Gawlowski Design

Any good engineer or designer needs a handy reference guide of dimensional data for common fasteners. While my favorite is the hardbound book offered by Kanebridge, ACF Components is offering a similar guide in a free, downloadable PDF. They do require you to fill out a form with your contact info, but it’s a small price to pay for a good reference manual.

The May/June 2007 issue of the free Lotus proActive newsletter is available for download here. This issue covers various news from Lotus and the automotive industry in general, the advantages of reducing vehicle structure weight (and how to go about it), the robot-piloted Elise used in an upcoming DARPA competition, CO2 emissions reduction.

One thing about their chassis design though, is that while using various cold joining techniques such as adhesive may be nice from a design perspective as you don’t have Heat Affected Zones of decreased strength around welded joints, this design approach fails to address how the vehicle may someday be repaired if necessary. Designing around Heat Affected Joints may lead to increased overall weight of the vehicle, but the alternative leaves little ability to rework a damaged chassis. The result can be viewed with Lotus’ current sports car, the Elise. There exists no approved method for repairing an Elise chassis, as it’s created entirely through cold joining techniques. While it is technologically feasible to repair a chassis by adding sufficient reinforcement to compensate for Heat Affected Joints necessitated by common repair techniques (ie, welding), there is no set formula for how to do this. The result is if the chassis suffers any damage whatsoever, replacement is the only option. This trend may be of little importance to the automobile manufacturer, as it’s a cost incurred by the customer, not them. However, if this attitude continues then increasing insurance costs will lead to savvy consumers avoiding cars designed in this manner. A good design will strike a balance not just in manufacturing and performance, but over the expected life of the product. A reality of that, for a car, is that the vehicle may experience a minor accident such that the car should not need to be totaled. Again, as an example, a minor accident in an Elise that impacts one of the wheels can often deform the suspension mounting points on the chassis - which then necessitates replacement of the entire chassis! Keep this in mind while reading about all the advantages of Lotus’ VVT vehicle architecture - it may sound good, but how will it be repaired? This is a good lesson for engineering design in general; we often get tunnel-vision and fail to consider the larger picture of how the product will actually be used (and abused!).

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Researchers at Purdue have come across an interesting way of generating hydrogen. They use aluminum’s affinity for oxygen to split up water molecules, resulting in aluminum oxide and pure hydrogen gas, which can then be used in a fuel cell to generate electricity. The key is they add gallium to the aluminum first, and the gallium hinders the formation of the aluminum oxide skin that would normally develop and limit any further oxidation. With an aluminum-gallium alloy, all of the aluminum will quickly oxidize, maximizing its usefulness in this application. The waste products are gallium and aluminum oxide, each of which may be recycled and reused for this application.

While a novel approach to generating hydrogen, I haven’t yet seen an analysis of how much energy needs to be put into this process for a given amount of hydrogen. Producing the aluminum takes quite a bit, then of course every time you convert aluminum oxide back to aluminum will take yet more energy. However, it does meet one of the goals of the emerging hydrogen economy, and that is to develop a means of storing energy in a portable device like a car. It’s completely safe, too - little to no hydrogen need be stored in the car, just the aluminum-gallium pellets, and a tank of water.

One downside is that the range using this process isn’t fantastic - they estimate you’d get around one mile per pound of aluminum-gallium pellets being carried.

You can read more over at Physorg.com.