APPLIED TECHNOLOGY DESIGN & PROTOTYPING


TAKING THE ‘DESIGN FOR PERFORMANCE’ (DFP) APPROACH TO MANUFACTURING


Universally regarded as a keystone of manufacturing, Design for Manufacture (DFM) should be relegated in favour of Design for Performance (DFP) principles, comments Keith Denholm, engineering director at Grainger & Worrall. While the principles of ‘design for manufacturability’ were first adopted


by the likes of General Electric and Lucas Engineering Systems in the 1960s, the idea of production efficiency was probably pioneered by gun maker Eli Whitney. This approach – of using standardised components to reduce the overall cost of manufacturing – was taken to the next level by Henry Ford, who built his automotive business on DFM principles. DFM typically focuses on three key areas of manufacturing: process


selection, reduction in the stages of production, and optimisation of the overall process. So, when looking at the manufacture of a high- performance vehicle engine, we would firstly consider the alloys used, the complexity and tolerances required, the set-up costs and the expertise (either in-house or external) needed to deliver the job. In terms of process stages, a DFM approach would involve looking at


the elimination or combination of processes as well as a reduction in set-up requirement if appropriate. Process optimisation would also include recognising the process limitations, exploiting any benefits of the process and following agreed DFM guidelines. However, given the massive growth in microchip processing power in


the last decade, coupled with the emergence of digital manufacturing techniques such as 3D printing, we have reached a tipping point for design engineers. It’s no longer a question of designing for manufacture – the future of engineering is all about designing for performance (DFP). This is an ethos Grainger & Worrall has increasingly adopted as a result


of its decades-long association with F1 and other demanding sectors. In such industries, performance is the name of the game, and this usually means higher tolerances, the application of novel materials, reliability and light weighting. This is not to say that DFM should be universally shunned by


design engineers – it’s more a question of priority. Why adhere to engineering designs that support the principles of traditional, subtractive


DEVELOPING A FUTURISTIC MOTORBIKE PROTOTYPE


At last year’s EICMA show, a functional motorbike prototype, conceived by Energica Motor Company S.p.A, was introduced. This is linked to Smart Ride, a project managed and developed in Italy by Samsung and Energica, which offers a new way of experiencing motorbikes. Designed starting from the electric old-


style Eva EsseEsse9, Bolid-E is a futuristic motorbike said to boost the concept of speed. With this, parts have been manufactured by CRP Meccanica and CRP Technology, two leading companies, respectively, in the field of subtractive manufacturing (high precision CNC machining) and additive manufacturing technologies (professional 3D printing and


Selective Laser Sintering with Windform composites materials). On the machine, many parts including


the front and back headlights/tail light support were manufactured by CRP Technology. This was an important application as the support needed to guarantee safety and reliability, and had to be manufactured through state-of- the-art technology and using advanced materials that would successfully withstand the design requirements. For the construction of the Bolid-E’s


front and back headlight support, Energica engineers and designers relied on Selective Laser Sintering technology and Windform XT 2.0 Carbon-composite material, both supplied by CRP Technology. CRP Meccanica also manufactured such parts as the structural seat support, which is in aluminium alloy.


CRP Technology www.crptechnology.com CRP Meccanica www.crpmeccanica.com


6 FEBRUARY 2019 | DESIGN SOLUTIONS


manufacturing, when today’s world is all about optimum performance? Thanks to the widespread availability of additive manufacturing,


engineers now have the tools to develop products in any shape imaginable, from a wide variety of materials – all using digital techniques to design, prototype, test and engineer anything from automotive components to architectural structures. It’s all about designing products that perform, with manufacturing considerations – such as common components and repeatability – becoming less important. The company’s experience of working within the global motorsport,


aerospace and aviation sectors has enabled valuable insights into the future of manufacturing. Moreover, its use of CT scanning, real-time X-ray and 3D printing – combined with more traditional metal casting techniques – demonstrates a future for engineers based on the ethos of design for performance.


Grainger & Worrall www.gwcast.com


USING AM TO PRODUCE SURGICAL IMPLANTS


The University Dental Hospital of Wales (UDH) has been using Renishaw’s additive manufacturing (AM) services to produce custom maxillofacial implants and surgical guides. Standard implants may need


modifications or the patient’s surrounding bone may need extra trimming for the device to fit. By using custom made devices, hospitals can reduce surgery time as each device is designed to fit the patient. “AM allows hospitals to achieve high


precision when producing implants,” explained Ed Littlewood, marketing manager of Renishaw’s Medical and Dental Products Division. “By collaborating with Renishaw, UDH can develop their maxillofacial implants further, seeing improvements with each case and helping a wider range of patients and surgeons across different departments.” According to Renishaw, it is the only UK manufacturer of


metal AM machines and works with hospitals across Europe to develop innovative manufacturing that ultimately benefits surgeons and patients.


Renishaw www.renishaw.com / DESIGNSOLUTIONS


Page 1  |  Page 2  |  Page 3  |  Page 4  |  Page 5  |  Page 6  |  Page 7  |  Page 8  |  Page 9  |  Page 10  |  Page 11  |  Page 12  |  Page 13  |  Page 14  |  Page 15  |  Page 16  |  Page 17  |  Page 18  |  Page 19  |  Page 20  |  Page 21  |  Page 22  |  Page 23  |  Page 24  |  Page 25  |  Page 26  |  Page 27  |  Page 28  |  Page 29  |  Page 30  |  Page 31  |  Page 32  |  Page 33  |  Page 34  |  Page 35  |  Page 36  |  Page 37  |  Page 38  |  Page 39  |  Page 40  |  Page 41  |  Page 42  |  Page 43  |  Page 44  |  Page 45  |  Page 46  |  Page 47  |  Page 48  |  Page 49  |  Page 50  |  Page 51  |  Page 52  |  Page 53  |  Page 54  |  Page 55  |  Page 56