Volvo Feeuro 6 Dual Control Truck Centre

Home , Compression molding, Vacuum forming

THE UNIVERSITY OF QUEENSLAND

Volvo FE Euro 6 Dual Control Truck Centre Console Cover Redesign

Student Name: Adam WEBBER

Course Code: ENGG7290

Academic Supervisor: Professor Matthew Dargusch

Placement Company/Institution: Volvo Group Australia

Submission date: 28 June 2018

Faculty of Engineering, Architecture and Information Technology

VOLVO FE EURO 6 DUAL CONTROL TRUCK

CENTRE CONSOLE COVER REDESIGN

Adam Webber

Final project report submitted in partial fulfillment of the degree of Bachelor of Engineering (Honours) and Master of Engineering in Mechanical and Aerospace Engineering

The University of Queensland Volvo Group Australia

28th June 2018 i

EXECUTIVE SUMMARY

Volvo currently converts approximately 150 right hand drive FE Euro 6 trucks into dual control trucks per year at their workshop in Wacol, Brisbane. At this point, the trucks are converted individually with one technician modifying a truck completely from start to finish, and the process is not efficient. Volvo intends to prepare the dual control truck assembly for a more effective, production-driven, factory environment in the near future. The custom centre console cover that is currently installed in the dual control trucks has been identified as a part in need of significant redesign before it is deemed acceptable for Volvo’s factory production, and hence, its redesign was the focus of this project.

This report delivers insight into the six-month project placement with Volvo Group Australia as part of the Bachelor of Engineering (Honours) and Master of Engineering program with The University of Queensland. The objective of this project was to replace the current steel-produced centre console cover with a plastic cover that would:

• Reduce parts costs; • Reduce assembly time; and • Better integrate into the current Original Equipment Manufacturer (OEM) dashboard both: o Mechanically, in terms of system integration and assembly; and o Aesthetically, in terms of industrial design

The report contains the literary review into plastic manufacturing methods and materials that was performed, as well as the complete design process from the initial ideation through to the digital prototype validation and commercial feasibility analysis. Additionally, project management processes including details of the work timeline, risk and opportunity analysis, and methodology have been included. Finally, the professional development of the author over the duration of the placement has been investigated in a reflective manner.

The major outcome of this project is a completely reengineered, fit for purpose plastic centre console cover that can be manufactured with a vacuum moulding procedure. The part has been specifically designed with serviceability and design for manufacture and assembly principles in mind. Through objective analysis, it has shown to be a superior solution aesthetically and ergonomically when compared with the current design, improving airflow, comfort, and safety within the cab. Additionally, manufacturing costs have been confirmed and a business case review has shown that the redesigned part will save approximately $180 per truck, with a return on investment in tooling and salary expenses within eleven months.

It has been recommended that the project is continued, and that a centre console subframe is redesigned to house the console controls. Additionally, it has been recommended that computational fluid dynamics simulation is performed in order to quantify and optimise airflow improvement within the cab. Acting on these recommendations as soon as possible will ensure that maximum economic and brand value can be attained

from this project, as it is expected that the shelf life of the Euro 6 truck model and thusly this part will be between six and eight years.

Finally, a self-reflected investigation into the author’s development as a professional engineer throughout this project has been performed. Engineers Australia’s stage one competencies have been analysed and development in these areas has been discussed in detail. The most notable key learnings from the placement were reported to be relating to understanding the business model and business decision-making in an industry environment, as well as communicating with different groups of people within the industry. Overall, self-reflection into the experience shows that development as a professional engineer through this project placement has been extensive.

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ACKNOWLEDGEMENTS

I would firstly like to acknowledge my industry supervisor Paul Cartwright for giving me the opportunity to learn and develop as a professional engineer in a practical environment as part of this project with Volvo Group Australia. Paul’s engineering guidance and mentoring throughout the placement was paramount to the project’s success, and it is primarily thanks to his supervision that I was able to produce project outcomes with a real value.

Secondly, I would like to acknowledge my academic supervisor Professor Matthew Dargusch for overseeing the project. Matthew was always available to answer any questions, and he reliably offered his thoughts and suggestions where required.

I would also like to thank Professor Tony Howe and The University of Queensland’s EAIT Student Employability team for organising this project placement. It has been a tremendous opportunity to work in an industry placement as part of my studies, and the benefit to me as a developing professional engineer has been immense.

Finally, I would like to thank my friends and family for their support and interest in this project. Their continual assistance and encouragement throughout my years of study and this placement have been a source of inspiration for me, and without them, this project would not have been successful.

TABLE OF CONTENTS

Executive Summary ...... i

Acknowledgements ...... iii

Table of Contents ...... iv

List of Figures ...... vii

List of Tables ...... viii

1.0 Introduction ...... 1

1.1 Corporate Context ...... 1

1.2 Technical Context ...... 2

1.3 Scope ...... 3

1.4 Objectives & Deliverables ...... 4

2.0 Literature Review ...... 5

2.1 Overview of Moulding Procedures ...... 5

2.1.1 Blow Moulding ...... 5

2.1.2 Injection Moulding ...... 5

2.1.3 Compression Moulding ...... 6

2.1.4 Rotational Moulding ...... 6

2.1.5 Vacuum Moulding ...... 6

2.2 Overview of Additive Manufacturing Processes ...... 6

2.2.1 Vat Photopolymerisation ...... 7

2.2.2 Material Jetting ...... 7

2.2.3 Binder Jetting ...... 7

2.2.4 Fused Deposition Modelling ...... 8

2.2.5 Powder Bed Fusion ...... 8

2.3 Moulding vs. Additive Manufacturing ...... 8

2.4 Material Selection ...... 9

2.5 Further Investigation into Vacuum Moulding ...... 11

2.5.1 Vacuum Moulding ...... 12

2.5.2 Part & Tool Design Principles ...... 12

2.6 Existing Console Design ...... 15

2.6.1 Aesthetics ...... 16

2.6.2 Ergonomics ...... 17

3.0 Project Management ...... 18

3.1 Work Scheduling Plan ...... 18

3.1.1 Industry Responsibilities ...... 18

3.1.2 Academic Responsibilities ...... 19

3.1.3 Status of Milestones ...... 19

3.2 Resources ...... 20

3.3 Project Deviations ...... 20

3.4 Project Timeline ...... 22

3.5 Risks & Opportunities ...... 23

3.5.1 Risks ...... 23

3.5.1.1 Project Risks ...... 23

3.5.1.2 Safety Risks ...... 24

3.5.2 Opportunities ...... 25

3.6 Occurring Hazards & Opportunities Analysis ...... 26

4.0 Project Methodology ...... 27

4.1 Concept & Idea Development ...... 27

4.2 Project Feasibility Analysis ...... 27

4.3 Analysis of Current Design ...... 28

4.4 Redesign of Cover ...... 28

4.5 Review & Validation of Digital Prototype...... 28

5.0 Results & Discussion ...... 29

5.1 Interior Analysis ...... 29

5.2 Concept Development ...... 30

5.3 Final Digital Prototype...... 36

5.4 Final Business Case Review ...... 39

6.0 Conclusions ...... 41

7.0 Recommendations & Future Outcomes ...... 42

8.0 Professional Development ...... 43

8.1 Key Learnings ...... 43

8.2 Development of Engineering Australia Competencies ...... 44

8.2.1 Knowledge & Skill Base ...... 44

8.2.2 Engineering Application Ability ...... 45

8.2.3 Professional & Personal Attributes ...... 45

9.0 References ...... 47

Appendix A: Literature Report ...... A

Appendix B: Concept Drawings ...... B

Appendix C: Reflective Journals...... C

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LIST OF FIGURES

Figure 1: Skip carrier FE dual control truck...... 1 Figure 2: Centre console unit (left) and subframe (right)...... 2 Figure 3: Interior of FE dual control truck...... 3 Figure 4: Polymer volumetric price vs. density...... 10 Figure 5: Polymer stiffness vs. strength...... 10 Figure 6: Polymer hardness vs. UV resistivity...... 11 Figure 7: Vacuum forming process. Source: [7] ...... 12 Figure 8: Draught angle in male and female tool. Source: [9]...... 13 Figure 9: Venting system in tool. Source: [9] ...... 14 Figure 10: Split tool. Source: [13] ...... 14 Figure 11: Plug-assisted tool design. Source: [9] ...... 15 Figure 12: Cab interiors: Volvo (top), Mercedes Benz (left), Iveco (right). Source: [14], [15] [16] ...... 16 Figure 13: Project timetable...... 22 Figure 14: Interior aesthetic features...... 29 Figure 15: Restricted airflow from monitors...... 30 Figure 16: Initial concept sketching...... 31 Figure 17: Design iteration one...... 32 Figure 18: Design iteration one in dashboard...... 32 Figure 19: Design iteration four...... 33 Figure 20: Design iteration ten...... 34 Figure 21: Draught analysis, iteration four (left) and iteration ten (right) ...... 34 Figure 22: Design iteration twelve...... 35 Figure 23: Final digital prototype...... 36 Figure 24: Final assembly in cab...... 36 Figure 25: Comparison of original and updated centre console cover...... 37 Figure 26: Airflow in cab before (red) and after (green) redesign...... 38 Figure 27: OEM material (top) and proposed console cover material (bottom)...... 39

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LIST OF TABLES

Table 1: Advantages of moulding and AM procedures ...... 9 Table 2: Shrinkage range for thermoformed parts. Source: [12] ...... 15 Table 3: Industry related task summary...... 18 Table 4: Academia related task summary...... 19 Table 5: Milestones for project placement...... 19 Table 6: AS/NZS ISO 31000:2009 Risk Matrix...... 23 Table 7: Project risks...... 23 Table 8: Safety risks...... 24 Table 9: Project opportunities...... 25 Table 10: Hazards and opportunities that occurred...... 26 Table 11: Cost comparison for manufacturing processes...... 39 Table 12: Saving per truck...... 40 Table 13: Return on investment...... 40 Table 14: Development in knowledge and skill base...... 44 Table 15: Development in engineering application ability...... 45 Table 16: Development in professional and personal attributes...... 46

1.0 INTRODUCTION

This project report aims to detail the results of a project that was undertaken under an engineering placement with Volvo Group Australia. The report follows on from a project proposal and interim report submitted to the University of Queensland during the first six months of 2018. The technical background knowledge required to understand the development pathway of the placement work has been documented, and project management processes and methodology is discussed herein. Additionally, the overall findings and recommendations of the project have been reported. Finally, the professional development of the author over the placement period has been analysed.

1.1 CORPORATE CONTEXT

The automotive industry in Australia and worldwide is changing rapidly. As the largest automotive manufacturer in Australia, Volvo is constantly adapting to ensure that it remains at the forefront of innovation. Recently, Volvo has become involved in the waste management industry. Currently, there are not many competitors in the market, and Volvo has introduced its innovative FE Euro 6 dual control truck as a solution for waste management trucks including:

• Side loaders; • Front loaders; • Rear loaders; • Skip carriers (as observed in Figure 1); • Vacuum container carriers; and • Liquid waste recovery carriers.

Figure 1: Skip carrier FE dual control truck.

Two of the major factors driving the design of the FE Euro 6 dual control truck were safety and innovation. The decision was made to incorporate a left-hand steering circuit that was completely independent from the right. This means that the left-hand driving system does not slave off the right hand steering box, and as a result the driver is in full control of the vehicle from either side. Furthermore, all right-hand side driver functionality is mirrored to the left-hand side. This includes the entire instrument cluster, display systems, and gearbox selection. Everything is controlled through a central changeover switch [1].

Currently, the trucks are converted individually in a workshop, however Volvo is interested in moving the project into full scale factory production in the future. In order for this to happen, design changes must be made in order to streamline the assembly of the trucks. This project was intended to form part of that design process.

1.2 TECHNICAL CONTEXT

Volvo currently produces FE Euro 6 dual control trucks at a rate of approximately 150 per annum. At this point in time, the trucks are imported from Europe as standard FE Euro 6 models and converted into dual control models here in Australia. This is a complicated task which involves significant modification of the standard model. Some modifications include the installation of a second steering box and column, extensive chassis work, and the duplication or extension of most of the electronic systems and switches within the cab. The entire process takes approximately two weeks from the arrival of a standard truck to its departure as a dual control truck.

The conversion procedure involves the installation of a centre console unit which houses various instruments including the ignition cylinder, the parking brake, and the changeover switch. Currently, the centre console unit is produced predominately externally using G250 steel. The steel is laser cut before being powder coated and sent to the Volvo workshop to be assembled. The console and its subframe can be observed in Figure 2. The console is further observed as part of a finished truck interior in Figure 3.

Figure 2: Centre console unit (left) and subframe (right).

Figure 3: Interior of FE dual control truck.

It was proposed that the current console’s design was reviewed and replaced with a newly developed alternative. This was the focus of the placement project. The expectation was that this redesigned console would:

The focus of the project was the redesign of the centre console cover using a plastic alternative, and this is reflected in the project scope defined in section 1.3. A large portion of initial research conducted during the placement was related to the manufacturing processes and materials associated with the cover. Through business review, it was decided that a vacuum moulding will be the most likely manufacturing procedure for the redesigned centre console cover. Further research was therefore done into vacuum moulding design principles, as well as industrial design principles as part of the project.

Finally, it is worth noting that this project was closely linked to another student placement project at Volvo led by Peter Wood. The other project focussed on an electrical aspect of the conversion. This project placement required constant communication with the other student, and all parties involved worked to support both projects where necessary.

1.3 SCOPE

The project ran from the beginning of the industry placement on 15 January 2018 through to submission of the final report to The University of Queensland on 28 June 2018. The scope was defined as follows:

• Initial induction and training as a professional engineer into Volvo Group Australia including Work Health & Safety (WHS) training and Job Safe Procedures (JSP); • Familiarisation with project related mechanical systems for FE Euro 6 trucks; • Review of current centre console cover design; • Justification for redesign procedure through cost and benefit models including path investigation; • Redesign of centre console cover; • Design of console cover production method (moulding or additive manufacturing); and • Review, prototyping, and testing of final digital design.

1.4 OBJECTIVES & DELIVERABLES

The major objectives for the project were to:

• Reduce cost of the console; • Streamline the console assembly procedure; and • Aesthetically integrate the console with OEM dashboard design.

The achievement of these objectives measured the success of the project after the period of placement. As part of the project, a number of deliverables were also expected. These deliverables also reflected the success of the placement, and hence they helped to achieve the objectives. The industrial deliverables for this project included:

• A detailed project scope for the project; • A cost model proving commercial viability; • Concept technical drawings; • Production representative design drawings; • Production representative digital prototype and supporting documentation; • Fit and function validation; and • Cost model validation

Furthermore, as this project was supported through the University of Queensland, there were also associated academic deliverables. These included:

• Monthly reflective journals; • Project proposal, interim and final reports; and • Oral presentation.

2.0 LITERATURE REVIEW

The focus of this project was on the cover of the centre console unit. With this in mind, a literature review was conducted as an investigation into suitable manufacturing processes and materials for the cover. Specifically, moulding and additive manufacturing procedures have been researched and compared, as have a number of appropriate polymers. This is a summary of an extended review that was performed at the beginning of the project placement. The extended review has been supplied in Appendix A.

2.1 OVERVIEW OF MOULDING PROCEDURES

Moulding is a manufacturing process in which a liquid or malleable material is shaped using a rigid frame. Virtually any industrial material can be moulded, and there are a variety of moulding processes available – some of which are more suited to certain materials than others. The most typical moulding processes used in polymer moulding are briefly described herein. Each technique boasts advantages and disadvantages pertaining to properties such as tooling expenses, production times, and control over the A (observable) and B (unobservable) surfaces.

2.1.1 Blow Moulding

Blow moulding is a process in which a gas is used to inflate a polymer into a mould. Typically, this is a low- pressure operation. Blow moulding is used to produce large quantities of hollow products, such as jars, bottles, drums and containers. There are three major blow moulding techniques – injection, extrusion, and stretch blow moulding [2].

Blow moulding tools are typically more expensive than those of other moulding processes. The process allows for the fast production of a high volume of quality products which can be complicated in terms of their geometry. However, the process is limited to producing only hollow parts, and typically the thin boundaries of the inflated product are associated with low strength properties [3].

2.1.2 Injection Moulding

Injection moulding involves feeding a polymer resin into an auger which moves the resin through a heated cylinder and into a mould. The polymer is injected at very high pressures – typically between 10,000 and 30,000psi, and the process creates a very dimensionally accurate mould [2].

As the process is heavily automated, labour costs are reduced significantly. The machinery and tooling required to produce and withstand the forces involved with this method are extremely expensive. Hence, due to the extremely high capital expenses and low operation expenses, this process is most appropriate for high volume, fast production such as that involved in producing automotive dashboards, disposable razors and electrical switches [3].

2.1.3 Compression Moulding

Compression moulding involves combining heat and high pressure to shape a polymer as desired. A preheated polymer blank is placed into a heated mould cavity before the polymer is sealed into the mould with a plug. Pressure is applied to force the polymer into the mould completely, before it is cooled and removed from the mould [2].

The tooling associated with compression moulding is less expensive when compared with injection moulding, and in comparison to other processes, the infrastructure is not as complicated. However, the process is typically more suited to the production of larger, simple designs, as fragile components of a product are susceptible to damage during the aggressive process [4] [5].

2.1.4 Rotational Moulding

Rotational moulding is a cost-effective moulding process that avoids using pressure to form the product. A mould is filled with a polymer powder or resin before it is placed within an oven. The mould is then rotated bi-axially within the oven at a slow speed. The rotational motion causes the polymer to coat the mould evenly, though it should be noted that the process is not centrifugally driven [2].

This method of moulding is ideal for hollow products and can be used to generate complicated shapes. Some examples of products include canoes, storage tanks, and buoys. Due to the fact that no pressure tooling is used, the machinery and tools involved are comparatively inexpensive [5].

2.1.5 Vacuum Moulding

Vacuum moulding involves heating a polymer sheet before draping it over a mould. A vacuum forms underneath the mould and the polymer sheet is sucked into the desired shape. Vacuum moulding is done at typically very low pressures, and so expensive tooling is not necessary. Furthermore, tools can be built from inexpensive materials and the dimensional accuracy and surface finish quality are tied to the quality of the mould. This makes prototyping parts using wooden moulds, for example, an extremely inexpensive and easy process [4].

The low cost of vacuum forming tooling makes it an ideal choice for low volume production. However, systems can be automated to reduce labour costs and cooling wait times, and hence the process is also commonly found in high volume operations. Vacuum moulding is found in the automotive industry commonly [7].

2.2 OVERVIEW OF ADDITIVE MANUFACTURING PROCESSES

Additive manufacturing (AM) processes involve building a part up in layers. This procedure significantly reduces the need for post-mould machining, as any holes and trimmings can be included in the

manufacturing process. Furthermore, both the A and B surfaces of the product can be completely controlled in AM processes. Although the strength and integrity of the manufactured part’s material is compromised inherently, as the centre console unit will not undergo unusually high stress, this should be of little concern. The major AM procedures that can be used with polymer materials are described briefly within this investigation.

2.2.1 Vat Photopolymerisation

Vat photopolymerisation is an AM process based on hardening a photopolymer resin with an ultraviolet light. The UV light cures a layer of liquid photopolymer before a platform moves the part down. This allows for the liquid photopolymer to cover the surface before being cured once more to produce another layer. The process is a highly dimensionally accurate method and will produce an excellent surface finish quality. It is also relatively very fast and is typically used in many industries for larger products [8].

The process, however, can be very expensive. Post processing is necessary also, as the products can require chemical baths, and the supporting structure may need to be removed through scrubbing. Sometimes, the product may need to be further cured to ensure it is completely hardened. Furthermore, this process is limited to use on UV-curable photopolymer resins only [8].

2.2.2 Material Jetting

Material jetting uses a nozzle to disperse a polymer onto a platform using a continuous stream or a drop on demand approach. As the polymer is being printed, it is cured using a UV light or dries when exposed to the atmosphere. The platform moves down, allowing for the next layer of the product to be added and cured [8].

The method is extremely accurate, as the combination of the nozzle and drop on demand polymer allows for highly precise depositing of material. This reduces the level of waste material; however, support structures are necessary to build more complex geometries. The process is limited to polymers and wax- like materials, but it allows for multiple material types and colours to be used in more advanced machines. Products produced through material jetting procedures are typically not used in parts with long life spans, as the bind may degrade over time [9].

2.2.3 Binder Jetting

Similar to material jetting, binder jetting utilises a nozzle to deposit a layer of a product at a time, although a roller may also be used. The process uses both the product’s polymer in a powder form, and a binder agent usually in liquid form. The printer alternates between layering the polymer and the binder with each layer [8].

This process can be much faster than other AM procedures, as there is no need for the material to cure. However, this does affect the mechanical properties of the product significantly. If necessary, the product

may undergo post processing in order to strengthen the structure, but this significantly increases time consumption. The process is very dimensionally accurate, and the surface finish quality is high [8].

2.2.4 Fused Deposition Modelling

Fused deposition modelling (FDM) is the most common AM process, and is used extensively domestically. The process is typically very inexpensive compared with other methods of AM. Polymer filament is simply heated and printed through a nozzle at a constant pressure, layer by layer. As the polymer is ejected from the nozzle, it binds to the layer below and hardens [10].

The accuracy of this process is limited heavily by the width of the nozzle part, and it is typically not as accurate as the other procedures. Additionally, other processes are conventionally faster than FDM, and the layer lines can sometimes be visible, reducing the aesthetic quality of the part [9]. However, higher level machinery is capable of producing similar quality parts to that of other processes at similar speeds [10] [8].

2.2.5 Powder Bed Fusion

Powder bed fusion (PBF) is a relatively common technique that utilises a heating laser or electron beam to melt a material layer by layer. A roller is used to push powdered material over the platform and the beam melts it, solidifying it to the layer below [8].

Some PFB techniques require a vacuum in order to produce high quality parts, however generally the process is relatively inexpensive. Good dimensional accuracy and surface quality finish can be expected as with most AM techniques, and the range of usable materials is extensive [8].

2.3 MOULDING VS. ADDITIVE MANUFACTURING

After considering the advantages and disadvantages between differing moulding procedures and AM procedures, some of each were identified as the most likely suitable manufacturing processes for the production of the centre console unit for the Volvo FE Euro 6 dual control truck. The most appropriate choices were determined to be either vacuum or rotational moulding, or FDM or PFD additive manufacturing.

In summary, the most relevant and mutually exclusive advantages of both moulding and AM procedures are observed in Table 1.

Table 1: Advantages of moulding and AM procedures

Moulding (Vacuum & Rotational) Additive Manufacturing (FDM & PFD) Advantages • Lower capital investment • Lower labour expenses in post- • Greater material properties production • Less expensive material • Less material wastage • Established industry • Complete control over all surfaces • Subframe can be integrated into part • Equipment far more versatile, can be used in other projects (potentially including metal printing) • Rapidly growing industry with increasing support

2.4 MATERIAL SELECTION

An important consideration for the redesign of the centre console unit is the choice of material. Fortunately, moulding and additive manufacturing techniques allow the production of a massive range of thermoplastic polymers [2] [3] [4]. Some typical examples of polymers used in these procedures are:

• Acrylonitrile Butadiene Styrene (ABS); • Polypropylene (PP); • Polyethylene (PE); • Polystyrene (PS); • Polycarbonate (PC); • Polyester Copolymer (PETG); • Polyvinyl Chloride (PVC); and • Acrylic (PMMA)

The material of choice also has a number of criterion that should be met. Although depending on the choice of manufacturing method there may be some additional requirements, in general, these criteria state that the material should ideally:

• Interact aesthetically with the current OEM panels; • Be easy to further machine if necessary; and • Be commercially safe and recyclable.

When considering the application of the console unit, the most important parameters can be identified. As with any dashboard-like component, the predominant failure mode is due to cracking caused by UV exposure [5]. Furthermore, the main purpose of the replacement operation is to reduce costs and increase aesthetic appeal. Using CES EduPack, the most appropriate choice of polymer can be identified. Figure 4, Figure 5, and Figure 6 show the relevant material indices.

200000

100000

50000

Acrylonitrile butadiene styrene (ABS)

20000 Polyethylene terephthalate (PET)

10000 Price (AUD/m^3) Price Polypropylene (PP)

5000 Polyvinylchloride (tpPVC)

2000

Selection Quadrant Polyethylene (PE) Polystyrene (PS)

800 1000 1200 1400 1600 1800 2000 2200 2400 2600 Density (kg/m^3)

Figure 4: Polymer volumetric price vs. density.

Polyvinylchloride (tpPVC) Selection Quadrant 5 Acrylonitrile butadiene styrene (ABS)

Polyethylene (PE)

1 Polystyrene (PS)

Polyethylene terephthalate (PET)

Young's modulus (GPa) modulus Young's 0.5

Polypropylene (PP)

0.2

10 20 50 100 Yield strength (elastic limit) (MPa)

Figure 5: Polymer stiffness vs. strength.

Selection Quadrant

Polystyrene (PS) Polyethylene terephthalate (PET) 20 Polyvinylchloride (tpPVC)

Polypropylene (PP)

Polyethylene (PE) Hardness(HV)Vickers -

5 Acrylonitrile butadiene styrene (ABS)

Poor Fair Good Excellent UV radiation (sunlight)

Figure 6: Polymer hardness vs. UV resistivity.

ABS, PP, PS and PE are all used extensively in the automotive industry, and in particular ABS and PP are very typically used in car upholstery and dashboards [6]. However, they do not offer the level of UV resistivity that should be expected in a centre console unit with an expected long-term service life. Polyvinylchloride (PVC) and polyethylene terephthalate (PET) are the only two polymers that satisfy the criteria.

Both PVC and PET are found in the automotive industry already, as they are clearly very appropriate for the application. Both are very similar in terms of mechanical and physical properties, however PET is stronger, while PVC is generally less expensive and more UV resistant. Both materials are easily machined and formed, and both are appropriate for moulding and additive manufacturing.

In terms of durability, however, PVC is generally for more suitable for the work environment in which the centre console unit will be installed. PVC is more resistant to soil, stains, acids and alkaloids. It is also worth noting that although both materials generate a relatively low carbon footprint, PVC’s is about 30% lower than PET’s. Perhaps the most important determining factor, however, is that PET is highly flammable, whereas PVC is self-extinguishing. In the environment in which the unit will be operating, flammable materials are highly unsafe and hence, PET is not an appropriate selection.

Hence, after considering the advantages and disadvantages of each material carefully, PVC’s lower expense, extremely durable properties, and self-extinguishing nature make it the most appropriate choice for the material to be used for the centre console cover.

2.5 FURTHER INVESTIGATION INTO VACUUM MOULDING

Based on the outcomes of the project proposal, as well as through discussion and business case analysis with industrial supervisors and managers, it was decided that vacuum moulding was the most appropriate choice to make for the development of this part. Vacuum moulding design principles, restrictions, and specifics have therefore been investigated further as part of the literature review. However, it was originally

planned that once detailed CAD data had been developed, additive manufacturing would likely be revisited and compared with vacuum moulding in terms of build and commercial viability.

Also investigated was the influence of aesthetic and ergonomic design in current centre console units across the market. Comparisons between market-leading brand’s interiors ensures that informed decisions could be made to improve the design of the centre console unit in a way such that the Volvo brand strength was enhanced.

2.5.1 Vacuum Moulding

Vacuum moulding is a thermoforming process in which a thermoplastic sheet is formed over a tool (mould). Typically, the plastic sheet is clamped in place and heated to a specific temperature. A tool is then raised from below, becoming draped in the heated sheet. Air is evacuated through air vents in the tool using a vacuum system, ensuring the sheet completely fills the tool’s geometric design. After the sheet has cooled, air is injected to re-pressurise the system, assisting in the removal of the now-formed part. At its core, vacuum moulding is a relatively simple process, however, more complicated systems allow for significant increase in efficiency and capability. The process is observed in Figure 7.

Figure 7: Vacuum forming process. Source: [7]

Given the nature of the procedure, it is difficult to implement structural systems such as ribs or bosses into the part. However, for this project, as the console unit does not serve a structural purpose, and is completely supported by the steel subframe, this will not cause any issues [8]. Due to the low pressures involved in the forming process, vacuum moulding tooling is relatively inexpensive when compared with some other, higher- pressure moulding processes such as injection moulding. For this reason, it is excellent for low to medium quantity production runs, and it is particularly economical for larger parts such as the one expected in this project.

2.5.2 Part & Tool Design Principles

An investigation into design principles behind vacuum moulding has been undertaken, and it was found that these are extensive and detailed. Many of these principles are related to the manufacture of the tool, and hence some are beyond the scope of this project. However, a number of principles transfer into the design

of the part itself. It is therefore necessary to consider these principles during the design of the part so that it is guaranteed that the part can be moulded effectively once a tool is built.

By far the greatest factor affecting the design of the part itself is the associated draught angles. The draught refers to the taper on a side of the part that is perpendicular to the tool’s ejection direction. The draught angle can be observed in Figure 8.

Figure 8: Draught angle in male and female tool. Source: [9]

After the heated formation, the part will cool and shrink over the tool. If a part’s draught angle is too small or negative, the part cannot be ejected from the tool without becoming malformed due to stretching or warping. In some cases, particularly with metal mouldings, the tool can also become damaged in the process due to a build-up in pressure between the part and tool, which can result in extremely costly repairs [10]. The minimum draught angle depends on a number of factors including the surface quality of the tool, the depth of the side, the part and tool materials, and the orientation of the tool. Typically, an acceptable minimum draught angle for a part is between 5-7° for a male tool and 2-3° for a female tool [9] [11] [12].

On that note, another major consideration is whether to use a male or female tool to produce the part. The side of the plastic sheet that does not come into contact with the tool will have a better quality of surface finish, as it will not become marked or stained against the tool. However, the side that does come into contact with the tool will have a much greater definition. The choice between a male and female tool therefore relies on prioritising surface finish or definition when producing a part [9].

Facilitating the vacuum venting system within the tool is also a consideration for the design of the part and choice of tool orientation. Venting holes must exist throughout the tool in order to allow air to be evacuated and re-introduced between the part and the tool. These holes typically leave witness marks in the plastic surface that comes into contact with the tool, reducing the quality of surface finish. However, through clever part design and by putting a slight radius on any flat surfaces, the marks can be minimised to the point that they are virtually invisible [9]. A typical, well-designed venting system is observed in Figure 9. Note how the witness marks will appear on the edges of the part and will therefore be difficult to observe.

Figure 9: Venting system in tool. Source: [9]

Furthermore, a typical part should be designed to minimise any undercuts. An undercut refers to any indentation or protrusion in the part that prevents it from being removed with a single-piece tool. A part with such a geometry requires additional split tooling, which will significantly increase the cost of the tool, and can affect the surface quality of the part at the split [11]. A split tool can be observed in Figure 10.

Figure 10: Split tool. Source: [13]

Deep impressions in the part require assistance in forming via a plug, which will also increase the overall cost of the tool. The plug presses the plastic sheet into the impression fully, distributing the material evenly within the tool. The plug will also reduce any webbing which forms around the corners of the tool as the part is formed. As an impression approaches a depth of approximately 75% of its maximum cross-section, it can be expected that the part will begin to thin locally during formation, and hence, depths beyond this should be avoided [9]. A typical plug-assisted tool design is observed in Figure 11.

Figure 11: Plug-assisted tool design. Source: [9]

The final major design consideration relates to part’s material. Shrinkage occurs during the cooling period of the form, as well as in service. Plastics shrink at different rates, and in some cases, it can be necessary to design the part to compensate for this. The most significant shrinkage occurs as the part cools and is removed from the tool. Typically, most of the shrinkage has occurred within the first 24 hours of formation [12]. Table 2 shows typical shrinkage values for various materials.

Table 2: Shrinkage range for thermoformed parts. Source: [12]

2.6 EXISTING CONSOLE DESIGN

An investigation into centre console design principles in the current, local market has been undertaken. Current interior designs in Volvo’s, Mercedes Benz’s, and Iveco’s dual control trucks have been compared in terms of aesthetic and ergonomic properties. Figure 12 shows each interior.

Figure 12: Cab interiors: Volvo (top), Mercedes Benz (left), Iveco (right). Source: [14], [15] [16]

Although objectives regarding reducing the console’s overall cost and assembly time play a major role in the motivation behind this project, the leading drive for the project is to grow market share. In this case, this is achieved most effectively by producing an aesthetic and ergonomic part, ultimately increasing the brand strength. For the production of the truck to become factory-based, it is absolutely essential that the console is fit for form as well as function. It should be considered that from a business perspective, Volvo’s customers are not interested in minor cost and time savings across the build. They are, however, interested in improvements to the build regarding aesthetics and ergonomics, as these transfer directly to driver comfort and safety. Attractive products are clearly differentiated from the competition within the market [17].

A major objective for the redesign of the centre console unit is to improve the current aesthetic and ergonomic qualities. Aesthetically, a plastic redesign will benefit the cab instantly, as the console will become integrated material-wise into the OEM dashboard. Design decisions will also be made to further increase the aesthetic appeal of the console. Ergonomically, a number of design decisions can be made to ensure that the console is designed to fit the people that will use it.

2.6.1 Aesthetics

Aesthetic appeal stems from six major features. These are shape, form, colour, texture, symmetry, and proportion. The related objective for this project is therefore to develop a part that influences these features positively, and this will primarily be done by ensuring that the part fits into its environment [18].

As observed in Figure 12, Volvo’s current centre console design is already aesthetically superior to the market competition. This is largely due to the symmetric approach to the design, however it is arguable that the shape, colour, and overall form selection plays a part in this. The Mercedes Benz and Iveco both require the switches to be accessible from both sides, and so they have been forced to forego any symmetry or aesthetic form in place of function. Through Volvo’s approach of duplicating most switches, however, there is much more ability for the console’s form to be designed with aesthetics in mind.

One feature that the Volvo lacks is any aesthetic texture. The smooth steel does not integrate with the OEM dashboard, whereas in the Mercedes Benz for example, the plastic console assimilates well. In the case of the Iveco, as everything else is steel too, the centre console looks as though it is part of the OEM dashboard. By producing a plastic moulded part through this project, the texture can be further defined to increase aesthetic appeal.

As far as shape and form are concerned, Volvo’s current console is already fairly appealing. However, more can be done to mimic the shape and angle of the OEM dashboard, further integrating the part. With these improvements, so long as the proportionality of the console remains decent, a redesigned centre console unit will push the interior aesthetics ahead of the competition, increasing overall brand strength significantly.

2.6.2 Ergonomics

A huge effort is made to implement ergonomic focus into virtually any design. The interior cab of a dual control truck is no exception, as ergonomic design leads to driver comfort and safety [19]. Here, ergonomics refers to designing a product to fit the user effectively [20].

Comparing the three interiors from Figure 12 once more from an ergonomic point of view, it appears that Volvo’s dashboard and centre console is once again superior due to the symmetric setup of switches and buttons. With that said, the Mercedes Benz is also clearly designed with the driver’s comfort in mind, whereas the Iveco’s design focusses on effective function regardless of ergonomic input.

The main disadvantage of the Volvo’s internal cab ergonomically is that airflow exiting the centre console air vent is not effective. A single air vent does not allow for complete cab cover. Furthermore, typically once the trucks are purchased, large monitors are mounted by the body builders between the vent and the drivers. This has been acknowledged as a user problem, particularly in Western Australia due to high temperatures. An air vent design similar to Mercedes Benz’s would be far more effective, providing better airflow, improving driver comfort, and increasing safety.

Other ergonomic disadvantages of the centre console unit in the Volvo cab can be observed also. The sharper steel edges increase the risk of minor injury as a result of cuts or bumps. Furthermore, the materials selection allows for the console to heat up and increase the local temperature inside the cab, as well as increase the hazard of minor burns.

3.0 PROJECT MANAGEMENT

3.1 WORK SCHEDULING PLAN

The work scheduling plan for the project including the project responsibilities from both the industrial and academic sectors has been documented herein. Project tasks as defined at the beginning of the project and their completion status are also stated along with their associated approximate time periods.

3.1.1 Industry Responsibilities

The industry placement involved full-time work with Volvo at the workshop site in Wacol, Brisbane from January 15, 2018 through until June 2018 (24 weeks). The updated industry related task summary is observed in Table 3.

Table 3: Industry related task summary.

Task Description Time Period Status 1 Record and document project learning, notes, and results in Wk 1 – Wk 24 Completed engineering logbook. 2 Initial induction and training into Volvo as a professional Wk 1 – Wk 2 Completed engineer. Completion of JSPs and WHS modules. 3 Fortnightly engineering meetings with the engineering team in Wk 2 – Wk 24 Completed order to update management and team members with the project’s development. 4 Preliminary literature review including investigation into Wk 2 – Wk 5 Completed plastic manufacturing processes and materials. Specifically, moulding procedures and additive manufacturing procedures will be analysed and compared, as will a number of polymers. This will assist in offering an understanding into which manufacturing processes and materials will be suitable to use in the production of a console cover. 5 Familiarisation with mechanical systems in truck including Wk 4 – Wk 7 Completed reading relevant modification instruction manuals and hands- on mechanical work. This will include spending a two-week period in the workshop with the production crew modifying a truck from start to finish. 6 Review of current centre console unit subframe, mounting Wk 7 – Wk 8 Completed brackets, and cover design. This will result in initial proposal of changes that will be presented to relevant managers before the project advances. 7 Redesign and review of relevant components. The Wk 8 – Wk 17 Completed components of redevelopment include: 1. A subframe cover 2. An air vent cover 3. The manufacturing procedure (moulding or additive manufacturing) for covers This task will involve numerous testing stages. 8 Prototyping and final design testing including assembly and Wk 18 – Wk 22 Completed sign-off of a digital production representative console cover. Consultation with manufacturers and final design validation

3.1.2 Academic Responsibilities

Assessment was reported to the University of Queensland regularly. Academic responsibilities were present from January 2018 through until June 28, 2018 (24 weeks). The updated academia related task summary is observed in Table 4.

Table 4: Academia related task summary.

Task Description Time Period Status 1 Regular meetings with the academic supervisor Matthew Wk 1 – Wk 24 Completed Dargusch in order to touch base and seek academic advice in relation to the project. 2 Monthly reflections identifying critical learning events and Wk 1 – Wk 24 Completed discussing professional development learnings with reference to the Engineers Australia Stage 1 Competencies. 3 Project proposal documenting the scope and purpose of the Wk 1 – Wk 8 Completed placement project, as well as the risks and opportunities associated with the project. This will also include a summary of literature review from preliminary investigation into manufacturing procedures and materials. 4 Interim report documenting the progress of the placement Wk 9 – Wk 16 Completed project including interim results, discussion, conclusions, and recommendations. 5 Oral presentation to communicate the overall findings and Wk 22 – Wk 23 Completed recommendations of the project to other BE/ME students, academic staff, and industry representatives. 6 Final report documenting the overall findings and Wk 16 – Wk 24 Completed recommendations of the project. This is a technical report including discussion of results, professional development, and methodology.

3.1.3 Status of Milestones

The major milestones associated with this project placement and their relevant expected due dates and status is observed in Table 5.

Table 5: Milestones for project placement.

Milestone Due Date Status Completion of literature review and presentation to 02/02/2018 Completed on time engineering team. Finalisation of scope with industry supervisor. 26/03/2018 Completed on time Submission of project proposal. 08/03/2018 Completed on time Submission of interim report. 03/05/2018 Completed on time Initial production of digital concept with CAD software. 01/05/2018 Completed on time Concept review with industry supervisor. 09/05/2018 Completed on time Finalisation of design for centre console cover and 01/06/2018 Completed on time production of digital prototype. Oral presentation. 14/06/2018 Completed on time Submission of final report. 28/06/2018 Completed on time

3.2 RESOURCES

A number of resources was required over the duration of the placement in order to complete the project. Resources refers to knowledge, time, personnel, technical skills, practical skills, software and hardware. The resources for this project include:

• A six-month placement period; • General practical and technical understanding of engineering design principles; • An understanding of moulding and additive manufacture procedures; • Regular access to both industry and academic supervisors; • Regular access to production staff; • A familiarity with the FE dual control truck’s mechanical and electrical systems and setup; • Volvo FE dual control truck conversion documentation; • Volvo FE dual control truck technical drawings and relevant bill of materials; • Strong writing, reporting, communication and presentation skills; • Polymer comparison software (CES Edupack); • CAD software (PTC Creo 2.0); • Volvo CAD guidelines; • Access to general hand and power tools; and • Access to industrial manufacturers.

Many of these software and hardware resources were accessible through the University of Queensland or at the Volvo workshop. Guidelines, supporting documentation, and hands-on experience were provided by Volvo during the placement. Knowledge based resources were available through direct contact with both industry and academic supervisors or were obtained during the literature review stages of the project.

3.3 PROJECT DEVIATIONS

Since the project proposal and interim reports were submitted in March and May of 2018 respectively, some updates were made to the project management section to reflect the deviations in the project. The most significant of these was undoubtedly the change to scope. Initially, the scope was designed to include the redesign of the subframe and mounting brackets for the centre console unit. However, this was narrowed to focus only on the centre console cover. This decision was proposed and decided on during an engineering meeting in late March 2018.

The reason driving the decision was that the focus of the project should not be influenced by the state of the current subframe. Essentially, given that Volvo will have to make significant investment into the tooling for the centre console cover, it should not be designed around a frame that was built to serve one purpose only as this could result in wasted aesthetic and ergonomic potential. The industrial design aspect of this

project is substantial, and the absolute objective is to produce a part that is superior aesthetically and ergonomically to the current design. Of course, the part is still affected by many design constraints, however, in the future, a bespoke subframe should be designed to fit the new centre console cover with only a small investment. Hence, it was no longer considered a focus of the project.

In addition to this scope change, more detail regarding the development stage of the centre console cover was introduced into the work schedule plan. Specifically, significant concept review milestones were set for initial and final digital concept productions and reviews.

Furthermore, the resources for the project were revised. Due to the update in scope, some resources such as knowledge relating to weld lines and weld line manufacturing were deemed no longer necessary. It should also be noted that for a time, Autodesk Inventor was proposed as the choice of software for CAD development due to its simplicity for part surfacing work. However, after discussion with the industry supervisor and other engineers, PTC Creo 2.0 was decided to be superior from an industry point of view, as it is the CAD software that Volvo’s engineers use.

Finally, shortly after the interim report was released, it was decided that as the project was to be handed over to the company after June for further development (specifically in the subframe), assembly documentation was not required. Hence, this was also removed from the expected deliverables.

3.4 PROJECT TIMELINE

The basic project timeline guide has been included herein as a Gantt chart in Figure 13.

Figure 13: Project timetable.

3.5 RISKS & OPPORTUNITIES

The risks and opportunities associated with the project have been analysed as part of this report.

3.5.1 Risks

Risk management is an important part of any project, and this placement is no exception. Risks for this project fall into two major categories: project risks and safety risks. Project risks refer to those that delay or compromise the integrity of the project, Volvo, or The University of Queensland. Safety risks refer to those that endanger personnel, equipment, or the environment. The risks have been assessed against the AS/NZS ISO 31000:2009 Risk Matrix which qualifies the severity of a risk based on its frequency and consequence. The AS/NZS ISO 31000:2009 Risk Matrix can be observed in Table 6.

Table 6: AS/NZS ISO 31000:2009 Risk Matrix.

Consequence Insignificant Minor Moderate Major Catastrophic Time delay <1 Time delay Time delay <1 Time delay >1 week, Project closure, day, minor 1-3 days, week, injury injury requiring course failure, cuts, injury requiring some significant medical severe/disabling scratches. requiring medical attention. attention. injury, death. first aid.

Almost Certain H H E E E Likely M H H E E Moderate L M H E E Unlikely L L M H E

Likelihood Rare L L M H H

Level Management Response Required Low Can generally be accepted or ignored. Moderate If possible, take steps in order to reduce significance/likelihood. High Prioritise reducing these risks in the near term. Extreme Highest priority, manage immediately, prevent or address ASAP.

3.5.1.1 Project Risks

The risks that may have jeopardised the project are observed in Table 7.

Table 7: Project risks.

Risk Hazards Hazard Control Controlled Controlled Controlled Likelihood Consequence Risk Level Illness Loss of time, Avoid sickness if delay in possible, notify Unlikely Minor L project. supervisors if sick. Scope creep Investigating or Solidify scope in spending time project proposal, Unlikely Moderate M on projects or regularly meet with

problems academic and industry outside scope. supervisor to discuss direction of project. Scope Updating or Regular meetings with modification changing the stakeholders, clear scope of the communication with all project causing involved members of Likely Moderate H loss of time or the project and design resources. procedures that consider the potential for scope modification. Saving data Loss of data, Save and backup data on single delay in on multiple devices. Unlikely Moderate M drive project. Supervisor Unable to seek Regularly contact absence advice or supervisor to have Unlikely Minor L assistance. questions answered often. Suppliers Delay in Plan around experience prototype unexpected delays. Unlikely Moderate M delivery testing, delay delays in project. Design Major delay in Regularly advise choice project, may industry supervisor rejected by require and production team Rare Major H Volvo massive on any design choices. backtracking. Design Reputation to Regularly advise choice fails in Volvo affected industry supervisor production negatively, and production team Rare Major H redesign of on any design choices. product required.

3.5.1.2 Safety Risks

The safety related risks are observed in Table 8.

Table 8: Safety risks.

Risk Hazards Hazard Control Controlled Controlled Controlled Likelihood Consequence Risk level Working on Tripping on parts, Wear suitable, site slipping on spilt protective fluid, dropping clothing including Unlikely Moderate M heavy equipment. steel capped boots, be attentive. Working Being hit by Follow safety near trucks moving vehicles. floor guides, Rare Catastrophic H and forklifts follow vehicle operator

instructions, wear hi-vis vest. Working Cutting, drilling, Wear appropriate with hand or otherwise PPE, be attentive and power damaging self or of others, notify Unlikely Major H tools others. managers of any incidents. Working in Fatigue or back Be aware of office damage from posture and take Unlikely Moderate M sitting for regular breaks to extended time. stretch muscles.

3.5.2 Opportunities

There were a number of potential opportunities associated with this project, as tabulated in Table 9. Volvo, the University of Queensland, and the project members were all capable of benefiting from some or all of these opportunities.

Table 9: Project opportunities.

Opportunity Description Beneficiaries Deliver prototype console that The project will be recognised as a success Volvo, Adam Webber is cost-efficient and suitable for and the product will be ready to continue on installation. into the mass-production stage. Finish project ahead of Extra time at the placement may be used to Volvo, Adam Webber schedule. further investigate production methods or other engineering projects and gain experience. Enter mass-production stage Product becomes introduced into assembly Volvo, Adam Webber for console. procedure at Volvo’s benefit. Experience gained through involvement with production procedures. Represent The University of Builds industry-academia relations between The University of Queensland in the automotive the company and the university. Queensland, Volvo, manufacturing industry. Adam Webber Build professional network. Meet and interact with professional industry Adam Webber representatives and stakeholders. Enhance knowledge and Learn and develop understanding of Adam Webber understanding of manufacturing procedures and project manufacturing industry management through project placement and processes and project exposure to real-world engineering. management in Australia. Development as professional Further develop engineering and project Adam Webber engineer. management skills through professional placement with industry.

3.6 OCCURRING HAZARDS & OPPORTUNITIES ANALYSIS

As part of this report, an analysis of the hazards and opportunities that occurred in association with the project has also been undertaken. This brief investigation is observed in Table 10.

Table 10: Hazards and opportunities that occurred.

Incident Incident Analysis type Spilt fluid Hazard During the two-week working period in the workshop, a member of the production crew spilt a large quantity of power steering fluid onto the floor. The fluid was a potential source of skin irritation or slipping. Hazard controls were already correctly implemented, and the spill was recovered safely without incident. Modified scope Hazard The scope of the project was modified shortly after the submission of the project proposal to better suit the project. Although scope creep had previously been identified in the risk assessment, scope modification was not documented as a potential risk. Fortunately, it had been recognised as a potential hazard by the people involved in the project, and by communicating efficiently with the industry supervisor, no project time or resource was lost in the modification procedure. The risk assessment has since been updated to include scope modification as a potential risk. Was unable to Hazard Due to a combination of work commitments and sickness, it was not speak to always convenient to meet with the industry supervisor on short supervisor notice. This hazard was successfully mitigated through regular meetings and contact as proposed in the risk management table. Built professional Opportunity A substantial number of opportunities relating to professional network networking have arisen during the project placement thus far. This involves meeting and interacting with industry personnel not just from Volvo, but from a number of other significant companies through networking events. Some examples of this includes representatives from Boeing, Nova, and Steyr Motors. Enhanced Opportunity Exposure to the manufacturing industry has resulted in a much knowledge of better understanding of manufacturing processes, limitations and Australian design mentality. Furthermore, the industry exposure has provided manufacturing improved project management skills and understanding. industry Developed as Opportunity Exposure to the engineering industry in conjunction with experience professional gained in design and communication has greatly improved engineer professional engineering skills. Represented The Opportunity Helped build constructive, long lasting industry-academia relations University of between Volvo Group Australia and The University of Queensland. Queensland. Delivered a digital Opportunity Successfully completed the project placement, producing production deliverable with real value to Volvo Group Australia. representative prototype.

4.0 PROJECT METHODOLOGY

The project methodology for the project has been documented herein. Since the beginning of the project in January, there have been a number of major stages of development. Each stage has been an important part of the design procedure. The stages have been analysed in chronological order of completion.

4.1 CONCEPT & IDEA DEVELOPMENT

Initially, the concept and idea for the centre console unit cover was developed. This occurred over a period of approximately six weeks. Concept and idea development was initially discussed with the industry supervisor at length. This involved becoming familiar with the context and initial scope of the project and brainstorming a number of different design aesthetics.

A two-week period was then dedicated to the workshop floor with the technical team, and this was also significant in sparking ideation. During this time, the technical team was given the opportunity to suggest design concepts from a trade experience point of view. Issues with assembly and installation were documented and solutions were further discussed.

A literature review was subsequently performed on manufacturing procedures and polymers that might be suitable for the production of a centre console unit cover. The knowledge gained from this review was a driving force in the initial conceptual phase of material selection and design aesthetics.

Finally, ideation was discussed in a series of objective meetings. These meetings involved the industry supervisor as well as members from the technical team. The industry supervisor provided engineering experience, whilst the technical crew were able to bring assembly-based experience to the discussion, and with the knowledge from the literature review in mind, design constraints and initial concepts for the project were established.

4.2 PROJECT FEASIBILITY ANALYSIS

Over a period of approximately two weeks following concept and idea development, a business case review was produced. This involved investigating the feasibility of the project from a commercial point of view. The review outlined the motivation, proposed changes, and outcome of the project and detailed the reasoning that Volvo could benefit from providing funding.

The review also included an investigation into the costing related to the project. Initial investment was approximated based on labour and time costs, as well as tooling costs referenced in the literature review. The return of investment was examined, and the findings were presented in a business case meeting with key stakeholders including the industry supervisor and managing director of Volvo’s dual control project.

4.3 ANALYSIS OF CURRENT DESIGN

With the project confirmed to be feasible from a commercial point of view, analysis of the current centre console unit cover and dashboard design was conducted. This initially involved further literary review into design aesthetics and ergonomics. The current unit was then examined, and aesthetic and ergonomic design principles were identified. Through a series of meetings with the industry supervisor, hard points and design constraints were established, and aesthetic integration into the current OEM dashboard was analysed. This stage was absolutely crucial in providing the basis for aesthetic redesign of the centre console unit cover.

4.4 REDESIGN OF COVER

This stage of the project involved the actual redesign process for the centre console unit cover and took approximately twelve weeks. Initially, this involved approximately four weeks of sketching and drawing a number of various concept designs. These conceptual sketches aimed to assist in the visualisation of any aesthetic principles that had been proposed. Meetings with the industry supervisor led to the decision to take some of these concepts and investigate them further.

The concepts were further developed and after discussion with the industry supervisor, engineers, and the technical crew, a preferred concept was chosen to form the basis of the initial CAD model. The CAD model was then designed subject to constant revision by the industry supervisor over the next eight weeks. The CAD model offered an excellent visualisation of the console cover as a digital concept, and this allowed for more detailed revision to take place as the part developed.

4.5 REVIEW & VALIDATION OF DIGITAL PROTOTYPE

The final stage of the project involved the review and validation of the digital model and occurred in the last four weeks of the placement. This stage involved revision with the industry supervisor and technical team to ensure that the part was designed with design for manufacture and assembly principles in mind. Furthermore, plastic moulding and additive manufacture suppliers were contacted to provide quotes to produce the model. Additional discussion eventually opened with a supplier, and this also led to further design modification before a final digital prototype was validated by all parties involved in the project.

5.0 RESULTS & DISCUSSION

The results from the major stages for this project as outlined in section 4.0 have been analysed herein. Note that there are no documented results relating to the initial concept and idea development as this stage was predominately a learning experience designed to help understand the project context and constraints, as well as bring about ideation.

5.1 INTERIOR ANALYSIS

An initial analysis into the aesthetic and ergonomic qualities of the interior of a Volvo FE Euro 6 dual control truck has been undertaken. This analysis was to form a basis for concepting and selecting a design that integrates effectively into the dashboard from an aesthetic and ergonomic point of view.

Figure 14 shows the interior of the cab. Aesthetic features have been observed and identified within the figure. These include:

a) Sharp, chamfered edges in the longitudinal direction; b) Fillets in the latitudinal direction; c) Large radiuses on the surface faces; d) Button and feature recesses; e) Use of three main shades of grey; f) A predominately symmetric geometry; and g) A gradual taper towards the centre of the cab.

f c d g b e a

Figure 14: Interior aesthetic features.

In order to ensure an aesthetic improvement is made on the current centre console, it was necessary that the redesigned unit would be heavily influenced by these OEM features as part of its design.

During this analysis, and in conjunction with a number of design meetings with the supervisor and technical team, a number of ergonomic problems with the current centre console cover design were also identified. In particular, it was noted that the current cover had sharp edges at the overlapping points, which were a safety hazard in the reach of truck operators. Customer feedback confirmed that the positioning of the controls in the console was ergonomically ideal, and so an effort was made to ensure that in the redesign, these controls were not moved far, if at all.

Finally, a major issue identified with the current console was regarding limited airflow from the centre console air vent. All customers install large monitors to keep track of data and camera feedback in the centre console region. The monitors attach to the bolt holes on the console and sit directly in front of the air vent, sometimes restricting airflow completely. This can be observed in Figure 15.

Figure 15: Restricted airflow from monitors.

These issues were logged so that design choices could be made specifically to rectify them during the development of the replacement centre console unit cover.

5.2 CONCEPT DEVELOPMENT

With the knowledge from the literary review into manufacturing processes and polymers, as well as discussion with experienced engineers and the industry supervisor, it was decided that a vacuum forming process in conjunction with a UV-resistant polymer would be the most suitable option for the project. Hence, the decision was made to design the part to be suitable for vacuum moulding, however it was predicted that additive manufacturing would be investigated further also.

As aforementioned, a number of concept sketches were developed to assist in visualising a number of aesthetic options and properties. In these drawings, the context of the cab interior was included to ensure that the visualisation was as accurate as possible. After much discussion with the industry supervisor, technical crew, management, and engineers, the most preferred sketch was selected as the basis for CAD concepting. The concept sketch can be observed in Figure 16. Note also that all other sketches have been included in Appendix B.

Figure 16: Initial concept sketching.

Analysing Figure 16 reveals that the chosen concept registers effectively with many of the aesthetic properties observed in the interior dashboard analysis. The symmetry is well defined, and the sides taper effectively into the centre of the cab. This clearly follows the direction of the OEM dashboard and ensures that the cover aesthetically connects the two sides of the cab. An aggressive, defined trim feature along the top of the cover blends into the OEM trim, and the tiered levels give the cover a solid and well-engineered impression. Furthermore, from a functional point of view, the air vents have been pushed forward into the cab whilst remaining behind the monitor boltholes, and this was done to increase airflow towards the operators.

Although aesthetic preference is typically subjective, these observations suggest that this concept centre console cover integrates effectively into the dashboard. For this reason, it was chosen as the most appropriate concept to use in initial CAD drawing.

The first completed CAD iteration of the design is observed in Figure 17.

Figure 17: Design iteration one.

As observed, vacuum forming design principles had been employed in the design of the part. The sides are tapered at a six-degree angle, and every surface on the part is radiused slightly. This radius is not large enough to notice, but it is large enough to ensure that a ventilation system for vacuum moulding is achievable, and that the part surfaces do not look concave to an observer. The controls and trimmings for electronics also remain relatively unchanged in terms of their position, maintaining an ergonomic design.

The top of the part has been moved forward to allow for sideways facing air vents. This pushes the monitors out of the way of the airflow, increasing the air vent effectiveness. Note also that a return clip has been added to the back of the top of the model with the intent to allow for the part to clip into the dashboard. Additionally, a trim has been designed to mimic the interior of the cab’s trim, and this aesthetic feature can be observed inside the cab itself in Figure 18.

Figure 18: Design iteration one in dashboard.

A number of iterations were developed to clean the part and ensure that it was an accurate digital production representative model. The design was then presented to and revised by the supervisor and technical team as part of a milestone deliverable on 9th May 2018. Following this design review, additional design objectives were outlined. Subsequently, the fourth iteration of the design can be observed in Figure 19.

Figure 19: Design iteration four.

By this iteration, recessive features had been added around the edges of the controls and electronics ports. This was a deliberate aesthetic choice to ensure the product looked properly engineered for form. The airflow vent total area was updated to ensure that flow continuity was obeyed through the part, and the width of the top part of the model was reduced to blend more effectively with the dashboard.

At this stage in the development process, draughting analyses were performed. In retrospect, these should have been performed at an earlier date, but regardless, the results of the analyses found that the part could not be removed from a tool. The trim feature was noted to be the primary source of interference, and hence it was modified. Over a number of design stages, the trim feature was optimised to remain an aesthetically integrating feature and also be removable from a tool. Iteration ten of the design is observed in Figure 20.

Figure 20: Design iteration ten.

The comparison of draught analysis between design iteration four and ten is further observed as a section view in Figure 21. Note that the red shades refer to negative draught angles, and the blue shades refer to positive draught angles. For a part to be removable from the tool in vacuum moulding (without assistance from a split tool), the entire A surface must have a positive draught angle.

Figure 21: Draught analysis, iteration four (left) and iteration ten (right)

Note that by iteration ten, all negative draught angles have been removed from the A surface of the part. This includes the surfaces around the trim feature, as well as those in the recessive features. In addition to this change, a service panel section has been added to the design, and the return clip on the top section has been removed. Recessive features were also removed from some of the holes. The reason behind this decision was that if, for example, in the future a truck is not required to have monitors bolted to the console, the recessive feature will not be detrimental to the aesthetic of the cover.

At this stage in the development of the centre console cover, the manufacturer was confirmed and contacted to review the part. The manufacturer and technical team offered feedback on the design, and over a few final iterations, the part was completed. These last few iterations were heavily driven by the principle to design for manufacture and assembly. Discussion with the manufacturer led to removing the sides as the draw depth was too deep, and through communication with the technical team, it was decided that the part should be split into two pieces to be assembled in the cab. The resultant iteration twelve can be observed in Figure 22.

Figure 22: Design iteration twelve.

In addition to these major changes, the service panel section area was increased to assist in serviceability, and attachment holes were added to install the parts into the dashboard. The decision was also made to change the connection holes for the monitor bolts, as this will ensure that the weight is distributed more evenly across the subframe.

5.3 FINAL DIGITAL PROTOTYPE

The final digital prototype for the redesigned centre console cover can therefore be observed as an assembly with and without the additional controls in Figure 23.

Figure 23: Final digital prototype.

The assembly within the cab can be further observed in Figure 24.

Figure 24: Final assembly in cab.

As observed in Figure 23, much of the CAD concept reflects the originally selected sketch concept. Analysis of the digital concept demonstrates that the part is aesthetically integrated from an engineering sense into the existing OEM dashboard. Figure 25 compares the original console cover with the redesigned model, and the aesthetic improvement is clearly verified here.

Figure 25: Comparison of original and updated centre console cover.

A notable example of this aesthetic integration is the continuation of the trim chamfer along the top of the dashboard as observed in Figure 24, as well as the recessive features for the controls and gauges. Furthermore, the console is symmetric, and a gradual taper to the centre of the cab can be observed. The tiers of the centre console cover also register with the electronics dividers in the side panels, and additionally, the vertical lines register with the gearbox selectors and centre flooring. Ultimately, the part looks as though it has been factory designed specifically for this purpose.

As far as design for manufacture and assembly is concerned, the part has been split to assist in installation. This decision was made specifically based on communication with the technical team, and the parts have been designed to both be removable from the one tool, reducing costs. The parts are attached to each other

with two bolts, and the top part is bolted to the OEM dashboard, whilst the bottom part is attached to the subframe. There is plenty of room for these attachment points to be relocated if necessary during the subframe redesign. Additionally, excellent serviceability is maintained through the console access port.

From an ergonomics standpoint, there has been a clear improvement on the original centre console cover. Sharp edges on the original steel cover have been replaced by smooth, rounded edges, reducing the potential for cuts and abrasions, and ergonomically placed controls have maintained their position. Additionally, the improved aesthetic will create a more pleasant driving experience, increasing operator comfort and subsequently, safety.

The largest improvement ergonomically, however, is to the airflow within the cab. By moving the top part of the console forwards, room has been made for the air vents to feed air towards the driver and into the back of the cab, rather than straight into the monitors. Once again, this improves operator comfort and safety significantly. The airflow within the cab can be visualised in Figure 26, where red and green arrows represent the original and redesigned flow paths respectively.

Figure 26: Airflow in cab before (red) and after (green) redesign.

In the future, it is recommended that computational fluid dynamics simulation is performed to quantify and further optimise the airflow direction.

Finally, based on discussion with the chosen manufacturer, a UV resistant ABS was chosen as the material for the centre console cover. Although originally PVC was predicted as the optimal choice, it was decided that due to the availability, low cost, and aesthetic superiority, ABS was the preferred choice of material. ABS is the standard material throughout the automotive industry for internal plastics, as it has been proven time and time again to be reliable, durable, visually appealing, and cost-effective. Texture and colour of the material was chosen from a small range to integrate aesthetically with the interior cab texture and colour

scheme, and the comparison between the OEM material and a sample offcut piece can be observed in Figure 27.

Figure 27: OEM material (top) and proposed console cover material (bottom).

5.4 FINAL BUSINESS CASE REVIEW

A final business case review was performed to update the feasibility of the project. The business case review revealed that the project would not only provide an opportunity to increase brand strength, but that it would also be profitable.

Additive manufacturers and vacuum moulding manufacturers were both contacted, and quotes for the cover were obtained. Based on initial pricing estimates for additive manufacturing procedures, it was revealed to be an excessively expensive option. Although additive manufacturing is becoming an option for the production method of many vehicle parts, it is simply not economical at this point in time for parts the size of the centre console cover. This is reflected in Table 11, which shows the quoted total pricing for the part from a number of different manufacturers over the first year of manufacture (150 units).

Table 11: Cost comparison for manufacturing processes.

Process Tooling Cost Manufacture Total Price (150 units) Cost Per Part Vacuum Moulding (Company 1) $9,839.10 $123.73 $28,397.60 Vacuum Casting (Company 2) $0 $308 $46,200 FDM (Company 2) $0 $4,600 $690,000 FDM (Company 3) $0 $2,500 $375,000 FDM (Company 4) $0 $3,535 $530,250

Hence, vacuum moulding was confirmed to be the optimal choice of production method for the part. The savings per truck have been outlined in Table 12, including the source of the savings. Note that assembly time savings are assumed based on communication with the technical team. Due to the original cover being assembled from four separate panels, a two-piece cover will take significantly less time to assemble.

Table 12: Saving per truck.

Proposed Proposed Change Source of Saving Current Cost Cost Saving Cost Replace bosses with Part $165 $15 $150 weld nuts/nut inserts Redesign console Part $100 $123.73 - $23.73 cover Simplify installation Time (30 minutes) n/a n/a $55 Total Saving $181.27

The return on investment period based on these values has also been outlined in Table 13.

Table 13: Return on investment.

Student engineer salary (6 months) $15,000 Tooling $9,839.10 Total investment $24,839.10 Saving per truck $181.27 Total annual saving (150 trucks) $27,190.50 ROI (time) 11 months ROI (trucks) 138

As observed in Table 13, return on the investment into the tool and student engineer salary should be relatively fast – approximately 138 trucks or eleven months. Given that the production run for this truck model (Euro 6) is expected to last between six and eight years, profit will certainly be made.

Although the focus of the business case review was to demonstrate commercial viability from a financial perspective, it also outlined the importance of brand strength. It is emphasised that in order for the dual control truck project to continue to compete in the market and eventually be pressed into factory production, quality improvements are absolutely necessary. As was explained in the business case review, the intrinsic value attached to the redesign of the centre console unit is paramount, as it would ensure that the centre console cover looked like it was engineered as part of the truck rather than an aftermarket addition. It has been shown that the project will present an economic solution to benefit the brand by significantly improving the quality of the part, and hence, the project is feasible.

6.0 CONCLUSIONS

A digital production representative has been produced for the proposed redesign of the FE Euro 6 dual control truck’s centre console cover. Design decisions for the new centre console cover were made with the aim of benefiting the operator through aesthetic and ergonomic improvements, the technical team through design for manufacture and assembly enhancements, and the Volvo brand through an increase in intrinsic value to the truck. Vacuum forming was chosen to be the most economically viable option for the manufacture of the part, and it was decided that the part would be manufactured with a UV resistant ABS material.

In conclusion, it has been shown that the redesigned model meets and exceeds all objectives as outlined in the project brief. The new centre console cover will:

• Reduce the cost of console by approximately $180; • Provide a return on investment within only eleven months of manufacture; • Streamline assembly, reducing the assembly time of the console by approximately 30 minutes; • Better integrate into the current Original Equipment Manufacturer (OEM) dashboard both: o Mechanically, in terms of system integration and assembly; and o Aesthetically, in terms of industrial design. • Significantly improve airflow in the cab, optimising operator comfort and increasing safety;

Additionally, commercial feasibility has been proven through a business case review, which shows that the proposed redesign will produce a cost saving whilst providing significant intrinsic value to the truck and brand. The benefit of this project to Volvo has therefore been clearly demonstrated.

7.0 RECOMMENDATIONS & FUTURE OUTCOMES

To conclude this project report, recommendations to Volvo have been suggested regarding the project going forward.

First and foremost, it is recommended that the project is continued. It has been clearly shown that there is tremendous potential for Volvo to benefit from this project with very little financial risk. In time, for the FE Euro 6 dual control truck to become factory production ready, a redesign for the current centre console cover will need to be proposed, and this project offers a proven and effective solution.

The future of this project will initially involve the redesign of a subframe for the cover before production can commence. Based on discussion with Volvo engineers, it has been estimated that this process will require approximately six months of further time investment. However, the advantage to this is that a revisited subframe design will likely lead to further cost savings.

Finally, it is recommended that the centre console cover is validated through simulation and testing. The dimensions of the part should be confirmed through prototyping, and computational fluid dynamics analysis should be performed on the airflow within the cab in order to optimise the flow direction from the centre console cover.

Following these recommendations will ensure that the development of this project into the future will be effective and successful.

8.0 PROFESSIONAL DEVELOPMENT

This placement with Volvo Group Australia has given me the opportunity to utilise the engineering skills I have established over the duration of my degree with The University of Queensland. I have developed professionally as an engineering student, and I have gained valuable experience in the Australian manufacturing industry. A reflection into my key learnings from this placement has been conducted herein, and my personal development of Engineering Australia’s competencies has been reviewed. Reflective journals to date have also been attached in Appendix C.

8.1 KEY LEARNINGS

During this placement with Volvo Group Australia, I have developed many skills that will be useful to me in my future career as an engineer. The key learnings that have had the most impact on me to date have been briefly described herein.

I believe the most notable learning experience that has affected me during this placement is to do with the business and commercial side of engineering. At university, not much thought is put into the actual, beneficial reasoning behind a project because it is done in an academic environment. On the contrary, in an industry environment, every decision is made for a reason. More specifically, every decision is made with the best interests of the stakeholders and shareholders of the company in mind. Commercial viability is a primary driving factor in any project, though this is not to say that economic benefit is the only interest of the company. Indeed, this project is an example of a project through which economic benefit is difficult to determine. The savings in the short term will be beneficial of course, however I have come to understand that this project is largely an investment with the future of the dual control truck project in mind, and the real value of the project relates to how the company’s brand strength will grow over time.

The other major learning experience that I have benefitted from during this placement is regarding communication with different people. I’ve had the opportunity to be involved in discussion and presentations in formal and informal settings with a range of people from technical crew to managing directors. I’ve also been able to develop my social and presentation skills and have learnt to adapt in order to communicate effectively with different audiences. This is particularly true when communicating between the technical crew and the engineering team. Both of these groups of people share a passion for their work and the company, but their attitudes towards people, ideas, problems, and solutions differ significantly. Initially, this tested my social abilities, however over time I learnt to communicate effectively between both disciplines, and I was able to use this to my advantage as I increased my support network for the project.

8.2 DEVELOPMENT OF ENGINEERING AUSTRALIA COMPETENCIES

Engineering Australia’s Stage 1 Competencies and Elements of Competency refers to the following:

1. Knowledge and skill base; 2. Engineering application ability; and 3. Professional and personal attributes.

The University of Queensland prepares student engineers primarily by focussing on knowledge and skill base and engineering application ability competencies. However, this placement with Volvo Group Australia has significantly helped me to develop my competencies in professional and personal attributes in addition to these. This is one of the major advantages of writing a project report in an industry environment over the university environment.

8.2.1 Knowledge & Skill Base

A large portion of my development in knowledge and skill base competencies stems from literary review and information passed onto me from other engineers. An analysis into my development of knowledge and skill base competencies is observed in Table 14.

Table 14: Development in knowledge and skill base.

Competency Analysis of development 1.1 Comprehensive, I have systematically investigated, interpreted, and analysed the problem with theory-based the centre console unit. With communication with my industry supervisor and understanding of other team members, I have developed an innovative solution that is fit to both engineering form and function. This solution exists because I have developed an fundamentals understanding of the context of the problem and have tailored my design to suit the application of the product based on engineering knowledge I have gathered over the past five years. 1.2 Conceptual I have developed and applied multiple engineering techniques throughout the understanding of placement including those relating to assessment, evaluation, modelling, techniques that decision making, and communication tools. These have been applied at underpin engineering meetings, during research, or on the workshop floor with the technical crew. 1.3 In-depth I have researched extensively plastic moulding and additive manufacturing understanding of processes in order to determine the appropriate production technique for this specialist knowledge project. 1.4 Discernment of I have spent time critically analysing current manufacturing processes as well knowledge within as advanced and emerging technologies such as those relating to additive engineering manufacturing. 1.5 Knowledge of I have applied principles of engineering design to develop the centre console engineering design unit cover. Furthermore, I have become familiar with the interactions between practice and involved people, and I have become aware of the social, commercial, and contextual factors political contexts in which they operate. This includes my understanding of the difference in attitudes between groups, such as engineering managers and

impacting technical crew members. Additionally, as I am placed with an international engineering company, I have had experience observing the issues that are associated with international trade and operation. 1.6 Understanding of I have had to learn to follow Volvo’s standards and codes of practice. Risk the scope and management and safety has also been a priority of Volvo, and as part of their principles of team I have been taught a range of workplace health and safety procedures. I sustainable have also developed a much better understanding of managing processes engineering regarding the scope and principles of an engineering project.

8.2.2 Engineering Application Ability

My development in engineering application ability is largely relates to the physical and application side of the placement, which involved working on the dual control trucks and other side projects, as well as the business and proposal reviews with my industry supervisor. This development of competencies is observed in Table 15.

Table 15: Development in engineering application ability.

Competency Analysis of development 2.1 Application of Throughout the project placement I have been applying engineering methods established that I have developed during my degree. Most importantly, I have documented engineering methods any design decisions that I have made and ensured that they are made based on research-based or experience-based knowledge. 2.2 Fluent application I have learnt to use a range of tools and techniques to identify and select of engineering materials and procedures for manufacturing of the centre console unit cover. I techniques and tools have used engineering tools to model the unit, as well as analyse and visualise the part in its environment. 2.3 Application of I have researched and understood a number of technical design processes engineering design during the design of the centre console unit cover. These include processes processes such as using complex CAD modelling techniques to conform to strict design constraints. Furthermore, I have applied my problem-solving skills to drive an appropriate solution for the project. 2.4 Application of I have heavily developed my capacity to manage and be a part of projects in project management the engineering industry. This includes becoming more proficient in my project processes management techniques. I have learnt to assess and manage scope modification, and I have become more aware of the necessity to plan a project’s life cycle more quantifiably.

8.2.3 Professional & Personal Attributes

The most notable development as a professional engineer has undoubtedly come from professional and personal attributes. These competencies were mostly developed through communications with people, meetings, and networking events that I have been a part of during my time at Volvo. Table 16 shows a breakdown of the competencies that I have developed.

Table 16: Development in professional and personal attributes.

Competency Analysis of development 3.1 Ethical conduct and I believe I have demonstrated a commitment to upholding the Engineers professional Australia code of ethics during my time here with Volvo. I understand how accountability decisions that I make become decisions that I am accountable for. 3.2 Effective oral and I have had the opportunity to attend and lead a number of meetings with written communication engineering and technical staff. Additionally, I have presented information multiple times to multiple different audiences. This has boosted my ability to be confident for a presentation significantly, and I believe my presentation skills have shown development also. Finally, multiple written submissions have assisted in developing my ability to write professionally and effectively. 3.3 Creative, innovative I have had to investigate alternative concepts and solutions to the project in demeanour order to ensure that I can optimise my design. Additionally, I have investigated new technological opportunities that I intend to try and incorporate into my centre console unit cover manufacturing process. 3.4 Professional use of I have been given the responsibility of handling sensitive information and I information have had to ensure that I do not jeopardise the company or the people who are responsible for me by losing or releasing OEM data. 3.5 Orderly In the commercial setting, I have had to ensure that I manage my management of self professional conduct and self-image critically. I have represented both The University of Queensland and Volvo Group Australia a number of times in the professional environment. 3.6 Effective team I have had to communicate and work with multiple different teams that boast membership different skillsets and attributes. Examples of these are the technical crew and managers. I have developed my ability to build and maintain relationships with people despite cultural, social, and political barriers. With this ability, I have been able to function effectively as both a team member and a team leader.

9.0 REFERENCES

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[2] D&M Plastics Inc., “The Blow Moulding Process,” 2018. [Online]. Available: http://www.plasticmoulding.ca/techniques.htm.

[3] British Plastics Federation, “Plastic Processes,” 2018. [Online]. Available: http://www.bpf.co.uk/plastipedia/processes/Default.aspx.

[4] The Technology House, “Additive Manufacturing-Which Process is Best for You?,” 14 September 2014. [Online]. Available: https://www.tth.com/additive-manufacturing-which-process-is-best-for- you/.

[5] Polymer Science Learning Center, “Why do dashboards crack?,” 2016. [Online]. Available: http://pslc.ws/macrog/work/dash.htm.

[6] Craftech Industries, “13 high performance plastics used in the automotive industry,” 2018. [Online]. Available: http://www.craftechind.com/13-high-performance-plastics-used-in-the-automotive- industry/.

[7] Cannon Shelley, “Vacuum Forming,” 2018. [Online]. Available: http://www.cannonshelley.com/en/D-Thermof.-Applications/vacuum-forming.html#.

[8] DuPont Engineering, “General Design Principles for DuPont Engineering Polymers,” 2000. [Online]. Available: http://www.dupont.com/content/dam/dupont/products-and-services/plastics- polymers-and- resins/thermoplastics/documents/General%20Design%20Principles/General%20Design%20Princ iples%20for%20Engineering%20Polymers.pdf.

[9] Formech International Ltd, “A Vacuum Forming Guide,” 2018. [Online]. Available: https://capla.arizona.edu/forms/shop/fromechvacuumguide.pdf.

[10] Kinetic Die Casting Blog, “Kinetic Die Casting Blog,” 23 December 2013. [Online]. Available: http://www.kineticdiecasting.com/kdc/what-is-a-die-casting-draft-angle-and-why-is-it-important/.

[11] Toolcraft Plastics, “Vacuum Forming Design Guide,” [Online]. Available: https://www.toolcraft.co.uk/vacuum-forming/advice/advice-vacuum-forming-design-guide.htm.

[12] Athlone Extrusions, “Basic Principles,” [Online]. Available: http://www.stephen-webster.co.uk/wp- content/uploads/2017/10/Thermoforming-materials-thermoforming-basic-principles-Athlone.pdf.

[13] Wikipedia, “Undercut (manufacturing),” 20 February 2017. [Online]. Available: https://en.wikipedia.org/wiki/Undercut_(manufacturing).

[14] Volvo Trucks Australia, 2018.

[15] Mercedes-Benz Trucks, 2018.

[16] Iveco, 2018.

[17] Cranfield School of Management, “The Role of Aesthetic Design,” 2018. [Online]. Available: https://www.cranfield.ac.uk/som/expertise/technology-and-innovation-management/doctoral- opportunities/the-role-of-aesthetic-design.

[18] CCEA, “Aesthetics, Ergonomics, Anthrpormetrics. Part 2.,” 6 April 2012. [Online]. Available: http://www.rewardinglearning.org.uk/microsites/technology/gce/support/as_1.asp.

[19] L. M. Varad, D. M. Deshpande, M. Sivapragasam and K. Vivek, “Design of Dynamic Airvents and Airflow Analysis in a Passenger Car Cabin,” SasTech Journal, Volume 11, Issue 1, pp. 41-48, April 2012.

[20] Dohrmann Consulting, “What is ergonomics?,” 2014. [Online]. Available: http://www.ergonomics.com.au/what-is-ergonomics/.

[21] A. Webber, “ENGG7290 Project Proposal,” The University of Queensland, Brisbane, 2018.

[22] Custompart.net, “Additive Fabrication,” 2018. [Online]. Available: http://www.custompartnet.com/wu/additive-fabrication.

[23] IndiaMart, “Casting, Moulding & Forging Machines,” 2018. [Online]. Available: https://dir.indiamart.com/impcat/plastics-machinery.html.

[24] Wikipedia, “Compression molding,” 2018. [Online]. Available: https://en.wikipedia.org/wiki/Compression_molding.

[25] Rutland Plastics, “Compression Moulding,” 2018. [Online]. Available: http://www.rutlandplastics.co.uk/plastics-moulding-methods/.

[26] Delta Engineering, “EBM,” [Online]. Available: https://delta-engineering.be/extrusion-blow-molding.

[27] American Composites Manufacturers Association, “Hand Lay-Up,” 2016. [Online]. Available: http://compositeslab.com/composites-manufacturing-processes/open-molding/.

[28] British Plastics Federation, “Injection Blow Moulding,” 2018. [Online]. Available: http://www.bpf.co.uk/plastipedia/processes/Default.aspx.

[29] Alibaba, “Molding Machines,” 2018. [Online]. Available: https://www.alibaba.com/showroom/molding-machine.html.

[30] Robinson Packaging, “Plastic Packaging,” 2018. [Online]. Available: http://robinsonpackaging.com/plastics/.

[31] Design Insight, “Processes,” 2016. [Online]. Available: http://www.designinsite.dk/gifs/pb0102.jpg.

[32] Formlabs Inc., “The Ultimate Guide to Stereolithography (SLA) 3D Printing,” 2017. [Online]. Available: https://formlabs.com/blog/ultimate-guide-to-stereolithography-sla-3d-printing/.

[33] AB Volvo, “Trucks,” 2018. [Online]. Available: http://www.volvotrucks.com.au/en- au/trucks/waste.html.

[34] Interform, “Vacuum Forming,” 2018. [Online]. Available: http://www.interform-uk.com/wp- content/uploads/2016/01/vacuumform-process-grid2-02.png.

[35] M. Barfoot, “Choosing The Right Additive Manufacturing Technology,” 30 April 2014. [Online]. Available: https://www.manufacturing.net/article/2014/04/choosing-right-additive-manufacturing- technology.

[36] C. Clarke, “Advantages And Disadvantages Of Compression Moulding,” 28 28 2014. [Online]. Available: http://www.martins-rubber.co.uk/blog/advantages-and-disadvantages-of-compression- moulding/.

[37] B. Daniel, “Lecture 2: KEY PERFORMANCE INDICATORS AND RISK MANAGEMENT,” 2016. [Online]. Available: https://learn.uq.edu.au/bbcswebdav/pid-1837483-dt-content-rid- 9094124_1/courses/MECH3600S_6620_20844/w2_L1KPIs%26RiskManagement.pdf.

[38] D. S. Thomas and S. W. Gilbert, “Costs and Cost Efefctiveness of Additive Manufacturing,” 5 December 2014. [Online]. Available: https://www.nist.gov/publications/costs-and-cost- effectiveness-additive-manufacturing.

[39] Loughborough University, “About Additive Manufacturing,” 2018. [Online]. Available: http://www.lboro.ac.uk/research/amrg/about/the7categoriesofadditivemanufacturing/.

APPENDIX A: LITERATURE REPORT

MANUFACTURING PROCEDURES AND MATERIALS

Redesigning the Centre Console Unit for Volvo’s FE Euro 6 Dual Control Truck

Abstract This is a primarily investigation into the most appropriate choice of manufacturing procedure and material selection for the replacement centre console unit in the Volvo FE Euro 6 dual control truck. Moulding procedures and additive manufacturing procedures have been examined and compared against a criterion, and the advantages of each have been reported. Additionally, the most appropriate choice of polymer for the unit has been considered. Recommendations for both of these selections have been made based on a developed criterion.

Adam Webber, 43233494 University of Queensland

Executive Summary This report details the results of a preliminary investigation into moulding procedures, additive manufacturing procedures, and polymers. It has been undertaken with the intent to determine the most appropriate manufacturing procedure and material choice for the manufacture of a redesigned centre console unit in Volvo’s FE Euro 6 dual control trucks. Important factors such as cost effectiveness, environment of operation, and future development have been considered and recommendations have been made.

It has been recommended that an additive manufacturing procedure – specifically fused deposition modelling or powder bed fusion – is used to produce the centre console unit. This will significantly reduce parts cost and parts stock, as well assembly time for the production of the unit. Furthermore, it will allow for inexpensive, convenient prototyping in the initial stages, as well as inexpensive, convenient dimensional tweaking in the later stages nearing production.

Additionally, it has been recommended that polyvinylchloride (PVC) is selected as the material choice to be used in the manufacture of the unit. This material has been shown to exhibit highly durable properties including those relating to UV resistivity and stain resistivity. PVC is also a cost-effective option, making it appropriate both from an economic and environmental point of view.

With these recommendations in mind, initial development of a prototype centre console unit can begin.

Table of Contents Executive Summary...... i 1.0 Introduction ...... 1 2.0 Overview of Moulding Processes ...... 2 2.1 Blow moulding ...... 2 2.2 Injection Moulding ...... 3 2.3 Compression Moulding ...... 4 2.4 Rotational Moulding ...... 5 2.5 Vacuum Moulding ...... 6 2.6 Glass Reinforced Plastic (GRP) Hand Lay-up Moulding ...... 7 3.0 Selection of Appropriate Moulding Process ...... 8 4.0 Overview of Additive Manufacturing Processes ...... 12 4.1 Vat Photopolymerisation ...... 12 4.2 Material Jetting ...... 13 4.3 Binder Jetting ...... 14 4.4 Fused Deposition Modelling...... 14 4.5 Powder Bed Fusion ...... 15 5.0 Selection of Appropriate Additive Manufacturing Process ...... 17 6.0 Moulding vs. Additive Manufacturing ...... 18 7.0 Material Selection ...... 19 8.0 Recommendations ...... 24 9.0 Conclusion ...... 24 10.0 Bibliography ...... 25

Table of Figures Figure 1: Centre console unit (left) and underframe (right)...... 1 Figure 2: Stretch blow moulding. Source: (Robinson Packaging, 2018) ...... 2 Figure 3: Injection moulding. Source: (Robinson Packaging, 2018)...... 3 Figure 4: Compression moulding. Source: (Wikipedia, 2018) ...... 4 Figure 5: Rotational moulding. Source: (British Plastics Federation, 2018) ...... 5 Figure 6: Vacuum moulding. Source: (Interform, 2018) ...... 6 Figure 7: GRP Hand Lay-up moulding. Source: (Design Insight, 2016) ...... 7 Figure 8: Production costs for typical component. Source: (British Plastics Federation, 2018) ...... 9 Figure 9: Vat Photopolymerisation. Source: (Loughborough University, 2018) ...... 12 Figure 10: Material jetting. Source: (Custompart.net, 2018) ...... 13 Figure 11: Binder jetting. Source: (Loughborough University, 2018) ...... 14 Figure 12: Fused deposition modelling. Source: (Custompart.net, 2018) ...... 15 Figure 13: Powder bed fusion. Source: (Loughborough University, 2018) ...... 15 Figure 14: Polymer volumetric price vs. density...... 20 Figure 15: Polymer stiffness vs. strength...... 20 Figure 16: Polymer hardness vs. UV resistivity...... 21 Figure 17: Polymer charts with selection criteria applied...... 22

Table of Tables Table 1: Summary of suitable moulding processes...... 8 Table 2: Moulding process cost approximations...... 10 Table 3: Additive manufacturing process cost approximations...... 17 Table 4: Advantages of moulding and additive manufacturing procedures...... 18

iii

1.0 Introduction This report is part of a preliminary investigation into the redevelopment of the centre console unit for the Volvo FE Euro 6 dual control truck. Approximately 150 current units are produced per annum, and each is produced in-house from G250 steel. The unit and its underframe can be observed in Figure 1.

Figure 1: Centre console unit (left) and underframe (right).

It has been proposed that the current unit’s design is reviewed and replaced with a newly developed alternative. The expectation is that an alternative to the current steel unit will:

• Reduce parts cost; • Reduce parts stock; • Reduce assembly time; and • Better integrate into the current OEM both: o Mechanically, in terms of system integration and placement; and o Aesthetically, in terms of industrial design.

Moulding and additive manufacturing are the most effective ways to achieve this, and their specific procedures and comparison is therefore the focus of this report.

2.0 Overview of Moulding Processes Moulding is a manufacturing process in which a liquid or malleable material is shaped using a rigid frame. Virtually any industrial material can be moulded, and there are a variety of moulding processes available – some of which are more suited to certain materials than others. The focus of this investigation is polymer moulding techniques, and the most typical moulding processes used in polymer moulding are listed and briefly described in the following subsections. Each technique boasts advantages and disadvantages pertaining to properties such as tooling expenses, production times, and control over the A (observable) and B (unobservable) surfaces.

2.1 Blow moulding Blow moulding is a process in which a gas (usually air) is used to inflate a polymer into a mould. Typically this is a low pressure operation, with air pressures ranging between 25 and 150psi. Blow moulding is used to produce high quantities of hollow products, such as jars, bottles, drums and containers. There are three major blow moulding techniques. Before (D&M Plastics Inc., 2018).

Injection blow moulding (IBM) involves injecting the polymer onto a hollow tube called a parison. The parison is then placed within the mould and air is expelled through it, inflating the polymer. Extrusion blow moulding (EBM) involves extruding a polymer onto the parison before inflating it into the mould. The operations are similar; however, EBM tends to produce a lesser quality product (British Plastics Federation, 2018).

Stretch blow moulding utilises the same injection process as IBM, however it has two phases. Initially, the polymer is injection moulded into a preform with any neck detail such as threading completed. The preform is then reheated before it is simultaneously inflated and stretched with the parison, as observed in Figure 2. This process produces high quality, dimensionally accurate products, and introduces strain hardening into some polymers, increasing strength (D&M Plastics Inc., 2018).

Figure 2: Stretch blow moulding. Source: (Robinson Packaging, 2018)

Blow moulding tools and moulds are typically more expensive than those of other moulding processes. The process allows for fast production of a high volume of quality products which can be complicated in terms of their geometry. However, the process is limited to producing only hollow parts, and typically

2 the thin boundaries of the inflated product are associated with low strength properties (Delta Engineering, n.d.).

2.2 Injection Moulding Injection moulding is one of the most common processes used in polymer processing. The technique is responsible for approximately 30% of the plastic products produced around the world. It is highly automated and reliable for mass production of products (D&M Plastics Inc., 2018).

The process involves feeding a polymer resin into an auger which moves the resin through a heated cylinder. The polymer melts and is pressed through a gate and into the mould via the auger. The gate restricts backflow, and the pressure assists in melting the resin. The polymer is injected at very high pressures – typically between 10,000 and 30,000psi. As the polymer fills the mould and begins to cool, more is forced into the mould to ensure contraction in cooling is negated (D&M Plastics Inc., 2018).

The gate eventually cools and isolates the mould cavity from the auger, allowing the polymer to completely solidify. The mould is the automatically opened, removed, and prepared for further production. This process is observed in Figure 3 (D&M Plastics Inc., 2018).

Figure 3: Injection moulding. Source: (Robinson Packaging, 2018)

As the process is heavily automated, labour costs are reduced significantly. Furthermore, there is minimal flash involved with the production of a product, and hence further machining usually only involves removing the gate. The technique produces the most highly dimensionally accurate, solid parts, and the post-mould surface quality is typically excellent (British Plastics Federation, 2018).

The machinery and tooling required to produce and withstand the forces involved with this method are extremely expensive. Hence, due to the extremely high capital expenses and low operation expenses, this process is most appropriate for high volume, fast production such as that involved in producing automotive dashboards, disposable razors and electrical switches (British Plastics Federation, 2018).

2.3 Compression Moulding Compression moulding is commonly used to in operations involving the replacement of metal products with polymer products in industrial fields such as car parts and household appliances. The process involves combining heat and high pressure to shape a polymer as desired. A preheated polymer blank is placed into a heated mould cavity before the polymer is sealed into the mould with a plug. Pressure is applied to force the polymer into the mould completely as observed in Figure 4, before it is cooled and removed from the mould (D&M Plastics Inc., 2018).

Figure 4: Compression moulding. Source: (Wikipedia, 2018)

This process can produce high strength parts with excellent dimensional accuracy, although it is typically more suited to larger, simpler parts. Furthermore, due to the fast production times, it is typically used in high volume applications, making compression moulding a common form of production in the automotive industry (D&M Plastics Inc., 2018). Other advantages associated with compression moulding includes the minimisation of warping and internal stress, and practical production of larger parts (Rutland Plastics, 2018).

The tooling associated with compression moulding is inexpensive when compared with injection moulding, and in comparison to other processes such as injection moulding, the infrastructure is not as complicated. Small volume productions can therefore also be economical, as the capital cost of manufacturing the machinery and moulds is comparatively low. However, the process is typically more suited to the production of larger, simple designs, as fragile components of a product are susceptible to damage during the aggressive process (Clarke, 2014).

Compression moulding processes do not require gates or runners. However, typically the mould cavity must be overfilled to some level to ensure that all the air is removed during compression, and so some wastage can be expected. Flash produced from the overfilling of the cavity can be difficult to remove without proper tooling. This moulding processes usually requires post-mould machining to finish (Clarke, 2014).

Contamination can occur easily as the heated blank is loaded manually into the compression mould. Furthermore, due to the repetitive nature of loading the hot blank into the mould, finer details in the mould can deteriorate. Finally, it should be noted that compressive moulding is a relatively labour intensive production process. The process requires technicians to manually fill the mould cavity and remove the product, processes such as IBM and injection moulding are largely automated (Clarke, 2014).

2.4 Rotational Moulding Rotational moulding is a cost-effective moulding process that avoids using pressure to form the product. A mould is filled with a polymer powder or resin before it is placed within an oven. The mould is then rotated biaxially within the oven at a slow speed. The rotational motion causes the polymer to coat the mould evenly, though it should be noted that the process is not centrifugally driven. Once the mould is coated, the mould is removed from the oven and allowed to cool until the polymer is completely solidified. This process is observed in Figure 5 (D&M Plastics Inc., 2018).

Figure 5: Rotational moulding. Source: (British Plastics Federation, 2018)

This method of moulding is ideal for hollow products, and can be used to generate complicated shapes. Some examples of products include canoes, storage tanks, and buoys. Due to the fact that no pressure tooling is used, the machinery and tools involved are not expensive. For this reason, small and large volume production runs can be very economical (British Plastics Federation, 2018).

The process is rather complicated, however. Without the pressure component, it can be difficult to control the process itself, and many variables such as the ambient temperature, humidity, material etc. can affect the final product. Furthermore, the process is once again limited to only producing hollow parts. (British Plastics Federation, 2018)

2.5 Vacuum Moulding Vacuum moulding is one of the oldest and most common moulding processes. The process involves heating a polymer sheet before draping it over a mould. A vacuum forms underneath the mould and the polymer sheet is sucked into the desired shape, as observed in Figure 6. Vacuum moulding is done at typically very low pressures, and so expensive tooling is not necessary. Furthermore, moulds can be built from inexpensive materials and the dimensional accuracy and surface finish quality are tied to the quality of the mould. This makes prototyping parts using wooden moulds, for example, an extremely inexpensive and easy process (British Plastics Federation, 2018).

Figure 6: Vacuum moulding. Source: (Interform, 2018)

For a final product, if a high quality surface finish is desired, a high quality mould should be used. Vacuum forming machinery can also be equipped to produce much more dimensionally accurate and even products. Such a machine might include sensors that sense when the polymer sheet is beginning to sag and increase the pressure from under the mould. This forces the polymer back up towards the heater so that the entire sheet continues to be heated evenly. Additionally, the sheet can be pre- stretched before being draped over the mould, ensuring that the thickness throughout the sheet is constant. Finally, a mould plug can be used to press the heated sheet into the mould to assist with even distribution of the sheet in complicated shapes and corners (British Plastics Federation, 2018).

After the sheet has been sealed around the mould, it is cooled and removed. The product requires trimming and finishing before it is completed. The wastage associated with vacuum forming can be significant and difficult to reuse without some intermediate sheet extrusion process. Furthermore, holes cannot be moulded with this method, and hence they must be drilled afterwards. There are labour associated post-processing costs with vacuum moulding (British Plastics Federation, 2018).

The extremely low cost the vacuum forming machinery makes it an ideal choice for low volume production. However, systems can be automated to reduce labour costs and cooling wait times, and hence the process is also commonly found in high volume operations. This is especially possible in products that make use of the untrimmed edges. Examples of products produced with vacuum forming include yoghurt tubs, boat hulls, disposable cups, and vehicle cabin parts (Rutland Plastics, 2018).

2.6 Glass Reinforced Plastic (GRP) Hand Lay-up Moulding Glass or fibre reinforced plastic hand lay-up moulding varies from the other typical moulding processes. It is a form of open-moulding, in which the moulded product is exposed to the atmosphere as it cures. GPP Hand Lay-up moulding involves layering a resin over an open mould to create the product.

The mould is initially polished or sprayed with a smooth gel coating to increase the product surface quality. A think release agent is then layered over the mould to prevent the product sticking to the mould. The A surface resin is then rolled or sprayed into the mould. Once cured, a second layer of fibre reinforced resin is layered into the mould. This continues until the desired thickness is achieved, after which the product is allowed to cure completely before removal (American Composites Manufacturers Association, 2016). The process is observed in Figure 7.

Figure 7: GRP Hand Lay-up moulding. Source: (Design Insight, 2016)

This process is heavily labour intensive, but the tooling cost is extremely low. Due to the laborious nature of this production method, it also has very low cycle times. One unit can take up to 24 hours to cure. Additionally, material choice is influenced, as the polymer must be compatible with a fibrous reinforcement for this process to be practical (American Composites Manufacturers Association, 2016).

3.0 Selection of Appropriate Moulding Process The advantages and disadvantages of each process is summarised in Table 1.

Table 1: Summary of suitable moulding processes.

Process Advantages Disadvantages Blow • Not labour intensive • Expensive tooling equipment Moulding • Highly dimensionally accurate • Limited to hollow moulding • Excellent surface finish quality • No control over B surface • Complete control over A surface • Capable of moulding complicated geometries • Extremely fast cycle times • Minimal post-mould machining required Injection • Not labour intensive • Expensive tooling equipment Moulding • Highly dimensionally accurate • Some polymer waste in gates • Excellent surface finish quality • Complete control over A and B surfaces • Capable of moulding extremely complicated geometries • Extremely fast cycle times • Minimal post-mould machining required Compression • Moderately expensive tooling • Labour intensive Moulding equipment • Flash requires finishing • Good dimensional accuracy • Not suitable for complex • Good surface finish quality geometries • Complete control over A and B • Fragile components of product surfaces susceptible to damage • Can produce high strength parts • Mould can deteriorate with • Medium cycle times repetition • Blank can easily be contaminated in mould • Some post-mould finishing required Rotational • Inexpensive tooling equipment • Limited to hollow moulding Moulding • Good dimensional accuracy • Labour intensive • Good surface finish quality • No control over B surface • Complete control over A surface • Medium cycle times • No wastage material Vacuum • Inexpensive tooling equipment • Labour intensive Moulding • Moulds easy to develop from • Must supply/extrude plastic sheet inexpensive materials • Produces significant waste material

• Prototype-friendly • Waste requires further processing • Good dimensional accuracy before recycling • Good surface finish quality • Some post-mould trimming • A and B surfaces controllable required (though coupled) • Post-mould finishing required • Medium cycle times (drilling)

GRP Hand • Minimal expense for tooling • Heavily labour intensive Layup equipment • Extremely slow cycle times Moulding • Good dimensional accuracy • Little control over B surface • Decent surface finish quality • Some post-mould finishing • Good control over A surface required • Low material wastage • Reinforced polymer required • Little post-mould machining (limits material choice) required

Ultimately, for a production volume of approximately 150 units per annum, large capital investment in exchange for effective production cannot be justified. Figure 8 shows relative production costs for a typical component produced under various moulding procedures.

(1): Rotational moulding with simple equipment (2): Rotational moulding with sophisticated equipment

Figure 8: Production costs for typical component. Source: (British Plastics Federation, 2018)

As observed in Figure 8, blow moulding and injection moulding processes do not see economic rewards until annual production approaches tens of thousands of units. On the contrary, GRP hand lay-up moulding, rotational moulding and vacuum moulding are all relatively economic choices for the moulding process. Although only basic estimates can be made at this stage, a preliminary analysis into the cost of tooling equipment and tools for each of the units has been conducted, and the results are observed in Table 2.

Realistically, the unit might reach a size of approximately 36”x24”x24”. Hence, estimates have been made around these dimensions, and for relatively simple mould designs. Estimations are based on initial expense research from international suppliers and professional engineering experience, and are only reported to offer a visual understanding of the expenses involved. The pricing may not reflect the true cost of tooling equipment and tools sourced locally, but the purpose is to give a relative understanding of the expense. More detailed pricing would require a better understanding of the unit’s parameters, research, and further contact with equipment suppliers.

Table 2: Moulding process cost approximations.

Moulding Process Approximate Source Tooling Equipment and Tool Cost (AUD) Blow Moulding $50,000 – $150,000 (IndiaMart, 2018), (Alibaba, 2018), Experience Injection Moulding $50,000 – $250,000 (IndiaMart, 2018), (Alibaba, 2018), Experience Compression Moulding $10,000 – $75,000 (IndiaMart, 2018), (Alibaba, 2018), Experience Rotational Moulding $5,000 – $50,000 (IndiaMart, 2018), (Alibaba, 2018), Experience Vacuum Moulding $10,000 – $30,000 (IndiaMart, 2018), (Alibaba, 2018), Experience GRP Hand Lay-Up Moulding $1000 – $25,000 Experience

It therefore becomes clear that for this unit’s operation, injection and blow moulding are simply not feasible. Furthermore, due to the potential fragility of unit sections, compression moulding is not an appropriate selection either. The most suitable choice of moulding process therefore falls to rotational, vacuum or GRP hand lay-up moulding.

Rotational moulding will produce the unit quickly and with almost no wasted material. After moulding, the part will require only some machining to finish, such as drilling of holes. Effective design of the mould will allow for two identical units to be mirrored and moulded at once. This will increase production rates and further save on material. From a production point of view, this method will likely be the most cost-effective so long as the unit does not undergo further design iterations.

Alternatively, a vacuum moulding technique will handle further design changes easily and inexpensively. Post-mould machining will be slightly more time consuming, as the part will need to be trimmed from the plastic sheet. The process will require sheets to be purchased or extruded beforehand. Another advantage to vacuum moulding is that unrelated projects can be prototyped using inexpensive moulds.

Finally, GRP hand lay-ups may also be an economical option, and depending on the cost of the tool, may be the least expensive method. This process will require the least capital investment, and is the safest option in the case where less production than the expected 150 units occurs. However, on the contrary, should the production rate increase, a GRP hand lay-up process will not be able to cope with any growth.

Although an exact recommendation as to which is the most suitable cannot be made at this time, some idea of the advantages and disadvantages of each moulding method have been considered. It is necessary for more development of the unit’s design to be made before making a decision, as factors such as the part’s complexity and size will be an important factor in the selection. Each of these processes will satisfy all the necessary requirements for the unit in terms of quality and complexity of the mould, and in summary, each moulding procedure will:

• Require low capital investment; • Require low operation expenses; • Be suitable for a low volume production operation; • Be suitable for testing prototype moulds; • Produce dimensionally accurate products; • Produce good surface finish quality; and • Produce medium sized units.

4.0 Overview of Additive Manufacturing Processes Originally, moulding procedures were the primary (if not only) choice of production for the redevelopment of the centre console unit. However, one production procedure that should definitely be considered is additive manufacturing (AM). AM processes (commonly called 3D printing processes) involve building a part up in layers. This procedure reduces the need for post-mould machining significantly, as any holes and such can be included in the manufacturing process. Furthermore, both the A and B surfaces of the product can be completely controlled in AM processes

Although the strength and integrity of the manufactured part’s material is compromised inherently, as the centre console unit will not undergo unusually high stress, this should be of little concern. The major AM procedures that can be used with polymer materials are described briefly within this investigation.

4.1 Vat Photopolymerisation Vat photopolymerisation is an AM process based on hardening a photopolymer resin with an ultraviolet light. The UV light cures a layer of liquid photopolymer before a platform moves the part down. This allows for the liquid photopolymer to cover the surface before being cured once more to produce another layer. The process is observed in Figure 9. (Loughborough University, 2018)

Figure 9: Vat Photopolymerisation. Source: (Loughborough University, 2018)

As the part is built in a non-viscous liquid, it is necessary to support the part with structural supports. These supports increase the time it takes to produce the part, as well as the waste material – although this can be recycled. Vat photopolymerisation is a highly dimensionally accurate method, and will produce an excellent surface finish quality. The process is relatively very fast, and is typically used in many industries for larger products (Loughborough University, 2018).

However, the machinery can be very expensive. Post processing is necessary also, as the products can require chemical baths and to have supporting structures removed and scrubbed. Sometimes, the

12 product may need to be further cured to ensure it is completely hardened. Furthermore, this process is limited to use on UV-curable photopolymer resins only (Loughborough University, 2018).

4.2 Material Jetting Material jetting uses a nozzle to disperse a polymer onto a platform using a continuous stream or a drop on demand approach. As the polymer is being printed, it is cured using a UV light or dries when exposed to the atmosphere. The platform moves down, allowing for the next layer of the product to be added and cured. The process is observed in Figure 10 (Loughborough University, 2018).

Figure 10: Material jetting. Source: (Custompart.net, 2018)

The method is extremely accurate, as the combination of the nozzle and drop on demand polymer allows for highly precise depositing of material. This reduces the level of waste material, however once again, support structures are necessary to build in more complex geometries. The process is limited to polymers and wax-like materials due, but it allows for multiple material types and colours to be used on more advanced machines (Loughborough University, 2018).

Post processing is not as time consuming in material jetting, as the highly accurate depositing material means that burrs and the likes do not need to be removed. Furthermore, by making use of the process’s capacity to build in multiple materials, support materials can be made with polymers that dissolve in sodium hydroxide, for example (Loughborough University, 2018). However, it is worth noting that products produced through material jetting procedures are typically not used in parts with long life spans, as the bind may degrade over time (Barfoot, 2014).

4.3 Binder Jetting Similar to material jetting, binder jetting utilises a nozzle to deposit a layer of a product at a time, although a roller may also be used. The process uses both the product’s polymer in a powder form, and a binder agent usually in liquid form. The printer alternates between layering the polymer and the binder with each layer. The process can be observed in Figure 11 (Loughborough University, 2018).

Figure 11: Binder jetting. Source: (Loughborough University, 2018)

This process can be much faster than other AM procedures, as there is no need for the material to cure. Rather, it is being bound together with the binding agent. However, this does affect the mechanical properties of the product significantly. Generally, this sort of manufacturing is not ideal for support products. If necessary, the product may undergo post processing in order to strengthen the structure, but this increases time consumption significantly (Loughborough University, 2018).

Binder jetting, like material jetting, allows for a range of materials and colours to be used. The process is very dimensionally accurate, and the surface finish quality is high. Furthermore, support structures for the product during the building stage are not always necessary, as the products lays in a bed of powdered material and is therefore self-supporting (Loughborough University, 2018).

4.4 Fused Deposition Modelling Fused deposition modelling (FDM) is the most common AM process, used extensively in domestic use. The process is typically very inexpensive compared with other methods of AM. Polymer filament is simply heated and printed through a nozzle at a constant pressure, layer by layer. As the polymer is ejected from the nozzle, it binds to the layer below and hardens. The process is observed in Figure 12 (Custompart.net, 2018).

Figure 12: Fused deposition modelling. Source: (Custompart.net, 2018)

The accuracy of this process is limited heavily by the width of the nozzle part, and it is typically not as good as the other procedures. Additionally, other processes are conventionally faster than FDM, and the layer lines can sometimes be visible, reducing the aesthetic quality of the part (Barfoot, 2014). However, higher end machinery is capable of producing similar quality parts at similar speeds (Custompart.net, 2018) (Loughborough University, 2018).

4.5 Powder Bed Fusion Powder bed fusion (PBF) is a relatively common technique that utilises a heating laser or electron beam to melt a material layer by layer. A roller is used to push powdered material over the platform and the beam melts it, solidifying it to the layer below. The process can be observed in Figure 13 (Loughborough University, 2018).

Figure 13: Powder bed fusion. Source: (Loughborough University, 2018)

Power bed fusion is an inclusive term that refers to:

• Direct metal laser sintering (DMLS); • Electron beam melting (EBM); • Selective heat sintering (SHS); • Selective laser melting (SLM); and • Selective laser sintering (SLS).

Although the process is typically slower than other AM methods, post processing requirements are not significant in most cases. Furthermore, as in binder jetting, the powder bed supports the structure as it is produced. Hence, there is no need for structural supports to be built with the product, and material wastage is limited (Loughborough University, 2018).

5.0 Selection of Appropriate Additive Manufacturing Process It is difficult to know exactly which additive manufacturing process is the most appropriate for the development of the centre console unit. Expense estimates have been made based on some initial research into pricing for each process in Table 3. Once again, these estimates do not necessarily represent exact pricing in the additive manufacturing market, but rather they provide a relative understanding of the expense of the procedures.

Table 3: Additive manufacturing process cost approximations.

Additive Manufacturing Approximate Equipment Source Process Cost (AUD) Vat Photopolymerisation $80,000 – $1,000,000 (Formlabs Inc., 2017), (Thomas & Gilbert, 2014), Experience Material Jetting $50,000 – $300,000 Experience Binder Jetting $50,000 – $300,000 Experience Fused Deposition Modelling $50,000 – $100,000 (Thomas & Gilbert, 2014), Experience Powder Bed Fusion $60,000 – $120,000 (Thomas & Gilbert, 2014), Experience

Determining the pricing for AM procedures is particularly difficult due to the huge variety of machinery available. For example, the prices quoted do not specify if the machinery was designed for polymer systems, metal systems, or both. Typically, between each manufacturing process, a polymer based system will cost around $100,000, whilst a metal system will cost around $1,000,000 (Thomas & Gilbert, 2014).

It is also difficult to make a decision on what type of additive manufacturing process will be the most appropriate for the centre console unit. Unlike in moulding – where clear parameters outline what the moulding process is most appropriate for – additive manufacturing procedures do not differ so significantly. The reality is that the most likely parameters to affect the decision will be capital expense and quality of production.

Vat photopolymerisation procedures are typically the most expensive methods of additive manufacturing, while binder jetting procedures tend to produce parts with less overall strength. Binder jetting procedures also tend to leave a visible streak between layers, affecting surface quality. This same quality detraction can often be found in material jetting too.

Hence, the most likely choice for additive manufacturing procedures that would be appropriate for the centre console unit are FDM and PBF methods. As is the case of the moulding procedures that would be appropriate, these AM procedures both:

• Produce good surface finish quality; and • Produce medium sized units.

6.0 Moulding vs. Additive Manufacturing After considering the advantages and disadvantages within differing moulding procedures and AM procedures, some of each types of procedures have been identified as the likely most appropriate manufacturing processes for the production of the centre console unit for the Volvo FE Euro 6 dual control truck.

In summary, the most relevant and mutually exclusive advantages of both moulding and AM procedures are observed in Table 4.

Table 4: Advantages of moulding and additive manufacturing procedures.

Moulding (Vacuum & Rotational) Additive Manufacturing (FDM & PFD) Advantages • Lower capital investment • Lower labour expenses • Greater material properties • Less material wastage • Less expensive material • Complete control over all surfaces • Underframe can be integrated into part • Equipment far more versatile, can be used in other projects (including potentially metal) • Rapidly growing industry with increasing support

Ultimately, without significant further information about the unit’s design, part volume, and other parameters, it is virtually impossible to be certain as to which manufacturing procedure is the most suitable for the unit’s production.

7.0 Material Selection An important consideration for the redesign of the centre console unit is the choice of material. Fortunately, moulding and additive manufacturing techniques allow the production of a massive range of thermoplastic polymers (British Plastics Federation, 2018) (D&M Plastics Inc., 2018) (The Technology House, 2014). Some typical examples of polymers used in these procedures are:

The material of choice also has a number of criteria that should be met. Although depending on the choice of manufacturing method there may be some additional requirements, in general, these criteria state that the material should ideally:

• Be low cost; • Be lightweight; • Be easy to resource; • Possess good strength and toughness characteristics; • Be able to resist minor scuffs and blows; • Be durable to wear and tear; • Be resistant to UV degradation; • Interact aesthetically with the current OEM panels; • Be easy to further machine if necessary; • Be commercially safe; and • Be recyclable.

When considering the application of the centre console unit, the most important parameters can be identified. As with any dashboard-like component, the predominant failure mode is due to cracking caused by UV exposure (Polymer Science Learning Center, 2016). Additionally, the main purpose of the replacement operation is to reduce costs and increase aesthetic appeal. Using CES EduPack, the most appropriate choice of polymer can be identified.

Figure 14, Figure 15, and Figure 16 show three material indices and their relative selection quadrants.

200000

100000

50000

Acrylonitrile butadiene styrene (ABS)

20000 Polyethylene terephthalate (PET)

10000 Price (AUD/m^3) Price Polypropylene (PP)

5000 Polyvinylchloride (tpPVC)

2000

Selection Quadrant Polyethylene (PE) Polystyrene (PS)

800 1000 1200 1400 1600 1800 2000 2200 2400 2600 Density (kg/m^3)

Figure 14: Polymer volumetric price vs. density.

Figure 14 shows the volumetric price against density for each polymer. Ideally, the centre console unit should be relatively low density, and most importantly it should be inexpensive. The selection corner is therefore in the bottom left of the chart.

Polyvinylchloride (tpPVC) Selection Quadrant 5 Acrylonitrile butadiene styrene (ABS)

Polyethylene (PE)

1 Polystyrene (PS)

Polyethylene terephthalate (PET)

Young's modulus (GPa) modulus Young's 0.5

Polypropylene (PP)

0.2

10 20 50 100 Yield strength (elastic limit) (MPa)

Figure 15: Polymer stiffness vs. strength.

Figure 15 shows the polymer’s stiffness against its strength. Ideally, the polymer should be quite stiff to resist bending and reasonably strong to resist yielding. The selection quadrant is therefore in the top right corner of the chart.

Selection Quadrant

Polystyrene (PS) Polyethylene terephthalate (PET) 20 Polyvinylchloride (tpPVC)

Polypropylene (PP)

Polyethylene (PE) Hardness(HV)Vickers -

5 Acrylonitrile butadiene styrene (ABS)

Poor Fair Good Excellent UV radiation (sunlight)

Figure 16: Polymer hardness vs. UV resistivity.

Figure 16 shows the polymer’s resistance to scratching and marking against its resistance to UV radiation. The part needs to be durable, and hence it should have good UV resistivity and hardness. The selection quadrant for this chart is therefore in the top right corner.

By applying the selection criteria, and additionally filtering out any polymers that are not recyclable, the polymers that are appropriate and inappropriate for use in manufacturing the centre console unit can be identified, as observed in Figure 17.

Figure 17: Polymer charts with selection criteria applied.

ABS, PP, PS and PE are all used extensively in the automotive industry, and in particular ABS and PP are very typically used in car upholstery and dashboards (Craftech Industries, 2018). However, they do not offer the level of UV resistivity that should be expected in a centre console unit with an expected long term service life. Polyvinylchloride (PVC) and polyethylene terephthalate (PET) are the only two polymers that satisfy the criteria.

8.0 Recommendations Based on the preliminary investigation into moulding and additive manufacturing procedures and polymer materials, two major recommendations have been made regarding the production of Volvo’s FE Euro 6 dual control trucks.

1. It is recommended that the most appropriate manufacturing procedure to use in the manufacture of the redesigned centre console unit is either fused deposition modelling or powder bed fusion. Both of these procedures are additive manufacturing procedures, and are believed to be suitable for achieving the major objectives of reducing parts costs, parts stock, and assembly time. 2. It is recommended that the most appropriate choice of material for the use in manufacture of the redesigned centre console unit is PVC. This material has been shown to be a cost-effective, durable option that is completely suitable for the environment in which the centre console unit will operate.

9.0 Conclusion In conclusion, a number of moulding and additive manufacturing processes have been investigated in a basic sense and each has been compared. The advantages, disadvantages of each have been examined and each procedure’s appropriateness for the redesign of Volvo’s FE Euro 6 dual control truck’s centre console unit has been considered.

With so little known about the unit’s redesign at this point in terms of geometry and form, it is difficult to be certain of exactly which manufacturing procedure and material combination is the most appropriate and/or cost effective. However, based on the known production volume, some recommendations have been made.

It was recommended that a centre console unit should be produced using additive manufacturing technology, primarily as it allows for a superior reduction in labour costs and assembly time. Specifically, fused deposition modelling and powder bed fusion procedures have been recommended as the most appropriate additive manufacturing procedures. The other main advantage of additive manufacturing procedures is their inherent versatility. This manufacturing process has been recommended to be used in conjunction with PVC, which was shown to possess the lowest cost and highest UV resistivity properties of the major polymers, as well as being generally stiff, strong, and durable.

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Thomas, D. S., & Gilbert, S. W. (2014, December 5). Costs and Cost Efefctiveness of Additive Manufacturing. Retrieved from NIST Special Publication 1176: https://www.nist.gov/publications/costs-and-cost-effectiveness-additive-manufacturing

Wikipedia. (2018). Compression molding. Retrieved from Wikipedia: https://en.wikipedia.org/wiki/Compression_molding

APPENDIX B: CONCEPT DRAWINGS

APPENDIX C: REFLECTIVE JOURNALS

Reflective Journal 1 Adam Webber 43233494

Company: Volvo Group Australia (VGA) Project: Redesign and produce centre console unit of Volvo’s converted FE Euro 6 dual control trucks. Due date: 15/02/18

Critical Relevant EA Stage 1 Description of Event Learning Event Competencies Read the FE Euro 6 1.3 In-depth understanding of This event involved familiarising myself with dual control build specialist knowledge the build manual for the modified trucks that I manual 3.4 Professional use of will be focussing on. I read through the information manual which detailed the instructions for modifying the trucks. I took notes of the basic procedures, particularly those relating to the centre console unit installation, which is the emphasis of my task. Reading the build manual has given me a more well-rounded understanding of truck’s conversion procedure, the capabilities of the workers, and the reasoning behind the need for a centre console unit redesign. Completed Job 3.1 Ethical conduct It was necessary for me to complete a number Specific Procedures 3.5 Orderly management of of Job Specific Procedures (JSPs) before I and policy courses self became involved in any potentially dangerous processes in the environment. As a member of the engineering team, I am involved in technical trades procedures, parts warehousing procedures, and work experience procedures, and I completed all JSPs relating to these processes. I also completed a number of policy courses that are compulsory for VGA employees. These included policies relating to Work Health & Safety, Sexual Harassment in the Workplace, and Manual Handling. Researched 1.1 Theory based My first major task relating to the project moulding, additive understanding of physical involved doing some preliminary research into manufacturing sciences the available moulding procedures and procedures and 1.2 Conceptual understanding materials that are used in industrial settings. material selections of mathematics This involved familiarising myself with the appropriate for 1.4 Discernment of knowledge advantages and disadvantages of different task development procedures and materials. During this initial research period, I also looked at additive 3.2 Effective written manufacturing as a potential alternative. I communication spent approximately a week investigating 3.3 Creative demeanour these topics before writing a report summarising my findings. Presented research 3.2 Effective oral After completing my research into available to colleagues communication moulding/additive manufacturing/materials, I through formal 3.6 Effective team presented my findings to the engineering presentation membership team. This was a formal presentation involving a powerpoint. The purpose of this exercise was primarily to introduce myself and my project to the engineering team. I received constructive feedback from the team regarding my ability to present information. Designed and built 1.5 Knowledge of engineering As there was a delay in the delivery of the production line design trucks to the facility, I (alongside another racking 1.6 Understanding of scope student engineer) was tasked with the design 2.3 Application of engineering and construction of a few production line design processes racks. Ergonomics was the key design 3.2 Creative demeanour consideration. The racks were produced using 3.6 Effective team modular racking materials, which were cut to membership custom sizes. Attended 3.5 Orderly management of I attended two engineering meetings as a engineering self member of the engineering team. This meetings 3.6 Effective team introduced me to the procedure through membership which managers were informed of the development of projects by each engineer. I was given the opportunity to discuss my project with other engineering professionals, and my project(s) was logged in the minutes. This ensures that throughout my placement, I will be in contact with my placement supervisor (the engineering manager) to discuss my project and its development.

SEAL Reflection (Designed/built production line racking) Situation Due to a delay in the arrival of the trucks for my project, I was tasked with the development and construction of some production line racking. The racking was to be made from a modular product called GSA Racking. It involved cutting steel piping and rollers with a cold saw before connecting them to create shelving. This racking was to be designed to make consumable items such as zip-ties and terminals easily accessible for the work staff. I was tasked with making two racks initially, however a third was required after seeing the success of the first two.

Effect This was an excellent opportunity to become familiar with some production line work, as well as the work staff’s concerns. The project, though small, was a chance to combine my engineering knowledge with a real life application from the design stage right through to completion. This event gave me an insight into the importance of ergonomics and safety in the design of tools and such. Furthermore, this was an opportunity to communicate with the people who are going to be helping me with my main project, and to begin developing positive relationships.

Action To produce a high-quality product, I first spoke with a number of the work staff. We discussed the placement of the shelving on the racks, as well as the shelving capacity requirements. I then produced initial drawings and had them re-confirmed through the work staff. Over the next few days, I used a cold saw, I cut the GSA steel piping and rollers to size at the main VGA factory. These parts were then transferred to the warehouse where they were assembled and filled with parts bins for the work staff.

Learning I learnt a lot about the importance of ergonomic design in engineering. Although I was originally aware of this importance, through discussion with WHS and work staff, I became aware of the consequences associated with unergonomic design and how it posed a massive safety risk. I would definitely consider this a very positive experience, and in the future, it will help me in designing to a higher quality. Hence, I would say that my ability to design engineering parts and communicate with workshop staff has improved through this experience. Furthermore, my time in the factory exposed me to production line work that I had not seen previously, and my understanding of the production environment was enhanced. Reflective Journal 2 Adam Webber 43233494

Company: Volvo Group Australia (VGA) Project: Redesign and produce centre console unit of Volvo’s converted FE Euro 6 dual control trucks. Due date: 15/03/18

Critical Relevant EA Stage 1 Description of Event Learning Event Competencies Involved in physical 2.2 Fluent application of Over a two-week time period, I was involved conversion of FE engineering techniques, tools, in the complete conversion of one of the Euro 6 dual control and resources. trucks. This process involved both mechanical truck 3.6 Effective team aspects and electrical aspects, and I was membership exposed to both elements in a physical sense. Practically, I learnt a lot about techniques and procedures relating to the assembly and installation of many mechanical and electrical parts. I also gained further experience using various hand, power, and workshop tools. This time also allowed me to form relationships with the production staff and to communicate with them about my project. Attended 1.6 Understanding of scope, I met with my industry supervisor and we engineering brief & principles and bounds of finalised a scope during the meeting. This formalised project sustainable engineering involved discussing what could and could not scope practice be achieved in the time period allocated. Risks 3.2 Effective written were discussed and compensated for, as were communication potential opportunities for me should the 3.6 Effective team project finish earlier than expected. During membership this meeting, we determined all the information I needed to write up my project proposal, which was submitted within the week. Developed 1.5 Knowledge of engineering As the project is heavily industry related, with business case contextual factors impacting a real deliverable expected in the outcome, it proposal engineering discipline was important to put together a business case 1.6 Understanding of scope, review to discuss the reason and commercial principles, and bounds of viability behind the project. This involved sustainable engineering further research into manufacturing processes practice in order to gather reasonable (and 3.2 Effective written conservative) costs, as well as defining briefly communication what I wanted to do in terms of actual redesign for the centre console unit. Eventually, I was able to put together an effective argument for the project, complete with a valid cost model and return on investment (ROI) calculations. Formal 3.2 Effective oral After finalising the initial cost model and presentation of communication business case arguments, I presented them in business case to 3.5 Orderly management of a formal manner to the UQ staff during their Volvo stakeholders self and professional conduct visit. Also present in the audience (as a last and UQ staff minute invitation) was a key stakeholder from VGA. As a result of this presentation, discussion regarding engineering, business, and academia was apparent. This was a great opportunity to involve both the academic and industrial side of the project and to reiterate the purpose of my project from both points of view. Verified customer 3.1 Ethical conduct and One of the members of the team invited me expectations for a professional accountability to be involved in the testing process for one of truck capability 3.6 Effective team the trucks that was being sold. This involved membership testing the breaking and acceleration capacity of the vehicle, and I was involved in these procedures. The process was done in order to ensure that customer expectations for the vehicle could be satisfied. However, the experience was useful to me as I was exposed to the maximum capabilities of the truck, which was far more responsive than I had expected. This gave me an overall stronger understanding of the vehicle and the systems that controlled it.

SEAL Reflection (Presentation of Business Case) Situation The UQ staff were invited to the site to see how the project I was involved in was going. Upon arrival, I met with them in a professional manner, and I was to give a small presentation outlining what work I had been doing for the past few weeks. My supervisor also took the opportunity to invite a key stakeholder of the company to sit in on the meeting, and without any prior preparation I found myself presenting my business case for the project in a formal manner to a very important stakeholder and decision-maker. Furthermore, there was a large range within the audience’s understanding of the project context, making the presentation complicated to tailor effectively.

Effect The sudden involvement of high-level stakeholders complicated the presentation significantly, as the entire project essentially rested on my ability to present a strong argument for the business case. However, at the same time, I had to ensure that my focus didn’t shift from explaining what I had been doing at the placement to the UQ staff. This placed me under pressure, and I found myself feeling a little bit more nervous than I anticipated.

Action Initially, I spent an extra moment in my mind mapping out how I wanted to ensure that my presentation would involve the entire audience. I did this by first introducing the UQ staff to the context of the project. This allowed me to re-introduce the project to the stakeholder as well, ensuring that he completely understood where the project was coming from. Once a context had been established, I focussed on communicating the business review to the stakeholder, providing strong, concise arguments in order to push the case. By the end of the presentation, I believe I was able to cater to the entire audience, and communicate my points effectively. After the presentation, I spoke with my industry supervisor and asked for constructive feedback regarding my presentation and professional conduct, and we discussed the potential for further presentation training in the future.

Learning Compared with a typical presentation I would give at university, I found this to be a much more difficult presentation. Due to the business-related aspect of the presentation, I felt the importance of pushing an argument across was much higher. The entire experience gave me an opportunity to really manage and develop my professional public conduct and oral communication skills. It was an excellent exercise and it helped me act in a professional manner and give a presentation with virtually no preparation time. The biggest point I took away from the situation was that due to the fact I was ready and prepared in terms of my prior research and knowledge, I was able to communicate my points effectively. In the future, I believe I will be much more confident in both formal and informal presentations and especially in last- minute presentations. Reflective Journal 3 Adam Webber 43233494

Company: Volvo Group Australia (VGA) Project: Redesign and produce centre console unit of Volvo’s converted FE Euro 6 dual control trucks. Due date: 15/04/18

Critical Relevant EA Stage 1 Description of Event Learning Event Competencies Factory tour 3.2 Effective oral The Workplace Health & Safety officer took communication in lay domains me for a tour around Volvo’s main factory in 3.5 Orderly management of Wacol. We went through and saw the self and professional conduct production line for the Volvo and Mack trucks. We also visited the engineering and sales office spaces and were exposed to some of the work that they do over there. The experience was overall extremely interesting as it gave me an understanding of the industry-level factory production methods. Furthermore, I met with a number of work staff, growing my support network for my project. Ordering and 3.2 Effective oral The other student engineer and I were tasked purchasing stock communication in lay domains with researching and purchasing plastic bins from supplier 3.5 Orderly management of for the production racking that we self and professional conduct constructed earlier in the placement. We 3.6 Effective team travelled to the supplier and we represented membership the company as we ordered the plastic bins. Within a few weeks, we then returned and collected the products, transferring them to the site. The bins were then installed onto the production racking and filled with FE parts for use. Most notably from this experience, we were exposed to the procedure that is involved in a company level purchase of tools and parts. Proposal review 1.4 Discernment of knowledge I met with my industry supervisor and we development and research discussed the project’s development since the directions scope was finalised last month. We 1.6 Understanding of the considered where the project was in the scope timeline and compared it with initial expected 2.4 Application of systematic time estimations. We discussed what steps approaches to the needed to be taken in order to ensure that the risk of running out of time was managed management of engineering appropriately. I was also given additional CAD projects data in order to assist in the development 3.2 Effective oral stages of the project. Finally, we discussed communication in lay domains slightly changing the scope to allow for more 3.4 Professional use and creative redesign choices. management of information 3.5 Orderly management of self and professional conduct

Design concepting 1.5 Knowledge of engineering I spent a good portion of this month sketching console design practice and drawing up concept models for the centre 1.6 Understanding of the console unit. During this time, I took scope inspiration from various Volvo and Mack truck 3.3 Creative demeanour interiors and discussed the concept sketches 3.4 Professional use of with other engineers and workers. The focus information of this task was to step away from the strict 3.6 Effective team constraints enforced by the current design membership and bring new, innovative design concepts to the table. That said, I had to ensure I respected various hard points that would could not be changed. Photographed by 3.2 Effective oral The University of Queensland sent a the University of communication in professional photographer to the Volvo plant to Queensland domains photograph myself and the other student 3.5 Orderly management of engineer. It was a new experience for me as I self and professional conduct had not been professionally photographed in a work environment previously, and I was aware I represented both UQ and Volvo in my conduct. This was an experience that helped develop my professional conduct in the workplace.

SEAL Reflection (Proposal Review) Situation I spoke with my industry supervisor in a semi-professional environment and presented to him the current development I had made on the project. During the meeting, we discussed some changes to the overall direction of the project. Specifically, with the understanding that a significant sum of money would be spent on a tool for the console cover, it was decided that the current steel frame design should not impact the design of the new console cover. This essentially meant that the scope of the project was being altered, and it became necessary to manage that alteration in a way that ensured that no time was lost in the confusion of a project direction change.

Effect This posed a challenge to me as I had not previously had such significant scope alteration affect me in other university projects. At first, I was a bit hesitant to accept the change in direction, however after discussing it further with my industry supervisor, I came to accept that it was necessary given the time I had left with the company. Essentially the mentality was that the main feature of the project is the cover of the console, and that, if necessary, the steel subframe could be redesigned in the future for a fraction of the cost. The effect on me was overall positive as it exposed me to the engineering management level of the project and allowed for me to further refine the scope of the project through a management process.

Action Fortunately, nothing major was being added to the scope, but rather some things were being removed and the focus of the project became more refined. I discussed the changes thoroughly with my industry supervisor, and we managed the alterations professionally. This involved examining the time constraints, determining the new design constraints for the console cover, and deciding on which deliverables would remain. Above all, I ensured that I communicated effectively with my industry supervisor in order to manage the scope changes in a way that would not leave uncertainties for the project. After the initial meeting in which the changes were made, I also spoke regularly with my industry supervisor to confirm that the project was still on track.

Learning One specific thing I have learnt is the importance of communication during the management of a risk such as this situation. Although the project has not followed the exact path set out initially, through this professional management, it remains on track and neither time nor resources is being wasted. Exposure to this has been excellent from an experience point of view, as the reality for many projects is that they are altered during development. This can happen for a number of reasons relating to the company’s capacity or the customer’s wishes, however regardless of the reason, it must be ensured that the project does not fall apart during these changes. Management of the scope change is a skill that I will no doubt have to apply again in the future. This experience has shown me the importance of identifying a realistic scope at the beginning of the project, and in the future I intend to ensure the scopes I develop are achievable. However, due to this mostly positive experience, I will be more prepared and have a better understanding of the process of redefining the project scope in a professional manner if necessary. Reflective Journal 4 Adam Webber 43233494

Company: Volvo Group Australia (VGA) Project: Redesign and produce centre console unit of Volvo’s converted FE Euro 6 dual control trucks. Due date: 15/05/18

Critical Relevant EA Stage 1 Description of Event Learning Event Competencies Australian Defence 3.1 Ethical conduct and Volvo hosted the Australian Defence Industry Industry Network professional accountability Network monthly meeting this month, and I (AIDN) networking 3.2 Effective oral was invited to attend. The event involved night communication in professional representatives from a number of industries domains involved in the Australian Defence Industry, 3.4 Professional use of and I had the opportunity to speak to a information number of them. This was an excellent 3.5 Orderly management of opportunity to build my professional network, self and professional conduct and I took advantage of it. I spoke with representatives from Boeing, Nova Systems, and Steyr Motors, amongst others, and I have since been in contact with some people. This experience was extremely interesting as I was able to take part in a networking event that at the industry level. Presentation on 3.5 Orderly management of Our workplace health and safety officer fatigue self and professional conduct invited us to attend a presentation for the workshop on the dangers and causes of fatigue. The entire workshop stopped work for an hour to watch the presentation and ask questions about eating, sleeping, hydration, and physical activity. The presentation touched on the effects of fatigue and managing fatigue as well. It was an interesting presentation and I was able to take away various bits of information that I recognised could benefit me. It was also interesting to note how the work crew generally seemed to appreciate and be involved in the presentation, as we understood how dangerous fatigue in a manufacturing environment could be dangerous. CAD Designing 1.1 Comprehensive The vast majority of this month I have spent understanding of the developing my ideas and designing a CAD mathematics model for the centre console cover. This has 1.2 Conceptual understanding involved taking my initial concept sketches of the mathematics and deciding on the concept most suitable for 1.4 Discernment of knowledge the purpose. I have been in constant development communication with my industry supervisor 1.5 Knowledge of engineering during the design period, and we have been design practice updating the design over this time. I have also 1.6 Understanding the scope had to seek help from multiple engineers in 2.2 Fluent application of the office and have strongly developed my engineering resources CAD skills as a result. The geometry of the 2.3 Application of design model is very complex from a CAD drawing processes point of view, however I have managed to 2.4 Application of learn and develop an almost final model with management of projects perseverance and the help of the people 3.3 Creative and innovative around me. demeanour 3.6 Effective team membership

Design concept 1.6 Understanding the scope I presented my findings and CAD design to review 3.2 Effective oral date to my industry supervisor, as well as a communication in professional representative of the technical crew and the domains production manager in a board meeting. 3.5 Orderly management of During the meeting we reviewed the design self and professional conduct and talked about what needed to be changed 3.6 Effective team from an engineering and assembly point of membership view. We also discussed the manufacturing side of the project, and the production manager has told me that he can get me in contact with a key local manufacturer. Finally, we talked about the commercial side of the project, and we revised some of the estimates. From here, I can update the commercial review and hopefully develop more accurate economic projections. Arrival of Heavy 3.2 Effective oral Two Heavy Recovery Vehicles (HRVs) arrived Recovery Vehicles communication in lay domains to be modified in the workshop before being 3.4 Professional use of sent to the Malaysian Army for use. This information project did not have anything to do with my 3.5 Orderly management of own, but I was invited to go and examine the self truck myself. It was very interesting to have a look at the systems on the truck as they were very niche and for a specific purpose. I learnt a lot about some of the systems, and even though it is not currently relevant, I feel as though any mechanical knowledge is going to be beneficial to me as a mechanical engineer.

SEAL Reflection (CAD Designing) Situation At the beginning of the CAD development, I was completely unsure of how to start the model. The CAD model needs to be exact, as the .stp file will be used to print a prototype and eventually the tool. For this reason, the project is complicated, as the part has geometrically challenging features such as rounded surfaces/faces. Typically, this involves using CAD surfacing, but it was decided that the training involved with mastering surfacing was too extensive, and that I should develop the model using a part structure. Using a part structure for this sort of project is complex, as surfaces are not planar and therefore, more creative ways of designing the part in CAD had to be employed.

Effect The complexity of the geometry in the part made it very difficult to develop the CAD model effectively. I found myself starting a model, running into some issues, and then restarting using a different method over and over again. Overall, I was not using my time as efficiently as I had hoped. This was causing me to stress and worry about the time period that I was spending on the CAD, especially given that I could not seem to get it working. I was falling behind on my projection for work progress, and that is why I decided that I needed to speak to my industry supervisor.

Action After restarting the model a number of times, I spoke with my industry supervisor about potentially using software that I was more comfortable with. We discussed the issues that I was facing, and the advantages and disadvantages of using different software. In the end, it was decided that the most beneficial thing for me to do was to continue using the CAD software that I was using, but seek help from the professional engineers around me that were also using that software. I spoke with a number of engineers and they assisted me in planning the development of the CAD model from a design point of view. They also gave me tips on using the software and helped me in general when I required it. With the help of these engineers and my industry supervisor, I was able to develop the CAD model much more effectively and within the time frame that I had set aside for it.

Learning One of the biggest lessons that I learnt from this critical learning event was regarding asking for help from the people within my team. Although they are not part of my project, the engineers around me are a huge source of knowledge, and I have the opportunity to learn a lot from them. By asking them for help, I was able to use their experience in parts design to develop my own part, which I was finding very challenging beforehand. This experience has helped me to develop my own confidence in asking for assistance from people who are able to help me when I need it, as previously I have found myself struggling to seek help. Furthermore, this has led to my skills in CAD developing, as I have essentially been informally trained in a number of new methods over the past few weeks. Overall, this has been an extremely positive critical learning event, and I will definitely be able to use both the CAD and communication skills that I developed in the future throughout my career as an engineer. Reflective Journal 5 Adam Webber 43233494

Company: Volvo Group Australia (VGA) Project: Redesign and produce centre console unit of Volvo’s converted FE Euro 6 dual control trucks. Due date: 15/06/18

Critical Relevant EA Stage 1 Description of Event Learning Event Competencies Networking event 3.2 Effective oral A BBQ was put together as part of a and BBQ about communication in lay domains networking event within Volvo and I was Volvo’s 2020 vision 3.5 Orderly management of invited to attend. During the event, the self and professional conduct managing director of the company spoke about the year, performance, and the vision for Volvo in the future. It was interesting to see employees from all parts of the company come together to hear about the overall review and objective going forward. In particular, one thing I took away from this event was the general sense of teamwork that I could see as everyone understood that they played an important role within the company. Assisting engineer 1.5 Knowledge of engineering One of my colleagues (a design engineer) was with design design practice working on installing a compressor onto a decision making 2.3 Application of systematic truck. The situation is complicated, and he design processes asked me for my thoughts on some design 3.3 Creative, innovative decision making. He showed me the project in demeanour detail, and together we were able to talk 3.4 Professional use of about which approach was the most information appropriate for the design. This was a great 3.6 Effective team opportunity for me to bring my skillset and membership mindset into another project to influence it in a positive way. Contacting 3.1 Ethical conduct and For a week or so I focussed on contacting a manufacturers to professional accountability number of different manufacturers in order to secure quotes on 3.2 Effective oral get quotes for a more detailed business case CAD model communication in professional review. This involved emailing, calling, and production domains being in contact with a number of different 3.5 Orderly management of sales and engineering teams at once, which self and professional conduct was difficult to juggle. However, it was a good learning experience, as I grew my understanding of what it costs to have something manufactured for prototyping or production. Meeting with 3.1 Ethical conduct and I went Comtech Industries – a vacuum Comtech Industries professional accountability moulding manufacturer – to meet and talk to (vacuum moulding) 3.2 Effective oral some design engineers regarding my project. communication in professional It was a fantastic experience in which I was domains able to test my communicative skills in an 3.5 Orderly management of external environment. Furthermore, after self and professional conduct discussing the project, I was shown around their facilities. This included a guided tour into the warehouse, where I was able to see vacuum moulding, GRP layups, and CNC trimming machinery work. It was an extremely interesting and satisfying experience to see the processes that I’d been researching work in the real world. Oral presentation 3.2 Effective oral As part of the ENGG7290 program, I at UQ communication in professional presented the results of my placement at domains Volvo to the other students and supervisors. 3.5 Orderly management of This was an opportunity for me to tell my self and professional conduct peers about the work that I had been fortunate enough to do. I was particularly happy about this experience as it was a chance for me to put my oral presentation skills to work in a university environment for the first time in some time. I was pleased to find that I tackled the presentation in a much more mentally prepared and calm state, as I had spent so much time presenting within Volvo.

SEAL Reflection (Meeting with Comtech Industries) Situation During this week, I met with Comtech Industries to organise the manufacture of my model through a vacuum moulding method. I had to go to their site in Darra for the meeting, which was between my supervisor, two Comtech Industries design engineers, and myself. During the meeting, my supervisor told me to take control of the meeting for my own experience and development, which was both challenging and rewarding.

Effect Taking control of a business meeting made me initially somewhat nervous. I felt like I was being given a lot of responsibility as a representative of the company with very little experience making any sort of business decisions in the past. Furthermore, I wasn’t sure what exactly was expected from me in terms of my technical understanding of the procedure, for example. This made it challenging for me to be inside my comfort zone during the meeting, and hence I had to rely on my ability to take control of the situation using my own communication skills in an effective manner.

Action In order to make sure that I was communicating with Comtech’s design engineers effectively, I had to put into action all of the communication skills that I have developed with Volvo over the past six months. I was able to take control of the meeting and ensure that I communicated exactly what was needed to the Comtech Industries engineers. After the meeting and tour, I also asked my supervisor to give me feedback on how I handled the meeting, which I can learn from in the future.

Learning This was one of my favourite learning experiences from my time at Volvo. I was given the opportunity to act as a professional engineer in communication with another company, and I feel that I’ve performed excellently. Not only did I learn to utilise the communication skills I’ve developed in an external environment outside of Volvo, but I also discovered a lot about the manufacturing industry, particularly regarding vacuum moulding. Seeing the machinery work in person has given me a greater perspective, and I feel that I definitely understand the processes more because of it. This was the kind of experience that university can prepare me for, but that I have to actually do to understand it. Definitely I would consider this a positive experience, and in the future I know that I will be even more confident in my ability to communicate with others because of it.