Stay professional. Things go wrong in life. When they go wrong in a relation-

374 CHAPTER 12 Wrapping Up the Design Process and Supporting the Product Prepare specifications File with patent office • Title of invention • Abstract • Drawings • Background of invention • Summary of invention • Description of drawings • Claims Application allowable Objection or rejection Submit specifications with oath that invention is original and with filing fee. When application accepted, use term “Patent applied for.” Objections to documentation Objections to specifications Rejection of claims Applicant amends application in response. Review by patent office Notice of allowance Payment of fee Issuance of patent Figure 12.4 Patent application procedure. the content of the claims. Since the claims define the invention, they are the heart of the patent. All the other information is there simply to support the claims. After the applicant and the patent examiner agree on the application, the patent office issues a notice of allowance. This means that the patent will be issued on payment of an issue fee. About 65 of the patents applied for are ulti- mately granted. Virtually all of these have been greatly modified during the process.

12.6 Design for End of Life

375 Patent Specification Design Organization: Date: Title of Invention: Abstract: Background of the Invention: Summary of the Invention: Description of Drawings: Claims: Attach drawings as needed Notes about filing with the patent office: Team member: Team member: Team member: Team member: Prepared by: Checked by: Witnessed by: The Mechanical Design Process Designed by Professor David G. Ullman Copyright 2008, McGraw-Hill Form 27.0 Figure 12.5 Patent Specification. 12.6 DESIGN FOR END OF LIFE Part of Design For the Environment, DFE, is concern for what to do with a product at the end of its life. This is especially so in the automotive industry, because there is so much material tied up in 250 million cars and light trucks 376 CHAPTER 12 Wrapping Up the Design Process and Supporting the Product Table 12.1 Typical car composition by weight Material Percentage Changes in last 15 years Metals Ferrous 65 Down 7 Aluminum 8 Up 4 Other 4 Plastics 9 Up 3 Rubber 6 Glass 3 Misc 5 registered in the United States and an equal number in Europe. Thus, it is worth looking at efforts to recycle End-of-Life Vehicles ELVs. In the United States, approximately 12.5 million cars and light trucks are recycled each year. The average composition of these vehicles is shown in Table 12.1. This composition is changing. In an effort to reduce weight, more aluminum and plastics are now used than there were 15 years ago. The increase in the use of plastics also reduces manufacturing costs. The basic flow and percentage of materials recovered when recycling an ELV is shown in Figure 12.6. There are fours steps:

1. Dismantling:

This is currently a vehicle-by-vehicle effort at a salvagescrap yard, where a variety of parts and all vehicle fluids and tires are removed. After removal, the remaining gutted vehicle “hulk” is flattened prior to shipment to the shredding facility.

2. Shredding:

The vehicle hulks are transported to a company that shreds, sep- arates, and processes them. First, a shredding machine takes about a minute to reduce the hulks to fist-sized pieces.

3. Separation and processing:

The shredded material is separated using mag- nets to attract ferrous metal all iron and steel, except stainless steel away from all the nonferrous materials both metals and nonmetals. The ferrous material is sent for recycling to steel smelters. The nonferrous material frac- tion is then typically separated into other metals: aluminum, brass, bronze, copper, lead, magnesium, nickel, stainless steel, and zinc; and into Auto Shredder Residue ASR or “fluff.” ASR consists of plastics, glass, rubber, foam, carpeting, textiles, and so on.

4. Landfill disposal of ASR:

For the most part, ASR is considered nonrecov- erable waste material and is sent to landfills for disposal. As the percentage of plastics used in cars and the cost of oil increases, recovering some of the plastics from the ASR becomes more valuable. What makes this challenging is that there are a wide variety of plastics mixed together in the ASR. Europe is ahead of the United States in its effort to manage ELVs. In an agreement signed in September 2000, the European Union agreed to

12.6 Design for End of Life

377 Automakers End-of-life vehicles V ehicles Dealers Waste Dismantling Companies Shredding Companies Used car dealers, etc. De-registered vehicles Users Users Sorting Ferrous, non-ferrous metals Removal Engines, tires, transmissions, batteries, catalytic converters, etc Press 20 – 30 20 – 25 50 – 55 Approximately 3 million tons 2.8 metric tons per year of ASR to landfills: • 48 plastic • 13 rubber • 19 glass • 20 other EU ASR 1.8 metric tons Figure 12.6 The life cycle of a vehicle emphasizing ELVs. ■ Establish Extended Producer Responsibility EPR for ELV management, requiring manufacturers and importers of autos to pay for the costs of end- of-life management. ■ Set increased recycling requirements. By January 1, 2006, reuse and recovery minimums were 85 by weight on average. By January 1, 2015, this needs to be 95 by weight. ■ Establish phase-outs in use of certain heavy metals: lead, mercury, cad- mium, and hexavalent chromium, except in certain excluded components e.g., lead in lead-acid batteries; hexavalent chromium as a corrosion pre- ventative coating; lead containing alloys of steel, aluminum, and copper; lead as a coating inside fuel tanks; and mercury in headlamps. ■ Encourage Design For the Environment DFE practices. ■ Code components and materials to facilitate product identification for mate- rial reuse and recovery. ■ Provide dismantling information for every vehicle built. The U.S. government has done little nationally about ELVs, but states such as California are taking the lead. Additionally, vehicle manufactures are changing both their business model and, to a slower extent, their design practice. Ford is purchasing recycling operations. DaimlerChrysler has goals to reach 95 recyclability, to reduce the types of materials used by 40, and to increase the recycled content in their vehicles. 378 CHAPTER 12 Wrapping Up the Design Process and Supporting the Product Recovery of materials comes at a cost. First, the vehicles must be trans- ported to the dismantling facility. Then the hulks and removed components must be transported to the shredders and other processors. Shredding takes about 30 kWhvehicle 375 million kWh per year total and additional energy is needed to process the shredded material. To design for the end of life, designers of vehicles and other products need to

1. Design for disassembly.

2. Label components for easy material identification. 3. Use fewer different types of materials. 4. Design products with a longer life span. 12.7 SOURCES Burgess, J. A.: Design Assurance for Engineers and Managers, Marcel Dekker, New York, 1984. A very complete and well-written book on the development and control of engi- neering documentation. Guide to Filing A Non-Provisional Utility Patent Application, U.S. Patent and Trademark Office http:www.uspto.govwebofficespacutilityutility.htm http:ec.europa.euenvironmentwasteindex.htm gives some details on the European Union’s effort for retiring products Kivenson, G.: The Art and Science of Inventing, Van Nostrand Reinhold, New York, 1977. Good overview of patents and patent applications; however, it is out of date on application details. Stevels, Ab: “Design for End-of-Life Strategies and Their Implementation,” Chapter 23 in Mechanical Life Cycle Handbook, by M. S. Hundal, Marcell Dekker, 2001. Management of End-of Life Vehicles ELVs in the United States Staudinger, Jeff, Gregory A. Keoleian, and Michael S. Flynn: “A Report of the Center for Sus- tainable Systems,” Report No. CSS01-01, University of Michigan, 2001, http:css.snre. umich.educss_docCSS01-01.pdf End-of-Life Vehicle Recycling in the European Union Kanari, N., J.-L. Pineau, and S. Shallari: JOM,August 2003, C:\Documents and Settings\D\My Documents\MDP 4th\Chpt 12 Launch\End-of-Life Vehicle Recycling in the European Union.htm 12.8 ON THE WEB Templates for the following documents are available on the book’s website: www.mhhe.comUllman4e ■ Engineering Change Notice ■ Patent Specification A A P P E N D I X Properties of 25 Materials Most Commonly Used in Mechanical Design A.1 INTRODUCTION There are literally an infinite number of materials available for use in products. In addition, it is now possible to actually design materials for a specific use. There is no way a design engineer can have knowledge of all these materials; however, all design engineers should be familiar with the materials that are the most available and the most commonly used in product design. Because these same materials are representative of a broad spectrum of materials, the design engineer can use his or her knowledge about them to communicate with materials engineers about other, less common materials. In addition to the important properties of the 25 most used materials, this appendix also contains a list of the specific materials used in many common items. During material selection it is vital to know what materials have been used for similar applications in the past; this list provides a source of such information. This appendix concludes with an extensive bibliography; the publications listed there are a source for information beyond the basic data presented here. 379 380 APPENDIX A Properties of 25 Materials Most Commonly Used in Mechanical Design A.2 PROPERTIES OF THE MOST COMMONLY USED MATERIALS The following 25 materials are those most commonly used in the design of me- chanical products; in themselves they represent the broad range of other materials. Steel and irons 1. 1020 2. 1040 3. 4140 4. 4340 5. S30400 6. S316 7. 01 tool steel 8. Gray cast iron Aluminum and copper alloys 9. 2024 10. 3003 or 5005 11. 6061 12. 7075 13. C268 Other metals 14. Titanium 6-4 15. Magnesium AZ63A Plastics 16. ABS 17. Polycarbonate 18. Nylon 66 19. Polypropylene 20. Polystyrene Ceramics 21. Alumina 22. Graphite Composite materials 23. Douglas fir 24. Fiberglass 25. Graphiteepoxy The properties of these 25 materials, given in Figs. A.1–A.12, are the proper- ties most commonly needed for design purposes. 1 Other properties can be found in the references at the end of this appendix. The properties are given as ranges, since they will depend on specific heat treatment metals and additives plastics. 1 An excellent book with more properties presented in this manner and a computer program to support material selection is M. F. Ashby, Materials Selection in Mechanical Design, 3rd edition, Butterworth Heinemann, 2005.