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THE RECOVERY OF COPPER FROM AUTOMOTIVE WIRING HARNESSES

by

BaIvinder Bains

A ThesisSubmitted to the Faculty of Graduate Studies and Research

through the Department of Mechanical, Automotive and Materials Engineeringin Partial Fulfillment of the Requirements forthe Degree of Master of Applied Science at the

University of Windsor

Windsor, Ontario, Canada

2000O Balvinder Bains

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National Library191 of Canada Bibliothquenationaledu CanadaAcquisitions and Acquisitions etBibliographie Services services bibliographiques395WeliingtonStreet 395, ueWellingtonOttawaON K1A ON4 OttawaON K IA ON4Canada Canada

Vour me Vorrerlemce

Our ie Notre rettirence

The author has granted a non- L'auteur a accord une licence nonexclusive licence allowing the exclusive permettant laNationalLibrary ofCanada to Bibliothque nationale du Canada dereproduce, loaq distribute or sel1 reproduire, prter, distribuer oucopies of this thesis inmicrofom, vendre des copies de cette thse souspaper or electronic formats. la forme demicrofiche/nn, dereproduction surpapier ou sur formatlectronique.

The author retains ownership of the L'auteur conserve la proprit ducopyright in this thesis.Neither the droit d'auteur qui protge cette these.thesis nor substantial extracts fiom it Ni la thse ni des extraits substantielsmay be pnnted or otherwise de celle-ci ne doivent tre imprimsreproducedwithout the aiithor's ou autrement reproduits sans sonpermission. autorisation.

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ABSTRACT

Auto manufacturers have set a goal for the technical recyclability and recovery ofnew vehicles that requires as much as 95% of the vehicle weight to be diverted fiomlandfill in a technically and economically feasibIe manner. In order that future vehiclesachieve this goal, which is in line with the drafi European Union End-of-Life ScrapVehicle Directive, it will be necessary to develop a system to recycle al1 vehicle electricaIwiring harnesses. This paper describes the development of a process that uses acryogenic method o f separating the non-rnetaIlic insulation tkom the metallic conductormaterial.

This thesis investigates the potential for the development of a unique process torecycle automotive wiring harnesses. As part of the design approach, a cryogenic testingchamber was comtructed along with a mechanical wire crusher to remove the insulationfi-om the wires. Two tests were performed, which consisted of a "Complete WiringHarness Test" and a "Winng Harness Materia1 Test".

Analysis of the Complete Wiring Harness Test, reveaIed that there were certainpolymers used on automotive wiring harnesses which were unable to reach their glasstransition temperature. Therefore a second test, referred to as The Wiring HarnessMatenal Test, was performed to reveal which materials were unable to reach the gIasstransition temperature in order to allow for the recovery of copper. Finally, the resuItsand information gained in this research have advanced the possibility of future successfldevelopment of a mechanical process to remove the insulation from automotive wiringharnesses, which would allow for the recovery of copper.

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ACKNOWLEDGEMENTS

1 would like to thank my supervisor, Dr. P. Frise, for al1 his support and guidancethroughout the research conducted in this thesis. His dedication, encouragement andwealth of knowledge contributed significantly to the progression of the research.

1would also like to thank University of Windsor/DaimlerChrysler CanadaResearch and Development Center (PLRDC) for al1 their support towards the project.Specifically 1 would like to acknowledge the contributions of Shawn Yates and JimLanigan.

Ron Kelly's contributions also deserve acknowledgement. His assistance andknowledge allowed for the completion of this thesis in a timely marner. His patience inthe construction of the cryogenic chamber as well as the crusher system is appreciated.In addition his tremendous knowledge, ambition and friendship is recognized and greatlyappreciated.

My parents, sisters, brother, nephews and nieces deserve a sincere "thank-you"for their input, patience, love and understanding.

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TABLE OF CONTENTS

...ABSTRACT .............................................................................................................. I I IA C K N O W L E D G M E N T S ............................................................................................. ..ivT A B L E OF CONTENTS ................................................................................................ v

..LIST OF FIGURES ..................................................................................................... - V I ILIST OF TABLES .......................................................................................................... xNOM ENC LATUR E ..................................................................................................... .x i

......................................................................................................................LITE RAT URE SCTRVEY 10

2 -1.1 Introduction ....................... ............................................................................ 102.1.2 The AutomobiIe Recovery System ...................................................................................... 132 - 1 3 Economic Aspects of Autom obile Recycling ....................................................................... 142.1.4 Design forRecycling ......................................................................................................... 152.1.5 German Dcvelopm ents in Recycling ................................................................................... 23

1.6 Current Wire Harness Recy cling Methods ........................................................................... 251-7 Care Car Concept ............................................................................................................. 29

B A C K G R O U N DESEARCHN C R Y O G E N I CROCESS................................................................... 3 12.2.1 Introduction ........................... ....................................................................................... 312.2.2 LiquidNit rogen .....................,....................................................................................... 32

2.3 BACKGROUNDE S E A R C HNCOPPER......................................................................................... 352.3.1 Introduction ......................................................................................................................... 352.3.2 Recovery Processes .............................................................................................................. 352.3.3 Copper W ires ..................................................................................................................... 38

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3 D E V E L O P M E N T O F T E S T M E T H O D O L O GY ................................................................................ 313.1 R E C Y C L I N GONCEPT.................................................................................................................. 413.2 T E S T I N GPPARATUS................................................................................................................... 453 .3 M A T E R I A LELECTION................................................................................................................ 363.4 TYP ES F TESTS ....................................................................................................................... 53

- -,.....................................................................................................................5 TES TI NG R OC EDUR E m3.5.1 Complete Winng Hamess Test............................................................ 533 S .2 Wiring Hamess Matenal Test.............................................................................................. 564 DISCUSSION OF EXPERIMENTAL RESULTS ................................................................................ 57

5 C ONC LUS I ONS AND R EC OM M ENDATI ONS . 89

6 REFERENCES .......................................................................................................................................... 93

.............................................................................................ITA AUC TOR I S ................................. ... 95

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LIST OF FIGURES

..........................................................................................igure 1-Automotive Dashboard Winng Harness 3Figure 2-Wire Colours................................................................................................................................... 6Figure 3 -Expired Vehicle Flowsheet (from [8]) ......................................................................................... 12Figure 4 - Standardized markings for plastic parts (fiom [3]) ..................................................................... 20Figure 5- Chopping Machine (from [4]) ................................................ 25Figure 6- Process for Pyrolyzing VinyI Chloride Insulation from Copper Wire (&om [14]) ....................... 27Figure 7

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Figure 26-Roller System-Adjusting Knobs............................................................................................... 5 1Figure 27 -Complete Assembly of the Rolier Systern ..................................................... 51Figure 28-Safety Equipment Required ......................................................................................................... 53Figure 29-C loge nic Tank ................................................................................................................ 54Figure 30-OdOff knob for Liquid Nitrogen ............................................................................................. 54Figure 3 1- Testing Cryogenic System .......................................................................................................... 54Figure 32- Checking Temperature of Liquid Nitrogen Bath ......................... ....................................... 55Figure 33-Inserting Harness into Liquid Nitrogen ....................................................................................... 55Figure 34-Processing Harness in Nitrogen ........................................................................................... 55Figure 35- RemovaI of fiozen harness......................................................................................................... 56Figure 36-Cmshing Frozen Winng Haimess ................................................................................... 56Figure 37-Complete Wiring Harness (Before Soaking in Liquid Nitrogen) ................................................ 57Figure 38- Complete Wiring Harness (Afier Soaking in Liquid Nitrogen) ............................................... 57Figure 39-Thermoplastic-PoIyolefinHeat Shrinkable Tubing (Bsfore Soaking in Liquid Nitrogen) .......... 59Figure 40- Thennoplastic-PolyolefinHeat Shrinkable Tubing (After Soaking in Liquid Nitrogen) ........... 59Figure 4 1-Cable-Primary Standard Wall ThermopIastic(PVC) (Before Soaking in Liquid Nitrogen) ........ 61Figure 32-Cable Primary Standard Wall Thermoplastic (PVC) (After Soaking in Liquid Nitrogen) .......... 61Figure 43-Nylon And/Or Polyester Abrasion Resistant Sleeves (Before Soaking in Liquid Nitrogen) .......63Figure 44- Nylon And/Or Polyester Abrasion Resistant Sleeves (Afier Soaking in Liquid Nitrogen) ........ 63Figure 45-Reflective S eeving-Woven Braided Fiberglass-(Before Soaking in Liquid Nitrogen) ............... 65Figure 46- Reflective Sleeving-Woven Braided Fiberglass-(After Soaking in Liquid Nitrogen) ................ 65Figure 47-Heavy Duty Hypalon Insulated (Before Soaking in Liquid Nitrogen) ................................ 67Figure 45- Heatry Duty Hypalon Insulated (After Soakin in Liquid Nitrogen) ......................................... 67Figure 49-Sleeving Braided Fiberglass (Before Soaking in Liquid Nitrogen) ...................................... 69Figure 50- Sleeving Braided Fiberglass (After Soaking in Liquid Niuogen).......................... . . 69Figure 5 1 EPDM Bumper (Before Soaking in Iiquid Nitrogen) ................................................................. 71Figure 52-EPDM Bumper(After Soaking in Liquid Nitrogen)................................................................ 71

................igure 53-Tape-Polymenc Coat Cloth Pressure Sensitive (Before Soaking in Liquid Nitrogen) 73

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Figure 54-Tape-Polymeric Coat Cloth Pressure Sensitive (After Soaking in Liquid Nitrogen) .................. 73Figure 55-Tape-High Temperature Resistant (Before Soaking in Liquid Nitrogen) ............................. 75Figure 56-Tape-High Tempenture Resis tant (After Soaking in Liquid Nitrogen) ..................................... 75Figure 57-Tape-Paper Backing (Be ore Soaking in Liquid Nitrogen) ................. ... .......................... 77Figure 58-Tape-Paper Backing (Afier Soaking in Liquid Nitrogen) .... ....................................................... 77Figure 59-Cotton Backed Friction-Pressure Sensitive (Before Soaking in Liquid Nitrogen) ...................... 79Figure 60-Cotton Baclced Friction-Pressure Sensitive (Afrer Soaking in Liquid Nitrogen) ......................... 79Figure 61-Tape-Water Resistant (Before Soaking in Liquid Nitrogen) .......... ............................ . . . . . . . 81.....................................igure 62-Tape- Water Resistant (A fter Soaking in Liquid Nitrogen)..................... 81Figure 63-Wiring Harness Connectors (Before Soaking in Liquid Nitrogen)............................................. 83Figure 64-Wiring Harness Connectors (After Soaking in Liquid Nitrogen) ................................................ 83

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LIST OF TABLES

Table 1.Winng Color Table (from [ 151) ............................................................................................... 8Table 2-Fluid Properties (from CI 6 1) ........................................................................................................... 32TabIe 3- Relative Energy Requirements of Recycling and Production from Ores for Several Metais (from

[18]) ..................,............................................................................................................................. 3 6Table 4- Wiring Harness Temperanire Propenies (from [15]) .................................................................... 45

.....................................................................................able 5- Results o f Complete Wiring Harness Test 58Table 6-Results o f Wiring Harness Material Test for Thennoplastic Polyolefm Tubing ........................ 60Table 7-Cable-Pnmary Standard Wall Themoplas tic(PVC) Test Results ............................................... 62Table 8- Nylon AndlOr Polyester Abrasion Resistant Sleeves Test Results ................................................ 64Table 9- Reflective Sleeving-Woven Braided Fiberglass Test Results ................................................... 66Table 10- Heavy Duty Hypalon Insulated Test ResuIts ............................................................................... 68Table 1 1- Sleeving Braided Fiberglass Test Results ............................................................................ 70Table 12-EPDM Bumper Test Results ..................................... ............................................................... 72Table 13-Tape-Polymeric Coat Cloth Pressure Sensitive Test Resuits .................................................. 7 3Table 14-Tape-i-iigh pressure Resistant Test Results ................................................................................ 76Table 15-Tape-Paper Backing Test Results .............................................................................................. 78Table 16-Cotton Backed Friction-Pressure Sensitive Test Results .............................................................. 80Table 17-Tape-Water ResistantTest Results ......................... . ........................................................... 82

......................................................................................able 18-Wiring Harness Connectors Test Results 54Table 19-Summation of Test Results ..................................................................................................... 85

......................................able 20- Timing Chart for the removal of Wiring Harness from an automobile 86Table 2 1 -Cost of Liquid Nitrogen ............................................................................................................ 87

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NOMENCLATURE

ARDC - Automotive Research and DeveIopment CenterELVs - End-of-Life VehiclesUSCAR- United States Council for Automobile ResearchASR- Automotive Shredder ResidueDFR- Design for EnvironmentISO- International Organization for StandardizationDFE -Design for the EnvironmentPVC - Polyvinyl Cl-ilorideCAC03 Calcium CarbonateCARE - Concepts for Advanced Recycling and Environmental SolutionsPC - PolycarbonatePBT - PoIybutylene TerephthalatePBT + PC- Polybutylene TerephthalateJ Polycarbonate blendPA - PolyamidePET - Polyethylene TerephthalateEPDM - Terpolyrner of ethylene, propylene, and a diene

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1 Introduction

The purpose of this project is to conduct research directed towards recyclingautomotive electrical wiring harnesses. This is a unique project that involves therecovery of copper found in wiring harnesses. The research project is being conducted inconjunction with the University of Windsor/DaimIerChr);sler Canada AutomotiveResearch and Developrnent Centre (ARDC),and has corne about through anticipatedfuture legislation aimed at the recycling of motor vehicles. Vehicle recycling is asensible way for automakers to achieve both interna1 and external economic andenvironmental goals. The European Union policy towards environmental protection is toincrease the recovery of these End-of-Life Vehicles (ELVs) over the next twenty years.The voluntary take-back legislation requires al1 autornakers to buy back vehicles frorntheir owners at the end of the vehicles life. The vehicles would then be delivered toautomotive dismantlers where they would be disposed of in an environmentaily friendlymanner. Strict domestic and international labeling and reportin requirements for plasticsand hazardous substances, has prompted automotive manufacturers to aggressivelyevaluate the regulated substances contained in their automobiles and the recyclability oftheir automobiles. The auto industry is deveIoping strateies to reduce the hazardoussubstance content of the vehicles and manufacturing processes to improve vehicIerecyclability in a cost-effective manner.

The project came about after intensive research into the approaches developed bythe United States Council for Automotive Research (USCAR) consortia which was apartnership jointly developed by Ford Motor Company, General Motors Corporation and

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Wiring hamesses provide two major functions in a vehicle:a) distribution of power fiom the source to the loadb) transmission of information, for example

-a switching commmd-information relating to vehicIe performance parameters, such as coolanttemperature, fuel level, oil pressure, etc.

Generally, power is distributed fkom the fascia panel to several switches, which arepositioned so that they may receive a switch comrnand f ion the "comrnander"(i.e. thedriver). Separate wires, carrying power and commands to the appropriate load or devicetake the output fiom each of these switches. When a switch is in another part o f the carbody (e-g. the interior light-switch), power is fed from the source through the switch tothe load.Below is a figure showing typical wiring harness found in the dashboard of anaritomobile.

Wiring Harness

Figure 1-Automotive Dashboard Wiring Harncss

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Figure 1 shows the amount of wiring hamess tha; can be recovered from thedashboard of a 1998 Plymouth Voyager Minivan.

A typical insirurnent panel environment encompasses approximately 150761 cm3(9200 in3) of space into which on the order of 93 components are packaged. Of the area.65% is occupied by the mechanical and functional components such as the cluster, radio,A/C system, and other devices, 12% is occupied by electrica1 hardware, and 3% isoccupied by the necessary wiring harnesses [ I 81.

Instrument panels aIso have an average clearance between components ofapproximately 12.7 mm (% in), but there exist a severe packagin problem in the totalarea; Only 22% of the available space is lefi for miscellaneous brackets, supports andessential access space for servicing components under the panel.

As the i n d u s 0 trend moves toward smaller, more compact vehicles, humanfactors such as safety, component weight and size problems become more difficult tosolve.

Compact vehicles are smaller in size, therefore they have a more restrictedinterior packagiiig for the driver and the front seat passengers. These conditions directlyaffect the width of the vehicle's instrument panel area where the displays and controlscan be located. As automotive complexity has increased, the lengths of winng harnesseshave significantly increased. In recent years, the total inrrease in copper content per carhas been about 5% each year. As th e automobile becomes more and moretechnologically advanced, manufacturers in the wiring harness and connector marketmust continually develop new technologies to remain cornpetitive. Any new technologychosen to replace or supplement th e present design practice must assist the designer to

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solve human factors and component packaging problems. These may consist of newtechnologies that assist designers to create new and different instrument panel designs ata lower cost. If a set of program objectives to meet these cnteria were developed, majoremphasis would be placed on reducing packaging size and weight for al1 components, asmaller, less complex vehicle electncal system and a reduction in the number of uniquecomponents by combining functions wherever possible.

The wiring harness and connector markets are being driven by the increasedelectrical and electronic content of vehicles, such as safety, comfon, and conveniencefeatures, including navigation, information and entertainment systems. The introductionof electrical an d electronic systems like electronic throttle control, electric steering and

electnc braking are also expected to affect the market.As the number of applications for winng harnesses increase, so does their

complexity. However, in this market, it is difficult for suppliers to pass t ie increased costto automobile manufacturers, and ultimately customers, through higher prices.Automakers need to control vehicle pnces while of ferhg more and more features. Thus,they are very pnce sensitive while striving to provide better components at low costsevery year.

The wires found in wiring hamesses are colour coded to make it easier todetermine what the wire operates and what it is connected to. Figure 2 is a schematic ofsome wires showing the different cofours found in an automobile. lncluded is a table ofthe entire standard wiring colours and their associated functions.

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Figure 2-Wise Colours

WlRlNG COLOR CODE TABLEMAINBlackBlackBlackBlackB ackBlackBlackBlackBlack

BlueBlueBlue

BlueBlue

BlueBlueBlue

Blue

BrownBrownBrownBrown

BrownBrown

Brown

Brown

TRACERBlueRedPurpleGreenLigh greenWhiteYellowOrange

BrownRed

Light GreenWhite

YellowBlackPink

Orange

BlueBlueRed

PurpleGreen

White

Yellow

PURPOSEAll ground connectionsTachometer generator to tachorneterEiectric or Electronic speedometer to sensorTemperature switch to waming lightRelay to radia or fan rnotorVacuum brake switch or brake differential pressure valve to warning light andfor bune rBrake fluid level waming light to switch and handbrake switch. or radio to speakersElectric speedometerRadiator fan rnotor 10 thermal switch

Lighting switch (head) to dip switchHeadlamp relay 10 headlamp fuseDip switch to headlamp dip beam fuseFuse to nght-hand dip headlampHeadlamp wiper rnotor to headlamp wash pump motora) Dip switch to headlamp main beam fuseb) Headlamp flasher to main beam fusec) Dip switch main beam waming Iightd) Dip switch 10 long-range driving light switchLong-range driving light switch to lampFuse to nght-hand main headlampFuse to left-hand dip headlampHeadlamp main beam fuse to left-hand headlamp or inboard headlamps when independentiy fusedFuse to right-hand dip headlamp

Main Battery leadControf box (compensated voltage control only) to ignition switch and lighting switch (feed)Compression ignition starting aid to switchmain battery feed to double pole ignition switchAltemator regular feedDynamo 'F' to control box 'F'Alternator field 'F' to control box 'F'Arnmeter to control boxAmmeter to main altemator terminalAltemator to 'no charge' waming light

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Brown BlackBrown SlateBrown Orange

GreenGreen BrownGreen BlueGreen RedGreen PurpleGreen Light GreenGreen WhiteGreen Yellow

Green PinkGreen Slate

Green Orange

Light Greent igh GreenLigh Green

Light GreenLight GreenLigh Green

Ligh GreenLight GreenLight GreenLight Green

Light GreenOrangeOrangeOrangeOrangeOrangeOrangeOrangeOrangeOrangeOrange

Pink

PurplePurplePurplePurple

BrownBlue

RedPurpleGreen

WhiteYellowBlackSlate

Orange

BlueGreenBlackPurpleWhiteYellowLigh GreenPinkSlate

White

Altemator battery sensing leadStarter relay contact to starter solenoidFuel shut-off (diesel stop)

Accessories fused via ignition switchSwitch to reverse lampWater-temperature gauge to temperature unitDirection indicator switch to left-hand flasher larnpsStop lamp switch to stop larnps. or stop lamp switch to lamp failure unitHazard flasher unit to hazard pilot lamp or larnp failure unit to stop lamp bulbsDirection ndicator switch to nght-hand flasher larnpsHeater motor to switch single speed (or to 'slow' on two-or three speed motor)Fuel gauge to fuel tank unit or changeover switch or voltage stabi lizer to tank unitsFuse to Flasher unita) Heater motor to switch ('fast' on two-or three speed rnotor)b) coolant level unit to waming lightLow fuel level switch to waming light

Instrument voltage stabilizer to instrumentsFlasher switch to flasher unita) flasher switch to left- hand flasher waming ligh tb) Coolant level sensor to control unitc)Test switch to coolant level control unitFuel tank changeover switch to right-hand tank uni t or entry and exit door closed switch to dooractua orFlasher unit to flasher waming lightStart inhibitor relay to change speed switch: or switch to heater blower motorsecond speed on three-speed unitLow air pressure switch to b un er and waming lightFlasher switch to right-hand waming light; or differential iock switch to differential ock warning lightFront screen jet switch to screen jet motorFuel tank changeover switch to left-hand tank unit: or entry and exit door open switch to dooractuatorRearwindow wash switch to wash pump: or cab lockdown switch to waming light

Wiper circuits fused via ignition swi chSwitch to front screen wiper rnotor first speed timer or interrnitted unitSwitch to front screen wiper motor second speedSwitch to front screen wiper motor parking circuit. timer or intermitted unitTirner or intermittent unit to rnotor parking circuitTimer or intermittent unit to rnotor parking circuitSwitch to headlamp or rear window wiper motor feed. timer or relay coi1Switch to headlamp or rear window wiper rnotor parking circuit timer or relay coi1Timer or relay to headlamp or rear window wiper motor feedTimer or relay to headlamp or rear window wiper motor parking circuit

Ballast terminal to ignition distributor

Accessones fed direct from battery via fuseHom fuse to hom relay when hom is fused separatelyFuse to heated rear window relay switch and waming l ightSwitches to map light. under bonnet liht. glove box Iight and boot lamp when fed direct frombattery fuse

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PurplePurplePurplePurplePurplePurplePurplePurple

RedRedRedRedRedRed

RedRedRedRedRed

SlateWhiteWhiteWhiteWhiteWhiteWhiteWhiteWhiteWhiteWhiteWhiteWhite

Yellow

BrownBluePurpleGreenWhite

YellowBlackPinkSlateOrange

BrownBlueRedPurpteGreenLight GreenYellowBlackPinkSla eOrange

Fuse to hazard flasherFuse to relay for screen demitslnterior Iight to switch (subsidiary circuit door safety Iights to switch)Hom to horn relayHom to ho m relay to horn pushRear heated window to switch o r relyAerial lift motor to switch upAerial lift motor to switch down

Main feed to al1 circuits mastered by siaelamp switchRear fog guard switch to lampsFront fog lamp fuse to fog lamp switchSwitches to map light. under bonnet light, glove box light and boot lamp when sidelarnp circuit fedBulb failure unit to right-hand side and rear fampsa) Sidelamp fuse to right-hand-side and rear lampsb) Sidelamp fuse to lighting relayc) Fuse to panel light switch or rheostatd) Fuse to fibre optic sourceFog lamp switch to fog lamp or front fog fuse to fog lampsLeft-hand. sidelamp fuse to side and tail lamps and number plate itluminationsSidelamp fuse to fighting relayLamp failure unit to left-hand side and tait lampsFusebox to rear fog guard switchWindow lift main leadIgnition switch or starter solenoid to ballast resistorOil pressure switch to warning Iight or gauge. or starter relay to oil pressure switchChoke switch to choke solenoid (unfused) and lor choke switch to warning light, or electronicignition distributor to drive resistorStarter switch to starter solenoid or inhibitor switch to starter relay or ignition (start position) to bulbfailure unitFuel pump no 1 or right-hand to changeover switchFuel pump no 2 or left-hand to changeover witchStart switch to starter interlock or oil pressure switch to fuel pump or start inhibitor switch to starterrelay or solenoidBallast resistor to coil or starter soIenoid to coillgnition coil contact breaker to distributor contact breaker. or distributor side of coi1 to voltageimpulse tachorneterlgnition switch to radio fuseCurrent tachometer to ignition coi1Hazard waming lead to switch

a) Overdriveb) Fuel Injectionc) Door Locksd) Gear selectors switch to start

Table 1- Wiring Color Table (from (151)

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1.2 The Necessity of Recycling Wire Harnesses

The wiring hamess is the most expensive component of the vehicle's electricalsystem [ 111. With the prospect of electrical power loads exceeding 1 kW, this willrequire designers to use larger wire gauges, resulting in a dramatic weight and costincrease.Since copper is a widely used material with a s ip i fkant commercial value, being able torecover and reuse it is important.

The average price of a winng harness can range fiom $500 to S1000 dependingon its function and its location. Wiring Harnesses c m be located in three major areas of a

vehicle, the engine compartment, the interior compartment, and under the vehicle's body.There is approximately 15-20 kg of wiring hamess that can be removed fi-om anautomobile. Close to 45% of this mass is copper and the remainder is insulation materialand connecior bodies. Thus an average car contains approximately 9 kg (nearly 20 Ib.) ofcopper. Recycled copper c m be sold for $2.20,herefore there is a potential for saving$19.80/vehicle.

DaimlerChrysler has set ambitious goals for new vehicles introduced in 2002 tobe 85% recyclabfe, 5% of which is energy recovery and the remainder will consist ofAutomotive Shredder Residue (ASR). The target increases to 95% fi-om 2005 through20 10. With the prospect of vehicles being able to achieve this recyclability rating, it is ofutmost importance to have an infrastructure in place to recycle wiring hamesses. Thisinfrastructure will have to be both cost-effective and environmentally fnendly. The

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provides quick and e fici en t service to their customers. The remaining vehicle body isthen prepared for scrapping.

The shredder, an expensive and often sophisticated piece of equipment, reducesthe car to small fi-agments within seconds. The scrap processors recover rnost o f themetals, which are recycled back into new steel and nonferrous metal products. Thisamounts to approximately 75% of the mass of a typical vehicle [3]. The remainingrnaterials are known a s "fluff' or automotive shredder residue (ASR). The ASR consistsof al1 of the plastics, foam, glass, rubber? residue fluids, res idue metals, and the dirtacquired during usage, and is currently Iandfilled. Fragments are sorted mechanicallyinto ferrous and non-ferrous materials. The latter are frther sorted by density intometallic and nonmetallic fractions. Recyclable materials from the shredding process aresoId to metal processors, mills, foundries and other manufacturers for reuse in newproducts.

2.1.3 Economic Aspects of Automobile Recycling

A product that is recyclable may o r rnay not be recycled. Recyclability refers to aproduct possessing properties that makes it technically possible to recycle. Recycling isthe actual process of recovering rnaterials, components or other resources, such asenergy, from a recyclable product. Therefore recycling is strongly related to technologyand economic feasibility, but, because it does not occur unless the participants can makeprofits, which implies that it is mainly an economic activity [ 2 ] .

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items such as castings or non-automotive products. Additional efforts on puriflcation ofrecycled steel, are desirable.

Nearly 80% of the vehicle is recycled in some way, but much o f the matenal canonly be iised in degraded form. About 15% of the raw material input is eventuallylandfilled. Regardless of whether the materials used are virgin or recycled, their use issuch that their recycling at end of life is optimized [3].

Many biomateriats have excellent mechanical properties at modest weight.Biomaterial use does not deplete non-renewable resources and avoids toxicity problems.Further, when they eventually decompose or undergo incineration, they return to theatmosphere no more carbon dioxide than they absorbed from the atrnosphere whilegrowing. The agricultural operations that produce them do have their own environmentalimpacts, so tradeoffs are involved. Among the uses to which biomaterials are being putin automobiles are shelves, floor mats, interior panels, and interior acoustical padding.

Modular DesignModularity has always been a feature of automobiles. Shock absorbers, radiators,

exhaust systems, and even engines are commonly replaced. Designers can aid in thisprocess by designing for efficient replacement of modules; the use of standard sizes andtypes of fasteners, and by designing modules so that they may be efficiently recycled,such as by making fluid-containing parts easy to drain and clean.

Manufacturers c m readily aid this process by taking a few logical steps that havegenerally been inhibited by tradition. Mercedes-Benz in Germany, for example, workswith repair and collision shops to recover modules for reconditioning or remanufacturing.

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I f neither is possible, the materials in the modules are recycled. In the longer term, it maybe possible for reconditioned or remanutctured components to be given standard "newparts" guarantees and used in new automobiles. A next step in modular design is thecreation of systems that permit the upgrading of individual modules while the rest of theautomobile remains the same. One might imagine, for example, exchanging controlpanel and engine modules while retaining the passenger cornpartment and its heating and

cooling system. A few preliminary modular designs suggest that such vehicles may beavailable in the early 2 1" century.

Eliminate Unnecessary ComplexityIt is weli known within industry that far more individual parts than necessary are

incorporated into product designs. This not only makes manufacture more complex andexpensive, but also makes recycling more environmentally difficult. More parts requiremore assembly steps and cleaning, which in turn generates more waste streams. Partscomplexity can have a similar effect on the recycling end. A profusion of parts makesdisassembly more complex, and tends to encourage the use of generic end-of-lifetechnologies such as hammer mills and shredders, which produce larger volumes of low-value ASR than necessary.

Design for Efficient DisassemblyA major factor in recyclabiIity is how easy or difficult it is for a vehicle to be

disassembled. Where once parts of vehicles have traditionally been welded or joined inways that were difficult to reverse, modem fstening technology provides many joint

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alternatives. For example, joining parts with snaps, clamps or screws is preferable tousing welds or glues. Bolts and screws should be positioned so that access to them isrelatively easy. Fasteners should be those in common use, recognizing that dismantiersare likely to have on hand only the more common tools.Fastening techniques, thought to be relatively unconventional are becoming increasinglycommon. For example, polymeric hook and Ioop fasteners are used by some

manufacturers to affix head linings and intenor trim into place. Hook and loop fastenersbecome only more secure as vehicles flex during use, but the components they join c mbe readily separated when recycIed.Once materials are disassembled, it is crucial to be able to identifi h em promptly an dreliably. Standard identification markings, such as those for plastics developed by theInternational Organization for Standardkation (ISO), should always be used. Figure 4shows these syrnbols.

>PC< Poly (carbonate)>PBT< Poly (butylene terephthalate)>(PBT + PC)< Poly (butylene terephthalate)/poly(carbonate) blend>(PBT + PC)< Poly (butylene terephthalate)/poly(carbonate) blend;

20% glass-filledFigure 4 - Standardized marliings for plastic parts (from [3])

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Marking is also usefl for metals, should there be any uncertainty about the metal or alloyfrom which a component is made.

Since trade impurities can effect the value of scrap rnaterials, and hence theirrecyclability, designers should try to make materials easy to separate. Copper wiringhamesses, for example. should be easy to strip fiom auto bodies, and thus avoid thecontamination of the steel. Natural minerals such as wood or flax should be easy to

separate f?om plastics or metals.

Choose the Material for Easy RecoveryA major impediment to the recycling of automotive materials is their presence in

composites, welded, or glued units that make the individual materials dificult to recoverin pure form. Examples of assemblies of materials that constrain recovery are; carbonfibers in a polyrner matrix, wood, metal, and polymer mixture in a dashboard. Mixedmaterials are also a problem with plastics, some combinations are compatible duringrecycling, and some are not. A second problem is the diff icdty in separating otherwiserelatively pure rnaterials, such as copper in a wiring harness buned within door panels.In either case, one or al1 of the mixed matenals are unlikely to be economicallyrecoverab le.

Copper is a particular problem if not retrieved, since copper impurities inhibit themechanical properties and the reuse of recycled steel. Although aluminum is a lessefficient electrical conductor, it rnay be a suitable repIacement for copper in somecurrent-canying applications, and fibre optics may be suitable where information ratherthan electrical current is being transmitted.

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A related problem is that of inserts, that is, components that are joinedmechanically, such as in metal studs inserted into plastic components. Designs in whichthis situation occurs are generally unsound from the Design for the Environment (DFE)standpoint. If they must be used, the insert should generally be composed of steel, whichcan be separated magnetically.

Coatings and platings are examples of the mixing of inaterials. It is often the case

during recycling that such surface treatments are lost, as there is no reasonable means ofrecovering the plated material. For automobiles, this is particularly mie of the zinc usedas anticorrosion plating. Careful materials selection c m ometimes enable compatiblecoatins to be used for plastics, and allow metal platings to be recovered. Painting orplating, especially with toxic substances such as chromium, is to be avoided.Fluid recovery must also be considered in the design process. Although recovery of oil,antifreeze, transmission fluid, and the like is generally practiced? good design canimprove the completeness of the recovery process. Drainage points should be easilyaccessible and fluid reservoirs should be designed for complete drainability. Drainageplugs and access ports should be standardized as much as possible to mate with recoveryequipment.

A final point relates to designs that are presumably without mixed matenals butwhich achieve mixing during manufacture. The classic case is that of labels affixed toplastic parts to provide bar codes, mandated consumer information, safety instructions,and the like. Very often, these labels are difficult and time-consuming to remove, andthey may irretrievably contaminate the base material they are attached to. The solution isto make the Iabels easily strippable, to make the labels fiom the same plastic as the part

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itself, o r to fasten them ont0 a small portion of the component that is designed to bebroken off and discarded during recycIing.

2.1.5 GerrnanDevelopments in Recycling

The Gennan government in the 1991 revision o f the Waste Avoidance and WasteManagement Act of 1986, first proposed the concept that manufacturers takes backproducts such as cars in the same ways that soft drink bottlers take back empty bottles[6 ] . That act required manufacturers to assume responsibility for the total life cycle ofproducts, including taking back products after use and initiating product-recycling loops.One important goaI in initiating this Iegislation is to force industry to take fullresponsibility for the life cycle of its products. The government hopes that a (DFE)mentality will encourage a pollution-prevention approach to addressing environmentalproblerns.

By forcing industry to be responsible for the disposa1 of its products, thegovernment intends to place the financial burden of disposa1 clearly on industry'sshoulders. This will give industry the incentive to employ design-for-environment (DFE)techniques, manufacture products that have minimum environmental impact, and reduce

disposa1 costs. Design for recyclability may be more expensive to consumers becauseauto manufacturers will pass on the added recycling costs to the consumer by raising theretail price o f their vehicles. On the other hand, if industry fails to assume responsibilityfor the disposa1 of its products, the governrnent's initiative will likely fail.

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Method 2Yazaki Corporation is the leading electrical system supplier to the autornotive industry,and has focused on and addressed the design category of resin reduction, consolidationand elimination o f al1 poly-vinyl chloride (PVC) material. Yazaki's goals were achievedthrough reduction of the wiring harness components in the 1998mode1 yearDaimlerChrysler JA pIatform vehicle (Plymouth Breeze) and then by reduction of the

materials amongst those various components. There are currently over 18 differentmaterials used in the JA wire harness components. The materials were consolidated to 9resulting in a reduction of 50%. Material consolidation refers to reducing the number ofplastic families used in the harnesses, with reduction more related plastics are used whichhave the sarne properties therefore allowing easier recycling methods. The plastics werefrther consolidated to 2 different materiai families, which has improved the ability torecycle the wiring harness.

The consolidated material offers additional benefits related to recycling. Inaddition to a material consolidation of 5O%, Yazaki has eliminated al1 PVC materialsfrom their wiring harnesses. PVC's are self-extinguishing, however they produce toxicchernicals when burned and use of this material should be minimized. PVC's showmarked deterioration afier several years in the presence of soi1 micro-organisms, theapplication of cornposting techniques to plastics is usually ineffective because of theirbiological inertness.

3

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MethodMechanical shredding are used for reducing insulated wire to an aggregate containing

bits, particles, and pieces within a required size range. Extraneous magnetic materials areremoved and the content of resin coating material is reduced under dry conditions.The process is shown schematically in Figure 6 below.

Figure 6- Process for Pyrolyzing Vinyl ChIoride Insulation from Copper Wire (frorn [14])

This shows a system compromised of a decomposition chamber, (number 100),an afterburner ( 1 1 1), a fluidized bed reactor (1 12),a dust collecter (1 13), and an induceddraft fan ( 1 14). The chopped input matenal which consists o f insulated copper wirecontaining polyvinyl chloride insulation, is continuously fed at a rate controlled by aconveyor (1 15) throuh a water trap ( 116) and eventually to the chamber (100).The cut feed material is moved on the bed ( 1 19) by a conveying means ( 119a) throughthe decornposition chamber (100) where i t is ignited by the burners ( 1 17) and

decomposed in a controlled atmosphere void of excess oxygen and controlled with

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respect to analysis and temperature. The feed material generally is heated to atemperature from about 3 15-649 OC (600 to 1200 OF) for best decomposition.

The insulation on the feed material decomposes and bums in the decompositionchamber ( 100). The clean copper wire leaves the decomposition chamber (100) throughan exit water seal ( 120) which also acts as a quench for the wire scrap, thereby coolingand further cleaning the product. The product from the water seal ( 120) is collected in areceptacle (1 2 1) or a bailer for further handling.

The gases and smoke generated during decornposition, which contained chlorine,pass into an afterbumer (1 11) where al1 of the remaining combustible products areconsumed.

The after bumer includes a burner ( 122) and an excess combustion air inlet ( 1 23).The afterbumer operates at a temperature of about 760- 1093 OC ( 1400 to 2000 O F ) . Thebumer gases from the afterburner (11 1) still contain chlorine as well as the products ofcombustion's.

The products of combustion, including the chlorine from the afterburner (1 11),are passed through a fluidized bed reactor (112) where the fluidized bed material is acalcium-containing substance. The substance is calcium carbonate (CaC03).

The gases from the afterburner ( 1 11) act as the fluidizing medium. The intimatecontact of the exhaust gases with the calcium carbonate causes a chemical reaction totake place in which the chlorine is reacted with the calcium carbonate to produce calciumchloride.

The calcium carbonate is deposited in a conveyor ( 124) where it is carried to a

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hopper (125) and then passed through a rotary air lock feeder ( 126) to the fluidized bedreactor (112).

The calcium carbonate passes across the bed in fluidized condition to the exitrotary air lock ( I 27). The air lock feeder ( 126) controls feed of make-up calciumcarbonate to the reactor ( 112) to replace that consumed in th e reaction.

From the fluidized bed reactor ( 1 12) the gases, less the chlorine, are passedthrough the mechmical dust collector (1 13) and then exit through the induced draf i fan(1 14) which provides the pressure differential to flow the gases through the entire system.

2.1.7 Care Car Concep t

The Care Cars are a small fleet of experimental vehicles that are similar to Dodge Stratussedans, but are very different Fiom today's production Dodge Stratus. These automobileshave been designed with a 40% recycled content. These vehicles are Concepts forAdvanced Recycling and Environmental Solutions (hence the narne CARE). Incornparison, the regular production vehicle has between 10% and 15% recycled content[ 2 2 ] . The two concept cars (each with diffrent interiors) represent more than $ 3 miIIion

in contributions from sponsoring suppliers:

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Figure 7

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2.2.1 Introduction

The tenn Cryogenics, derived frorn the Greek word for icy cold, "Kryos," whencombined with the suffix "genics," literally means "suitable for production by icy coldconditions [21J ."

Low temperatures can be conveniently defined as those at which the so-called'cpermanent" gases, such as oxygen and nitrogen, become liquids at normal atmosphericpressure. Cryogenics, then, is the utilization of low temperature processes to producephysical changes in liquids, gases, or solids.

In the field of cryogenic engineering, one is concerned with developing andimproving low-temperature techniques, processes, and equipment. The field ofcryogenics involves temperatures below - 150C (-240F or 220R). This is a logicaldividing line, since the normal boiling points of the so-called permanent gases, such ashelium, hydrogen, neon, nitrogen, oxygen, and air, al1 lie below -150C (-240" F) .Present day applications of cryogenic technology are widely varied, both in scope and inMagnitude [ 2 0 ] .

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metals a s they are cooled is the increase in tensile and yield strengths, and although

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plastics show similar behavior they are Iikely to becorne brittle and may shatter if cooledtoo rapidly.

Polymers consist of long chains of molecules built up from relativeIy simplemolecular units known as mers, hence the name "polyrner". In thermosetting polyrners,cross-linkage of chains occurs during curing, resulting in a strong though brittle material,

and once cured frther heating will not soften it. In the thermoplastic polymer, the chainsare held together by weak bonds which, under stress, will permit movement of themolecular chains and heating will allow the materiai to be reshaped. Lotvering thetemperature brings out strengthening of the bonds and an increase in rigidity until, thepolymer passes through the glass transition temperature. This is usually around 150 K,when it becomes completely brittle [16]. In Figure 8, you can see that rnost poIyrnerswhen cooled to low temperatures show considerable increase in tensile strength.

/ l i 1 . 8- j ! < 1 i : : . ,- I 8 ' ) : ; ; /i ; , . ,, . / i l. -

1 . ; m . ,? i I : ,. ,! t ! ." j , , ! :1 1 ; : ; i l ! :: 1 , l i

I I ; ! m i ; iIFigure 8-Tensile strengths of comrnon automotive polymers at liquid heliurn, liquid nitrogen, androom temperatures (from (161)This figure shows the tensile strengths of comrnon automotive polyrners at liquid helium, liquid nitrogen,and room temperatures. 1. PolytetrafluoroethyIene(PTFE);2. Polypropylene; 3 . Polyethylene (lowdensity); 4. Polyethylene (high density); 5. Nylon

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As the proportion of material recycled increases beyond a certain point, the cost of

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separation increases rapidly, and for any material under any particular set of conditions.

there exists a point at which the energy expenditures on recycling equals the energyrequired to extract it fiom "natural" ores. This has been illustrated for copper in Figure 9.The minimum of the "total" curve occurs at about 60% recovery [ I 81.

Copperrecoveryand reuse

Newcopper

/J

50Recovery (96)

Figure 9- Optimization of energy consumption for the recycling of copper. (from [18l)

This figure shows that as th e proportion of material recycled increases beyond a certain point, the cost ofseparation increases rapidly, and for any material under any particular set of conditions, there exists a pointat which the energy expendirures on recycling equals the energy required to extract it fiom "narural" ores.This has been illustrated for copper in the figure above. The minimum in the "total" curve occurs at about60% recovery.

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UOUlD PRESSURE IP)

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PR IMARY DIE

ROTATINGDIE

ASSEMBLY

EXTRUOING

COLLECTING PANPROOUCT

. . . -Figure 10- Helical Extrusion. (from [171)

- PRlh lARI OI E\ ~ ~ N U L A R A C EPIERCINGMANOREL AQi lTMFNT

( 0 ) Stage 7

lb l Stdgcs 2 ii d 3PROOUCT

Figure I I - Helical Extrusion. (from 1171)

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3 Development of Test Methodology

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3.1 Recycling Concept

While in most cases copper is recovered fiom electncal scrap by chemical treatmentor by destroying the insulation (e-g., by burning it ofl), it rnay be possible to recover boththe base copper and the insulation in a mechanical separation process. This paperdiscusses a unique process for the recycling o f complex automobile parts, such as wiringhamesses. This process is one utilizing cryogenic means for separating metallicconductor wire fiom its insulation for reclamation of the metal and potentially theinsulation material.

The proposed process will be developed to recover the copper found inautomotive wiring hamesses. The first step requires removing the wiring harness fromthe engine cornpartment, the interior cornpartment, or the dashboard of a vehicle. Thenext step will require investing th e materials of the harness to provide informationregarding the low temperature characteristics of al1 of the materials in the harness. Whenal1 materials have been distinguished, the wiring harness will be stnpped of al1connectors, Ieaving only the wire and the insulation material.

A mechanical system has been designed where random size, non uniform massesof insulated wire will be soaked in liquid nitrogen, and then it will be taken through aprocess which will shatter the insulating material fiom the wire. Experiments will beperformed to determine the optimum time an d temperature to provide the highest amountof recovered copper.

The wiring harness used for testing has been taken from a 1998 Plymouth Breeze

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(2.OL engine).

Table 4 shows that most of the wiring harness properties are able to withstand upto the temperature of 4 0 OC before they actually begin to fail or pass into the glassregion. This means that if the wiring hamess is exposed to liquid nitrogen thetemperature of these materials will faIl much lower than that of -40 OC. Therefore

theoretically one can assume that the insulation will become brittle and failure will occuronce the hamess has been subjected to these environmental conditions.

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1 TAPE RANGE

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Tape-Cotton Backed FrictionPressure SensitiveElectrical ApplicationCTape-WiringElectrical insulationI- - -Tape-Flame RetardantPolymetric Coated CIothPressure SensitiveElectrical ApplicationsTape-Paper BackingPressure SensitiveType

Water Resistant

Tape Black Crepe PaperBacking PressureSensitiveTape-Flame RetardantPolymetric SleevePressure SensitiveElectrical ApplicationsC

k TUBING TEMPERATURERANGE

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Therrnoplastic-PolyolefinHeat Shrinkable Tubing

SLEEVE TEMPERATURERANGE

Thermal InsulationFiberglass-BraidedAnd Treated Tubing

l ~ o nraying

371OC (7OO0F)

-Sleeve Braided Fiber GlassNorrnalizedand Treated

Table 4- Wiring Harness Temperature Properties (from [15))

500C (932OF) to -60C (-76OF)

These are the maximum temperatures that the harness components have been tested to. in order to avoidfailure.

3.2 Testing Apparatus

The author has designed a test apparatus, consisting of a holding chamber or stand, whichwill allow liquid nitrogen to be put in contact with the witing harness. This system wiI1allow the wiring hamess to be soaked for a specifk amount of time and allow theexperimenter to detennine what exposure time produces the most favorable results. A setof rollers has been designed by the author, through which the hamess will pass. in orderto shatter the insulation, Ieaving only a bare copper wire. This prototype system willallow for the potential future development of a larger commercial system, which would

provide an efficient method of recovering copper fiom al1 the wiring hmesses found inan automobile.

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3.3 Material Selection

The liquid nitrogen soaking system will use a PGS 60 low pressure cryogeniccontainer that is able to hold 128 m3of liquid nitrogen. This device is shown in Figure12.

Figure 12-Cryogenic VesselsThis tank is equipped with cryogenic regdators to resist freeze-up, the econcimizer valve stops exhaust ofuseful product and an alarm activates lights to announce changeover and controls optional remote alarms.It is a Iow pressure vesse1 (60 PSI).

The process will altow the liquid nitrogen to flow fkom the low pressure cylinder

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into a stainless steel bath, by the means of a transfer hose as shown in Figure 13. In orderto have the cryogenic hose adapt to the chamber. certain fittings were used. These areshown in Figure 14.

Figure 13- Cryogenic Transfer Hose Figure 14- Cryogenic Fittings

This stainless steel pan wiIl be large enough to hold the stripped wiring harnesses.The tub will b e manipulated to allow the flow of liquid nitrogen into the tub. Once thetub has been loaded with the harnesses a flow of liquid nitrogen will be used to saturatethem until their insulation becomes brittle enouh to remove. An investigation into theelapsed time which the harness remains in the tub and the eae of removing the insulationwill be conducted. I f the insulation is di ficult to remove, then the harness will be kept inthe bath for a longer penod of time. The bath is a stainless steel cooking pan, which willbe modified to withstand liquid nitrogen by having a layer o f foam insulation installedon the outside and placing it in a holding chamber in order to Iimit the amount of

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Since there is a variety of wiring harness sizes, the bearings will have to be adjusted tocrush and shatter the insulation fiom the hamess leaving the copper wire. The bearings

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were attached to the plate with two bearing retainers that were taken fiom the alternatorof an automobile. This is shown in Figures 25 and 26 below.

Figure 25-Roller System-Bearing Retaine& Figure 26-RolIer System- Adjusting Knob\A steel handle with a wooden hand grip has been attached to the smaller bearing

to allow the user to rotate the crank gear in order to feed the wiring harness through it.The handle allows the user to rotate the gear at varying speeds. This is shown in Figure27.

Figure 27 Xom ple te Assembly of the Roller System

The liquid nitrogen vesse1 will be coupIed to the stainless steel bath by means of atransfer hose. Tongs will be used to insert and remove the wiring harnesses fiom the

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cooling chamber. Once the wires are fiozen, they wiH be removed and placed in therolling device. A collection bin will be placed underneath the rolling device to coIlect theshattered insulation for weighing.

3.4 Types of TestsTo ensure that data would be properly attained dunng experimental testing, two

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tests were performed. Test A (Complete Wiring Harness Test) required that the harnessbe soaked in liquid nitrogen without the rernovaI of any material or components fiom theassembly. Test B (Wiring Harness Materia1 Test) required the removal of al1 thedifferent types of material found on a wiring harness and each material was tested

individually in liquid nitrogen. A discussion of the basic steps taken for the procedure ofthese two tests, will follow.

3.5 Testing Procedure

3.5.1 Complete Wiring Harness Test

The cornplete hamess test requires the testing of the entire hamess without theremoval of any components.

The first step is to take al1 the necessary safety precautions by making sure toWear the proper safety equipment. Eyes and hands must be protected at al1 tirnes. Figure28 shows the necessary safety equipment needed.

Figure 28-Safety Equipment Required

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Step 3 requires checking the temperature of t h e bath using a therrnometerto make sure that the tub is at a reasonably constant temperature. This is shown in Figure

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32.

Figure 32- Checking Temperature of Liquid Nitrogen Bath

Step 4 is to load the complete harness into the tub and record the exposure time.This is shown in Figures 33 and 34 .

Figure 33-Inserting IIarness into Liquid Nitrogen Figure 34-Processing Harness in Nitrogen

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This test did not provide favorable results, due to the fact that winng harnesseshave such a variety of different rnatenals. It was very difficult to have al1 the materialsreach their glass transition temperature at the same time. I t was also very difficult to

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process the cornplete wiring harness tnrough the cmsher system. Test A was stopped,and Test B was conducted so that data could be obtained on which matenals were able toreach their glass transition temperature and how long it took for them to achieve thisstate.

CampleteMnngHamessTestrrimx shattering,

only 2% ofmefialshattered

2

rrnor shattering,only 2% ofmaterial shattered

n-inorshattaing, on12% of materialshattered 1

- -mly 10%ofmena only 100/0 of only 100hof

stiattered materiaishattered materiai shatteredI - rTable 5- Results of Compiete Wiring Harness Test

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Sample #1- Thermoplastic-Polyolefin Heat Shrinkable TubingThis materia1 proved to have the most favorable results in the least amount of

time. Therrnoplastic - Polyolefin Heat Shrinkable Tubing reached its glass transition

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temperature in approximately 2 minutes. The test was repeated 3 times to guarantee thatthe results obtained were indeed accurate. In this case al1 three tests produced the sarneresults.

Table 6-Results of Wiring Harness Material Test for Therrnoplastic Polyolefin Tubing

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Figure 43-Nylon And/Or Polyester Abrasion Resistant Sleeves (Before Soaking in Liquid Nitrogen)

Figure 44- Nylon And/Or Polyester Abrasion Resistant Sleeves (After Soaking in Liquid Nitrogen)

Sarnple #3- Nylon And/ Or Polyester Abrasion Resistant SleevesThis material is of polyamide (PA) and/or polyethylene terephthalate (PET)

monofilament abrasion resistant sleeves.This material showed no apparent material change when it was placed in liquid

nitrogen. The Insulated fiberglass remained in the nitrogen for over 2 hours, and stillshowed no signs of being able to be crushed to small fragments. Therefore, from the data

collected it c m be concluded that the Nylon or Polyester Abrasion Resistant Sleevesshow no change to material properties when placed in Iiquid nitrogen.

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Table 8- Nylon AndIOr Polyester Abrasion Resistant Sleeves Test Results

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Figure 45-Reflective Sleeving-Woven Braided Fibergiass-(Before Soaking in Liquid Nitrogen)

Figure 46- Reflective Sleeving-Woven Braided Fiberglass-(After Soaking in Liquid Nitrogen)

Sample #4 -Reflective SIeeving- Woven Braided Fiberglass- Bonded to AluminumThis matenal defines the requirements for a braided or woven fiberglass fabric

laminated to aluminum foil. This materia1 is asbestos-fiee and is self-extinguishingwithout the use of flame retardant additives.

This material also showed no characteristics of being able to reach its glasstransition temperature. It was placed in the liquid nitrogen bath for over two hours andthe sleeving showed no material change.

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Table 9- Reflective Sleeving-Woven Braided Fiberglass Test Results

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Figure 47-Heavy Duty Hypalon Insulated (Before Soaking in Liquid hritrogen)

Figure 48- Heavy Duty Hypalon Insulated (After Soaking in Liquid Nitrogen)

Sample #5-Heavy Duty Hypalon-InsulatedThis material covers a low tension pnmary cable made with stranded copper

conductor and insulated with an engineering approved thermosetting insulation.The insulation shattered off completely in 15 minutes leaving bare copper wire to

be recycled. This shows results that can prove that it is possible to use liquid nitrogen to

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Figure 49-Sleeving Braided Fiberglass (Before Soalcing in Liquid Nitrogen)

After

Figure 50 - Sleeving Braided Fiberglass (After Soaking in Liquid Nitrogen)

Sample #6-Sleeving Braided FiberglassThis material is an electrical grade of normalized and treated fiberglass sleeving.

It is suitable for high temperature, low voltage applications. It is non-fiaying, flexibleand maintains its roundness thereby sirnplifying assembly.

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Figure 51-EPDM Bumper (Before Soaking in liquid Nitrogen)

Figure 52-EPDM Bumper(After Soaking in Liquid Nitrogen)

Sample #7-EPDM BumperThis material showed imrnediate result, the nitrogen irnmediately froze the

bumper allowing it to be crushed into small fragments in less than 5 minutes.

2n i n mdrarge hatters

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5nin hcfters1520nin25mn

Table 12-EPDM Bumper Test Results

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This tape showed no change when brought in contact with the liquid nitrogen. I tremained soaking in the liquid nitrogen for over hvc hours, but this material would notreach its glass transition temperature.

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Table 13-Tape-Polyrneric Coat Cloth Pressure Sensitive Test Results

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Figure 55-Tape-High Temperature Resistant (Before Soaking in Liquid Nitrogen)

Figure 56-Tape-High Temperature Resistant (After Soaf ing in Liquid Nitrogen)

SampIe #9-Tape Electrical Harness- High Temperature ResistantThis material presents the requirements for a glass cloth, high temperature

resistant tape, having a heat curing, pressure-sensitive adhesive on one side. The tape isintended for binding and protecting elec tical hamesses and cables in high temperatureexposure areas.

This matenal reached its glass transition temperature close to 25 minutes when itwas soaked in th e liquid nitrogen. It was processed through the cnisher system, reducingit down to small fiagrnents.

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Table 14-Tape-Highpressure Resistant Test Results

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Figure 57-Tape-Paper Backing (Before Soaking in Liquid Nitrogen)

Figure 58-Tape-Paper Backing (After Soaking in Liquid Nitrogen)

Sample #IO- Tape-Paper Backing- Pressure SensitiveThis material requires far a black, crepe paper backed, tape, having a rubber

based, pressure sensitive adhesive on one side.This material reached its glass transition temperature after being placed in liquid

nitrogen for 15 minutes.

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Table 15-Tape-PaperBacking Test Results

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Figure 59-Cotton Backed Friction-Pressure Sensitive (Before Soalcing in Liquid Nitrogen)

Figure 60-Cotton Backed Friction-Pressure Sensitive (After Soaliing in Liquid Nitrogen)

Sample #Il- Cotton Backed Friction- Pressure Sensitive- Electrical ApplicationsThis material requires a black, Cotton backed, pressure sensitive friction tape for

binding and protecting electrical connections, wiring haniesses, and cables.There was no change in the material when it was soaked in liquid nitrogen.

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Figure 61-Tape-Water Resistant (Before Soaking in Liquid Nitrogen)

Figure 62-Tape-Water Resistant (After Soaking in Liquid Nitrogen)

Sarnple #12- Tape- Coated Cotton- Water ResistantThis material covers a grade of coated cotton tape treated to render it water

resistant. It is recommended as a sealing tape on installations requiring a tape of Iow-permeability with good adhesion on to painted metal and to water resistant paper.

This material reached its glass transition temperature immediately. It onlyrequired being soaked in the liquid nitrogen for 5 minutes.

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Table 17-Tape-Water ResistantTest Results

15m'n2 nin2545 nin80hn

1hr)mn .

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Figure 63-Wiring Harness Connectors (Before Soalcing in Liquid Nitrogen)

%After

Figure 64-Wiring Harness Connectors (After Soaking in Liquid Nitrogen)

Sample #13 - Wiring Harness ConnectorsThis material remained in the liquid nitrogen for 20 minutes, and it was observed

that the connectors were easily shattered into small pieces of plastic andaluminum/copper fragments.

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Table 18-Wiring Harness Connectors Test ResuIts

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There are convincing economical reasons for winng harness recycling. Annually9 million cars are scrapped within the European Union. These harnesses contain 90,000tof copper, 35,000t of PVC and another 20,000t of different polyrners, representing avalue of more than 200 million dollars - per year. You could compare nurnbers easily tothose in Canada, having an annual production and according scrap raie of about 15

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million cars and mini trucks resulting in 335 million dollars of scrap value. Thereforesince we have approximately 15kg of wiring harness in a vehicle and close to 45% ofthis mass is copper, this results in an average car containing approximately 9 kg o fcopper. Recycled copper has a value of approximately $2.20/kg. Knowing that we areable to recover 9 kg of copper, we are looking at a saving of S19.80/vehicle.

Research was conducted on the amount of time it requires to remove the wiringharness from the three major areas of the vehicle. Wiring Harnesses were rernoved fromthe engine compartment, the interior compartment and under the vehicle's body. Thetools used to remove these harnesses were a pair of wire cutters or large shears. Table 20shows the amount of time required for the removal of wiring harness kom th e threemajor areas of the vehicle. These times take into account only the removal of the harnessand not the other components which have to be removed before the harness can berecovered.

[ Removal of Wiring Hamess (sec.) 1 1800 seconds 1

I Area ] l ime to Remove (sec.)1

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Area ]Tirne to Remove (sec-)I I

Table 20- Timing Chart for the removal of Wiring Harness from an automobile

Table 20 shows that it approximately required a total of 1-33 hours to remove al1the wiring hamesses fkom a vehicle. This time does not include the time required toremove fluids from a vehicle, which is a mandatory first step which al1 dismantlersperforrn before removing any other components from the vehicle. Dismantiers usuallycharge behveen $10.00 to S 15.00hour to dismantle a vehicle. Knowing that it takesapproximately 1.33 hours to remove the wiring and a dismantler charges $ t 2.5O/hour, itwill approximately cost $15.96/vehicle for the removal of wiring harness from the threemajor locations.

l ~ i qu i dNitrogen PGS 60 ( S200.001CryogenicTransfer Hose 1 S205.001

Elbow 90dearees 1 S84.00

Table 21 -Cost of Liquid Nitrogen

Table 2 1 shows the cost related for the liquid nitrogen system. Each vehicle's winngsystems can be processed through liquid nitrogen for less than a couple of pennies. Theamount of nitrogen shown in Table 2 1 can process up to 100 vehicle's wiring systems.

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5 Conclusions and Recommendations

The author's design and construction of the liquid nitrogen bath and crusher systemis unique both academically and industrially. Results of the wiring hamess assembliesshow the very real possibility of successful development o f a commercial recycling

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system. Most importantly, significant information identified potential problems and areasof ktu re development to the prototype system used.

The first problern encountered was the test results showed that the sleeving and thetape currently being used on the wiring harnesses will have to be removed prior to beingsoaked in liquid nitrogen. These two types of matenal did not reach their glass transitiontemperature when placed in liquid nitrogen. The tape could be completely eliminatedfiom future wiring harnesses by incorporating velcro strips to the hamesses. This wouldaflow the harnesses to be fastened to the vehicle by velcro, elirninating the need for theadhesive tape or clips that are used to attach the harness to the vehicle fi-arne.

The second problern encountered was the crusher system was unable toaccommodate very large wiring harnesses. The need of larger rollers could be aneffective way of being able to process larger wiring harnesses. More rollers situated atdifferent heights could also be developed to produce more favorable crushing results.

These results confinn that it is possible to recycle automotive wiring hamess torecover the copper by means of using liquid nitrogen. Information gained on potentialproblems with the construction methods, and methods of improving the materials foundon current wiring harnesses will aid in assessing and realizing future designs. Finally,and most importantly, this research reveals the very real possibility of future successful

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development o f the recovery of copper from automotive wiring harness.By using recycled materials the automotive industry can help drive the recycling

process. A substantial portion of the steel, afuminum, copper and other metals used inautomobile manufacturing contains recycled material originating, in part, fromautomotive sources.

Through automobile manufacturers' working relationships with suppliers, increasing

amounts of recycled material are being incorporated into new vehicles. Programs arebeing developed for plastics, metals and oier materials. Al1 matenals, however, mustconforrn to standard specifications used by the companies.Recycled materials used in new vehicles corne from both automotive and non-automotivesources. Today. plastic scrap from the manufacturing of automotive parts is recycled andused in new vehicles. Increasingly, post-consumer plastics are being used in newvehicles; for example recycled soda pop bottles are being used in automotive headlinersand in some structural applications.

WhiIe these steps have been successful and are expanding, the market availabilityof recycled materials that meet part integrity standards has been a S ~ ~ O U Sssue. Thereare many current and future automotive applications available to recycle-content goods(overhead consoles, Sun visors, map pockets and fan shrouds, etc.), but the quantity,

availability and reliability of supplies is a continuing problem. As the recyclinginfrastmcture matures, these barriers are expected to fall.

To provide a better assessment into the development of a commercial system torecycle automotive wiring harnesses, additional matenal changes on current wiringharnesses should be assessed. Future work should involve replacing the materials that

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showed no change when pIaced into the liquid nitrogen bath with material having thesame material properties but being able to reach a glass transition temperature.

Future work should also include working closely with current manufacturers ofwiring harnesses to provide he m with the results obtained dunng this research. A designguide should be developed to provide wiring harness manufacturers recommendations ofwhich types of materials should be used to produce wiring harnesses and which materials

should be avoided. Working closely with manufacturers of automotive wiring hamessmight provide future engineering design changes to switch to new material which will beable to reach its glass transition temperature.

Future work should also include further research into design changes with thecurrent prototype system developed. The liquid nitrogen bath could be improved upon toaccommodate wiring harnesses which have to be placed in nitrogen for 5 minutes an dother harnesses which have to be placed in nitrogen for over two hours.

Future work should also inchde modifications to the crusher system. Theaddition of more I a ~ e rolIers to the system would assist in more favorable results in lesstirne. There is also the possibility of future research into using vibration methods toshatter the plastic from the copper wire.

Finally, future work should include trther atternpts to reduce the cost of thesystem. It is quite clear that the recycling of wiring harnesses c m be very costly.

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References

American Automobile Manufacturers Association, "Automobile Recycling",1993.Andrew Spicer and -Micheal H. Wang, "Disassembly Modeling Used to AssessAutomotive Recycling Opportunities", SAE Technical Papers, 1997.

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Allenby, B.R., "Design for Environment", Prentice Hall, Upper Saddle River,Jersey, 1996.

Blaze RecycIing & Metais inc. "Metal Recycling & Dernolition, Insulated CopperWire", 1999. http://www.blazerecyclin~.com/index.htmlChidlow, Jon, "Harnessing the PotentiaI of Multi-Mastering System", Society ofAutomotive Engineering International, 1994.Daimler Corporation, "Pollution Prevention", Volume 1, Issue 1, Spring 1999.Day, Micheal, "Auto Shredder Residues-A Waste or a Valuable Resource?",Society of Automotive Engineers, Inc. 1993.Hock, Helmut, " 4 Preliminary Study of the Recovery and Recycling ofAutomotive Plastics", Society of Automotive Engineers, Inc. 1993.Kuist, Karin, "Environmentally Compatible Car Recycling with ProducerResponsibility in Practice", Society of Automotive Engineers, Inc., 1993.

"Recovery of Plastics from ASR", Automotive Engineering International,Sept, 1998."Recycling of Copper", h~:/~environment.co~~er.uk~ukrec~c.hmWoesthoff. E. "Amodem electronic Winng System for Automobiles", 1985.Yazaki Part Co., "Yazaki Corporation", 1998 hrtn:!lvazakimastereGvzk.co.ipSittig, Marshall. "Metal And Inorganic Waste Reclaiming Encyclopedia",NoyesData Corporation, Park Ridge, New Jersey, U.S.A, 1980.Prestolite Wire Battery CabIe Assemblies, "Automotive Wire and Cable",hfto://www.~resto~itewi~e.com/auto/autornan.h~

16. Rechowicz, M. "Electric Power at Low Temperatures", Clarendon Press,Oxford, 1975.

17. Source Book on Copper and Copper Alloys, Amencan Society for Metals, 1979.18. Barton, Allan F. M., "Resource Recovery and Recycling", John Wiley & Sons,Inc.19. "Automotive Electronics II", Society of Engineers Inc., 1975.

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20. Bell J.H, "Cryogenic Engineering", Prentice-Hall Inc., Englewood Cliffs, N.J.,1963.

21. Adelberg, M. "Cryogenic Technology", John Wiley & Sons, Inc., New York,London, 1963.

22. "Care Car Project" htt~:~ldaimlerc~sler.~om/news/t0p~t90422~e.hmi99 1.

Vita Auctoris

Balvinder Bains was bom on August lS t ,1974 in Leaminton Spa, England. Shegraduated fiom Belle River Secondary School in 1993. From there she went to theUniversity of Windsor, Ontario, Canada where she received the degree of Bachelor ofApplied Science in Mechanical Engineering in 1998. She is currently employed by the

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University of Windsor/DairnlerChrysIer Canada Automotive Research and DevelopmentCenter located in Windsor. She is currently a candidate for the Master's degree ofApplied Science in Mechanical Engineering at the University of Windsor and isscheduled to graduate in the fall of 2000.