Tackling Fraud in the Workplace

Tackling Fraud in the Workplace Subject Who to trust? Tackling Employee Fraud   Chapter 1: Introduction With globalization and the increasing use of technology, the problem of fraud and its great complexity has become an enormous concern for the businesses. The businesses not only attack by unknown distance fraudsters but it suffers from insider fraudsters too. This study will outline the internal employee fraud, its measurements and controls within the businesses. The fraudsters, that they can be operators, managers, directors or even owners of the businesses. Insiders fraud became mutual and businesses are alarmed identifying methods to reduce the workplace fraud. Even though fraud cannot be eliminated completely as because of its nature, Brooks, Button and Frimpong (2009) stated that understanding lack of awareness of deception tactics, techniques and calculating fraud will help decrease its amount. There are some approaches to prevent fraud activities to decrease its influences, detect fraud risks and cope with them. However, are these approaches enough to stop fraudulent activitie s within the businesses? This research will examine broad range of secondary data that sources retrieved from both government and private sector organisations, financial and anti-fraud organisations publications with the purpose of measure the existing condition of tackling with the workplace fraud, trends and, it will search for possible developments that might result in a decrease amount of dishonest activities and loss to build an better confidence and trust within the organizations. Background Stoy Hayward (2008) underlined that the main risk to organizations was not from outside fraudsters, but from employees and managers, calculated for 46% of deception cases and loss of companies  £541 million. This formed %77 of the total of fraud (Hayward, 2008 cited by Smith, 2011). CIFAS study claimed that employee fraud has been even more increasing concern lately. In 2015, members of CIFAS recorded and identified more workplace fraud cases than ever before. More than 320,000 instances were identified and the figure increased more by 16% than the figures for 2014. (CIFAS, 2016) In this perspective, regardless sizes of companies, there is a need to understand workplace fraud and raise a question why and how it occurs who more likely to commit this crime and finally what can be done to reduce the amount of workplace fraud cases. Workplace fraud is equally problematic and expensive to reveal, even once it is realised. For that reason, organisations must to stop fraud activities at the first place before its occurrence. However the question is how to do this? Better understanding of workplace fraud and employees might help to reduce these high level of workplace fraudulent activities. Research aims Research objectives (3 or 4) The broad aims of this research are to enhance the understanding, assessing the nature of workplace fraud and organisational measures to address the problem. It will be addressed with reference to three specific objectives. To explore the nature of insider fraud in the workplace (Chapter 3 title) First objective seeks to establish the nature and scale of insider fraud, its definition, and identifying types of workplace fraud and understanding perpetrators mind and behaviours, examining what is already known. To assess how effectively organisations are addressing the problem (Chapter 4 title) Second objective is to assess how effectively organisations are addressing the problem. It will also look into types of measurement and their strengths and weakness addressed with reference to the literature in order to examine what improvements could be implemented. To make recommendations on how organisations can be better equipped to manage the challenge of insider fraud. (Chapter 5 title How organisations manage to fight insider fraud) Third objective is concerning to make recommendations on how organisations counter fraud capability can be better equipped to manage the challenge of insider fraud. Chapter 2: First thematic chapter related to 1st objective The nature of insider fraud in the workplace Introduction This chapter outline the nature and scale of insider fraud, its definition, and identifying types of workplace fraud and understanding perpetrators mind and behaviours, examining what is already known. What is fraud? There is no global definition of fraud. Numerous definitions of fraud can be found in the legal and professional literature on the subject. However all of them contain the common notion of fraud being either theft by deception, or trickery. Thus, Stephen (1996): Although the words fraud and corruption are often used interchangeably, a strict distinction between the two will be maintained in this paper and the focus will solely be on fraud. I believe that it is important to make this distinction and not to collapse the distinction between the two related phenomena. The reason for making this distinction is that corruption is associated with the misuse of public positions and consequently mostly associated with the public sector and public officials. As a result of these connotations corruption can be painted as something that affects only the public sector and public officials. By collapsing the distinction between fraud and corruption, fraud is equally being portrayed as something that mainly affects the public sector and public officials. This, however, is not the case. Fraud is a phenomenon that can occur in both the public and private sectors. It further is not a phenomenon in which only public officials are involved, but any employee or even outsiders can be perpetrators of fraud. Furthermore, corruption implies third-party involvement, while fraud does not necessarily imply third-party involvement. In the case of corruption employees violate their duty to their principals by colluding with a third party. Instead of fulfilling their obligations to their principals they abuse their positions by either accepting or demanding a bribe offered by or demanded of a third party. This is not the case in fraud. Here employees or even persons from outside the organization can commit fraud on their own initiative. Because there is not necessarily third-party involvement in fraud, it is much more difficult to detect. Third-party involvement always provides an immediate source of information that someone abused his or her position as employee. Exactly because fraud lacks this third- party involvement, it is more difficult to detect it and consequently a different approach is required to identify and combat it. Fraud within organ izations can be defined as intentional deception by concealing or misrepresenting information that harms the financial interest of another person(s) and benefits the financial interests of the perpetrator.  This differs from corruption, which can be defined as inducement by improper means to violate ones duty towards ones principal resulting in harm to the interest of another party and in financial benefit for the perpetrator. Because corruption has the element of inducement by a third party, it is often associated with bribery. 2. Understanding Fraud In order to fight fraud it is imperative first to gain a proper understanding of the phenomenon. Important work in this regard was done by Coleman.* In his book. The criminal elite: the sociology of white-collar crime, he contends that there always are three dimensions to fraud-motive, opportunity, and a lack of feelings of guilt. A brief discussion of each of the three dimensions follows. 2.1. Motive In order to commit fraud one must have a sufficiently strong motivation for doing it. The aspirant fraudster is aware that s/he is about to commit an illegal deed that might result in penalties of some sort (e.g. dismissal, fines, and imprisonment). They thus should have a sufficiently strong motive for perpetrating fraud despite the fact that they know it is illegal and despite the fact that they know it might result in them being punished for doing it. 2.2. Opportunity Opportunity for fraud is, according to Coleman, enhanced by three factors. First, the person must be in a position of trust or must have access to persons in positions of trust. Second, the person must have knowledge of the control systems of the company in order to be able to beat them. Third, the person should have access to the assets of the company. The combination of these three factors creates the opportunity for committing fraud. 2.3. Lack of feelings of guilt Colemans third condition for fraud is that the perpetrator should not be deterred from his/her actions by feelings of guilt. Given the unique characteristic of fraud, viz., that most perpetrators commit fraud repeatedly, it is evident that a lack of feelings of guilt is a typical feature of fraud. In order to free themselves of such feelings of guilt, perpetrators of fraud should find some form of excuse or rationalization to rid themselves of feelings of guilt that might result from deliberately indulging in illegal acts of fraud. In business terms, fraud is sometimes difficult to define as it extends, for example, from conduct as trivial as an employee having an extended lunch break without permission, to large scale misappropriation of funds by a company accountant involving many millions of dollars. Having an understanding of how fraud is defined, is thus able to help organisations decide how best to respond to individual cases when they arise as sometimes an incident could more appropriately be dealt with as a personnel management issue rather than an issue that require a direct legal response. Coleman, J. W. 1989. The criminal elite. The sociology of white-collar crime. New York: St. Martin. The 2010 Report to the Nations on Occupational Fraud and Abuse takes a comprehensive look at workplace schemes, their perpetrators, how the crimes were ultimately detected and their estimated cost. The report is based on data compiled from a study of 1,843 cases of occupational fraud that occurred worldwide between January 2008 and December 2009. All information was provided by the Certified Fraud Examiners who investigated the cases. The study examines a wide range of misconduct by employees, managers and executives. Occupational fraud schemes can be as simple as pilferage of company supplies or as complex as sophisticated financial statement frauds, the report says. For the first time, the ACFE expanded the study to include cases from countries outside the U.S. The findings include feedback from 106 countries, with more than 40% of the cases happening outside the U.S. The charts and graphs featured here, which are global in scope unless otherwise indicated, are Just a slice of the overall results

Steering System And Suspension Design Mechanics Essay

Steering System And Suspension Design Mechanics Essay The aim of this project is to work with a project team to design, build and optimize the running of a Formula SAE-A racecar, with particular interest in the Steering and Suspension systems. The Formula SAE-A project team aims to produce a competitive racecar that will compete in the Formula SAE-A competition in December. To achieve this I was required to, research the important aspects of steering and suspension systems used frequently in a nonprofessional racecar and select a suitable steering and suspension system that is within the motorsport teams limits. This project includes suggestions for the design and construction of these systems, the installing and optimising(or tuning) the steering and suspension systems and future recommendations to provide the most cornering and handling ability. Identifying the critical areas that are important for competitive steering and suspension systems, I can improve the effective handling and cornering capability of the racecar. Improving the handling and cornering power of the racecar will allow faster speeds into and exits out of corners, which will result in quicker lap times, better performance and higher overall standing in the 2006 FSAE-A competition. Adhering to the rules and regulations for the 2006 FSAE-A competition I aim to select suitable systems that are within the project teams limits by considering the financial cost versus benefit or performance to the car, complexity and time to design and 1.1 Cornering Ability and Handling 2 manufacture of each system. Critically analysing the 2005 teams racecar enables me to evaluate the cars steering and suspension setup performance and find any flaws or ways to improve them. This will give me a better understanding of the steering and suspension systems and how to find the optimum settings to perform with the 2006 car at the FSAE-A competition. Using a suspension geometry computer program developed by Wm. C. Mitchell software, I can model the 2005 teams racecar to compare the accuracy of the program, and then apply the program to optimise the 2006 racecar. The ideal outcome of this project will see that this years FSAE-A racecar have a working and well-tuned or optimised steering and suspension system that has high cornering ability and handling. Most of this projects work will become evident once we have manufactured our design and are able to test the car by running it on a test-track. If all things go to plan, I should be able to make small adjustments to improve and finally optimize the handling and cornering ability of the car which will be paramount to the performance at the FSAE-A competition. 1.1 Cornering Ability and Handling The cornering ability and handling of the racecar is very important to the overall performance of the racecar. Having excellent acceleration and braking power is good but without sufficient cornering ability and handling, the racecar will not be able to use the full potential and is more likely to run off the racetrack than take a podium position. Cornering ability and handling will be discussed in detail and how the steering and suspension systems affect it. 1.2 Explanation and definition of terminology 3 1.2 Explanation and definition of terminology Here is a number of terms and names that will be used in this dissertation to avoid confusion with other names and meanings. Ackerman Is both a principle and definition, where the principle is that the extended axis of the steering arms projected rearward meet at the centre of the rear axle (shown in figure 1.1). This allows the tyres to traverse an arc without skidding, which would otherwise oppose the steering forces making it harder to steer. The definition is described as the difference in the angle of the front tyres when turned. This dissertation will only refer to Ackerman as the principle from herein. Camber Is the angle between the vertical plane and the centre angle of the tyres (shown in fig 1.2), which can be positive or negative. This changes the size and shape of the tyres contact patch during a corner which in turn affects the amount of lateral acceleration or force it can produce (cornering and handling ability). A small amount of negative camber is ideal (around 1.5 degrees) to induce camber thrust and ensure a good contact patch during cornering (smith. C. 2004). 1.2 Explanation and definition of terminology 4 Camber Gain Or the rate of camber change in roll (or as the chassis rotates laterally). Caster Is the angle between the steering axis and the vertical from the side plane (see fig 1.3). Positive caster improves straight line stability but makes it slightly more difficult to steer, while negative makes it easier to steer with less stability. Jacking Is an upwards reaction force generated by the tyres when the racecar is accelerated during cornering and has its roll centre above ground level. Where the upwards force on the outside tyre is greater than the inner tyre having a 1.2 Explanation and definition of terminology 5 net resultant force that lifts or Jacks the sprung mass. This is unwanted and unsettling to the driver and should be avoided. The roll centre Indicates the point at which the chassis rotates (at the front and rear respectfully) during lateral acceleration. The two moment arms between the roll centre, the CG and the ground plane determine the racecars sensitivity to lateral acceleration by the production of rollover movements and jacking (Smith. C, 2000). The roll axis Is the straight line joining the roll centres of the front and rear tyres The roll moment Is the distance between the roll centre and the mass concentration at the front or rear of the car. The mass concentration is the equivalent mass or point of the CG if it were split into 2 points, one front and rear. Steering Axis Inclination and Scrub Radius Steering Axis Inclination or Kingpin Axis, is the angle between the vertical and the steering axis (figure 1.4). This helps the car to exit a corner by naturally trying to align the wheels back to centre. The SAI works with caster to allow more directional stability but less effort on steering (more sai and less caster). Scrub Radius Is the pivot point for the tyres footprint or the distance between the centre of the contact patch, to the extended SAI to the ground (figure 1.4). This allows more feel in the steering, a little is good, too much can be detrimental due to the increased steering effort for the driver. 1.3 Overview of the Dissertation 6 Slip angles Are the angles between the direction that the tyres are facing, and the direction that the tyres want to go. Deformation is due to the elastic nature of rubber when a vertical load is applied. This will be explained in detail in Chapter 2 and its effect on cornering and handling. 1.3 Overview of the Dissertation This dissertation is organized as follows: Chapter 2 Discusses cornering and handling of a FSAE-A racecar and describes various steering and suspension systems. Chapter 3 Explains the rules and regulations of the FSAE-A competition and how it affects the steering and suspension systems. Chapter 4 Introduces Wm. C. Mitchells suspension geometry software, describes its uses and strengths for this project and how it will be used to improve the steering and suspension systems. Chapter 5 Describes the analysis of the 2005 FSAE-A racecar and documenting areas that can be improved and implemented into the 2006 car. Chapter 6 Describes the analysis of the 2006 racecar and recommendations for improving the cornering and handling ability. Chapter 7 Discusses testing methods and ways to document and record actual performance of the racecar, followed by processes for optimisation of the steering and suspension systems for the best cornering ability and handling. Chapter 8 Outlines the projects achievements, findings and future recommendations. Chapter 2 Steering and Suspension Systems for a FSAE-A Racecar 2.1 Chapter Overview This chapter discusses the steering and suspension systems that are commonly used in cars on the road and in professional racing, their benefits and limitations, the ease of manufacture and complexity of design. This chapter also discusses cornering and handling in detail and how the steering and suspension can improve its cornering and handling ability. 2.2 Cornering and Handling Handling defines the racecars ability to maneuver around a corner at maximum speed without losing traction. C. Smith (1978) remarks that being able to travel around a corner faster reduces the overall lap time on a circuit for 2 reasons. First is simply that the car traverses the distance in less time, secondly, if the car exits the corner at a faster speed, there will be no time lost from having to accelerate from a slower speed. Smith (1978) also says that the factors that determine the cornering power of a racecar 2.2 Cornering and Handling 8 include the cornering capacity of the tires, which is influenced by: Vehicle gross weight Vehicle downforce Height of the vehicles centre of gravity Vehicle load transfer characteristics Suspension Geometry Size and characteristics of the tyres So you can understand, the tyres are arguably one of the most important parts of the racecar because all the moments and forces that the car undergoes is transmitted through the tyres. The acceleration and direction of the car is passed through the small footprints or contact patches of each tyre. Understanding what happens here will help to get the most out of both the tyres and racecars handling ability (Smith, C. 1978). 2.2.1 Tyres and slip angles The tyres ability to grip the road is a combination of vertical load applied to the tyre, the coefficient of friction between the tyre and the road, adhesion between the road surface and tyre, and slip angles developed between the tyre and direction of travel. The vertical load that is imposed on each tyre is changing continuously on a racecar maneuvering around a racetrack due to the load transfer from acceleration, deceleration and cornering. As the racecar travels around a corner, the tyres are subject to forces which result in deformation in the compound that the tyre is made of, this elastic deformation results in the contact patch pointing in a different direction to the angle of the tyre (Smith, C. 1978). Shows the deformation of the tyre compound in the contact patch and the slip angle developed. The path of the rolling tyre defines the actual direction of the tyre as it continues around the corner.There is a relationship between the slip angles and the potential grip that the tyre has to the road. Some tyre data has shown that 2.2 Cornering and Handling 9 Shows the generated slip angles in the tyre contact patch as slip angles increase, the lateral or cornering force increases up to a maximum which then either begins to drop or plateaus then drops, usually sliding occurs soon after the drop in force. The flat portion of the curve at or near the maximum is the optimum range of tyre grip that experienced drivers remain in to maximize the cars cornering potential. shows the relationship between tyre grip and the developed slip angles. shows the relationship between tyre grip and developed slip angles, picture from http://www.donpalmer.co.uk/cchandbook/modelgrip.htm 2.2 Cornering and Handling 10 2.2.2 Factors influencing tyre cornering capacity The other factors as mentioned before, vehicle gross weight, downforce, height of the CG, tyre size and characteristics, suspension geometry and load transfer characteristics, all can be factored into the design or used to improve cornering and handling. The cornering force is proportional to the increase of the vehicle gross weight and generated downforce from wings or aerofoils. The increased pressure on the contact patch generates a higher lateral force component (Smith, C. 1978). The height of the vehicles centre of gravity from the ground affects the moment between the vertical force on the tyre and the CG, this will affect the lateral load transfer during a corner. The lateral load transfer changes the vertical loads from one wheel to another due to the CG tendency to move sideways during a corner, which will decrease the total amount of cornering force generated from the tyres. For example, a 400kg car with a 50-50 weight distribution front to rear will have 100kg vertical weights at the two front tyres. Assuming the CG height is 250mm above the ground, the track width is 1300mm and during a corner the car is subject to a cornering acceleration of 1.4gs we can determine the load transfer. LoadT ransfer = 1.4 Ãâ€" 200kg Ãâ€" 0.25 1.3 = 53.85kg So this gives us 46.15kg on one side and 153.85kg on the other and is a 53.85% load transfer to the outer wheel. Obtaining tyre data in the form of Tyre cornering force versus Vertical load will allow us to determine the total cornering force with this load transfer, however getting the tyre data is difficult. Generally the tyre data is curved with less tyre cornering force as vertical load increases, so measuring the data of each vertical load and summing together will be less than the equal load distribution. Reducing the load transfer is done by lowering the height of the CG and widening the track width which will improve cornering ability. The suspension geometry determines the location of the instantaneous centres and roll centres of the racecar, these control how much the chassis rolls or pitches during cornering and accelleration, which moves the CG and hence affects the lateral load transfer. 2.3 Steering Systems 11 During roll, the suspension geometry also controls the amount of camber gain in the wheels during a corner, the change in camber affects the contact patch (increase or decrease in proportion) which changes the cornering capacity of the tyres. Ensuring that an optimum contact patch is maintained through the control of camber gain and good roll centre location is key to good handling and cornering. 2.3 Steering Systems Common types of steering systems are: Rack and Pinion basic steering system Recirculating Ball Bearing more complex system Power Steering fluid assisted steering 2.3.1 Rack and Pinion The rack and pinion steering system is a simple, cheap and relatively easy system to implement. It comprises of a rack, or toothed bar/rod which slides left and right due to the rotation of a pinion gear that sits on the teeth (Fig 2.3). The steering wheel turns the steering shaft which rotates the pinion gear, resulting in the rack pushing/pulling the steering rods. The rods are attached to the wheel hubs which turn the wheels to the desired angle (Gilles, T. 2005). The most difficult parts to design or manufacture are the pinion and the rack, the pinion defines the turning rate of the steering wheel which affects the responsiveness of the steering. The rack need to have hardened teeth which could be difficult to manufacture to some groups or would involve a significant cost to have it done. Besides these two parts the rest of the system is relatively simple, as a whole the rack and pinion setup is a cheap and common system that is reliable and resiliant. 2.3 Steering Systems 12 2.3.2 Recirculating Ball Bearing A typical Recirculating ball-bearing steering system uses a worm gear to shift ball bearings that are located within a channel such that when moved, pushes or pulls the housing in which they sit. The housing has teeth located on the outside which are in line with a sector gear that rotates a pitman arm (Fig 2.4). The pitman arm is attached with the track and tie rods, which aligns the wheels. This system can also be described as a parallelogram steering linkage system in which the linkages trace a parallelogram (Gilles, T. 2005). Figure 2.4: Recirculating ball bearing steering, picture from www.imperialclub.com/ Repair/Steering/terms.htm A Recirculating Ball Bearing can also be used in a similar setup to aRrack and Pinion gear system, where the recirculating ball bearing housing replaces the pinion gear with a sector gear that pushes/pulls the rack to align the wheels. The recirculating ball 2.3 Steering Systems 13 bearing system is significantly heavier than the rack and pinion system, due to the extra linkages, housing and gears. Friction needs to be managed in the design stage, i.e. including grease input points, dust covers etc. However the Recirculating ball bearing steering provides more sensitivity to the steering and minimum slack or loose feel in the steering wheel. Costing is also increased due to the extra material and the complexity of design makes the recirculating ball bearing system less attractive. 2.3.3 Power Steering Power steering systems are the same systems as rack and pinion and recirculating ball-bearing but with a significant modification. In a rack and pinion power steering system, the rack contains a cylinder with a piston inside it, driven by fluid supplied by a pump (see Figure 2.5). The fluid lines run to a rotary valve controlled by the steering shaft which determines the sides of the piston that the high pressure fluid acts on. This pressure assists the steering action which requires less force to rotate the steering wheel. Similar to the rack and pinion power steering, the recirculating ball housing is assisted by the pressure respectively in the ball-bearing steering (Gilles, T. 2005). Rack and Pinion power steering, picture adapded from www.cars.com/ carsapp/boston/?srv=parseract=displaytf=/advice/caradviser/steering_ fluid.tmpl 2.4 Suspension Systems 14 2.4 Suspension Systems There are two common types of suspension systems used frequently today, dependant and independant systems. The various types of both are similar but have their differences and functions. Some of these sytems are described below. 2.4.1 Dependant Suspension Systems Solid or Beam Axle Panhard Rod Watts Linkage Dependant suspension systems are variations of a simple beam axle that holds the wheels parallel with each other. So when the vertical angle of one wheel (camber) changes, the opposite wheel also changes (Gilles, T. 2005). Examples of the Panhard Rod and the Watts Linkage are shown in Figures 2.6 and 2.7, these types of suspension are generally different ways of attatching the solid axle to the chassis. 2.4.2 Independant Suspension Systems Double Wishbone, A-Arm or Four-Bar link MacPherson Strut Multi-link 2.4 Suspension Systems 15 Watts linkage suspension. Independent suspension systems allow the wheels to move independently of each other, e.g. if one wheel were to move up or down, the other would not be affected directly. It is common for racecars to have all four wheels with independent suspension as this usually provides the most customizable setup options to maximize the handling potential of the racecar. Double wishbone suspension systems are also known as double A-Arm or Four-Bar link systems. They all comprise of equal or unequal parallel links from the chassis to the wheel hub, with the shock absorbers configured in a Push or Pull rod setup, as Figure 2.8 illustrates. Unparallel and Unequal double wishbone suspension with Push or Pull rod shock absorber setup. 2.4 Suspension Systems 16 The MacPherson strut suspension system (Figure 2.9) is very popular with passenger cars and some sports models since it is a relatively cheap system to produce that provides reasonable camber control (Smith. C, 1978). The MacPherson strut suspension is good for everyday commuting but does not provide sufficient stiffness to avoid movement within the components (compliance or slack) and would not fit comfortably with wide tyres (Smith. C, 1978). Multi link suspension systems are simply Four-Bar link systems with one or more extra links to attain extra control. MacPherson strut suspension, from www.autozine.org/technical_school/ suspension/tech_suspension2.htm The objective of the independent suspension is to provide enough vertical wheel movement to absorb surface bumps and compensate for the accelerations of the sprung mass, prevent changes in the distance between tyres (static toe) as they are moving, control the change of wheel camber angle and change of track distance with the wheel and/or sprung mass movement, and to ultimately allow the most grip or traction available out of the tyres while minimising weight and maximising stiffness in the links (Smith, C. 1978). 2.5 Chapter Summary 17 2.5 Chapter Summary Having discussed the cornering and handling ability in a Formula SAE-A racecar and what factors can influence the performance, helps to have an understanding of what is happening when a racecar traverses around a corner. With this in mind we can apply this knowledge into the design to maximise the cornering and handling ability of the racecar. Also selecting an appropriate steering and suspension system that will provide the best cornering and handling but also takes into account the motorsport teams resources (time, materials and complexity of design). Chapter 3 Rules and Regulations of the FSAE-A Competition 3.1 Chapter Overview This chapter covers the rules and regulations that will affect the steering and suspension sytems. Starting with the more specific rules that affect the steering and suspension systems, then moving into the general rules and regulations like material strength. These rules and regulations have been put into the competition to give the entry teams maximum design flexibility and the freedom to express creativity, but also to ensure that a safe and working car that minimises chances of damage and injury. 3.2 Steering Requirements The specific steering system rules and requirements are as follows: The steering must affect at least two wheels The steering system must have positive steering stops that prevent the steering linkages from locking up. 3.3 Suspension Requirements 19 Free play is limited to 7 degrees measured at the steering wheel. Steering must be mechanically connected to the wheels i.e. steer by wire prohibited These requirements do not severely limit the steering system design at all as for most of the previously mentioned systems, none of which include steer by wire and all affect at least 2 wheels. The rules that need to be kept and monitored is the free play in the steering wheel and steering stops, otherwise the design is virtually open. 3.3 Suspension Requirements The rules state that the car must have a fully operational suspension system with springs and shock absorbers, front and rear, with a minimum useable wheel travel of 50.8mm (2 inches), 25.4mm (1 inch) in jounce and rebound with the driver seated. So the rules again do not restrict the specific suspension system but merely sets a benchmark that it must perform to. 3.4 Other Requirements Other requirements set out in the rules define that the wheelbase must be of at least 1525mm (60inches) and that the smaller track must be no less than 75% of the larger track. The minimum material must be; either round mild or alloy, steel tubing (min 0.1% carbon) with minimum dimensions as outlined in table 3.3.3.1 in the FSAE rules handbook; or an approved alternatice material that is tested and proved to meet the alternative material guidelines in section 3.3.3.2 of the FSAE rules handbook. The wheelbase requirement affects the suspension geometry design, setting a minimum length for the suspension linkages. 3.5 Chapter Summary 20 3.5 Chapter Summary Knowing and understanding the requirements and rules set out by the Formula SAE competition provides a starting point for our design, also talking with the previous team and the performance will help to identify areas needing improvement and investigaiton. Once finding sufficent information a start can be made to get the ball rolling on design and construction of the steering and suspension systems. Chapter 4 WinGeo3 Suspension Geometry Program 4.1 Chapter Overview This chapter introduces Wm. C Mitchells suspension geometry software, Racing by the Numbers and shows its most useful power of calculation and display of steering and suspension geometry of any four wheel vehicle. The information it can tell us will greatly improve the time taken to analyse steering and suspension set-up and will allow fast optimisation when the time comes to testing. 4.2 WinGeo3 Geometry Program The steering and suspension geometry can be modeled on Wm. C. Mitchells software which is quicker than manually measuring all the various important values repeatedly for the various settings you wish to try during testing. This enables a comparison with the originally intended design parameters of the 2005 racecar and an indication of how well the car will react while cornering. It also allows a comparison of the initial 2006 cars design and actual geometry after construction and allows us to optimise the geometry to provide the best cornering and handling ability of the racecar. By 4.3 Set-up and initial measurements 22 measuring the data and entering into Wm. C. Mitchells software, we can critically analyse the racecar with regard to the handling and cornering characteristics. The software requires actual measurements taken from the car which will be done and recorded according to the geometry software requirements. Once recording all the information that the software needs, we can analyse the way the steering and suspension reacts with the chassis. Moving up or down (ride) or rotating (roll) we are able to observe the change in camber, steering angles and caster at each of those changes. This is useful since during a corner, we may model the changes that the chassis will go and can see the result on the tyres (and contact patch) and get an indication of how well it will perform. Wm. C. Mitchells software can also be used to aid in the design of steering and suspension systems, through its design and build functions you may specify various values and the software will convert it into the required lengths of the arms and rods. 4.3 Set-up and initial measurements I strongly recommend allowing at least half a day to measure up a car for the first time and someone to help. It will save alot of time that would otherwise be lost dropping things, re-setting the origins and other fiddly jobs that are not normally accounted for. Once installing the program, printing out some forms will make things much easier for entering information into the program once the measurements have been taken, as the forms sets out the required information neatly and in similar format to the program screen. Open the geometry program and from the help menu open quick start. The help tree is on the left side column, from there open the Files menu and then Blank Forms, here is all the blank forms that is needed. Click on Blank forms: Measuring cars for some general information and hints, for a double wishbone suspension with a push/pull damping system, click on the Blank forms: Double A-arm and Rocker Arm option and print. Also click on Blank forms: Pull-rod / Push-rod form, Blank forms: Auxiliary points, and Blank forms: Swaybar form and print them all out. These all will be 4.3 Set-up and initial measurements 23 sufficient for the front suspension and rear (remember to print a second batch of forms for the rear) unless you have a control arm / panhard rod rearaxle suspension setup, for which there is a seperate form. First you need to make sure that the car is set up already with the correct alignment and on a flat surface as it would on the racetrack. Ensure that access to the suspension points is possible and that they are locked in place so they do not move if you lean on the car (within reason). Then determine a baseline or origin accurately and place strings on the surface plate or flat floor or tie to appropriate point, to represent the centerlines of the car (front to back, side to side). Once an Origin for each Axis has been made, where the X-Axis is the fore-aft longitudinal dimension (front to rear of the car). The Y-Axis is the lateral dimension, or left and right sides of the car (drivers side passenger side) and the Z-Axis is the vertical dimension from the ground up. Care must be taken when selecting an origin due to common suspension adjustments, such as changing caster, can move the tire contact patch. Each such change requires a careful remeasurement (or re-calculation). When the car is ready to be measured, follow these steps: Measure the track width of the front and rear tyres by taking the centre points of each tyre as low to the ground as reasonable, the WinGeo3 program measures track at ground level at the center of the tire contact patch. The easiest way is to measure to the middle of the tire,but this can be misleading if the tire has significant static camber, so as long as you are aware of the settings you should be fine. Measure the static toe for the front tyres while measuring the track at the front and do a quick calculation of the static angle pointing inwards or outwards that

Louis XIV :: essays research papers

Louis XIV was only four years old when he succeeded his father to the French throne. Often uncared for, he nearly drowned because no one was watching him as he played near a pond. This began to shape in his young mind an early fear of God. Louis' character was also shaped by the French Civil War. In this, the Paris Parlement rose against the crown. For five years, Louis would suffer fear, cold, hunger and other spirit-breaking events. He would never forgive Paris, the nobles, or the common people. Finally, in 1653, Cardinal Jules Mazarin was able to end the rebellion. He began to instruct Louis on his position as king. Even though Louis XIV was now of age, the Cardinal remained the dominant authority in French politics. French kings gained respect as a soldier; Louis served with the French army during France's war with Spain. His biggest battle, however, was sacrificing his love for Mazarin's niece for politics. In 1660 he married the daughter of the king of Spain to bring peace between the two countries. Mazarin died March 9, 1661. On March 10, Louis claimed supreme authority in France. Not since Henry IV had such a claim been made. Louis saw himself as God's representative on earth, therefore, infallible. He oversaw roadbuilding, court decorum, defense, and disputes within the church. He had the support initially of his ministers, then that of the French people. He had given France the image it desired-youth and vitality surrounded by magnificence. Louis won the favor of the nobles by making it evident that their future depended on their ability stay on his good side. This weakened the nobility, and would eventually weaken France. Louis had among his supportors a wide spectrum of individuals. Writers such as Moliere were ordered to glorify him. Monuments rose throughout the country and Louis had palaces built in his honor. The most elaborate was Versailles, located outside Paris. Away from disease, Versailles also isolated the king from his people. The aristocracy became mysterious. France was also undergoing an economic revolution. Exports were increased, and a navy, merchant marine, and police association emerged. Roads, ports and canals were being built. He invaded the Spanish Nederlands in 1667. The restarted war between France and Spain would be on again, off again for the remainder of Louis' reign. In 1668, the French army retreated under pressure from Dutch and English forces. Louis swore to defeat the Dutch and ruin their Protestant mercantile republic.

The Publishing of Written Materials: Newspapers, Magazines and Books :: Publishing Publish Essays

The Publishing of Written Materials: Newspapers, Magazines and Books Publishing as an industry is in constant dialogue - a true back and forth - with the surrounding culture commercially, technologically, and artistically. It has changed greatly since the early 1800's and particularly during the 1900's. These changes have occurred in relationship to evolving aspects of American life, and so the factors one must consider are many: literacy and compulsory education, legal ownership of the actual words to be published, modes of production and distribution, availability of resources such as paper and printing equipment, the ideas which generate the written word, the presence of a reading public and the questions it asks, and surrounding social events - war, money, immigration, reconstruction of the South. A brief early history: Publishing begins in US when Stephen Day issues the Bay Psalm Book in 1640 from his press in Cambridge MA Printing under state control in colonial times, and bookselling seldom an independent vocation before 1850. In the early years of the Colonies, Cambridge, Mass., had the sole privilege of printing, but the monopoly was broken in 1674, when Marmaduke Johnson, who had come over to print an Indian Bible (1663), moved his press to Boston. Gradually others followed - Philadelphia had a press in 1685; New York City, in 1693. It was difficult for the colonial printer, as for any small printer, to produce large works because of a shortage of type; but patronage by the government helped to give his products a dignified style. Almanacs, primers, and law books were the staples of book production; works of theology formed the leading category. Until 1769 American printers bought their presses from England, but thereafter they acquired their equipment and supplies, including ink and paper, do mestically. Books were sold in various ways—by subscription, by the printer himself, by hawkers, and through shopkeepers. Though Massachusetts passed a law against hawkers in 1713, it carefully excluded book peddlers, who had a valuable function in rural areas.

Nostra Aetate Essay

1. What contemporary reasons would cause mankind to draw â€Å"closer together† and to strengthen â€Å"the ties between different peoples†? (2) Culture, common beliefs, sports, births, deaths, celebration, tragedy, reunions, weddings, music and war are all contemporary reasons that would cause mankind to draw closer together. Regardless of age or gender, one can still love a sport. When Steve Jobs passed away, the world mourned. Though tragic, death can bring many people together and teach them not to take everything for granted. Also, recently, the marriage of Prince William and Kate Middleton brought together many people all across the world – everyone was watching. Of course, war. Though war isn’t really recent, when soldiers died for Canada, people were brought together at the time, they were safer, closer in numbers. Also, protests bring people together to fight for a common belief. In this sense, all the reasons that bring people together and streng then the ties together are because EVERONE has been affected. When something happens and EVERYONE is affected, it causes people to come closer together. 2. According to the Church, what three things draw people to fellowship? (3) i) â€Å"One is the community of all peoples, one their origin for God made the whole humans race to live over the face of the earth.† Basically, we are all human, and our origin is God, and we all share and live on the Earth together. ii) â€Å"One also is their final goal, God. His providence, His manifestations of goodness, His saving design to extend to all men.† – This means that the final goal of mankind is to reach God through Salvation, and that He will be our Saviour. ii) â€Å"Until that time when the elect will be united in the Holy City, the City ablaze with the glory of God where the nations will walk in His Light.† – That this glorious city of God, heaven will come to the people who are good. These are the three reasons that draw people to fellowship. 3. List the questions that are examined by all religions. What is the basis of the universal need to recognize a Supreme Being? (3) Some common questions that are examined by all religions are: What is man?

Effective Religious Practices Essay

Throughout our history, leaders of various religious sects have used a number of methods, materials, and programs to initiate their followers into a certain ideology or belief system. This has proved to be both useful and destructive over the course of time. We have seen many horrifying events take place in the name of certain religions (Jim Jones, The Peoples Church), and have also seen many cases that could serve as a message of hope for others (Mother Teresa). The outcome of events that are sparked by the formation of a new religious sect, are primarily influenced by the programs and methods used by the sects religious leader, to instruct his followers to believe in certain belief systems, and commit actions that are justified by those underlying beliefs. When analyzing how a religious sect instructs its followers, or disciples, we should analyze both positive and negative correlations shared by various sects, in doing this, we could determine what practices have proved beneficial to society, and which ones have proved to be destructive. When observing certain pastors methods in instructing their followers, we could come to the assumption that a leader who preaches a peaceful and uplifting message is more likely to attractive followers who share the same views, on the other hand, a pastor who preaches destructive and self righteous message is more likely to have a congregation that reflects those same views. For example, Joel Olsten, a pastor at Lakewood church, has a consistent uplifting message that he shares with his congregation on a daily basis. When using this method of preaching, the pastor is not focusing on the negative actions of some of the members of his congregation, (Hell, or Damnation) but rather inspiring them to try harder, or to do better. When a pastor only focuses on topics such as sin, Hell, or damnation, then many members of his congregation will leave feeling ashamed and scared, rather than uplifted and motivated. A useful method that a pastor can use is always having sermons with a positive and uplifting theme, focused on what’s ahead for an individual rather than what they have done in there past. Another useful method practiced by certain pastors is not classifying there religion under a certain categories, such as Catholic, Methodist, or Jehovah Witness, but rather inviting people of all faiths to join, not just a select view. In practicing this, a pastor’s congregation has the potential to grow, without being confined by a certain sect’s moral philosophies. A church is only as powerful as its congregation, the larger the congregation, the more influence a church has in its surrounding communities. When practicing such things, a pastor does not limit himself to one moral view, but rather stays open minded and tolerant to the many views that his congregation may have. If I were to become a pastor, I wouldn’t be subject to one particular faith, but rather welcome any faith to my congregation. I feel that it is important to have a diverse congregation; it teaches people how to be tolerant and appreciative of another persons belief system. This ideology also proves useful in expanding a church’s total number of members, therefore harboring growth and overall success. As a church’s congregation grows, so does its net worth, and its influence in its surrounding communities. Secondly, I would choose to preach messages of hope rather than self-shame. I would want people to come to my church and leave with a renewed vision of hope, so that they are self motivated to become active members in there communities. In my opinion, this would prove to be very effective in increasing the total number of people in my congregation. In conclusion, it is far more beneficial when recruiting members for a congregation, to appeal to everybody’s emotional needs, by preaching an unbiased message that has a theme based in hope, and inspiration.

How to prevent Teenage Pregnancy

Each year the United States is acknowledged for having the highest number of pregnant teens in the industrialized world. We have clueless teenage females of every race having children while they are in high school. Sex is on the minds of so many teenagers that they forget that they are not yet at a stage of having children. Since it is difficult for adolescent girl to resist the temptation of having sex; a while abstinence is the best form of prevention, birth control and other forms of protection are reliable ways to prevent teenage pregnancy. Abstinence is the best and safest way to preventing pregnancy at a young age.Abstinence is avoiding sex or any type of sexual activity. â€Å"If two people don’t have sex, then sperm can’t fertilize an egg and there’s no possibility of a pregnancy†(Hirsch1). â€Å"Only one-third of teen mothers will complete high school†(pike1). Many teenagers have sex before they leave high school catching STDs and becoming pregnant before graduating. Becoming abstinent is one of the best ways for preventing pregnancy because your not doing anything but avoiding peer pressure. Abstinence has a lot of peer pressure but it has a great ending in the long run.â€Å"Peer pressure and things you see on TV and in the movies can make the decision to practice abstinence more difficult†(Hirsch2). Even though it may be difficult for couples to resist having sex due to peer pressure it has its benefits in the end. They have a better chance of not receiving any type of STDs and most important not having children. â€Å"Abstinence is 100% effective in preventing pregnancy. Although many birth control methods can have high rates of success if used properly, they can fail occasionally. Practicing abstinence ensures that a girl won’t become pregnant because there’s no opportunity for sperm to fertilize an egg†(Hirsch1).Even though abstinence is 100% affective not everyone has the ability to resist the powerful peer pressure that comes with it. Birth Control is the next best thing that is accepted by teenage girls. Birth control or contractive pills are pills that are taken orally to help stop the release of an egg every month. â€Å"In simple terms, all methods of birth control are based on either preventing a man‘s sperm from reaching and entering a woman‘s egg (fertilization) or preventing the fertilizes egg from implanting in the woman‘s uterus and starting to grow†(Stoppler1).Birth Control is 99. 9% effective when it comes to preventing teenage pregnancy. However birth control doesn’t permanently stop fertilization after you are on it. The contractive pills may also fail if a teenager was to miss one day of taking the pill after her period. â€Å"If pills are skipped or forgotten, a girl is not protected against pregnancy and she will need a backup form of birth control, such as condoms. Or she will need to stop having sex for a whi le. Do not take a friend’s or relative’s pills† (Hirsch1). Condoms are the most popular way of preventing teenage pregnancy.Condoms block the sperm from fertilizing the egg inside of the female. Condoms have different brands and types for females and males. â€Å"Condoms are absolutely the best birth control for teenagers. They protect against pregnancy and diseases. They are used at the time, so there is no need to fret over whether you forgot to take our pill last Tuesday. They are relatively inexpensive, and easily available (regardless of your age). Both genders can take responsibility for procuring and using them† (Rayne1). These outstanding items work unless someone was to use them the incorrect way.Condoms are made of latex or polyurethane. The best one to choose is the condom made out of latex because they are slightly more reliable. Polyurethane condoms are mostly made out of plastic. â€Å"The most common reason that condoms â€Å"fail† i s that the couple fails to use them at a. Still, it is possible for a condom to break or slip during intercourse. Condoms can also be damaged by things like fingernails and body piercing† (Hirsch2). Condoms are a very reliable source for preventing teenage pregnancy if they would just use them.Even though it may be hard for teenage girls to resist the not having sex; becoming abstinent, using different forms of birth control and condoms are the best way for preventing a unplanned pregnancy. We can stop the United States from having the highest rate of teenage pregnancy each year if the girls will do their part. So many youths have failed to live their life due to the fact that they have had children at a very young age. Having sex can wait, but if they do decide to take the risk of becoming a parent at a very young age, there are always three things they can do to prevent it from happening.