs
and fixtures can be estimated to be about $19.3 billion. Motor vehicle
or motor vehicle related industries typically account for between one
third and one half of all machine tool shipments annually. To remain competitive,
the first and second tier suppliers will need new metal cutting and metal
forming tools, welding equipment, and special dies, tools, jigs, and fixtures
that will meet their performance and productivity requirements. As the
Big Three are competing globally, they will increasingly source globally
for machine tools and other supplies. If the U.S. first and second tier
suppliers are unable to provide components with suitable performance-to-price
ratios, then the Big Three will look to foreign suppliers.
The MVMT program
focuses on manufacturing processes as the means to drive the competitiveness
of American firms. Designed on the basis of industry input, the program
targets technology advances that can strengthen manufacturing capabilities
along the entire automotive production chain. The program will advance
manufacturing processes in two ways. First, by concentrating on technical
bases of specific manufacturing processes, it will leverage American leadership
in engineering and the physical sciences into a position of leadership
in manufacturing. Second, by making processes reconfigurable and easily
coupled with other processes in a complete product manufacturing system,
it will provide greater flexibility and higher utilization of plant capacity.
The technologies outlined below are clear areas of need that are recognized
by the automotive industry and fall within the scope of the MVMT program.
(A) Stamping and
metal forming processes. Projects selected in the first MVMT solicitation
targeted the precision and agility of stamped sheet metal parts on the
scale of body components. The second MVMT solicitation will extend these
advances to small precision parts, such as springs and fasteners. These
industries, which consist of thousands of small family-operated businesses
across North America, faces the same basic issues as the manufacturers
in the higher profile industries: the need to increase productivity and
quality, and to lower changeover times and overall costs. The equipment
that produces these parts uses fundamental technology developed in the
first half of this century. This technology will have to be enhanced significantly
to meet future competitive global challenges in this industry. Targets
of opportunity include technologies for imbedding sensors in tools and
processes, increasing productivity (by an order of magnitude) of the more
flexible CNC bending and forming technologies, closed-loop real-time monitoring
and control systems for in-process self-corrective action, increasing
productivity (by an order of magnitude) of press and slide forming processes,
and the development of material handling systems to support these process
improvements.
(B) Advanced
Machining. The first MVMT solicitation targeted the machining of discrete
prismatic parts, including such powertrain components as engine blocks,
heads, transmission cases, and crankshafts. Newer automobile and aircraft
engines, diesel engines, and hundreds of other products require exceedingly
high tolerances in order to function properly. The targets of opportunity
in machining for the second MVMT solicitation include reconfigurable machining
systems with increased precision for producing high-volume parts. Competitiveness
will be advanced by agile transfer lines using modular units that can
be quickly assembled or disassembled based on market demand. These systems
must support increased cutting speed and feed rates, real-time error correction
capabilities, the generation and validation of cutting paths directly
from computer-aided-design data, intelligent process monitoring and control
capabilities, and responsiveness to changes measured in situ during
the machining process.
(C) Abrasive
machining. Grinding is a machining process often used in the finishing
of parts, and there is a well-documented need for high precision, inexpensive
grinding machines. Technology developments that will enable advanced grinding
machines include advances in grinding tool materials, such as superabrasives,
and improved understanding of the fundamentals of the grinding process.
For example, in the centerless grinding of cylindrical automotive components,
superabrasive technology is not cost-effective due to a lack of machine
tool technology, particularly in emerging engine component technology
using advanced ceramics such as cam followers and values. Previous research
on the grinding of ceramics indicates that to achieve large removal rates
while maintaining a small grain depth of cut, high wheel speeds and fine
grit wheels must be employed. The targets of opportunity include process
developments for superabrasives, machine tool development for increasing
static and dynamic rigidity, and control technology for greater precision
in form and surface finish.
(D) Constructive
technologies for rapid fabrication of production tooling and functional
parts. In the automotive industry the longest lead time in producing
a new product is the design and fabrication of production tooling, including
such items as molds for plastic parts, dies for die casting, and stamping
dies. The traditional approach is machining tool steel, a time-consuming
process. Several methods have been developed for the rapid fabrication
of prototype or limited-run tooling, but the tooling produced is typically
not amenable to production molding or casting processes. In addition,
the tool materials are usually unable to address demanding metal forming
processes, such as forging, stamping, or casting, because of their limited
temperature capability and hardness. Emerging constructive technologies
that build up the desired shape rather than cutting it out of a blank
offer a potentially revolutionary approach, not only for fixtures and
tooling, but also for parts with features and geometries that cannot be
obtained with conventional metal removal processes. These fabrication
technologies permit miniaturized sensors and actuators to be embedded
in both tooling and products, and thus can empower designers to create
new designs not previously obtainable. The targets of opportunity include
metal spraying, investment casting using rapid prototype models as patterns,
vapor plating, direct metal deposition, three dimensional printing, droplet
based manufacturing, free form fabrication, and free form powder molding.
(E) Net
shape forming of advanced materials. Lighter weight advanced engineered
materials, originally developed for the defense and aerospace industries,
can reduce emissions and fuel consumption for the North American ground
transportation fleet without significantly compromising vehicle package
and safety. These engineered materials, primarily consisting of a matrix
(polymer, metals, or ceramics) and synthetic fibers (glass, polymers,
or ceramics), are now too expensive for adoption and widespread use in
the automotive industry. The adoption of these materials depends on the
development of manufacturing technologies which exploit their near-net-shape
fabrication capabilities. Many alternative technologies for these advanced
materials, such as vacuum die casting, semi-solid forging, precision forging,
squeeze casting, metal injection, ceramic injection, plastic injection,
reactive molding, and powder metal processing, need to be explored. The
targets of opportunity in this area include dimensional repeatability,
reduction in physical variation through real-time sensing and control,
interface chemistry control, and (more generally) increased process reliability.
This area has the
overall objective of developing modular, rapidly deployable, flexible
assembly systems capable of economically assembling any member of a product
family in any desired quantity, and capable of being disassembled and
redeployed to assemble members of another product family. This need will
be addressed by developing standard, modular, and flexible workcells.
Modular hardware will allow a better than 90 percent reutilization of
system components in newly configured systems, resulting in a better than
90 percent recovery of the capital invested. Modularity will also facilitate
assembly system configuration by allowing software to play a significant
role in reducing the system deployment time. These design modules will
allow future assembly systems to be deployed in a matter of 4 to 6 months,
a considerable improvement over the current 24 to 36 months.
(F) Powertrain
Assembly. Powertrain assembly systems are responsible for all components
of powertrains, including engine heads, short blocks, complete engines,
transmissions, and any other powertrain subassembly. These components
are characterized by edge dimensions less than one meter, and weights
not exceeding 230 kilograms (about 500 pounds). Some components, such
as gaskets, are deformable, requiring special handling. Assembly systems
must have the capability to be both high-volume production units (capable
of rates up to 40,000 units per month) and also agile and rapidly reconfigurable
(having fast manipulators with lift capacities up to 230 kilograms). They
also must incorporate dedicated part feeding systems, rapid sensing capabilities,
and system performance monitors. Targets of opportunity include systems
equipped with: (1) flexible feeders, (2) tool magazines for end effectors
capable of driving screw and bolts, installing interference and snap rings,
and delivering adhesives, and (3) 2D, or modestly priced 3D, vision systems.
(G) General
Assembly. General assembly in automotive manufacturing plants
comprises the entire assembly process after parts leave the paint area
and up to the time the finished product leaves the plant for shipment
to the dealer. This area includes installation of interior and exterior
trim, instrument panels, seats, the powertrain assembly, steering assemblies,
brakes, electrical, suspension, and, in the case of trucks, frame assemblies.
The success of cost-effective and quality assembly is determined by the
teams that design, build, and supply subassemblies to the general assembly
area. Because component assembly is so diverse, general assembly has been
left largely untouched by technological productivity improvements. Success
in this area depends on solutions that impact suppliers of subassemblies,
suppliers of production equipment, and the 64 North American general assembly
plants of the automakers. Critical areas for technology development and
deployment include material handling to and from the assembly line extending
across the supply chain, new joining technologies to reduce the number
of discrete fasteners in joining dissimilar materials, and inspection
technologies to validate assembly processes and ensure the integrity of
components both before and after assembly.
(H) Intelligent
process monitoring and control. Today most manufacturing processes
run open-loop, with only manual adjustment. Quality and productivity enhancements
will require active control systems to reduce process variation. Such
systems depend on improvements in sensors and process models. Closing
the control loop requires improved sensor technology, including the ability
to embed sensors directly in tooling, algorithmic and hardware support
for smart sensors that can derive parameters of interest (e.g., injection
molding pressure) from directly observable quantities, and the ability
to fuse information from different sensory modalities (e.g., tactile and
acoustic information in assembly). Interpreting this sensory feedback
requires formal models of the process to predict behavior and to detect
and remedy malfunctions. Efficient derivation and management of process
models is a non-trivial problem, and will require innovative research
and development in emergent control, including application of object-
and agent-oriented software technologies to real-time problems, genetic
techniques that evolve control strategies, and applications of complex
dynamics to take advantage of the enhanced adaptivity offered by systems
on the edge of formal chaos. The increased process information available
in a closed-loop environment raises the stakes for overall system integration,
making possible much tighter coupling of different processes but also
placing new demands on integrators. Open systems technologies must be
extended and refined to ensure plug-and-play compatibility, rapid reconfigurability,
and close teamwork between machines and human workers.
(I) Integration
of Product and Process Information. Direct use of product data
in production, and feedback of process information to process designers,
can reduce the lead time and improve the accuracy of process tooling.
Several manufacturing processes are tightly coupled to the product design.
Examples include stamping dies, molds, assembly fixtures, inspection gages,
packaging, material handling and other interfaces. Process designs (like
stamping dies) are done at organizations that are suppliers to the product
manufacturer, requiring data models to flow down the supply chain. Three
hurdles require expensive manual intervention. The product model may be
incomplete with respect to the details needed to generate tooling, requiring
additional information. There may be errors in the product model (such
as sliver surfaces or line fragments) that do not show up in drawings
but clog CAM software. The accuracy of process design systems may be limited
and not compensate for actual production results, such as springback or
shrinkage. Process information needs to be captured in a way that not
only supports continuous improvement within a single process, but also
closes the process loop with upstream and downstream processes. For example,
an assembly operation should be designed on the basis of dimensional information
from the process that manufactured the parts to be assembled, rather than
relying only on product models of those parts that do not take account
of manufacturing variability.
The U.S. light
vehicle manufacturers and their suppliers were heavily involved in the
initial development of the MVMT focussed program and in the modifications
made to the original program white paper's technical thrust areas. Due
to light vehicle suppliers growing importance in vehicle design and manufacturing,
suppliers are the program's chief focus and their participation in creating
the MVMT focussed program was deemed essential for the program to be successful.
Today, these firms account for about half of the value added in light
vehicles. That proportion is expected to grow as automobile manufacturers
assign an increasing share of engineering and development work to suppliers
and look outside for components that they once made themselves. The 17
white paper submissions that formed the basis for the first solicitation
of the MVMT focussed program were generated by more than 150 firms, representing
manufacturing capabilities along the entire automotive production chain.
A program planning workshop held in Ypsilanti, Michigan in October 1994
allowed the over 250 industry and academic participants to provide comments
on the draft MVMT program white paper. During the winter of 1994/1995,
regional bidders conferences were held in Ypsilanti, MI; Champaign-Urbana,
IL; Pittsburgh, PA; Kansas City, Kansas; Alberquerque, NM; and in Gaithersburg,
MD.
Overall, a total
of 199 companies were involved in the 61 proposals industry submitted
to the first MVMT competition. Of the 61 proposals, 15 received ATP awards.
The 15 awards include 93 total participants, with 31 of the awardees being
small businesses. Particularly for smaller automotive industry suppliers,
the time and cost of having their key personnel participate in writing
a proposal for a competitively awarded program, given the political uncertainty
surrounding the ATP in the winter and spring of 1995, provides strong
evidence of the industries commitment to this program. Abstracts of the
awarded proposals are provided as an appendix to this document.
In 1992 the United
States Council for Automotive Research (USCAR) was formed by Chrysler,
Ford, and General Motors, following cooperative research and development
that began in 1988. The mission of USCAR is to facilitate, monitor and
promote precompetitive cooperative research and development. On September
29, 1993, President Clinton and Vice President Gore joined with the chief
executive officers of the Big Three U.S. automakers to announced the formation
of a new partnership aimed at strengthening U.S. competitiveness by developing
new technologies for motor vehicles. This Partnership for a New Generation
of Vehicles (PNGV) identified three specific but interrelated goals: (l)
significantly improve national competitiveness in manufacturing, (2) implement
commercially viable innovation from ongoing research on conventional vehicles,
and (3) develop a vehicle to achieve up to 3 times the fuel efficiency
of today's comparable vehicle. This ATP focused program is most closely
aligned with the first goal.
Even though
the motor vehicle market has been strong in the past few years, it is
highly unlikely that without ATP support the Big Three and their first-tier
suppliers would undertake a motor vehicle technology program even beginning
to approach the scope and emphasis being proposed here. The high technical
risks of this program would not be matched by suitable near-term benefits.
The industry has adopted a product-oriented outlook and has concentrated
its research and development resources in areas that consumers can clearly
identify and use for product differentiation. The fraction allocated to
process-oriented R&D tends to focus on shorter term, incremental improvements,
in contrast with the major gains in performance and capabilities that
the ATP focused program will foster. More fundamentally, the Big Three
are served by essentially the same supplier base. Numbering about 3,500
companies, U.S. automotive suppliers tend to be small and medium-sized
firms. Most spend little or nothing on process-oriented research, leaving
them ill-prepared to anticipate and respond to major shifts in manufacturing
technology and automobile concepts. An example of such a turning point
is an end-of-the-decade transition to lightweight aluminum components
for most body and powertrain parts now made with cast iron. If domestic
suppliers are slow to respond to this transition, U.S. auto makers will
be forced to look abroad to meet their needs for machine tools and parts.
Furthermore, from a very practical standpoint, if any one of the Big Three
funds a supplier to develop process-oriented technological improvements,
many competing motor vehicle manufacturers would also benefit as "free
riders". The funding company would not be able to gain a competitive advantage
from their investment, and subsequently not receive an adequate return
for the high technical risk nature of program.
Beyond the major
technological advances that it will spur, the new program is expected
to foster a more cooperative and more constructive relationship between
auto manufacturers and their suppliers, resulting in additional competitive
advantages. This benefit is already obvious from previous ATP funded projects
involving this sector and industry participation in proposing this new
focused program.
In order to ensure
that the first MVMT solicitation did not conflict with other programs,
discussions were held with representatives of several Federal agencies,
including the National Automotive Center of the U.S. Army Tank and Automotive
Command, the National Science Foundation, the Department of Energy Defense
Programs Technology Transfer, and the Advanced Projects Research Agency.
Two conclusions were clear at that time and have remained so. First, as
the PNGV canvass correctly predicted, there is no indication of either
direct conflict or redundancy. Second, an inventory of manufacturing-related
programs, conducted for the PNGV, revealed only a small collection of
activities devoted to factory-floor technologies, despite their well-recognized
importance to accomplishing PNGV goals.
Having been briefed
on the scope of the first and second MVMT program, other federal agencies
remain strongly supportive, viewing it as augmenting their own initiatives.
The focus of MVMT is the development of specific manufacturing process
technology, whereas almost all of the other Federal programs concentrate
on product design and high-level systems and enterprise integration.
Without the collaborative
efforts that the ATP aims to marshal, U.S. auto makers and their suppliers
would not mount and sustain the range of activities needed to achieve
the major advances in technology, manufacturing practices, and industry
performance that are the objectives of the new program.
J.C. Boudreaux,
Program Manager tele: (301)975-3560
M.M. Daum,
Business Manager tele: (301)975-5487
jack.boudreaux@nist.gov;
301-975-3560; fax 301-926-9524
Program Goals
Business Goals
Technical Goals
Economic Impact
Evidence of Good Technical
Ideas
Material Processes
and Equipment
Assembly Processes
and Equipment
Information and Knowledge
Processing
Industry Commitment
Significance of ATP Funding
NIST/Advanced Technology Program
Admininstration Building, Room A621
Gaithersburg MD 20899
fax: (301)926-9524
E-mail: jack.boudreaux@nist.gov
NIST/Advanced Technology Program
Administration Building, Room A301
Gaithersburg MD 20899
fax: (301)926-9524
E-mail: michael.daum@nist.gov
This white paper defines a program which supports the development of new manufacturing technologies, such as material additive processes, processes for micromechanical and electric systems, and near-net-shape free form processes.
Intelligent machines are on every list important 21st century technologies. The groups propose four grand challenges in the robotics field.
By controlling such critical parameters as wheel sharpness, wheelwork interface area, normal force in the contact region, and work surface speed, grinders can achieve satisfactory surface integrity.
Nearly all practical high speed machining is restricted/applicable to parts made only of aluminum. To make high speed milling as practical for steel new technologies must be developed: low cost cubic boron nitride coated cutting inserts, heavy duty high-horsepower, high-speed milling spindles, and high speed, accurate servo systems.
The sales of commodity machines constitute the majority of machine tool transactions, and this area has been dominated by the Japanese. The U.S. can make major advancements by initiating and implementing a wide range of technologies: apply space-frame design to a small, inexpensive, high volume machine; upgrade fast-coordinate-transform software; and develop volumetric error compensation.
U.S. industry must convert from mass production to agile production.
This program has two main focus areas: the development of reconfigurable, modular fixturing technologies for automotive parts; and the development of methodologies for planning, designing, and analyzing fixtures.
This program will focus on the development of advanced grinding technology.
The inclusion of a rapid non-contact motor vehicle paint analyser should be used for quality control of clear-coat finish on the shop floor as well as for weathering research in the field.
This program, in association with the Low Emission Paint Consortium (LEPC) of USCAR, will accelerate the development of low-emission painting technology.
This program will focus on the technical development of cutting tool technology, including the tool material properties, tool geometry and its effect on the chip formation process, and the interaction of cutting tool properties with machinability parameters.
This proposal will develop a expert system to assist in casting and molding operations, using mathematical models and process monitoring systems.
This idea will develop an infrastructure to support the rapid development and deployment of predictive process control for manufacturing applications.
This is a program to increase the accuracy, flexibility and productivity of automotive powertrain machining.
This program will address the thrust areas: (1) optimized design processes for stamping and assembly, (2) process variation caused by sheet metal forming processes, and (3) stamping production issues, including signature analysis for process monitoring and control.
Develop hardware and software for machine tools of exceptional speed and accuracy, which would be capable of performing a variety of machining operations from CAD with significant flexibility, durability, and self-correction capability.
There is a need for rapid response, flexible, agile systems for the assembly of products in small volumes in order to competitive in the world market. These systems must provide the functionality for rapidly changing the product mix within a part family.
Date created: 1998
Last updated:
March 29, 2007
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