Relevant bibliographies by topics / FMEP

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'FMEP'

Author: Grafiati
Published: 4 June 2021
Last updated: 16 February 2022

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Journal articles on the topic "FMEP"

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Acioly, Marcus André, Marina Liebsch, Carlos Henrique Carvalho, Alireza Gharabaghi, and Marcos Tatagiba. "Transcranial Electrocortical Stimulation to Monitor the Facial Nerve Motor Function During Cerebellopontine Angle Surgery." Operative Neurosurgery 66, suppl_2 (June 1, 2010): ons354—ons362. http://dx.doi.org/10.1227/01.neu.0000369654.41677.b7.

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Abstract OBJECTIVE This study was conducted to investigate the success rate of using the facial motor evoked potential (FMEP) of orbicularis oculi and oris muscles for facial nerve function monitoring with use of a stepwise protocol, and its usefulness in predicting facial nerve outcome during cerebellopontine angle (CPA) surgeries. METHODS FMEPs were recorded intraoperatively from 60 patients undergoing CPA surgeries. Transcranial electrocortical stimulation (TES) was performed using corkscrew electrodes positioned at hemispheric montage (C3/C4 and CZ). The contralateral abductor pollicis brevis muscle was used as the control response. Stimulation was always applied contralaterally to the affected side using 1, 3, or 5 rectangular pulses ranging from 200 to 600 V with 50 μs of pulse duration and an interstimulus interval of 2 ms. Facial potentials were recorded from needles placed in the orbicularis oculi and oris muscles. RESULTS FMEP from the orbicularis oris and oculi muscles could be reliably monitored in 86.7% and 85% of the patients, respectively. The immediate postoperative facial function correlated significantly with the FMEP ratio in the orbicularis oculi muscle at 80% amplitude ratio (P = .037) and orbicularis oris muscle at 35% ratio (P = .000). FMEP loss was always related to postoperative facial paresis, although in different degrees. CONCLUSION FMEPs can be obtained reliably by using TES with 3 to 5 train pulses. Stable intraoperative FMEPs can predict a good postoperative outcome of facial function. However, further refinements of this technique are necessary to minimize artifacts and to make this method more reliable.
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Hardian, Ridzky Firmansyah, Tetsuya Goto, Yu Fujii, Kohei Kanaya, Tetsuyoshi Horiuchi, and Kazuhiro Hongo. "Intraoperative facial motor evoked potential monitoring for pontine cavernous malformation resection." Journal of Neurosurgery 132, no. 1 (January 2020): 265–71. http://dx.doi.org/10.3171/2018.8.jns181199.

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OBJECTIVEThe aim of this study was to predict postoperative facial nerve function during pontine cavernous malformation surgery by monitoring facial motor evoked potentials (FMEPs).METHODSFrom 2008 to 2017, 10 patients with pontine cavernous malformations underwent total resection via the trans–fourth ventricle floor approach with FMEP monitoring. House-Brackmann grades and Karnofsky Performance Scale (KPS) scores were obtained pre- and postoperatively. The surgeries were performed using one of 2 safe entry zones into the brainstem: the suprafacial triangle and infrafacial triangle approaches. Six patients underwent the suprafacial triangle approach, and 4 patients underwent the infrafacial triangle approach. A cranial peg screw electrode was used to deliver electrical stimulation for FMEP by a train of 4 or 5 pulse anodal constant current stimulation. FMEP was recorded from needle electrodes on the ipsilateral facial muscles and monitored throughout surgery by using a threshold-level stimulation method.RESULTSFMEPs were recorded and analyzed in 8 patients; they were not recorded in 2 patients who had severe preoperative facial palsy and underwent an infrafacial triangle approach. Warning signs appeared in all patients who underwent the suprafacial triangle approach. However, after temporarily stopping the procedures, FMEP findings during surgery showed recovery of the thresholds. FMEPs in patients who underwent the infrafacial triangle approach were stable during the surgery. House-Brackmann grades were unchanged postoperatively in all patients. Postoperative KPS scores improved in 3 patients, decreased in 1, and remained the same in 6 patients.CONCLUSIONSFMEPs can be used to monitor facial nerve function during surgery for pontine cavernous malformations, especially when the suprafacial triangle approach is performed.
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Tawfik, Kareem O., Zoe A. Walters, Gavriel D. Kohlberg, Noga Lipschitz, Joseph T. Breen, Kelly O’Neal, Mario Zuccarello, and Ravi N. Samy. "Impact of Motor-Evoked Potential Monitoring on Facial Nerve Outcomes after Vestibular Schwannoma Resection." Annals of Otology, Rhinology & Laryngology 128, no. 1 (October 20, 2018): 56–61. http://dx.doi.org/10.1177/0003489418803969.

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Objectives: Assess the utility of intraoperative transcranial facial motor-evoked potential (FMEP) monitoring in predicting and improving facial function after vestibular schwannoma (VS) resection. Study Design: Retrospective chart review. Methods: Data were obtained from 82 consecutive VS resections meeting inclusion criteria. Sixty-two cases were performed without FMEP and 20 with FMEP. Degradation of FMEP response was defined as a final-to-baseline amplitude ratio of 0.5 or less. House-Brackmann (HB) grade was assessed preoperatively, postoperatively, at follow-up assessments, and it was compared between pre- and post-FMEP cohorts. Positive predictive value (PPV) and negative predictive value (NPV), sensitivity, and specificity of FMEP degradation in predicting facial weakness were calculated. Results: In the pre-FMEP group, at length of follow-up (LOF) ⩾9 months, 83.9% (52/62) of patients exhibited HB 1-2 outcome. In the post-FMEP cohort, 75.0% (15/20) exhibited HB 1-2 function at LOF ⩾9 months. There was no difference in rates of HB 1-2 outcomes between groups in the immediate postoperative period ( P = .35) or at long-term follow-up ( P = 1.0). With respect to predicting immediate postoperative facial function, FMEP demonstrated high specificity (88.9%) and moderate sensitivity (54.5%). The PPV and NPV for immediate postoperative facial function were 85.7% and 61.5%, respectively. With respect to long-term (⩾9 months LOF) facial function, intraoperative FMEP was moderately sensitive (71.4%) and highly specific (84.6%); PPV was moderate (71.4%), and NPV was high (84.6%). Conclusions: Intraoperative FMEP is highly specific and moderately sensitive in predicting postoperative facial function for patients undergoing VS resection, but its use may not be associated with improved facial nerve outcomes. Level of Evidence: 4
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Matsuoka, Ryuta, Yasuhiro Takeshima, Hironobu Hayashi, Tsunenori Takatani, Fumihiko Nishimura, Ichiro Nakagawa, Yasushi Motoyama, Young-Su Park, Masahiko Kawaguchi, and Hiroyuki Nakase. "Feasibility of adjunct facial motor evoked potential monitoring to reduce the number of false-positive results during cervical spine surgery." Journal of Neurosurgery: Spine 32, no. 4 (April 2020): 570–77. http://dx.doi.org/10.3171/2019.9.spine19800.

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OBJECTIVEFalse-positive intraoperative muscle motor evoked potential (mMEP) monitoring results due to systemic effects of anesthetics and physiological changes continue to be a challenging issue. Although control MEPs recorded from the unaffected side are useful for identifying a true-positive signal, there are no muscles on the upper or lower extremities to induce control MEPs in cervical spine surgery. Therefore, this study was conducted to clarify if additional MEPs derived from facial muscles can feasibly serve as controls to reduce false-positive mMEP monitoring results in cervical spine surgery.METHODSPatients who underwent cervical spine surgery at the authors’ institution who did not experience postoperative neurological deterioration were retrospectively studied. mMEPs were induced with transcranial supramaximal stimulation. Facial MEPs (fMEPs) were subsequently induced with suprathreshold stimulation. The mMEP and subsequently recorded fMEP waveforms were paired during each moment during surgery. The initial pair was regarded as the baseline. A significant decline in mMEP and fMEP amplitude was defined as > 80% and > 50% decline compared with baseline, respectively. All mMEP alarms were considered false positives. Based on 2 different alarm criteria, either mMEP alone or both mMEP and fMEP, rates of false-positive mMEP monitoring results were calculated.RESULTSTwenty-three patients were included in this study, corresponding to 102 pairs of mMEPs and fMEPs. This included 23 initial and 79 subsequent pairs. Based on the alarm criterion of mMEP alone, 17 false-positive results (21.5%) were observed. Based on the alarm criterion of both mMEP and fMEP, 5 false-positive results (6.3%) were observed, which was significantly different compared to mMEP alone (difference 15.2%; 95% CI 7.2%–23.1%; p < 0.01).CONCLUSIONSfMEPs might be used as controls to reduce false-positive mMEP monitoring results in cervical spine surgery.
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An, Sung Chan, Sang Don Lee, Jung Ho Son, and Yong Joo Cho. "Friction Power Loss Reduction for a Marine Diesel Engine Piston." Journal of the Korean Society of Tribologists and Lubrication Engineers 32, no. 4 (August 31, 2016): 132–39. http://dx.doi.org/10.9725/kstle.2016.32.4.132.

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Lodi, Faisal, Ali Zare, Priyanka Arora, Svetlana Stevanovic, Mohammad Jafari, Zoran Ristovski, Richard J. Brown, and Timothy Bodisco. "Engine Performance and Emissions Analysis in a Cold, Intermediate and Hot Start Diesel Engine." Applied Sciences 10, no. 11 (May 31, 2020): 3839. http://dx.doi.org/10.3390/app10113839.

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Presented in this paper is an in-depth analysis of the impact of engine start during various stages of engine warm up (cold, intermediate, and hot start stages) on the performance and emissions of a heavy-duty diesel engine. The experiments were performed at constant engine speeds of 1500 and 2000 rpm on a custom designed drive cycle. The intermediate start stage was found to be longer than the cold start stage. The oil warm up lagged the coolant warm up by approximately 10 °C. During the cold start stage, as the coolant temperature increased from ~25 to 60 °C, the brake specific fuel consumption (BSFC) decreased by approximately 2% to 10%. In the intermediate start stage, as the coolant temperature reached 70 °C and the injection retarded, the indicated mean effective pressure (IMEP) and the brake mean effective pressure (BMEP) decreased by approximately 2% to 3%, while the friction mean effective pressure (FMEP) decreased by approximately 60%. In this stage, the NOx emissions decreased by approximately 25% to 45%, while the HC emissions increased by approximately 12% to 18%. The normalised FMEP showed that higher energy losses at lower loads were most likely contributing to the heating of the lubricating oil.
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Quillen, Kris, Rudolf H. Stanglmaier, Luke Moughon, Rosalind Takata, Victor Wong, Ed Reinbold, and Rick Donahue. "Friction Reduction by Piston Ring Pack Modifications of a Lean-Burn Four-Stroke Natural Gas Engine: Experimental Results." Journal of Engineering for Gas Turbines and Power 129, no. 4 (January 11, 2007): 1088–94. http://dx.doi.org/10.1115/1.2719262.

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A project to reduce frictional losses from natural gas engines is currently being carried out by a collaborative team from Waukesha Engine Dresser, Massachusetts Institute of Technology (MIT), and Colorado State University (CSU). This project is part of the Advanced Reciprocating Engine System (ARES) program led by the U.S. Department of Energy. Previous papers have discussed the computational tools used to evaluate piston-ring/cylinder friction and described the effects of changing various ring pack parameters on engine friction. These computational tools were used to optimize the ring pack of a Waukesha VGF 18-liter engine, and this paper presents the experimental results obtained on the engine test bed. Measured reductions in friction mean effective pressure (FMEP) were observed with a low tension oil control ring (LTOCR) and a skewed barrel top ring (SBTR). A negative twist second ring (NTSR) was used to counteract the oil consumption increase due to the LTOCR. The LTOCR and SBTR each resulted in a ∼0.50% improvement in mechanical efficiency (ηmech).
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Meng, Zhen, Linfeng Zhang, and Tian Tian. "Study of Break-In Process and its Effects on Piston Skirt Lubrication in Internal Combustion Engines." Lubricants 7, no. 11 (November 2, 2019): 98. http://dx.doi.org/10.3390/lubricants7110098.

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The piston skirt is one of the main contributors to the total mechanical loss in internal combustion engines. Usually, the skirt friction experiences a rapid change during the break-in period largely due to the wear of the machine marks or roughness against soft coatings. It is thus important to consider the effect of the change of the roughness for a realistic prediction of the piston skirt friction and system optimization. In this work, an existing model of piston skirt lubrication was improved with the consideration of a breaking in process for the most commonly used triangle machine marks. A new set of flow factors in the averaged Reynolds equation were analytically derived for the trapezoid shape formed after wear of the original triangle shape. A new asperity contact model was developed for the trapezoid shape. The calculation results reflect the trend of friction mean effective pressure (FMEP) during break-in in an engine test and showed quantitative agreement under the same amount of wear.
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Abdul Jalal, Rifqi Irzuan, M. A. Mohd Yusoff, H. M. Abid Hasan, and M. N. Yahya. "Simulation of bypass electric water pump to reduce the engine warm-up time." Journal of Mechanical Engineering and Sciences 15, no. 3 (September 19, 2021): 8241–52. http://dx.doi.org/10.15282/jmes.15.3.2021.03.0647.

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There are several strategies have been developed in the automotive cooling system to improve engine thermal management. Basically, these designs use controllable actuators and mechatronic components such as electric water pump, controllable thermostat, and controllable electric fan to improve engine temperature control on most operating ranges. Most of the strategies are complicated and costly. This paper introduced a different approach to improve coolant temperature warm-up during cold start. The new strategy was by promoting a higher coolant flow rate inside the engine block by just installing an electric water pump in the bypass hose. The new approach’s cold start performance was studied using GT-SUITE on a transient model, complete with finite-element of engine block design, lubrication system, components friction model, engine with combustion model and vehicle system. The proposed strategy clearly showed faster coolant temperature increase (18 seconds faster compared to the conventional cooling system). The strategy not only increase the coolant temperature faster, but also increases the oil temperature faster, lower Friction Mean Effective Pressure (FMEP), and lower fuel consumption at certain condition during the warm-up period.
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Park, Jae Sung, Seunghoon Lee, Sang-Ku Park, Jeong-A. Lee, and Kwan Park. "Facial motor evoked potential with paired transcranial magnetic stimulation: prognostic value following microvascular decompression for hemifacial spasm." Journal of Neurosurgery 131, no. 6 (December 2019): 1780–87. http://dx.doi.org/10.3171/2018.8.jns18708.

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OBJECTIVEMicrovascular decompression (MVD) is widely considered the treatment of choice for hemifacial spasm (HFS), but not all patients immediately benefit from it. Numerous electrophysiological tests have been employed to monitor the integrity of the facial nerve prior to, during, and after MVD treatment. The authors sought to verify if facial motor evoked potential (FMEP) with paired transcranial magnetic stimulation (pTMS) can be utilized as a tool to predict prognosis following MVD for HFS.METHODSFMEP using pTMS was performed preoperatively and postoperatively for 527 HFS patients who underwent an MVD treatment. Various interstimuli intervals (ISIs), which included 2, 10, 20, 25, 30, 75, and 100 msec, were applied for each paired stimulation and pTMS(%) was obtained. A graph of pTMS(%) versus each ISI was drawn for every patient and its pattern was analyzed in accordance with patients’ clinical outcomes.RESULTSWith ISIs of 75 and 100 msec, pTMS(%) was physiologically further inhibited, whereas it was relatively facilitated under ISIs of 20, 25, and 30 msec; loss of this specific pattern, that is, further inhibition-relative facilitation, indicated impaired integrity of the facial nerve. Those patients who immediately benefited from an MVD and experienced no relapse tended to show proper restoration of this further inhibition-relative facilitation pattern (p = 0.01). Greater resemblance between the physiological pattern of pTMS(%) and postoperative pTMS(%) was correlated to better outcome (p = 0.019).CONCLUSIONSA simple linear graph of pTMS(%) versus each ISI may be a helpful tool to predict prognosis for HFS following an MVD.
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Dissertations / Theses on the topic "FMEP"

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Smetana, Roman. "Výpočtové modelování mechanických ztrát v klikovém mechanismu." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2010. http://www.nusl.cz/ntk/nusl-228980.

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In the introduction of master’s thesis is introduced the common identification with basics of friction, wear and mechanical losses. Master’s thesis includes description of solving losses by help of the MBS software and analysis of mechanical losses in the crank train. In the last part of work is introduced design for decrease mechanical losses in the crank train. At the close of master’s thesis are reviewed records.
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Krajči, Jakub. "Moderní pohonná jednotka s vysokou mechanickou účinností – klikový mechanismus." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2015. http://www.nusl.cz/ntk/nusl-232049.

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This master's thesis is concerned with the mechanical efficiency of cranktrain contact pairs in a combustion engine. In the introductory part, the fundamental terminology relating to the cranktrain is presented along with the specification of the areas of mechanical losses, greasing modes and types of wear. The following chapters describe the possibilities of eliminating mechanical losses of the cranktrain and the calculation methods that can be utilized to mathematically solve mechanical losses. The practical part includes the proposal of a calculation model and its use in the analysis of the cranktrain of Skoda 1.2 HTP engine. The last part of this thesis comprises modified alternatives of the standard cranktrain focusing on the elimination of mechanical losses. The evaluation of the results is presented in the conclusion of this thesis.
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Rabello, Ana Paula de Sá Santos. "Um novo processo para melhorar a dependabilidade de sistemas espaciais entre as fases de planejamento e projeto detalhado incluindo extensões do Diagrama de Markov (DMEP) e da FMECA (FMEP) a projetos." Instituto Nacional de Pesquisas Espaciais (INPE), 2016. http://urlib.net/sid.inpe.br/mtc-m21b/2016/11.07.17.54.

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Sistemas complexos e/ou altamente integrados necessitam da (1$^{a}$ motivação): avaliação da Dependabilidade (Confiabilidade, Manutenabilidade, Disponibilidade, etc.) durante todo o seu ciclo de vida. Os projetos destes sistemas possuem três conjuntos fundamentais de atividades: gerenciais, técnicas e de qualidade. Estas atividades são organizadas em processos. A literatura recente aponta que as funções, responsabilidades, e autoridades do Gerenciamento de Projetos e da Engenharia de Sistemas estão fortemente acopladas. Representantes do Project Management Institute (PMI) e do \emph{International Council on Systems Engineering} (INCOSE) compartilham a opinião que o Gerenciamento de Projetos e a Engenharia de Sistemas compartilham objetivos vitais, mas reconhecem também que (2$^{a}$ motivação): há muitos anos existe uma barreira cultural entre o Gerenciamento de Projetos e a Engenharia de Sistemas. Consequentemente, o trabalho conjunto muitas vezes tem maior custo, necessita de mais tempo e fornece uma solução não ótima para o cliente ou usuário final. A \emph{Defense Acquisition University} (DAU) após uma extensa análise estatística baseada em projetos do \emph{U.S.Department of Defense} (DoD), concluiu que (3$^{a}$ motivação): o crescimento do custo comprometido do projeto é muito maior que o custo despendido nas fases iniciais; e também que o custo para eliminar os defeitos é menor nas fases iniciais do projeto. Particularmente, o INPE necessita que (4$^{a}$ motivação): se melhorem os processos atuais de gerenciamento e engenharia de subsistemas de satélites, por exemplo, incorporando o que há de melhor nos processos do PMI e INCOSE, e nos padrões da ECSS (seguidos pelo INPE). Assim, neste trabalho o problema que se objetiva resolver é reduzir as não conformidades e retrabalhos dos aspectos de Dependabilidade de um sistema, advindas de análises tardias ou inexistentes e da interação pouca ou inexistente entre o Gerenciamento de Projetos e Engenharia de Sistemas, propondo um novo processo para melhorar a Dependabilidade de sistemas espaciais entre as Fases de Planejamento e Projeto Detalhado, incluindo extensões do Diagrama de Markov (DMEP) e da FMECA (FMEP) a projetos. Isto inclui: antecipar análises, acrescentar análises aos processos examinados, aumentar a colaboração entre o Gerenciamento de Projetos e a Engenharia de Sistemas, conectá-las a técnicas e exemplificar seu suporte com uma ferramenta. Considerando o exposto acima e o foco principal nos projetos de subsistemas de satélite desenvolvidos pelo INPE, uma aplicação e avaliação do novo processo são realizadas através de um estudo de caso referente aos satélites do programa \emph{China-Brazil Earth Resources Satellite} (CBERS). Os resultados obtidos e suas avaliações sugerem que o processo e as adaptações propostas são corretos e vantajosos em tais aplicações e admitem inúmeros aperfeiçoamentos futuros.
Complex and/or highly integrated systems require the (1$^{st}$ motivation): evaluation of Dependability (Reliability, Maintainability, Availability, etc.) throughout their life cycle. The designs of these systems have three main sets of activities: managerial, technical and quality. These activities are organized in processes. The recent literature suggests that the functions, responsibilities, and authorities of the Project Management and the Systems Engineering are strongly coupled. The Project Management Institute (PMI) and the International Council on Systems Engineering (INCOSE) leaders share the opinion that the Project Management and the Systems Engineering share vital goals, but also recognize that (2$^{nd}$ motivation): for many years there is a cultural barrier between the Project Management and the Systems Engineering. Consequently, the joint work often has a higher cost, requires more time and provides a non-optimal solution for customers or end users. The Defense Acquisition University (DAU), after an extensive statistical analysis based on projects of the U. S. Department of Defense (DoD), concluded that (3$^{nd}$ motivation): the growth of the committed project cost is much greater than the cost spent in the initial stages; and also the cost to eliminate the defects is smaller in the initial stages of project. Particularly, INPE requires that (4$^{nd}$ motivation): we improve the current management and engineering processes of satellite subsystems, for example, incorporating the best of the PMI and INCOSE processes, and the ECSS Standards (followed by INPE). So, in this work the problem which we aim to solve is to reduce non-conformities and rework aspects of Dependability of a system, arising from late or non-existent analysis and little or non-existent interaction between the Project Management and the Systems Engineering by proposing a new process for improving the Dependability of space systems in the Phases of Planning to Detailed Design, including extensions of Markov Diagrams (DMEP) and FMECA (FMEP) to projects. This includes: to anticipate analysis, add analyses of the examined processes, increase collaboration between the Project Management and the Systems Engineering, connect them to techniques and exemplify their support with a tool. Considering the above and the main focus in satellite subsystems projects developed by INPE, an application and evaluation of the new process will be carried out through a case study of the satellites of the program China-Brazil Earth Resources Satellite (CBERS). The results obtained suggest that the proposed process and extensions are advantageous in such applications and admit numerous future improvements.
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Sohail, Owais Arshad. "Object Oriented Failure Modes & effect Analysis : Climate System of Hybrid Vehicles." Thesis, Karlstads universitet, Institutionen för ingenjörsvetenskap, fysik och matematik, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:kau:diva-35750.

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In order to make the product more reliable and efficient, the failures and their occurrence related to the products should be reduced if not eliminated. To achieve that, the approach of Failure Modes Effects Analysis (FMEA) is used in the process development phase where all the aspects of the product failure are generated and studied. With the passage of time the systems began to become more complex and alone FMEA not good enough approach for the complex systems. To handle a complex system is a hard and tedious job which requires more expertise. In complex systems the individual system might have overlaps, their boundaries are often unclear. The computation of information and its transmission between the components is extensive. Object Oriented FMEA resolves these issues by identifying the structure and screening a proper boundary of the system. It looks deeply in to the operational environment and external shared resources. It then decomposes its functions and behaviors in to separable physical, logical and attributes objects. The OO-FMEA approach obeys to the objectives of modern product development process and its principles. This approach makes it comparatively much easier to analyze the complex auto-motive systems that are built in extensive electrical architecture. The systems components perform their task while being interacted, linked or even independent. In this thesis the OO-FMEA approach is implemented on the Climate System of the SPA Hybrid.
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Baitar, Rami. "Riskanalys av elsystem med funktions-FMEA." Thesis, KTH, Data- och elektroteknik, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-146712.

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Riskanalysverktyget failure mode and effects analysis (FMEA) som analyserar kompo-nenter och signaler är beroende av att designen av fordonets elsystem finns tillgängligt och utförs därför sent i utvecklingsprocessen av elsystem. Detta medför att vissa fel inte analyseras i tid och kanske måste designas bort i efterhand vilket kan leda till ökad sy-stemkomplexitet samt längre och dyrare utvecklingsprocesser.Målet med examensarbetet är att genom en litteraturstudie ta reda på om det finns me-toder eller arbetssätt som gör att Scania tidigt i utvecklingsprocessen av elsystem kan genomföra funktionsanalyser i sitt riskanalysarbete med FMEA samt analysera dessa.Resultatet av detta examensarbete visar att det är möjligt att påbörja FMEA-arbetet tidigt i utvecklingsprocessen av elsystem om ingenjörerna utgår från ett funktionsperspektiv i riskanalysarbetet där de listar och rangordnar de funktioner som tillsammans realiserar en eller flera funktionaliteter samt deras felmoder, feleffekter, feldetektering, allvarlighet, sannolikhet och frekvens. Med hjälp av en FFMEA kan ingenjörerna tidigt i utveck-lingsprocessen av elsystem snabbt och effektivt hantera de identifierade säkerhetskritiska funktionerna.En befintlig funktionalitet på Scania har brutits ned i funktioner och en FFMEA har genomförts på dessa som en demonstration på hur en FFMEA kan genomföras och se ut.
The risk analysis tool failure mode and effects analysis (FMEA) that analyzes the com-ponents and signals of a electrical system is design dependent and are therefore per-formed late in the development process of electrical systems. This could lead to that some errors are not analyzed in time and may need to be designed away which can lead to increased system complexity as well as longer and more expensive development proc-esses.The objective of this study is that through a literature review identify if there are any methods or approaches that enables Scania to implement a functional hazard analyzes early in the development process of electrical systems and to analyze these.The results of this thesis shows that it is possible to start the FMEA process early in the development process of the electrical system if the engineers have a functional perspec-tive in mind when performing the risk analysis where they list and rank the functions that is provided by the electrical system and their failure modes, failure effects, failure de-tection, severity, probability and occurrence.By using a function based FMEA, the engineer(s) can identify and promptly handle the safety critical functions early in the development process of a electrical system.A existing functionality at Scania has been broken down into functions and a functional hazard analysis has been performed on these as a demonstration of how a function based FMEA can be carried out and look like.
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Düsing, Christa, and David Prust. "Supplementary failure mode and effect analysis (FMEA) for safety application standards DIN EN ISO 13849 safety function-fmea." Technische Universität Dresden, 2020. https://tud.qucosa.de/id/qucosa%3A71272.

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In the automotive industry, the Safety Function-FMEA according to ISO 26262 and its application to functional safety relevant systems is a well-established process in the form of Automotive Safety Integrity Levels (ASILs). These represent the failure mitigation that must be applied to ensure an acceptable residual risk of malfunctioning behaviour. The DIN EN ISO 13849 (ISO 13849) already describes a process to reduce risks for machines which starts with a Hazard And Risk Analysis (HARA) as described in DIN EN ISO 12100 and concludes with the Safety Requirements Specification (SRS). The SRS is a functional and technical safety concept defining requirements and guidelines to make sure the design conforms to defined safety goals. ISO 13849 lists important faults and failures for various technologies. The defined Safety Functions (SFs) can be classified in corresponding categories that lead to the particular hardware/system structure. This applies to mechatronic systems consisting of at least one sensor, one control unit and one actuator to monitor the system and effect a response in case of failure. Compared to the methods described in ISO 13849, the Safety Function-FMEA allows systematic identification of additional failures resulting from combinations of effects, rather than only listing the main failure causes. Based on the complexity of the machines it is highly recommended to perform a Safety Function-FMEA as a complementary method to assess and improve the overall safety of machinery.
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Wikdahl, Alexander, and Andreas Eriksson. "Produktutvecklingav friktionssvetshuvuden genom K-FMEA och DFA2." Thesis, Örebro universitet, Institutionen för naturvetenskap och teknik, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:oru:diva-64737.

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I och med ökad konkurrens och ökade kundkrav behöver företag bedriva produktutveckling med en rapid approach. ESAB:s sätt att svara upp mot dessa krav har resulterat i ett brett produktsortiment av friktionssvetshuvuden. Deras långsiktiga mål är därför att inrätta en ny standard för att reducera kostnader. Planen är därför att aktivt bedriva produktutveckling tillsammans med universitet och högskolor runt om i landet. Detta produktutvecklingsprojekt kan beskrivas som en första etapp i ett hållbart produktutvecklingsarbete på ESAB mot ett långsiktigt mål om att sätta en ny standard inom FSW. Syftet med detta examensarbete är att analysera två friktionssvetshuvuden: FSW LEGIO 4UT och FSW LEGIO 5UT genom K-FMEA och DFA2. Därigenom kartlägga vilka potentiella brister som finns i de befintliga konstruktionerna och belysa var bristerna finns. Analysresultatet ska tillsammans med produktutvecklingsteori, forma ett informationsunderlag för bedrivande av fortsatt produktutvecklingsarbete. Tillvägagångssättet har bedrivits genom tre faser: 1) uppstart/förarbete, 2) genomförande och 3) avslut/presentation. Vetenskapssynen har präglats av positivism med vissa inslag av hermeneutik. Forskningsmetoden har både vad gäller datainsamling, analysmetodik och utvärderingsmetodik varit kvalitativ. Undersökningsansatsen har varit av abduktiv art medan undersökningsinriktningen har varit kombinerad explorativ och deskriptiv. Först analyserades ritningsunderlag, komponentlistor, STEP-filer och produktspecifikationer för sammanlagt åtta svetshuvuden. Ett strategiskt urval av tre gjordes för att sedan ytterligare exkludera ett av dessa. En djupdykning gjordes i det empiriska underlaget som gav upphov till två hypoteser: 1) komponenter som under drift är i rörelse torde vara högst belägna att utsättas för fel, 2) svetshuvudena kan möjligen komprimeras volymmässigt och komponenter reduceras till antalet. En semi-strukturerad fokusgruppintervju genomfördes för fyra respondenter med teknisk expertis på området. Resultatet av denna gjorde att hypoteserna kunde bekräftas. Detta empiriska datamaterial ställdes mot befintlig teori rörande K-FMEA och DFA2. Vidare utfördes K-FMEA enligt teorin i sju steg på såväl systemnivå som komponentnivå. Sedan gjordes detsamma för DFA2 vars arbetssätt sker i fyra steg. Resultatet av denna studie påvisar att de allra mest kritiska komponenterna rör spindeln, spindelhuset och lager. Påfrestningar finns också i hydrauliken som har tilldelats höga kriticitetstal. Det finns även feltyper med hög risk relaterat till tillverkning och montering. Vad gäller DFA2 visade resultatet att de befintliga konstruktionerna har låg grad av monteringsvänlighet. Detta då flera monteringsriktningar används, flera komponenter är stora, tunga och svårhanterade. En del komponenter har svåråtkomlig monteringsplats. Vidare behövs för vissa komponenter extra hjälpmedel och verktyg för att kunna genomföra monteringen. Rekommendationen till ESAB i en potentiell andra etapp av detta produktutvecklingsarbete, vore att komplettera denna studie med andra produktutvecklingsverktyg och kostnadskalkyler. Detta för att se till att göra rätt från början och eliminera risker för eventuella efterföljande kostsamma justeringar.
With increased competition and increased customer requirements, companies need to pursue product development with a rapid approach. ESAB’s way of responding to these demands has resulted in a wide product range of friction welding heads. Their long-term goal is therefore to set a new standard to reduce costs. The plan is to actively conduct product development together with universities in Sweden. This product development project can be described as a first step in sustainable product development work at ESAB towards a long-term goal of setting a new standard within FSW. The purpose of this thesis is to analyze two friction welding heads: FSW LEGIO 4UT and FSW LEGIO 5UT through K-FMEA and DFA2. Thereby, identify the potential shortcomings found in the existing constructions and highlight where the shortcomings exist. The analysis results, together with product development theory, will form an information base for the pursuit of continued product development. The approach has been conducted through three phases: 1) start-up/pre-work, 2) implementation, and 3) completion/presentation. The science view has been characterized by a positivistic nature with elements of hermeneutic in some respects. The research method has been qualitative in terms of data collection, analysis methodology and evaluation methodology. The research effort has been abductive, while the research focus has been a combination of exploratory and descriptive. First, drawing documents, component lists, STEP files and product specifications were analyzed for a total of eight friction welding heads. A strategic selection of three was made to further exclude one more. An in-depth dive into the empirical evidence was made which gave rise to two hypotheses: 1) Components that move relative to others in welding operation, are most likely to be subject to errors; 2) These friction welding heads may possibly be compressed in terms of volume, and the components reduced to the number. A semi-structured focus group interview was conducted with a total of four respondents who have technical expertise in the field. The result of the interview allowed the hypothesis to be confirmed. The empirical data was put against the existing theory regarding K-FMEA and DFA2. Furthermore, K-FMEA was performed according to the theory in seven stages at both system level and component level. Then the same was done for DFA2, whose mode of operation takes place in four stages. The result of this thesis shows that the most critical components relate to the spider, spider house and the bearings. There are also stains in hydraulics that have been awarded high risk priority numbers. Along with that, failure modes with high risk frequencies related to manufacturing and assembly are identified. When it comes to DFA2, the result shows that the existing designs has low degree of assembly ease. This is because several mounting directions are used, several components are large, heavy and difficult to handle. Some components also have difficult access point. In addition, external equipment such as fixtures and tools, are needed to install some components. The recommendation to ESAB in a potential second step of their product development work, would be to complement this study with other product development tools and cost calculations. This to make sure to do right from the start and eliminate risks for any subsequent costly adjustments.
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Sesma, Vitrián Elena. "Beitrag zur Ermittlung von Kosten und Nutzen der präventiven Qualitätsmethoden QFD und FMEA." [S.l.] : [s.n.], 2004. http://deposit.ddb.de/cgi-bin/dokserv?idn=973143878.

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DALOSTO, Diogo Nunes. "Uma abordagem para FMEA baseada em métodos quantitativos." reponame:Repositório Institucional da UNIFEI, 2018. http://repositorio.unifei.edu.br/xmlui/handle/123456789/1659.

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Submitted by repositorio repositorio (repositorio@unifei.edu.br) on 2018-09-14T18:36:21Z No. of bitstreams: 1 tese_2018028.pdf: 2803004 bytes, checksum: f91953bf384ccd00cfff41afa046fb88 (MD5)
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Esta Tese apresenta uma abordagem para FMEA baseada em métodos quantitativos, através da análise do sistema de medição por atributos de Repetitividade e Reprodutividade (R&R). Com base em uma revisão sistemática da literatura sobre o FMEA, observou-se que diversas pesquisas apontam que os seus resultados possuem viés de subjetividade, posto que são gerados segundo interpretação e conceito de pessoas, que são por sua própria natureza, tendenciosas. A partir desta premissa, desenvolveu-se esta pesquisa com o escopo dividido em duas partes, na qual a primeira tem o objetivo de avaliar quantitativamente a subjetividade presente no processo de atribuição das notas do FMEA para os índices de Severidade, Ocorrência, Detecção e o RPN. Assim, por meio dos índices R&R de concordância ICC (Interclass Correlation Coefficient), índice de Kappa e uma concepção de matriz de confiabilidade para o índice de Kendall, analisou-se quantitativamente quatro casos de FMEA, dos quais inferiu-se que seus resultados, do ponto de vista estatístico, apresentaram subjetividade no processo de atribuição de notas. A partir destes resultados, desenvolveu-se a segunda parte do escopo da pesquisa, onde efetuou-se uma análise crítica sobre o FMEA, estabelecendo-se quais fatores causam a subjetividade nesta ferramenta e impactam na sua confiabilidade. Em vista disso, com o propósito de minimizar a subjetividade da ferramenta, propõem-se um novo modelo, chamado de “FMEA R&R”, estabelecendo-se diretrizes e uma estrutura metodológica para corroborar estatisticamente o FMEA. A fim de validar o FMEA R&R, empregou-se o modelo em um caso real da indústria, concluindo-se que o modelo minimiza a subjetividade e aumenta a eficiência do FMEA, em termos de confiabilidade para tomada de decisão e gerenciamento de riscos.
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Gonçalves, Patrícia Raquel Rodrigues. "Aplicação da FMEA no desenvolvimento de novos produtos." Master's thesis, Universidade de Aveiro, 2010. http://hdl.handle.net/10773/5335.

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Mestrado em Engenharia e Gestão Industrial
O processo de Desenvolvimento de Novos Produtos desempenha um papel crucial na competitividade empresarial. Com o presente Relatório de Estágio pretende-se transmitir a experiência vivida na melhoria do processo de Desenvolvimento de Novos Produtos na Oliveira & Irmão S.A., que por razões de simplicidade será designada por OLI, onde se aplicou a metodologia do Failure Mode and Effect Analysis (FMEA) a um produto – placas de comando para autoclismos – com o objectivo de identificar os principais modos de falhas do produto e suas consequências a nível de desenvolvimento de novos produtos. Neste relatório de Estágio foi dada ênfase ao desenvolvimento de novos produtos, à metodologia de gestão de projectos e à FMEA, que cobrem o segundo capítulo. A principal vantagem do trabalho executado é a de poder aplicar os resultados obtidos aos mesmos tipos de produtos dentro da categoria Placas de Comandos. Por outro lado, com a experiência obtida, poder-se-á aplicar a FMEA aos restantes grupos de produtos, bem como ao processo produtivo de forma a melhorar a produtividade da empresa. No presente estudo foi possível detectar a existência de duas situações diferentes. A primeira envolvendo uma diferenciação de modos de falha por graus de risco e uma segunda por graus de severidade. Foram obtidos doze modos de falha relevantes, dos quais três são respeitantes a graus de severidade elevados. Dos modos de falha detectados ficaram por resolver os relacionados com a cromagem das peças, sobretudo pelo facto de a OLI não ter competência nucleares nesta área e recorrer à subcontratação da mesma. Todos os restantes modos de falha foram analisados e as acções correctivas definidas, sempre que possível no processo de desenvolvimento de novos produtos.
The New Product Development process plays a crucial role in business competitiveness. The main goal of the present Internship Report is to transmit the experience lived in the improvement of the New Products Development at Oliveira & Irmão, S.A., that will be designated as OLI by simplicity reasons, where the Failure Mode and Effect Analysis (FMEA) methodology was applied to a product – push plate to in-wall cistern – in order to identify the product’s main failure modes and its consequences at new product development level. In this apprenticeship report the emphasis was placed on the development of new products, on the project’s management methodology and on the FMEA, which cover the second chapter. The main advantage of the executed work is that they could be replicated on the same types of products among the Plates of Commands category. On the other hand, with the obtained experience, FMEA can be applied to the remaining groups of products, as well as to the productive process in order to improve the productivity of the company. In the present study it was possible to detect the existence of two different situations. The first involving the differentiation of the failure modes according to the degrees of risk and the second involving the degree of severity. Twelve important failure modes were obtained, in which three of them are pertaining to high severity degrees. Among the main failure modes, the ones related to chrome are still unsolved, basically because OLI do not have nuclear competencies and resorts to outsourcing. All the remaining failure modes were analyzed and the correction actions defined, as much as possible during the new product development process.
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Books on the topic "FMEP"

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Algedri, Jamal, and Ekkehart Frieling. Human-FMEA. München: Carl Hanser Verlag GmbH & Co. KG, 2015. http://dx.doi.org/10.3139/9783446444430.

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J, Mikulak Raymond, and Beauregard Michael R, eds. The basics of FMEA. New York: Quality Resources, 1996.

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Werdich, Martin, ed. FMEA - Einführung und Moderation. Wiesbaden: Vieweg+Teubner Verlag, 2012. http://dx.doi.org/10.1007/978-3-8348-2217-8.

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Werdich, Martin, ed. FMEA – Einführung und Moderation. Wiesbaden: Vieweg+Teubner, 2011. http://dx.doi.org/10.1007/978-3-8348-9951-4.

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J, Mikulak Raymond, and Beauregard Michael R, eds. The basics of FMEA. 2nd ed. New York: Productivity Press, 2009.

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Klein, William E. Model 0A wind turbine generator FMEA. [Washington, D.C: National Aeronautics and Space Administration, 1989.

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Pfeufer, Hans-Joachim. FMEA – Fehler-Möglichkeits- und Einfluss-Analyse. München: Carl Hanser Verlag GmbH & Co. KG, 2014. http://dx.doi.org/10.3139/9783446441705.

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Araki, Keijiro, Stefania Gnesi, and Dino Mandrioli, eds. FME 2003: Formal Methods. Berlin, Heidelberg: Springer Berlin Heidelberg, 2003. http://dx.doi.org/10.1007/b13229.

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Liu, Hu-Chen. FMEA Using Uncertainty Theories and MCDM Methods. Singapore: Springer Singapore, 2016. http://dx.doi.org/10.1007/978-981-10-1466-6.

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Stahl, Patrick. Die Qualitätstechnik FMEA als Lerninstrument in Organisationen. Wiesbaden: Deutscher Universitätsverlag, 1997. http://dx.doi.org/10.1007/978-3-663-08408-2.

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Book chapters on the topic "FMEP"

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Göbel, Achim. "FMEA." In Risk Management in Medicine, 93–96. Berlin, Heidelberg: Springer Berlin Heidelberg, 2016. http://dx.doi.org/10.1007/978-3-662-47407-5_11.

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Desnick, Robert J., Orlando Guntinas-Lichius, George W. Padberg, Gustav Schonfeld, Xiaobo Lin, Maurizio Averna, Pin Yue, et al. "FMEA." In Encyclopedia of Molecular Mechanisms of Disease, 666. Berlin, Heidelberg: Springer Berlin Heidelberg, 2009. http://dx.doi.org/10.1007/978-3-540-29676-8_5025.

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Liu, Hu-Chen. "FMEA." In FMEA Using Uncertainty Theories and MCDM Methods, 3–12. Singapore: Springer Singapore, 2016. http://dx.doi.org/10.1007/978-981-10-1466-6_1.

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Hering, Ekbert, and Alexander Schloske. "Zusammenhang zwischen System-FMEA, Konstruktions-FMEA und Prozess-FMEA." In essentials, 55–58. Wiesbaden: Springer Fachmedien Wiesbaden, 2019. http://dx.doi.org/10.1007/978-3-658-25763-7_6.

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Algedri, Jamal, and Ekkehart Frieling. "Human-FMEA." In Human-FMEA, 1–54. München: Carl Hanser Verlag GmbH & Co. KG, 2015. http://dx.doi.org/10.3139/9783446444430.001.

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Algedri, Jamal, and Ekkehart Frieling. "Praxisberichte." In Human-FMEA, 55–189. München: Carl Hanser Verlag GmbH & Co. KG, 2015. http://dx.doi.org/10.3139/9783446444430.002.

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Algedri, Jamal, and Ekkehart Frieling. "Formulare zur Durchführung der Human-FMEA." In Human-FMEA, 191–203. München: Carl Hanser Verlag GmbH & Co. KG, 2015. http://dx.doi.org/10.3139/9783446444430.003.

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Tietjen, Thorsten, and André Decker. "Qualitätsmethoden und Qualifizierungskonzepte." In FMEA-Praxis, 1–18. München: Carl Hanser Verlag GmbH & Co. KG, 2020. http://dx.doi.org/10.3139/9783446465640.001.

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Tietjen, Thorsten, and André Decker. "Grundlagen der FMEA." In FMEA-Praxis, 19–89. München: Carl Hanser Verlag GmbH & Co. KG, 2020. http://dx.doi.org/10.3139/9783446465640.002.

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Tietjen, Thorsten, and André Decker. "Kompetenzintegration durch Teamarbeit." In FMEA-Praxis, 91–97. München: Carl Hanser Verlag GmbH & Co. KG, 2020. http://dx.doi.org/10.3139/9783446465640.003.

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Conference papers on the topic "FMEP"

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Ishijima, Takashi, Akiko Shimada, Shinichiro Kodaira, Hiroshi Sakamoto, Yasuo Harigaya, Michiyoshi Suzuki, and Masaaki Takiguchi. "An Analysis of Ring Temperature, Oil Film Temperature and Oil Film Thickness on a Piston Ring of an IC Engine in Consideration of Ring Movement: Effect of Ring Sliding Face Profile." In ASME 2007 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/icef2007-1653.

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For the clarification of the lubrication and thermal problems between ring and liner of internal combustion engines, an unsteady thermohydrodynamic lubrication model considering the ring temperature and the ring movement in the piston ring groove was developed. Then using the method of thermohydrodynamic lubrication, the effect of the profile of top ring sliding face on the oil film thickness and friction losses was analyzed. The ring is width of 3mm and thickness of 4.5mm. Profiles in sliding face of the ring used are two types. Ring 1 has a flat in the middle and a roundness in the corner, and Ring 2 has a barrel face. The ring temperature on the sliding surface shows the characteristic temperature distribution, and the temperature difference between ring lower face and middle of ring has about 19 °C. The oil film thickness changed in a cycle increases with increase of barrel height. The friction mean effective pressure FMEP decreases with the increase of barrel height both Ring 1 and Ring 2. FMEP of Ring 2 is more effective than that of Ring 1.
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Quillen, Kris, Rudolph H. Stanglmaier, Victor Wong, Ed Reinbold, Rick Donahue, Kathleen Tellier, and Vincent M. Carey. "Friction Reduction Due to Lubrication Oil Changes in a Lean-Burn 4-Stroke Natural Gas Engine: Experimental Results." In ASME/IEEE 2007 Joint Rail Conference and Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/jrc/ice2007-40128.

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A project to reduce frictional losses from natural gas engines is currently being carried out by a collaborative team from Waukesha Engine Dresser, Massachusetts Institute of Technology (MIT), Colorado State University (CSU), and ExxonMobil. This project is part of the Advanced Reciprocating Engine System (ARES) program led by the US Department of Energy. Changes in lubrication oil have been identified as a way to potentially help meet the ARES goal of developing a natural gas engine with 50% brake thermal efficiency. Previous papers have discussed the computational tools used to evaluate piston-ring/cylinder friction and described the effects of changing various lubrication oil parameters on engine friction. These computational tools were used to predict the effects of changing lubrication oil of a Waukesha VGF 18-liter engine, and this paper presents the experimental results obtained on the engine test bed. Measured reductions in friction mean effective pressure (FMEP) were observed with lower viscosity lubrication oils. Test oil LEF-H (20W) resulted in a ∼ 1.9% improvement in mechanical efficiency (ηmech) and a ∼ 16.5% reduction in FMEP vs. a commercial reference 40W oil. This improvement is a significant step in reaching the ARES goals.
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Caruana, Carl, Mario Farrugia, Gilbert Sammut, and Emiliano Pipitone. "Experimental Investigation on the Use of Argon to Improve FMEP Determination through Motoring Method." In 14th International Conference on Engines & Vehicles. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2019. http://dx.doi.org/10.4271/2019-24-0141.

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Lemieux, Patrick, C. Dennis Moore, and Andrew Nahab. "Performance Measurement and Analysis of Vertical Shaft V-Twin Engines, and Comparison With Horizontal Engines of the Same Model Class." In ASME 2012 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/icef2012-92055.

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Over the past two years, we have conducted two experimental test series aimed at examining typical performance of gasoline V-twin engines in the 25 hp class, and the suitability of assumed mechanical efficiency in correcting observed measurements. We used engines manufactured by Honda, Kawasaki, Kohler, and Subaru (Robin). The tests were conducted at the Engines Laboratory of the California Polytechnic State University, San Luis Obispo (Cal Poly). The Kohler engines are fuel injected while the others three are carbureted. We tested twenty-eight engines in total. The first series of tests included four horizontal shaft engines from each of the manufacturers (sixteen in total), and followed the general guidelines of SAE standard J1349-199506. This paper reports primarily on the subsequent series of twelve engine tests, which included vertical shaft engines of an equivalent family (and displacement class), from three of the original manufacturers: Honda, Kawasaki and Kohler. All three engines have roughly the same engine speed range (2000–4000), and all three reportedly reach peak power at 3600rpm. This is typical of small engines, which may be used to drive small generators in addition to being installed on other equipment. Vertical shaft engines are typically tested on a vertical shaft dynamometer, or one that converts from a horizontal to vertical position. However, these dynamometers are typically either of the water brake or eddy current type. They cannot motor the engine, and thus cannot measure friction mean effective pressure (FMEP) directly, which is the preferred method to quantify friction and mechanical efficiency for engine testing. However, testing vertical shaft engines on a horizontal shaft motoring dynamometer requires an angled gear drive to mate the engine to the dynamometer, and thus adds a loss that complicates the accurate measurement of FMEP and brake output. We present here results using a simple method with which our measurements can be corrected for this loss, in tests of this sort. The study thus expands on our previous results, and shows the extent by which engine to engine variations are affected by shaft configurations, within a given model family, and within similar offerings by different manufacturers. We also analyzed our results to contrast the methodology of SAE J1349-199506 with that of the updated J1349-201109, specifically with respect to using an assumed value of mechanical efficiency to characterize FMEP and correct dynamometer data on small, general utility engines.
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Shayler, Paul J., David K. W. Leong, and Michael Murphy. "Friction Teardown Data From Motored Engine Tests on Light Duty Automotive Diesel Engines at Low Temperatures and Speeds." In ASME 2003 Internal Combustion Engine and Rail Transportation Divisions Fall Technical Conference. ASMEDC, 2003. http://dx.doi.org/10.1115/icef2003-0745.

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Friction data have been acquired from motored engine tests on four designs of light duty automotive diesel engines. The engines were all four-cylinder designs with a swept capacity around two litres (1.8l-2.2l). These are typically used in the small and medium car sectors of the European market. The test programme was aligned to cold start and warm-up conditions. The data cover temperatures at the start of motoring of −20°C and above, and motoring speeds covering 200 rev/min – 1000 rev/min. Most tests were carried out using 10W/30 oil. The breakdowns separated piston assembly, crankshaft assembly, valve train and auxiliary component contributions to friction mean effective pressure (fmep), from −20°C upwards, under quasi-steady thermal conditions. Under these conditions, during warm-up the variation of engine fmep exhibits a simple power law dependence on oil viscosity evaluated at the current bulk oil temperature. The dependence of component contributions on oil viscosity has been examined. The empirical coefficients and functions used in the engine friction model developed by Patton, Nitschke and Heywood (SAE 890836) have been modified to give an improved fit to the low speed, low temperature test data, whilst limiting the effect on predictions for fully-warm conditions. The quality of the predictions is illustrated. The degree to which the effect of design detail can be predicted and the scope to reduce friction levels through design are discussed.
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Shayler, Paul J., John A. Burrows, Clive R. Tindle, and Michael Murphy. "Engine Friction Characteristics Under Cold Start Conditions." In ASME 2001 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2001. http://dx.doi.org/10.1115/2001-ice-432.

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Abstract Most studies of engine friction have been carried out at fully-warm operating conditions. Relatively little attention has been given to frictional losses when the engine is running cold, although these can be considerably higher and have a strong influence both on cold-start characteristics and fuel consumption during warm-up. The losses which effect the indicated load on the engine are rubbing losses and loads associated with driving auxiliaries. The equivalent frictional mean effective pressures (fmep) are generally highest during the first seconds of engine operation. These decay rapidly onto a characteristic variation which depends upon oil viscosity, and which fmep follows throughout the warm-up period. The oil viscosity can be evaluated at the bulk temperature of oil in the sump or main gallery. Breakdown motoring tests have been carried out on a series of diesel engines to examine how the friction contribution of various sub-assemblies in the engine contribute to the total and how this varies with temperature and speed. Tests were carried out using a compact cold cell and engine motoring facility. The engine was cold soaked to a target test temperature and then motored to a target speed and the variation of motoring torque recorded. Sets of tests were carried out at several stages of breaking the engine down. This enables the contributions due to the valve train, piston and big end assembly, crankshaft, fuel injection pump, and auxiliary load to be determined.
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Wu, Yuh-Yih, Bo-Chiuan Chen, Yaojung Shiao, and Feng-Chi Hsieh. "Engine Modeling With Inlet and Exhaust Wave Action for Real Time Control." In ASME 2003 International Mechanical Engineering Congress and Exposition. ASMEDC, 2003. http://dx.doi.org/10.1115/imece2003-41324.

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A motorcycle engine model in MATLAB/SIMULINK is introduced in this paper for engine design and control system design. It simulates a 125 cc single cylinder four-stroke spark ignition engine. Sub-models include: inlet/exhaust, combustion, heat transfer, friction, and work done. The method of characteristics is used for calculating the inlet and exhaust flow. Simulated results of bmep, imep, fmep, heat release rate, inlet/exhaust pressure, and cylinder pressure were compared with the experimental data. It was found that satisfactory simulation results were achieved for the proposed model.
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Quillen, Kris, Rudolf H. Stanglmaier, Luke Moughon, Rosalind Takata, Victor Wong, Ed Reinbold, and Rick Donahue. "Friction Reduction by Piston Ring Pack Modifications of a Lean-Burn 4-Stroke Natural Gas Engine: Experimental Results." In ASME 2006 Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2006. http://dx.doi.org/10.1115/ices2006-1327.

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A project to reduce frictional losses from natural gas engines is currently being carried out by a collaborative team from Waukesha Engine Dresser, Massachusetts Institute of Technology (MIT) and Colorado State University (CSU). This project is part of the Advanced Reciprocating Engine System (ARES) program led by the US Department of Energy. Previous papers have discussed the computational tools used to evaluate piston-ring/cylinder friction and described the effects of changing various ring pack parameters on engine friction. These computational tools were used to optimize the ring pack of a Waukesha VGF 18-liter engine, and this paper presents the experimental results obtained on the engine test bed. Measured reductions in friction mean effective pressure (FMEP) were observed with a low tension oil control ring (LTOCR) and a skewed barrel top ring (SBTR). A negative twist second ring (NTSR) was used to counteract the oil consumption increase due to the LTOCR. The LTOCR and SBTR each resulted in a ∼ 0.50% improvement in mechanical efficiency (ηmech).
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Yasko, Alexander, Eugene Babeshko, and Vyacheslav Kharchenko. "FMEDA-Based NPP I&C Systems Safety Assessment: Toward to Minimization of Experts’ Decisions Uncertainty." In 2016 24th International Conference on Nuclear Engineering. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/icone24-60377.

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There are many techniques for the Nuclear Power Plants Instrumentation and Control (NPP I&C) systems safety assessment. Each of them is suitable for specific types of I&C systems and life cycle stages. Though general procedures of techniques application are specified by standards and described by guides, there is no universal solution that could be unambiguously applied to any NPP I&C system. The Failure Modes, Effects and Diagnostics/Criticality Analysis (FME(D/C)A) is the one that is most often used. Using this technique, the process of assessment is not trivial because of dimensionality problem that is especially critical for modern NPP I&C systems that contain many complex electronic components. Another challenge is the need of compliance to varying requirements of standards. Furthermore, modern I&C systems are based on different platforms (FPGA, microcontrollers). Most of safety and reliability assessment techniques, including mentioned FME(D/C)A, are based on expertise and thereby results are dependent on experts’ decisions very much. This could be a serious challenge, because it is very difficult to find universal experts that have sufficient experience to be equally qualified in different electronic components (FPGA, microcontrollers etc.) used in modern I&C systems. The goal of this paper is to analyze the ways of automation of FMEDA-based NPP I&C systems safety assessment and minimization of uncertainty degree of experts’ decisions. Possible experts’ errors and the uncertainty degree of their decisions are analyzed. We propose integration of all existing FMEA-based techniques into XME(D/C)A that includes Functional FMEA, Design FMEA, Software FMEA, Hardware FMEA etc. Such approach allows performing more comprehensive analysis. Developed tool AXMEA (Automated XMEA) represents an integrated solution that provides the automation of stages of FMEDA technique applied to NPP I&C. The case study is the application of proposed technique and tool during SIL3 certification of the modular RadICS™ platform.
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Silverman, M., and J. R. Johnson. "FMEA on FMEA." In 2013 Annual Reliability and Maintainability Symposium (RAMS). IEEE, 2013. http://dx.doi.org/10.1109/rams.2013.6517629.

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Reports on the topic "FMEP"

1

Iarocci, M., and S. Kane. FMEA RHIC Cryogenics. Office of Scientific and Technical Information (OSTI), August 1994. http://dx.doi.org/10.2172/1119197.

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Curran, Kelsey Leigh Forde, Holly Colleen Chamberlin, and Timothy Scott Stirrup. SWiFT Hydraulic System FMEA. Office of Scientific and Technical Information (OSTI), September 2016. http://dx.doi.org/10.2172/1562630.

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Shepard, John M. How to Improve the FMOP Interview Process. Fort Belvoir, VA: Defense Technical Information Center, January 1995. http://dx.doi.org/10.21236/ada289713.

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Barbee, Scott A. Identification and Characterization of Novel FMRP-Associated miRNAs. Fort Belvoir, VA: Defense Technical Information Center, October 2013. http://dx.doi.org/10.21236/ada606025.

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Collins, David, and Aparna Huzurbazar. Reliability Prediction using FMEA, FTA, and Related Techniques. Office of Scientific and Technical Information (OSTI), August 2021. http://dx.doi.org/10.2172/1813832.

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Van Keuren, J. C. Analysis of tritium mission FMEF/FAA fuel handling accidents. Office of Scientific and Technical Information (OSTI), November 1997. http://dx.doi.org/10.2172/10148018.

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Pitkoff, C. C. Cold vacuum drying facility: Phase 1 FMEA/FMECA session report. Office of Scientific and Technical Information (OSTI), April 1998. http://dx.doi.org/10.2172/353287.

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FONG, S. K. FMEF Electrical single line diagram and panel schedule verification process. Office of Scientific and Technical Information (OSTI), November 1998. http://dx.doi.org/10.2172/11264.

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Greene, S. R., and B. B. Bevard. FMDP reactor alternative summary report. Volume 1 - existing LWR alternative. Office of Scientific and Technical Information (OSTI), October 1996. http://dx.doi.org/10.2172/416978.

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Greene, S. R., S. E. Fisher, and B. B. Bevard. FMDP Reactor Alternative Summary Report: Volume 3 - partially complete LWR alternative. Office of Scientific and Technical Information (OSTI), September 1996. http://dx.doi.org/10.2172/454006.

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