Browse Topic: Liability

Items (95)

2/23/2021

The purpose of this Standard is to provide an integrated set of fundamental processes to aid a developer in the engineering or reengineering of a system. Use of this Standard is intended to help developers a) establish and evolve a complete and consistent set of requirements that will enable delivery of feasible and cost-effective system solutions; b) satisfy requirements within cost, schedule, and risk constraints; c) provide a system, or any portion of a system, that satisfies stakeholders over the life of the products that make up the system. NOTE—The term product is used in this standard to mean: a physical item, such as a satellite (end product), or any of its component parts (end products); a software item such as a stand-alone application to run within an existing system (end product); or a document such as a plan, or a service such as test, training, or maintenance support, or equipment such as a simulator (enabling products). d) provide for the safe and/or cost-effective disposal or retirement of a system.

G-47 Systems Engineering

workflow - take 2

SAE-PP-003172/19/2021

workflow - take 2

testing rc-2255

SAE-PP-003132/19/2021

testing rc-2255

csp1071 test Construction of The Traffic Law and Regulation Framework for Automated Driving

SAE-PP-002902/18/2021

Road automated driving as a new generation of information technology and the integration of the transport industry's development has become a new round of global scientific and technological innovation and industrial transformation. This technology will promote the continuous upgrading of the field of road traffic. At present, the government, enterprises, and investors all take this as the goal and direction to accelerate automated driving in China. A reasonable traffic law and regulation system is required to promote the healthy development of automatic driving and fully release scientific and technological innovation subjects' vitality. Until now, China has formulated an official rule concerning the road testing of automated driving. According to this rule, no passenger and freight transportation can be officially applied using automatic vehicles. Therefore, this paper tries to construct the traffic law and regulation framework to promote automated driving development. This paper firstly summarizes the profound reform of automated driving on the road traffic industry in terms of vehicles, infrastructure, practitioners, and transportation services. Based on China's current administrative rules and traffic regulations, the legal and institutional obstacles in automatic driving are analyzed. This paper proposes a traffic law and regulation framework to promote the development of automated driving. The proposed framework can help the transport authority administrate automated driving in legal identity, demonstration application, transportation operation, practitioner management, and scene management. Finally, the policy suggestions to help develop automated driving are put forward. Through enhanced supervision, mutual recognition of qualification, regulation mode innovation, ecosystem construction, and multi-party cooperation, the automated driving market and partners' vitality can be significantly stimulated

SintzADMIN, Jeneane, Anthony, Lindsay

6.0.104 - Warm Forming of 3t Mg Alloy Sheet for An Automotive Electronic Compressor Case

SAE-PP-002602/4/2021

Recently, the applications of magnesium alloy to automobile and electric parts have been increased because of its high specific strength, excellent machinability, high electrical and thermal conductivity. The efforts of automobile industry to reduce fuel consumption by using lightweight structural materials have accelerated the deep drawing technology of magnesium alloy sheet. In the present study, the basic study to fabricate an automotive compressor case have been carried out. In order to apply ductile fracture criterion to predict the forming failure, critical damage values were determined from uniaxial tensile tests and FE simulations, and then they were expressed as the function of strain rate and temperature. The proposed methodology was applied to design the deep drawing process for fabrication of magnesium automotive compressor case without any defect. Based on the simulation and experimental results, AZ31 EL-cover part 39% lighter than ADC12 die casting EL-cover could be fabricated by warm deep drawing process.

Mutagaana, Festo

Construction of The Traffic Law and Regulation Framework for Automated Driving

SAE-PP-002462/3/2021

MobrxivNonAdmin, Lindsay

050 - Diesel Combustion Characteristics of Coconut Oil Ester Fuels

SAE-PP-001881/30/2021

In order to improve the cold flow properties of coconut oil biodiesel and to reduce the lifecycle CO2 emission by using bio-alcohol at biodiesel manufacturing, varying the types of alcohol used at transesterification was examined. The pour point of coconut oil ester decreases as the carbon number of alcohol increases. Among 5 ester fuels, the pour point of coconut oil isobutyl ester (CiBE) made from isobutanol is lowest, −12.5 °C, compared to that of coconut oil methyl ester (CME), highest, −5 °C. The pour point of coconut oil 1-butyl ester (CBE) is −10 °C, second lowest. Furthermore, CBE, CiBE, CME and JIS No.2 diesel fuel (gas oil) were tested using a DI diesel engine. CBE and CiBE have shorter ignition delay compared to the gas oil although slightly longer than CME. CBE and CiBE have the same thermal efficiency and NOx emissions compared to the gas oil. HC, CO and Smoke emissions of coconut oil ester fuels slightly increase when the ester molecule carbon number increases. However, these exhaust emissions are lower than that of the gas oil. From the experimental results, it is concluded that CBE and CiBE are good alternative diesel fuels.

Mutagaana, Festo

The Road to the Top is Not on the Map: Conversations with Top Women of the Automotive Industry

R-4919/4/2019

Carla Bailo, CEO of the Center for Automotive Research, and Terry Barclay, CEO of Inforum, bring together over 30 of the most influential women in the automotive industry to share their insight and advice. From suppliers to OEMs, they hail from every corner of the industry. Readers will learn how to take charge of their own careers by understanding the experiences these professionals. Topics include: • Work-Life Integration - How can you be whole at home, at work, and in the community? • Education and Lifelong Learning - Do you really need a graduate degree? • Mentor and Sponsor Relationships - How do you find mentors and sponsors and form productive relationships with them? • Career Challenges - How do you evaluate when to take career risks? How do you say yes when all the boxes aren't checked? • Resilience - Where do you find the internal fortitude to keep going? • Personal Satisfaction - What do these leaders find most joyful about their careers? The Road to the Top is Not on the Map features female leaders who candidly share the habits, motivations, triumphs, defeats, and lessons learned that helped them achieve top jobs in the industry. Their insights have relevance for women at all stages in their careers, whether its young women interested in pursuing a career in the auto industry, those looking for their next strategic move, or those seeking insight and inspiration. "The women in this book share a passion for their careers and a passion for the industry. They have encountered obstacles and the occasional failure, as well as successes, but they have embraced all their earned wisdom and generously agreed to share it." Creating a book club during office hours is a great way for team members to draw upon the eperiences of thought leaders. The Road to the Top is Not on the Map is the perfect book to start with as the leaders profiled share their experiences, and challenge readers to evaluate their own choices. Book Club Kirs are available for companies wishing to start an employee Book Club. For special pricing on quantity orders (minimum 25 copies), please contact an SAE International Sales Representative: (P) 1-888-875-3976 (US) (P) 1-724-772-4086 (Outside US) Fax: 724-776-3087 E-Mail: customersales@sae.org

Bailo, Carla, Barclay, Terry

System Safety for Vertical Flight

F-0075-2019-14711

5/13/2019

The field called System Safety evolved to satisfy the demand for an organized approach to safety management of complex new aerospace systems being developed in the 1960s. As technology has advanced and complexity has increased, its application spread to aviation, rail transportation, weapons, nuclear power, medical devices, oil and gas production, and almost every area of life where complex systems could lead to events having high consequences. System Safety is often defined as the application of engineering and management principles, criteria, and techniques to achieve acceptable mishap risks within the constraints of operational effectiveness, time, and cost throughout all phases of the system life cycle. The International System Safety Society states that for almost any system, product, or service, the most effective means of limiting product liability and accident risks is to implement an organized system safety function beginning in the conceptual design phase, and continuing through to its development, fabrication, testing, production, use, and ultimate disposal.

Hewitt, John

Avoiding Safety Scandals by Controlling the Risk of Material Changes

2017-01-03733/28/2017

Achieving functional safety in mechatronic systems with growing product functionality is a major challenge in systems engineering. Following the current discussion, this challenge is mostly allocated to electronics and software development. For most of the scenarios this focus is feasible. Product design - the construction of the product - defines the properties and the appearance of the product by shape, material and assembly. So, the product design is often not under control of the safety management system. A hazardous deviation of part shape can be easily identified after the parts product or at least at its mounting. A wrong assembly is controlled by assembly documentation or data (e.g. screw torques) and identified at end of assembly line checks. The identification of a hazardous material choice depends on the product material class. Product materials can be separated into two classes: passive or active materials. Passive materials (e.g. car body) can be distinguished in as passive materials with constant shape (stiff) and variable shape (flexible) (e.g. damper, spring). The liability of those materials regarding their usage in the product is tested in labs in prototypes in prior. Active materials (e.g. fluids, gases), or functional materials fulfill, trigger or directly influence the functionality of the product. The choice of a functional material is not always made by the electronics engineering. Therefore, it is not under control of safety management processes. Never the less functional material, especially with radical behavior, underlie other safety regulation. Explosives for example, can be integrated in a product or system and are restricted by specific standards. This technology report reflects the verification methods of functional materials today. The responsibility of the product design engineer is discussed as well as the relevant standards. The challenge of achieving complete product compliance with functional materials is shown by the technology analysis of the Takata airbag recall. The required and available methods to control risks of functional materials choice and change are listed and rated. Gaps in existing engineering processes and regulations are identified. A strategy to close those gaps is explained.

Koark, Fabian Jorg Uwe, Beul, Christian

Google talks self-driving vehicle development

16AUTP06_086/1/2016

As automakers add advanced driver-assist systems to conventional passenger vehicles, they are developing one path to the fully autonomous vehicle-but not the only one. So, the inevitable question: When will fully self-driving cars arrive and what will they be like? Google, with years of experience in this area, has predicted as early as 2020. Work underway was described by the project's CEO, John Krafcik, who spoke at the recent J.D. Power/NADA/NY Auto Show forum.

Weissler, Paul

Zero Acceptance Number Sampling Procedures and Tables for Inspection by Attributes of Isolated Lots

EIA585 (Current)7/1/2015

(From Standards Proposal No. 2358, formulated under the cognizance of the EIA Quality and Reliability Engineering (QRE) Committee.)

Systems Management Council

Method Selection for Assessment of Nonconforming Levels in Parts Per Million (PPM)

EIA554A (Current)7/1/2015

This standard is intended to provide guidance for selecting standardized methods for estimating the proportion nonconforming expressed as PPM. These methods are contained in EIA 554-1, EIA 554-2 and EIA 591.

Systems Management Council

Handbook: The Program Managers' Guide to the Integrated Baseline Review Process

GEIAHB748_1 (Current)10/1/2014

This guide clearly defines the purpose, goals, and objectives of an IBR. It also describes the attributes of an effective IBR and discusses a baseline review process that will lead to a better understanding of program risks. It provides a common definition and framework for the IBR Process. This process harmonizes, and to the extent possible, unifies the management objectives for all PMs. The IBR Process enables managers to effectively utilize the project Performance Measurement Baseline (PMB) to assess performance, and to better understand inherent risks. The IBR Process should continue throughout the life of a project.

G-47 Systems Engineering

Education in Configuration and Data Management

CMB6_10 (Current)10/1/2014

Assist CM and engineering personnel in the implementation and coordination of CM unique procedures and disciplines of Configuration Identification, Change Control, Status Accounting and Audits.

G-33 Configuration Management

CALS Configuration Management SOW and CDRL Guidance

CMB7_3 (Historical)

10/1/2014

G-33 Configuration Management

Counterfeit Materiel; Assuring Acquisition of Authentic and Conforming Materiel

AS6174A (Current)

7/29/2014

This SAE Standard standardizes practices to: a maximize availability of authentic materiel, b procure materiel from reliable sources, c assure authenticity and conformance of procured materiel, including methods such as certification, traceability, testing and inspection appropriate to the commodity/item in question, d control materiel identified as fraudulent/counterfeit, e and report suspect or confirmed fraudulent/counterfeit materiel to other potential users and Authority Having Jurisdiction.

G-21 Counterfeit Materiel Committee

Functional Safety Industry Best Practices for Introducing and Using ISO 26262

2013-01-01914/8/2013

Functions such as adaptive cruise control, crash protection systems, active body control and ESP are increasing in complexity and taking an ever more active role in controlling the car. These functions are realized by systems of sensors, actuators and interconnected electronic control units. The systems must be designed to function under a variety of operating conditions and must adhere to a number of mechanical, hardware and software constraints. In order to be able to manage the emerging product liability risks associated with such systems as well as ensuring the high level of quality required of automotive systems, significant improvements to engineering processes are necessary. In this article, we describe our experiences in adapting companies' development processes to conform to safety standards and to cope with the challenges mentioned above. We detail key success factors in overcoming these challenges and provide practical examples from working with global OEMs and tier-one suppliers on implementing safety standards in E/E development.

Ebert, Christof

Counterfeit Materiel; Assuring Acquisition of Authentic and Conforming Materiel

AS6174 (Historical)5/1/2012

G-21 Counterfeit Materiel Committee

Fraudulent/Counterfeit Electronic Parts; Tool for Risk Assessment of Distributors

ARP6178 (Historical)12/19/2011

This SAE Aerospace Recommended Practice is applicable for all organizations that procure electronic components from sources other than the original component manufacturer of the component. It is especially applicable for assessing distributors that sell electronic components without contractual authorization from the original component manufacturer.

G-19 Counterfeit Electronic Parts Committee

Method of Reducing Stray Energy Burns in Laparoscopic Surgery

TBMG-95004/1/2011

Any surgery brings with it risk, both to the patient and the surgeon. However, laparoscopic surgery sometimes brings an additional invisible risk: stray energy burns. Electrosurgical devices and laparoscopic instruments can suffer insulation failures and capacitive coupling, potentially causing stray energy burns to the patient. Often these burns occur out of sight of the surgeon and may go unnoticed until the patient presents with symptoms like peritonitis or sepsis.

Counterfeit Electronic Parts; Avoidance, Detection, Mitigation, and Disposition

AS5553 (Historical)

4/2/2009

This SAE Aerospace Standard standardizes practices to: a maximize availability of authentic parts, b procure parts from reliable sources, c assure authenticity and conformance of procured parts, d control parts identified as counterfeit, e and report counterfeit parts to other potential users and Government investigative authorities.

G-19 Counterfeit Electronic Parts Committee

Product Lifecycle Management Does for Ideas What ERP Did for Assets, without the Headaches

2008-01-23049/16/2008

Essentially, Product Lifecycle Management (PLM) is to a company's product value chain (Engineering IP) what Enterprise Resource Planning (ERP) is to its inventory and manufacturing processes. This paper's intent is to provide insight into today's global business platform, and how having the proper strategy with a scalable PLM solution will provide both short and long term value.

Wood, Graham A., Zuefeldt, Dan

Workflow and Asset Management Challenges in a Distributed Organization

2008-01-12794/14/2008

Increasingly Automotive OEMs and their suppliers find themselves spread across different continents. This in turn gives rise to knowledge, physical assets and key decision makers also being spread across the globe. This poses significant challenges for the companies to effectively manage and keep track of their resources. It is also challenging to work with teams spread across globe and for the team to arrive at intelligent decisions quickly and efficiently. In last few years we have spent significant amount of person hours trying to create systems and Software to help manage Workflow and Assets spread across diverse Geographic and Political areas. This paper intends to discuss some of the key factors involved such as: Keeping Track of Assets in a diverse and distributed Organization Controlling the movement of Assets Implementing workflow Software for change management in a distributed Organization Using workflow Software to manage/approve the movement of Assets Challenges in implementing common Workflow and Asset Management Solution in a global Organization Technology/Infrastructure Challenges Security Challenges Organization Silos/barriers Cultural Challenges Language Barriers

Anand, Ravi, Anand, Beena, Ganesan, Subra

Motorsports Industry Knowledge Exchange (MiKE): Oxymoron or Holy Grail (An Imperative for Sustaining Regional, National and Global Competitiveness)

2006-01-361012/5/2006

Of all high-performance engineering industries, motorsports perhaps exemplifies best the unique combination of key engineering and business elements vital for swift, industry-focused, successful, high-technology product advancement. This heady mix includes: complex market analysis; sophisticated research, design and development capability; rapid product innovation, prototyping and development; just-in-time manufacturing using state-of-the-art processes; and regular mandated exhibition of company competitiveness, involving (at the highest environs) demonstration of both personnel and new product capability and reliability, on an unforgiving world stage, invariably to ensure continuing investor (sponsor) confidence. Such examples of motorsport's disparate business model elements in many ways demonstrate fundamentally the industry's absolute reliance on what in corporate speak is now termed ‘brains trust’ or ‘human capital’. Invariably, however, funding for academic faculties (certainly in the UK) is now predicated largely on speculative - and in many respects unrealistic - future student intake numbers, driven by institution/Government recruitment targets, which are rigorously-policed. The corollary is that institutions can now no longer simply be considered as seats of learning - instead, they increasingly reside, sometimes uncomfortably, in the aggressive business domain of skills, education, training and research provision, where the marketplace is open, competitive and formidably-discerning, and majors on informed, industry-driven service provision. Thus, it is surprising, but perhaps understandable, that the arranged marriage of the academia-based skills/expertise purveyor, and the ostensibly-eager industry recipient of such services, remains largely unconsummated. The Objective of this paper is to: identify key enablers and inhibiters, perceived and actual, to successful motorsports industry-academe interaction; investigate inhibiters, to offer theoretical and practical insights into the reasons why key stakeholders in the process believe such barriers exist, indeed persist, and in some ways are perpetuated; provide instances of successes and failures in industry-academe technology and knowledge transfer; detail a number of mechanisms to aid the catalyzing of vital industry-academe technology and knowledge transfer.

Meechan, Mike

Re-Thinking Traffic Safety: The Global Situation, The Behavioral Model, Strategies for Improvement

2006-21-006310/16/2006

Recent United Nations and World Health Organization reports and resolutions indicate that the world has and is experiencing ever-increasing, epidemic and catastrophic levels of automotive violence as we use our cars. Meanwhile, many U.S. traffic safety agencies, government and influential business concerns have been reluctant to consider or adopt “public policy” measures based on a cultural “behavior model” to improve road users’ understanding, ability and safety performance.[1] Concerted measures and approaches to set standards and improve upon or solve human error/performance difficulties are well documented in all fields of human endeavor, except with and for U.S. drivers. These tactics are rejected as a way to resolve this “public problem”, even in the face of demonstrated successes elsewhere in the world. There is little agency and governmental confidence in the driving public's ability to improve. The pressure toward a more intelligent vehicle or intelligent transportation system is to eventually supercede the individual driver's intelligence, judgment or maneuverability. The moral question is, upon whose judgment will the driver be dependent should the vehicle be made self-directed? Should the car be made as driverless as a roller coaster? Would drivers be then helpless to prevent or protect themselves from other potential mishaps? Who would be responsible then? If the computer crashes, it'll still be on the desk. In the case of every speed limit sign being “chipped” to control each vehicle's speed within a local area, or the community traffic control regulating several thousand vehicles, in the event of failure or sabotage of the system the chaos would be immediate without other independent redundancy. What is the potential for the “arrogance of intelligence” or “blindness of ideology”[2] to replace personal, individual decision-making, judgment, and choice. Policies that would reduce these Jeffersonian principles can potentially be implemented without public awareness or consensus. Producing significant, individual personal improvements on a national or global scale is a daunting task. But then, if individual drivers have fundamental control over the vehicle, shouldn't society provide for, encourage, expect and require, individually, more “expert” control and decision making? The analogy is; the iceberg did not hit the Titanic, but the Titanic tragedy undoubtedly improved the standards of intercontinental marine shipping just as FAA investigations prevent and reduce air mishaps. “Sound science” and technology will continue to make substantive contributions in the equipment and efforts to assist and manage the operative control of the vehicle within its environment. However, can these externally applied controls manage populations dependent on convenient, independent, discretionary mobility? Developing and producing ever-better equipment and controls eventually focuses conscious decision making on someone, somewhere. In driving, it too frequently happens “all of a sudden”. Let's think about that. It seems we can accomplish almost anything we can imagine. What decisions are made, who makes them and how; that is the subject of this paper. The automotive manufacturing industries and the engineering community can take this opportunity to offer substantive and influential contributions and recommendations regarding the safer and more effective use of their products. The industry can initiate a “hands-on approach’ advocating a collective “Zero Error”, “One-Mind-at-a-Time”, “Take Away the Excuses” driver improvement campaign. What would be the value of public informational campaigns, educational priorities, training standards, requirements, evaluation and enforcement compared with and beyond the price, cost, toll and loss of this continuing global catastrophe?

Green, Robert P.

Tort Reform and Motor Vehicle Deaths

2006-21-006210/16/2006

Theory is ambiguous as to the effect of tort reform on accidents and accidental deaths. There are factors that might lead such reforms to increase deaths, and factors that might lead to reduced deaths. Previous research on non-automotive accidents from 1980-2000 found that some reforms lead to increased deaths and some to reduced deaths; net, tort reforms led to about 24,000 fewer deaths. Here, we extend that research to examine motor vehicle deaths. There is an additional factor to consider in the case of automobile deaths. Tort reform would be expected to reduce the cost and so increase the incidence of automobile insurance. Other research has found that increased automobile insurance leads to increased deaths, and so tort reform might lead to increased deaths through this channel. As before, we find mixed results. Caps on punitive damages, product liability reform, and collateral source reform (offset awards) lead to reduced deaths; higher evidence standard for punitive damages and joint and several liability reform lead to increased deaths. Overall, the particular reforms passed in the U.S. from 1980-2000 have led to about 7,500 increased accidental deaths. One implication is that states in passing tort reforms might pass different reforms for automobile and other torts.

Rubin, Paul H., Shepherd, Joanna M.

Considerations for the Carriage and Use of Visual Distress Signals in Airline Overwater Survival Kits

AIR5690 (Historical)

8/23/2006

This SAE Aerospace Information Report (AIR) is intended to promote awareness of the dangers associated with the carriage and use of pyrotechnic signaling devices in multi-place life rafts and slide/rafts on transport category aircraft. Also included is background information and a rationale for replacing these devices with alternative signaling devices, which offer effective signaling and reduced flammability, yielding an “equivalent level of safety,” as required by the FAA for replacement of the required pyrotechnic signaling device.

S-9A Safety Equipment and Survival Systems Committee