With its 90hp motor, the Schelling fm12 plate saw delivers robust cutting performance. The fm12 has a book height up to 10" (254mm), with a clean-up function that removes 99.5% of chips, increasing precision while protecting plate surfaces.
Schelling’s pressure beam system ensures secure material clamping, while air flotation tables simplify heavy plate handling. The fm12 can be operated independently or as part of an integrated automated production system.
Schelling America Inc. www.imaschelling.us
Purity isn’t always the best approach to problem solving. Engineers who love digital technologies for their accuracy and repeatability will generally acknowledge there are times when a simple analog device will do a better job. Mixing old and new technologies can often create systems that offer more than the sum of the various parts.
Toyota has been a big proponent of that hybrid strategy, becoming a dominant player in hybrid-electric vehicles (HEVs) for more than a decade through its Prius product line. Now that company’s engineers are announcing a new hybrid technology – though this one doesn’t use electric drive at all; it’s a continuously variable transmission (CVT) with a standard first gear.
Engineering experts are calling the transmission a head-smacking innovation – a development so obvious that they can’t believe CVTs have been around for decades (see racing technology story, pg. 32) but no one else thought of doing this.
CVTs use a pair of pulleys to establish gear ratios instead of fixed gears. That infinite range of pulley positions means the transmissions can match engine output more precisely than fixed gears, improving fuel economy. However, there’s a catch. CVTs are highly efficient at cruising speeds and not so responsive at startup. When driving CVT-equipped vehicles for the first time, many drivers complain of a lag between hitting the accelerator and the car responding. That lag comes from the CVT altering its pulley distances to create the equivalent of a low gear.
“The wide range operation means lower efficiency at the extremes. CVTs are generally most efficient at 1:1. At 2:1 and 0.5:1, they are much less efficient,” says Andrew A. Frank, a professor of engineering at the University of California – Davis, and inventor of the plug-in HEV (http://efficientdrivetrains.com/).
Adding a fixed gear for low-speed operations makes vehicles more responsive at startup, and it limits the range of gear ratios that the CVT has to simulate, keeping that portion of the transmission in its sweet spot.
“If you restrict the range of operation to 1.5:1 to 0.67:1 then the CVT part is more efficient,” Frank says. “They could have added an overdrive gear instead of a low gear, but I am sure they compared the alternatives and decided to go for the low gear.”
Mechanical Engineering Professor Wai Cheng, director of the Massachusetts Institute of Technology’s Sloan Automotive Lab (http://web.mit.edu/sloan-auto-lab), agrees, saying, “Adding a first gear does make a better design for the CVT, which then does not have to cover the low speed range. The better designed CVT could be an improvement in mechanical efficiency.”
Toyota engineers say adding the low gear improves driving performance and improves fuel economy by 6%. Also, without the need to handle low speeds, the transmission can offer a wider range of gear ratios at higher speeds. The belts and pulleys in the CVT are smaller and more responsive, lowering transmission weight and accelerating shifting speed by 20%.
To support lightweight materials, the 3000 T GMT press with Eco Servoforming handles composite materials such as sheet-molding compounds (SMC),
Lien Chieh Hydraulic Industrial Co. Ltd. (LCH) http://lch.com.tw/lang-en/
Robot mounted metrology solution
A robot-mounted Laser Radar 3D metrology solution offers coordinate measurement machine (CMM) quality measurements on the shop floor in short time cycles. A single software suite controls the Laser Radar and robot, simplifying part measurement programming and inspection.
Silma X4 i-Robot is a virtual off-line programming and simulation tool capable of generating optimized Laser Radar and robot positions. It manages robot constraints (singularities, over speed, limits) and Laser Radar specifics (line of sight, incidence angle) for optimized, collision-free trajectories.
Demonstrated on a Fanuc robot, Metrolog X4 i-Robot controls can accommodate any robot cell, including a 7th axis rail, a rotary table axis, or multiple robots. The solution is independent of the robot accuracy; robot drift, warm-up, and backlash do not influence results.
Deep-hole drilling, milling
USC and USC-M series machines combine deep-hole drilling and milling, allowing mold shops to reduce setup time, increase accuracy, and eliminate mold design restrictions associated with traditional machining centers.
USC series column-type machines provide a reliable, compact solution for mold manufacturers to perform Boring and Trepanning Association (BTA) and
The USC-M series of 7-axis deep-hole drilling and machining centers can improve productivity and efficiency in mold production, allowing manufacturers to process large and small parts with four-sided machining in a single setup. The machines use two independent spindles: one for
Machines are available with full-enclosure guarding, a 120-position automatic tool changer, a laser tool
Betamate and Betaforce structural adhesives enhance the flexibility and safety of lightweight designs and seal hard-to-weld substrates against environmental conditions. In addition, Betaseal bonding solutions for glass bonding are compatible with vehicle production processes including cold- and warm-applied systems.
Betafill seam sealants offer permanent elasticity and adhesion for various
Dow Automotive Systems
Brake solenoid valves
Plug-in Lo-Lohm Latching 3-port HDI solenoid valves combine high flow capabilities of Lo-Lohm HDI valves with power savings of Latching HDI valves. The 3-port Lo-Lohm latching design supports applications that need high flow capacity, low power, miniature size, and reliability. After supplying a momentary (10ms minimum) voltage pulse, the magnetically latched solenoid valve will hold its flow state until follow-on momentary voltage pulse (with reverse polarity) is applied to switch its flow direction. Aside from the momentary pulse, no power is consumed while maintaining each flow state, an important feature for electric vehicles.
Lee Products Ltd.