The Failures of Jamestown Case Study Example | Topics and Well Written Essays - 1500 words

The Failures of Jamestown - Case Study Example Its discovery established a permanent foothold for England to North America and concurrent to this, for purposes of a quick profit for investors from gold mining exploits. There have been noted ignominies and failures at Jamestown. It was evident from several accounts that seemingly the Englishmen were unwilling or incapacitated to feed themselves. Mostly, Jamestown suffered from poor and corrupt leadership and a population of men that were almost unfit for life in the wasteland. Moreover, explanations were provided as to why they destroyed the corn that might have fed them and committed atrocities upon the people who grew it. What are the reasons behind these mishaps' One thing that can be accounted for was the colony's poor organization and direction. The government approved by the charter places full powers in a council appointed by the king, with a president voted upon by the other members. The president had virtually no authority of his own; and while the council lasted, the members spent most of their time dealing with internal strife and intriguing against each other and especially against the one man who had the experience and the assurance to take command. Another explanation, for Jamestown's early troubles, and especially for its failure to feed itself, is the collective organization of labor in the colony. All the early settlers were expected to work together in a single society effort, to produce both their food and the exports that would make the company flourish. Those who held shares would eventually get a share of the profits, but for the time being the inducements of private enterprise were deficient. The work one man did is not commensurate to his reward. The slacker would get a large share in the end compared to the man who worked harder. Still another explanation for the squandering of Virginia's pioneers is one that John Smith often laid emphasis on, and that is the character of the immigrants. They were certainly an odd group of people, for the most noticeable group among them was unusual number of gentlemen. Virginia, as a patriotic enterprise, had stimulated the imagination of England's nobility and gentry. Gentlemen, by definition, had no manual skill; neither could they be expected to work at normal labor. They were expected to be useful for the force of knowledge, the exercise of counsel; but to have ninety-peculiar wise men offering advice while a couple of hundred did the work was discouraging, especially when the wise men included many unruly individuals joined with the friends to merely escape their ill destinies in England. John Smith complained that he could never get any real work from more than thirty out of two hundred, and he later disputed that of all who were sent to Virginia, a hundred good labor ers would been beneficial than most of those who went. Furthermore, if the company had succeeded in filling the early ships with a great diversity of specialized craftsmen as what was hoped for, the result might possibly have been worse than they were. The first settlers in 1608 had six tailors, two goldsmiths, two apothecaries, a blacksmith, two refiners, a gunner, a cooper, a jeweler, a tobacco pipe maker, and a perfumer. Without a doubt, being skilled would mean they greatly expected to be paid and be fed for doing the work for which they are hired for. Some may have been useful but others found themselves without means to use their special talents. They did not also intend to use their hands for any other tasks. In addition to this, the men devoted more time to rest during pastimes and merry making. None among the

The Rules on Formation of Contracts Essay Example | Topics and Well Written Essays - 1000 words

The Rules on Formation of Contracts - Essay Example The first thing next morning, Kevin went round to Jack’s house and, as soon as Jack opened the door, told him that he would pay  £2000 for the motorcycle alone. Jack said that he already sold it to someone else. The formation of a legally binding contract requires a valid offer, a valid acceptance, an intention to create legal obligations and consideration. An offer is a valid offer when it is legal, clear, and communicated to the offeree. It must be clear and without any ambiguities. Acceptance also needs to be properly communicated. The person to whom an offer is made must accept the exact terms of the offer. Once an offer is accepted, it becomes a promise. The parties must have an intention to be legally bound by the terms of their agreement. When an agreement becomes enforceable by law, it becomes a contract. There a must be a consideration for both the parties involved. There must be something for something for both the parties. If these elements are present in the given scenario, the dealing between Kevin and Jack would be regarded as an agreement and, being enforceable by law, a contract. The formation of a contract initiates through an offer which is â€Å"an expression of willingness to contract on certain terms, made with the intention that it shall become binding as soon as it is accepted by the person to whom it is addressed†1. In the given case, Jack sent a text message to Kevin in which he offered him a motorcycle for the price of  £2000. He communicated his offer to the addressee, Kevin, through a proper mode of communication. Also, there was no ambiguity in his offer since the subject matter was stated clearly. Therefore, Jack made a valid offer to Kevin. Jack had told Kevin that his offer was open for acceptance till 10 am on the next day. Kevin sent a reply to Jack in which he accepted Jack’s offer and asked if the price included a leather suit. Kevin had accepted Jack’s  offer in the first part of his text message.

3D Printing †Applications for Space Exploration

3D Printing – Applications for Space Exploration Puneet Bhalla 3D Printing or Additive Manufacturing (AM) was first tested in 1983 by inventor Chuck Hull. Conventional subtractive manufacturing involves carving out items from a single block of material, whereas AM involves adding plastic or metal layer by layer according to a computer generated design to manufacture a product. Over the years a number of processes that differ in the method of depositing of layers and their binding have been developed. The technology in the earlier years did not evolve enough for it to find mainstream support and its use was restricted to production of computer generated models and prototype research. Advances in metallurgy, miniaturisation and processing have now made it a more viable competitor to conventional manufacturing. It is even being called the third industrial revolution. Commercial enterprises having recognised the transformative potential of 3D printing, both in designing and manufacturing, are increasingly investing in it. It allows faster design iterations, providing flexibility for refinements and variations and produces more accurate 3D scaled models for testing. This helps in accelerating product development and manufacturing with corresponding cost benefits. It helps overcome constraints of conventional manufacturing and allows for more precision in manufacturing to produce more complex parts. The process allows for more cohesive structures and components can be constructed using much fewer parts, making them lighter, sturdier and more efficient. Large factories with their assembly lines can also be done away with. Existing parts can now be redesigned and designers can be more audacious in their pursuits, stepping beyond the constraints of conventional design and manufacturing, while seeking innovative solutions or entirely new capabilities. T he manufacturing process requires less material, reduces wastage during production and is more energy efficient, making it potentially more environment friendly. Objects can be created on demand, thereby eliminating costs, logistical complexities and wastages related to surplus inventories. Initial printers were capable of handling single materials only but the multi-jet technology is allowing combining of materials to produce varied material properties – mechanical, thermal and chemical. Nanotechnology coupled with 3D printing promises exciting opportunities in the future. Already, availability of cheaper printers has made the power of designing and producing publicly available. This democratising of manufacturing has the potential to revolutionise innovation. Market researcher Gartner forecasts that worldwide spending on 3D printing will rise from $1.6 billion in 2015 to around $13.4 billion in 2018.[1] Despite the excitement, there are experts who say that the technology m ight only evolve to supplement the conventional mass manufacturing methods that will continue to be faster and cheaper. They instead favour its suitability for niche and customised production. Space exploration has always been costly due to its requirement of low volume, customised and at times unique components. 3D printing is being seen by the space industry as enabling to the development of future space infrastructure. Various RD efforts both for ground based as also in orbit manufacturing are being supported with an aim to develop parts that could meet the stringent high performance and high reliability criteria required for space operations. NASA along with US rocket engine maker Aerojet Rocketdyne has successfully tested a rocket engine injector and an advanced rocket engine thrust chamber assembly using copper alloy materials, in different configurations.[2] The components proved themselves in tests where they were subjected to pressures of up to 1,400 pounds per square inch and temperatures up to 6,000 degrees Fahrenheit to produce 20,000 pounds of thrust.[3] NASA has claimed that 3D technology enabled designers to create more complex injectors while at the same ti me reducing the number of parts from 115 to just two.[4] This resulted in more efficient processes and also provided better thermal resilience. While the traditionally constructed injectors cost about $10,000 each and took six months to build, the 3D printed versions cost less than $5,000 and reached the test stand in a matter of weeks.[5] These tests have provided confidence in the technology and paved the way for its use in replacing other complex engine components. Already, many small 3D produced parts are flying in space onboard US and European satellites and more are being developed. ESA and European Commission’s Additive Manufacturing Aiming Towards Zero Waste Efficient Production of High-Tech Metal Products (AMAZE) project, has 28 European companies as partners that are looking at perfecting 3D printing of high quality metal components for aerospace applications. NASA is also evaluating using the technology for manufacturing composite CubeSats. China has also started investing in this technology and on its last manned space mission in 2013, their taikonauts occupied customised 3D printed seats. In December 2014, Chinese scientists have claimed to have produced a 3D printing machine, which could be used during space missions. Private companies the world over are investing heavily in the technology for aerospace applications.Japanese Space Agency JAXA along with Mitsubishi is working at producing 3D components for a new large-scale ro cket that the two are expected to develop by 2020. Swiss company RUAG Space has built an antenna support for an Earth observation (EO) satellite that will replace a conventionally manufactured one after tests. The engine chamber of SuperDraco thruster to be used on the crew version of SpaceX’s Dragon spacecraft, capable of producing 16,000 pounds of thrust, is manufactured using 3D printing. A team of engineering students from the University of Arizona, with help from 3D printing company Solid Concepts, recently assembled a 3D printed rocket within a day and successfully tested it. Planetary Resources, a private company seeking space exploration and asteroid mining has collaborated with a company, 3D Systems for developing and manufacturing components for its ARKYD Series of spacecraft using its advanced 3D printing and digital manufacturing solutions.All these efforts are providing solutions that are cheaper, have lesser parts and have comparatively shorter developmental tim elines. In the future, the technology could be used for entire structure fabrication that would involve integrating many of the system’s geometries into structural elements during production. This would reduce the number of parts, eliminate most joints or welds, simplify the design and production, reduce the number of interfaces and make the system more efficient and safer. Such vehicles would better sustain the rigours of launch and space exploration. Integrated structures would even enable reconceptualising space architectures, impacting on their design, sizes and functionality. The most exciting opportunity is 3D printing of objects in space – an idea that has the potential to cause a paradigm change in the way we look at space exploration. The concept has been debated for decades and NASA has also conducted some experiments since theSkylab space stationof the 1970s. In 2010, it collaborated with a US company Made in Space to develop and test a 3D printer that could operate in microgravity aboard the International Space Station. The microwave oven sized printer, previously tested on suborbital flights, was installed on board the station on 17 November. After two calibration tests, on 24 November 2014, on command from the ground controllers, the printer produced the first 3D object in microgravity. The object was a faceplate of the printer itself, demonstrating that the printer could make replacement parts for itself. Initial results have shown that layer bonding might be different in microgravity, but this would have to be substantiated by further te sting on more such produced parts in the future. These parts will subsequently be returned to Earth where they will be compared with similar samples made by the same printer before launch and also analysed for effects of microgravity on them. This would help in evaluating the variance and possible advantages of additive manufacturing in space and in defining the roadmap for future developments. Meanwhile, Europes POP3D Portable On-Board Printer designed and built in Italy is also scheduled for installation aboard the ISS next year. Producing parts and structures in space potentially provides a host of benefits. Structures being constructed on Earth have to be built in an environment that is different from where they would operate. These parts also have to survive the vibrations and high ‘g’ stresses of launch. Freed from these constraints, novel space architectures, more optimised to the microgravity environment, can be imagined and developed. 3D printers in space would enable astronauts manufacture their own components and tools, undertake repairs, replace broken items and respond to evolving requirements without being dependent on support from Earth. This would bring down logistical requirements related to deployment of structures in space, while improving mission efficiency and reliability. NASA is even funding research into the possibility of making food in space using a 3D printer. This would overcome the current issues related to food shelf life, variety and nutritional requirements. It would be possible to have human missions of longer duration and venturing much further into space. Made In Space has an ongoing project R3DO that seeks to recycle 3D produced broken or redundant parts to create new ones, thereby helping reduce space waste. The technology in the future could be used for space based construction of large structures – even entire spacecraft in space. Another concept being envisaged is the use of 3D printing for construction of large housing structures, roads and launch pads using the resources available in-situ on celestial bodies. Concrete houses being produced through 3D printing have already been demonstrated. Both NASA and ESA are exploring printing of objects using Regolith, the powdery substance that covers much of the surface of the moon. Besides the huge savings in cost and time, such habitats would be more suited to the local hazardous environment. The printers could either be controlled from Earth or make use of automation technology on robots or artificial intelligence. These capabilities would be a great step forward for human interplanetary exploration. 3D printing is making rapid strides and its applications are being recognised by industry. Scientists are working to smoothen out the inefficiencies and shortcomings of the processes as also evaluating potential opportunities. Developments in the space domain are promising but these would have to be put through rigorous testing before being cleared for regular use. Qualification and verification standards that would eventually be defined for this new industry would have to be more stringent for use in space. More complex printers will have to be devised for construction of larger parts. Currently, most construction is focussed on building frames and structures but in the future would also require manufacturing techniques to producing working electronic components.[6] For production in space, bigger printers would bring forth issues of mass, volume and power requirements, each one of which is critical for space launch and operations. Some methods would also have to be devised to bring together the parts so produced. The new technology provides an avenue for space industries the world over to graduate to common standards of software as well as hardware. This would allow a larger pool of scientists and engineers coming together learning and benefiting from each other. At the same time, and the policy makers would also have to come up with requisite regulatory framework. In India, 3D printing technology is still in its infancy and its penetration is low among industry is low. Most institutions continue to use it for producing 3D Computer Assisted Design (CAD) models and for prototype testing. Some global additive manufacturing companies have gained foothold in India through collaborations and there are some indigenous initiatives too. Isolated research is being undertaken by some private and public sector entities including the DRDO. Private companies are collaborating with some engineering institutions like IITs to promote research. There is also the Additive Manufacturing Society of India (AMSI) that seeks to promote 3D printing Additive Manufacturing technologies. Applications for Defence and Aerospace are two important sectors that most companies are focussing on. ISRO chairman, after the successful Mars Orbiter Mission, mentioned 3D Printing as one of the technologies that he wishes to see Indian engineers build upon in the future. India has la gged behind in conventional manufacturing and metallurgy. It could leverage its advances in software technology and collaborate with international experts to initiate activities in this sunshine sector. While increased awareness and commercial benefits will drive industry to invest in the sector, space initiatives would require the government to play the vital supporting role while seeking participation from industry and academia. Investments would be required in planning and executing the supporting infrastructure required to enable fabrication processes, in creating knowledge and capabilities through education and training and for provision of adequate RD facilities. [1] â€Å"From earphones to jet engines, 3D printing takes off†, 09 November, 2014 [2] â€Å"3-D Printed Engine Parts Withstand Hot Fire Tests†, 14 November, 2014 [3] TheAerojet Rocketdyne RS-25engine powered NASA’sSpace Shuttleand will power the upcoming Space Launch System (SLS), a heavy-lift, exploration-class rocket currently under development to take humans beyond Earth orbit and Mars. [4] ww.space.com/22568-3d-printed-rocket-engine-test-video.html [5] http://www.space.com/22119-3d-printed-rocket-part-test.html [6] http://www.space.com/26676-3d-printing-international-space-station.html

The Confined Voices of Female Slaves Essay -- Essays Papers

The Confined Voices of Female Slaves Slave narratives provide a first-hand experience on slave lives and reveal the truth about slavery. Through the writing of narratives, slaves hoped to expose the cruel and inhumane aspects of slavery and their struggles, sorrows, and triumphs. In the late eighteenth and early nineteenth centuries, slave narratives were important means of opening a dialogue between blacks and whites about slavery and freedom. Some slave narratives were crafted to enlighten white readers about the realities of slavery as an institution and the humanity of black people. Today, slave narratives are one of the few reliable sources for the study of slave lives. Many female slave narratives indicated that gender was an important factor in determining the fate of a slave even though slave owners often did not differentiate between genders in the assigning of tasks. Thus, women often ended up working along side men. Most male slaves performed chores such as trapping and hunting animals or working in the fields. Their jobs mainly consisted of some type of physical labor which required strength and endurance. However, a woman's place in society, throughout the travesty of slavery, was somewhat different. Women often performed domestic duties, attempted to keep the slave family healthy and unified, and tended to their masters' demands and whims. Above all jobs, women slaves also represented an authority figure within their families and communities. In times of melancholy they were relied upon for guidance and comfort through agony, and in times of ecstasy they came together with the slave community to share in the happiness. Slave families had a tendency to be unstable, due to the nature of the institution of slav... ... mentality that the community raises the child also precedes the Civil War. Each of these demonstrate how slavery greatly influenced the generations to follow. The role played by slave women is one that is present in the lives of many modern day families-- the foods eaten by families today as catfish, ox tail, pigs feet, and chitlins were once the leftover animal parts the slave owners no longer had a use for and gave to the slaves for nourishment. Without choice, those ingenious women created an eating tradition that once was used out of necessity for sustenance. Little did they realize that future generations would utilize that creative knowledge and treasure it as their heritage and part of the history of their people. Bibliographical Sources 1. http://weber.u.washington.edu/~sunstar/ws200/dimitrio.htm 2. http://ftp.oit.unc.edu/docsouth/neh/specialneh.html

Atv Design Report

TEAM ID:60000 BAJA SAE INDIA 2012 DESIGN REPORT Copyright  © 2009 SAE International TEAM: THE CONRODS AUTHOR: K. SUBHASH BABU. CO-AUTHOR: KARN JAIN. ABSTRACT The objectives of the mini-Baja competition are to design and manufacture a â€Å"fun to drive†, versatile, safe, durable, and high performance off road vehicle. Team members must ensure that the vehicle satisfies the limits of set rules, while also to generating financial support for the project, and managing their educational responsibilities. This vehicle must be capable of negotiating the most extreme terrain with confidence and ease.The 2012 SRM UNIVERSITY Mini-Baja Team, THE CONRODS met these objectives by dividing the vehicle into its major component subsystems. By examining the 2011 entry, the team was able improve on many design features to better meet the stated requirements. Function Diagram (QFD) to determine which parameters were the most critical. These key parameters ranging from most critical to least cr itical are safety, reliability, low cost, ease of operation and maintenance, and overall performance. TECHNICAL SPECIFICATIONS:ENGINE Type Displacement Compression Ratio Max Power Max Torque DRIVE TRAIN Transmission Gear Shift Mechanism SUSPENSION Front Suspension Rear Suspension Ground Clearance Shocks and Springs Front Susp. Travel Rear Susp. Travel WHEELS Front Tyres Rear Tyres BRAKES Working Fluid Type Pedal Ratio M C Bore Dia W C Bore Dia Brake Disc Dia STEERING Type Mechanism Steering Ratio Lock to lock angle 4 Stroke, OHV,B&S 304 cc 8:1 7. 5 KW @ 3600 rpm 18. 5 Nm @ 2600 rpm Mahindra Champion Alfa (forward Orientation) Sequential Double Wishbone Double Wishbone 11. inches Customized 5 inches 6. 5 inches 22*8-10 22*8-10 Dot-3 Oil All Wheel Disc 4:1 0. 8 inch 1. 6 inch 6 inch Ackermann Rack and Pinion 10. 7:1 400 INTRODUCTION&CONSUMER INFLUENCES THE CONRODS BAJA SAEINDIA vehicle is designed as a prototype for manufacture by an outdoor recreation firm. The ideal vehicle is safe, simple and inexpensive. Additionally, the vehicle is attractive to potential buyers in both its visual appearance and performance. These characteristics are considered in design of the following major vehicle subsystems: frame, suspension, steering, and braking.Before any design could begin, we had to understand exactly who our customers are and their needs. To gain this understanding, we did extensive research that included market survey and interviewing both professional and nonprofessional local off-road enthusiasts. With this research, we determined that our customers are the BAJA SAEINDIA event and non-professional weekend off-road enthusiasts. We felt it necessary to distinguish between the two to ensure that we followed all rules set by SAEINDIA INDIA and to accommodate the weekend off-road enthusiasts in a safe manner within the SAEINDIA rules.With all necessary design parameters determined for each customer base, we were able to combine them for an overall list of design s pecifications that met all SAEINDIA requirements. We used these parameters to create a Qualitative 1|P ag e Turning radius 2. 7 meters CHASSIS/OVERALL DIMENSIONS Chassis Material IS 3074 CDS1 Tubular Frame Overall Length 2100 mm Wheel Base 1490 mm Wheel Track 1143. 2 mm Height of Vehicle 1520. 0 mm WEIGHTS Front Wheel Assembly 10 Kg Rear Wheel Assembly 11. 8 Kg Engine(with engine oil) 23 Kg Transmission(with 17 Kg lubricant) Chassis 55 Kg Dampers 8 Kg Expected Kerb Weight 260 KgTARGET SPECIFICATIONS: Parameters Speed Stopping Distance Acceleration Gradability Turning circle dia. Ground Clearance Emissions Values 40 km/h 7m 11. 6 seconds 82. 2% 5. 4 m 11. 6 inches BS III the planes created by the roll cage and the driver’s helmet. SAEINDIA also require a 3 inch envelope when a straight-edge is applied to any two tubing. Emphasis was placed on creating an easily manufactured roll cage with few parts, minimal welding and yet is still both light and strong, hence the numbers of b ends were kept to a minimum.Roll hoop Overhead members and Forward Bracing Members are one continuous bent tube. Lower Frame Side tubes are straight and are bent inwards to connect to the front suspension mounts. The Side Impact Member is a single tube with a single bend that encompass the car from the Rear Roll Hoop forward. The foot box of the vehicle is shaped by the LFS, SIM and straight tubes welded to the upper side impact tube forming a hexagonal front bulkhead taking into consideration the suspension design and reduction in dead space based on experience from the 2011 entry. A 3-D view of the car is shown below: FRAME DESIGNOBJECTIVE & FRAME CONFIGURATION The objective of the chassis is to encapsulate all Components of the car including a driver efficiently and safely. With a limited amount of power, the focus is primarily on the power to weight ratio of the vehicle. The only means to improve this critical parameter is to reduce the overall vehicle weight. Great care is take n in laying out the chassis. SAEINDIA requires each vehicle conform to a 95percentile male for all ergonomic evaluations of the design. The pertinent information is taken from â€Å"Body-space Anthropometry, Ergonomics and Design† by Stephen Pheasant.Several key safety factors in the design process dictate chassis roll cage layout and foot box design. For the roll cage, SAEINDIA requires 6 inches of clearance measured from the inside of Principal aspects of the chassis focused on during the design and implementation included driver safety, suspension and drive-train integration, structural rigidity, weight, and operator ergonomics. The number one priority in the chassis design was driver Page | 2 safety. With the help of the 2012 Baja SAEINDIA Competition Rules and Finite Element Analysis (FEA), design assurance was able to take place.Rear Impact Next rear, impact analysis was done while assuming 15,000N as the impact force. STRESS: SMX-172. 22 N/mm2 FOS:2. 43 MATERIAL SELECT ION: Two materials were considered for the construction of the chassis: AISI 4130 and IS 3074 CDS 1. IS 3074 CDS 1 steel with an OD of 25. 4 mm and a wall thickness of 3 mm was chosen because it exceeds the bending stiffness and strength requirements of SAEINDIAINDIA which gives increased protection to driver. PROPERTY Tensile strength(N/sq. mm) Yield strength(N/sq. mm) Elongation on 50 mm G. L Density (g/cc) IS 3074 438 376 32% 7. 872 AISI 4130 760 460 27% 7. 5 Side Impact The next step in the analysis was to analyse a side impact with a 5000N load. As a side impact is most likely to occur with the vehicle being hit by another MiniBaja vehicle it was assumed that neither vehicle would be a fixed object. STRESS: 237. 49 N/mm2 FOS: 1. 77 It was found out that the bending stiffness and bending strength of IS 3074 CDS are greater than those of 1018 steel having a circular cross section of 25. 4 mm and 3 mm thickness LOADING ANALYSIS: To properly approximate the loading that the vehicle will encounter, an analysis of the impact loading seen in the various types of impact scenarios was required.To properly model the impact force, the deceleration of the vehicle after impact is generally assumed to be zero. To approximate the worst case scenario that the vehicle will see, research into the forces the human body can endure was completed. It was assumed that this worst case collision would be seen when the vehicle runs into stationary, rigid object. Front Impact The first analysis to be completed was that of a front collision with a stationary object. In this case a deceleration of 20,000N was the assumed loading. STRESS: SMX-177. 81 N/mm2 FOS: 2. 36Rollover Impact The Final step in the analysis was to analyse the stress on the roll cage caused by rollover with a 5000N load on the cage. The Loading was applied to the two upper forward corner of the perimeter hoop with a combination vector sideways and downward. The load was chosen to be on two corners as this would be a worst case scenario rollover. STRESS: 267 N/mm2 FOS:1. 57 FABRICATION To maximize the geometrical consistency of the fabricated chassis, all fixturing and measurements were based on a single fixed coordinate system relative to a rigid table on which the chassis and all components were bolted.Through the use of this table and good fixturing practices, the team was able to best assure that the chassis geometry, especially Page | 3 in critical sections such as the suspension pickup points, correlated closely with the design specifications. In addition, measuring from aFixed location minimized tolerance stack-up due to measurement error and component movement results. We have decided to fabricate the second hub since it has minimum weight and optimized FOS. *Material Used to manufacture the hubs-High Carbon Steel *Hardening Process Done-Cyaniding SPACE IN DRIVER COMPARTMENT:DRIVER EROGONOMICS Driver ergonomics has been our major concern during design of the frame and also during posi tioning of various systems in drivers cabin. Cabin is made spacious for safe and comfortable. All the cables and wires are routed properly so that they would not interfere with driver legs or hands. all the routings are done in design stage itself and ROH is raised to a suitable height so that it would give proper vision to the driver DRIVERS VISION WINDOW: SUSPENSION Objective: A Mini-Baja suspension system must satisfy the following design requirements.Control movement at the wheels during vertical suspension travel and steering, both of which influence handling and stability. Provide sufficient sprung mass vibration isolation to maintain satisfactory ride quality, while maintaining high tire-ground contact rate and low tire vertical load fluctuation rate to improve road holding and handling. Improve jumping performance by limiting sprung mass pitch displacement while the vehicle is airborne. Limit chassis roll during cornering to prevent roll-over, decrease roll camber, and there fore, decrease steering reaction time and slip angle induced drag forces.Prevent excessively high jacking forces by managing static roll center location and roll center migration. Limit lateral tire scrub to maintain straight line stability and minimize horsepower losses at the rear suspension. Control lateral load transfer distribution to influence both steady state and limit of adhesion over steer/under steer handling characteristics. The non-professional weekend off road enthusiast requires a vehicle which exhibits both safe, stable, responsive handling; and a soft, comfortable ride . DRIVERS VIEW OF THE CABIN: Alternatives considered:Several different types of suspension system were considered before selecting the independent unequal arm double wishbone suspension system for both front and rear. Unequal double A-arm: In the design, suspension is supported by triangulated Aarm at the top and bottom of the knuckle. Advantages: *Improved ride quality *Good road holding *Rigid links *More control over geometry *Wheel control is precise *Negative camber gain during vertical suspension travel. Page | 4 FRONT SUSPENSION Setting static roll Centre: A two dimensional sketch was made after estimating the Centre of mass of the vehicle on paper.Various references were taken to make a 2D sketch these include: ? ? ? ? Track width of vehicle Front hub king pin axis inclination, king pin length, ball joint dimension Rim off set(for king pin positioning) Wishbone mounting point lengths rebound. Since we could not find springs that were less stiff than this we decided to go for the Auto springs as it satisfied our ride comfort requirements. A stiffer spring was required in the rear to achieve the coupling effect of suspension so as to convert the pitching motion into a bouncing motion. REAR SUSPENSION:The primary concern in designing the rear suspension was to get the maximum possible travel (jounce and rebound) such that the rear driving wheels were always kept in contact with the ground. The camber change in the rear wheels should be such that there is not much appreciable change in camber throughout the travel of the wheel. The other factor taken into account was that we were having issues with the rear suspension in last year’s design as it was observed that the drive shaft coupling was coming in contact with the lower wishbone in the rebound condition and this issue has been addressed and rectified in this year’s design.The rear suspension wheel rate was fixed such that the natural frequency of the rear suspension is 20% greater than the front suspension thus providing a flat ride over bumps by converting the pitching motion of the vehicle to be converted into bouncing motion. DAMPER SELECTION: Method for selecting springs The process began by selecting an appropriate wheel rate for the front axle. A typical road frequency of 3. 7 Hz may be encountered at the competition. This is based on a vehicle speed of 40Km/h and a road surface with bumps spaced 3m apart. The natural frequency of the suspension should be kept well below 3. Hz in order to avoid any unwanted excitation. A front suspension natural frequency of 1. 20 Hz was deemed to be suitable. The wheel rate required to obtain this natural frequency was established using the following equation (assuming sprung mass of 72kg/wheel) . 2 ? ? We need to calculate the damping ratios for the front and rear suspensions. The design process will commence by iteration only. First we find the ratio for sprung and unsprung with respect to the model. Sprung mass was found to be 71. 456kg the sprung weight was determined while the sprung mass was 288. 54kg. The ratio is 0. 247. The natural frequency of the front suspension is set at 1. 2Hz. Weight on each front wheel is 57. 71 kg. The max force of damping is given by Fcd =2*Msp*wn. Critical damping force for the front suspension system is 1085. 73 Ns/m. For the un-sprung mass natural frequency would be Wn=((Ks+Kt)/Ms)^0. 5 The combined stiffness of tire and wheel is 53. 24N/mm. Amplitude ratios were calculated for a range of damping ratios. These amplitude ratios represent the ratio of applied displacement and the displacement that actually reaches the sprung mass.Amplitude ratios were plotted against the ratio of applied frequency and natural frequency of the sprung mass. This graph shows the ideal damping ratio that should be used. This value as obtained from graph is 0. 7 which gives a damping co-efficient value of 760 Ns/m. In the similar manner the rear suspension has a ride rate of 1. 56Hz. The critical damping force is 1960 Ns/m. The graph of amplitude ratio vs frequency ratio shows an ideal damping ratio of 0. 7 the damping co-efficient is = 0. 7*1960=1372 Ns/m. ? fn ? k wheel msThe ideal wheel rate for the front suspension was calculated to be approximately 40N/mm. The relationship between wheel rate and motion ratio (MR) was used to deduce the location of the shock actuation point on the lower control arm. k wheel ? (MR) 2 ? k spring We need to set the motion ratio according to the wheel travel we require for our suspension. A travel of 50 mm was required and a list of springs were collected and measured for their stiffness characteristics. According to this calculation the motion ratio for auto spring A’s (Ks=58. 57N/mm) wheel rate (Kw=41N/mm) the motion ratio was 0. 8366. Travel of spring per unit wheel travel)The travel obtained by this spring was lesser than was required we could only obtain 26mm of travel in Page | 5 STEERING DESIGN: Objective of steering system in Baja vehicle ? ? ? To provide easy maneuverability of the vehicle over the undulating terrain. It must be durable to sustain the harsh off–road racing course. Less bump steer and return ability in steering Customer requirement: DESIGN OF WHEEL HUBS Our wheel hubs have been designed and fabricated after an extensive research. Effort has been made for minimum scrub radius and obtains the best possible wheel geometry.Adams and Ansys have been used to Simulate and analyse the behavior of these hubs respectively. We have two major design concepts: 1. 2. 3. 4. Optimum sensitivity Low turning radius Minimum feedback Low cost and easy maintenance Basis of our design: We have decided to opt for a 400 degree lock to lock rack and pinion steering with Ackerman geometry. Helical cut teeth will be used for the rack and pinion due to the following advantages over spur gears: ? ? ? ? They take higher loads. They are quieter and smoother. HUB 1 SCRUB RADIUS FACTOR OF SAFETY HUB 2 8 mm 4. 6 1460gm. 15 mm 5. 2 2506gmRulebook Constraints: All vehicles must be equipped with positive wheel lock? to? lock stops and adjustable tie rod ends must be constrained with a jam nut to prevent loosening Tie rod of vehicle should be secured by bumper in front or any other safety device in rear in order to avoid damage of tie rod during collision. WEIGHT Hence taking various factors in to consider ation HUB 2 is considerd for fabrication and stress analysis is done on it. ALTERNATIVES CONSIDERED: STRESS DEFORMATION Rack and Pinion Good High Low Light 1. Extermely Simple 2. Gives good driving feel Recirculating ball screw Very High Low High Very High 1.Very Low free play 2. Non-selfreturn ability Worm and sector High Low Very High Comparatively Heavy 1. High free play 2. Non-selfreturn ability FRONT HUB Efficiency Compactness Cost Weight Comments REAR HUB Calculations: Distance between King Pins (c) Using the formulae: = 1117. 6mm FORMULAS FOR STEERING ANGLES ? ? ? cot O – cot ? =c/b sin ? =(c-d)/2r sin(? + ? ) +sin(? – O) =2sin ? Page | 6 ? ? ? ? ? ? ? ? ? ? ? ? ? ? ? BOBLLIER CONSTRUCTION FOR RACK POSITIONING turning radius = (track/2) + (wheelbase/sin(average steer angle) here O=? o =outer wheel angle ? =? I = inner wheel angle Then ? steering arm angle r = length of the steering arm c= kingpin to kingpin distance d=length of the track rod b=wheelbase CALCULAT IONS wheel base (b)=1532mm kingpin to kingpin distance(c) = 1117. 6 steering arm angle ? =30 degrees on substitution an comparing two results we get ? =40 degrees O=27 degres turning radius was calculated to be 2. 9m Clevis joint is used in rack to reduce the bump steer . The below picture shows the clevis joint used Rack and Pinion design Rack displacement calculation RACK ANALYSIS FOS: 8. 5 deformation stress From above formula we get rack displacement =40+40=80mmThe picture of the complete rack assembly Page | 7 Values No. 1. 2. 3. 4. 5. 6. 7. Item Symbol Formula Spur Gear 2 20 ° 11 zm/2 + H zm D cos? 35 22 Db 20. 67 23 24 Rack Module Pressure angle Number of teeth Height of Pitch Line Centre Distance Pitch Diameter Base Diameter M ? Z H Ax D Adams results : CALCULATION OF FORCES ON RACK AND PINION R=steering wheel radius = 165mm r=pinion pitch-circle radius t=number of pinion teeth = 6 p=linear or circular pitch =22mm E=input steering-wheel effort = 2 * 20N W=output rack load If the pinion makes one revolution; input steering wheel movement Xi = 2? Output rack movement Xo = 2? R = txp = 82. 86mm Therefore; Movement ratio (MR) = Xi/Xo=2? R/2? r=2? R/tp=R/r= 165/11=15 15= W/E, w=600N force is to be applied on to the pinion to move the rack. ? ? ? ? ? ? ? ? Ft = Transmitted force Fn = Normal force. Fr = Resultant force ? = pressure angle Fn = Ft tan ? Fr = Ft/Cos ? Here ? =20 degrees therefore Fn=194. 95NFr=630N Opposite wheel travel Fig 3: Graph 1: camber angle vs wheel travel Graph 2: roll centre height vs wheel travel Graph 3: wheel rate vs wheel travel Fig1:Shows the single wheel travel vs toe change and scrub radiusPage | 8 POWERTRAIN DESIGN ? ? Engine and transmission are the loudest systems of the vehicle. Since the engine provided could not be touched in any way, the only noise reduction technique that could be adopted was through the use of proper mufflers. Various mufflers were tested on the engine but the stock muffler provided the least noise le vels . It also provided the best fuel efficiency . So it was decided to use the stock mufflers considering the â€Å"Go Green† theme. The gearbox and CV joints should always be kept properly lubricated to minimize noise due to friction.To reduce vibrations transferred to the chassis from the engine, it is mounted on rubber bushes. The drive shafts are welded properly so that they are inline and no vibrations occur during rotation. The gearbox is mounted firmly in such a way that there is a minimum contact between gearbox and chassis which means minimum transfer of vibration to chassis. The fuel tank capacity is 4 litres. ? ? ? Fig2: Shows roll steer vs wheel travel ? ? ? ? Driveline Power is transmitted from the engine to the wheels in the following way Engine Stub Axle Chain Drive Wheels Gearbox DriveshaftOpposite wheel travel fig 4: Graph 1:roll centre vs roll angle Graph 2: camber vs roll angle Graph 3: roll stiffness vs roll angle The Driveshaft consists of dowel pin on t he gearbox side and rzeppa joint on wheel side . This design ensures transmission of power with minimal losses and allows transmission at longer wheel travel Page | 9 Design Methodologies A customer expects the following things from the transmission system of a Baja vehicle: Forward Orientation Gear Final Gear Ratio 31. 48 18. 70 11. 40 7. 35 55. 08 ? ? ? ? Max. Vehicle Speed (Km/hr) 12. 04 20. 27 33. 26 51. 59 6. 88 Max. Tractive Effort (N) 2240. 7 1348. 28 821. 93 485 3971 Reverse Orientation Final Gear Ratio 55. 08 32. 72 19. 95 13. 40 31. 48 Max. Vehicle Speed (Km/hr) 8. 17 13. 68 22. 19 32. 14 12. 75 Max. Tractive Effort (N) 2990 1776. 23 Reverse engine orientation resulted in problem with weight distribution and increased vehicle length. Using the transmission in forward helped to shift the center of gravity towards vehicle’s center. Due to decreased reduction it also results in increased vehicle speed. It also provides faster acceleration and higher top speed due to th is reason we decided to use the transmission in forward orientation.To calculate vehicle speed at different engine speeds in different gears, we used the formula V= (2*3. 14*engine speed*radius of wheel/Gear ratio)*(60/1000) km/hr. The gear ratios obtained are: Chain Drive gear ratio = 28/28 =1 1083 818. 36 1708. 91 The following graph is obtained: Tractive effort is calculated by formula F=Engine torque*Gear efficiency/wheel radius The curves obtained are: ratio*transmission First Gear Second Gear Third Gear Fourth Gear Reverse Gear High speed for acceleration and speed trials. High torque for towing and hill climbing events.It should be reliable and light weight. It should transmit power in any driving conditions. ? The gearbox operation should be smooth and easy for driving comfort. The engine used has low power to weight ratio, so its necessary to transmit power with minimal loss through drive train. It should be such that it can be easily couple with the engine. Alternatives co nsidered: We had three options while deciding the transmission system a) b) c) A cvt mated with Mahindra gearbox. A custom made manual gearbox. Use of Mahindra champion gearbox coupled with chain drive. 3000 2000 1000 0 0 2000 4000 ractive effort in 1st gear tractive effort in 2nd gear The maximum Tractive effort obtained is 2240N at 2600rpm in 1st gear. Providing an acceleration of 5. 6 m/s^2. The variation of full throttle power with road speed is shown below with different gear ratio Our previous experience with cvt had problem of belt slipping at high torque conditions. Also it resulted in increased weight. So we decided against using this. As we already had 2 champion Alfa gearboxes, we decided on using this gearbox alongwith a chain drive due to the following reasons: 1) 2) 3) 4) Reduced chassis width.Can be easily coupled with the engine. Equal drive shaft lengths; increased ground clearance. Minimum rear overhang; better vehicle dynamics. 60 2nd gear 40 1st gear 20 0 0 2000 4000 3rd gear We had 2 options for the orientation of gearbox: A) Forward engine with engine in the front rear axle. B) Reverse engine orientation with engine behind of the rear axle. Total resistance of the vehicle at 3600rpm is found out by the formula R=k AW^2+KW+WsinO. Where k= coefficient of air resistance N-m^2. Page | 10 A=frontal area of the car, m^2. V= vehicle speed, km/hr. K=constant of rolling resistance.W= weight of car,N O=gradient angle, degrees. The value of resistance comes out to be R=442. 64+2452 sinO. We put this value in formula RV/3600nt=power of engine By solving the above equation for o, we get o=33 degree at 2600 rpm in 1st gear. Stopping Distance Braking Efficiency Parameters Master Cylinder Diameter Caliper Diameter Brake pad height Diameter of the disc Co-efficient of friction of the brake pad Force generated by both the brake pads per wheel Braking Torque per wheel Weight of vehicle(with the driver) Wheelbase Height of COG Dynamic front axle load Dynamic rear axle load 0. 11 m 56% Magnitude/value 19. 05 mm 32 mm 27 mm 162 mm 0. 38 3431 N 1040 N 360 Kg 1397 mm 601. 3 mm 1780 N 1650 N 70 60 50 40 30 20 10 0 0 2000 4000 gradabilit y in 1st gear Gradabilit y in 2nd gear Gradabilit y in 3rd gear BRAKING DISTANCE VS SPEED: This shows that the vehicle is capable of climbing a 30 degree slope in 1st gear. This is more than enough for heavy off-road conditions. BRAKES: The criterion of designing the brake system, as stated by the rule book is that, all the wheels must lock simultaneously as the driver presses the brake pedal.Our ATV consists of disc in all the four wheels, as disc brakes are safer, reliable and more effective than drum brakes. Brake circuit used is Independent in order to ensure safety We are using rotors of the same diameter for all the four wheels. Special ATV rotors and wheel calipers have been imported from Taiwan and Tandem Master Cylinder of Maruti 800 is being used. Brass linings and Rubber (flexible) brake hoses are being used in the circuit. A Pro-E model of the brake circuit in the vehicle Brake specifications Force of the driver on the pedal Average circuit pressure Pedal ratio Deceleration 400 N 5. 16 N/sqmm 4:1 5. 5m/sqsec Page | 11 BODY PANELS: The criteria for selecting the material for body panels firewall and belly pan was as follows: ? ? ? ? ? ? Safety of the driver Rulebook constraints Weight of the panels Recyclability of the material used Cost of the material Serviceability of the vehicle INNOVATION: Solenoid Operated Fire Extinguisher The body panels are divided into three parts: Side panels, front bumper and rear panels. For increasing the serviceability of the vehicle, the panels and front bumper have been mounted using easily detachable clips.The materials used for the firewall and belly pan are 1. 5mm thick aluminium alloy sheets, which are both lightweight and 100% recyclable. For body panels, 0. 2mm thick sheet metal is used. It is also 100% recyclable. We have decided to i ncorporate following safety features in our vehicle: 1. All disc brakes with cross circuit. 2. Corrosion resistant stainless steel bolts with nylon lock nuts for all fastenings. 3. 2 fire extinguishers 4. First aid kit 5. Spill guard and splash shield for fuel tank 6. Four point harness seat belts. 7. Wide open throttle stop at the pedal. . Reverse alarm and brake lights. 9. Two 01-171 Ski-Doo kill switches. 10. Steering stop at the wheels. 11. Rear view mirrors. 12. Ignition switch for engine, apart from pull start. 13. Electronic operated fire extinguisher. 14. Seat belt engine kill system 15. Driver emergency communication system This novel kind of fire extinguisher arrangement is operated electronically through a solenoid valve. In case of fire the valve is opened by a manually operated button and a jet of CO2 is released in the engine compartment through various angles.This effectively extinguishes fire in the engine compartment and stops it’s further propagation. Seat B elt Engine Kill System: This system is designed such that the driver will not be able to start the car until he engages his seat belt. The seat belt acts as a switch to operate the relay connected to the engine kill wire. When the seat belt is disconnected, the engine kill wire is grounded. Thus, the car cannot be started. As the seat belt is engaged, relay operates, and the engine kill wire circuit is now open enabling the driver to start the COMMUNICATION SYSTEMPURPOSE: †¢ This is a two way communication system wherein messages and signals can be transmitted from the pit to the driver and vice versa. FEATURES: †¢ The system uses two microcontroller based Arduino boards fitted with an ZIGbee communication module. Page | 12 †¢ It is a transceiver. The signals are sent and received with the help of color coded Push Buttons and LEDs. The actual tested system arrangement is shown in figure. †¢ BILL OF MATERIALS: All the parts of the ATV are classified into eleven bl ocks and are given a unique ten digit part number.The cost of procurement of the part or the material is mentioned and all the machining operations are stated clearly. The spread sheet calculates the cost of machining also. Finally, the sub total of the procurement cost and the machining cost is obtained which helps in grand total of the costs. The BOM gives the level of hierarchy to each part. Sub-Division Engine Transmission Brakes Steering Suspension Wheels Electricals Body Chassis Fasteners Safety Grand Total Cost(in INR) 17000. 00 16800. 00 6928. 00 4457. 00 29954. 00 40308. 00 7940. 00 5340. 00 16240. 00 1346. 00 8272. 00 154585. 00 Page | 13ACKNOWLEDGEMENT AND REFERENCES ? ? BAJA SAEINDIAINDIA Rulebook. ASIA 2010 Gillespie, Thomas D. , Fundamental of vehicle dynamics, SAEINDIAINDIA publication ? ? ? ? ? ? ? ? ? ? Body-space Anthropometry, Ergonomics and Design† by Stephen Pheasant. Automotive Engineering Fundamentals by â€Å"Richard Stone and Jeffery K. Ball† Th e Multi body Systems Approach to Vehicle Dynamics by â€Å"Mike Blundell and Demian Harty† Theory of Machines by â€Å"S S Ratan† Automobile Mechanics by â€Å"N. K. Giri† Machine Design by â€Å"R. S. Khurmi† Strength of Material by â€Å"R. K. Rajput† Google. com Howstuffworks. com Wikipedia. org Page | 14

Procter and Gamble

Environmental Factors that affect Global and Domestic Marketing Decisions:- Every company global or domestic has external factors that exist that eventually have an effect on the company’s operations. Some of these external factors can be controlled but a larger portion is uncontrollable and yet they can be managed and or influenced by the company. These specific factors make up the marketing environment in which a company has environmental factors that influence the company’s decisions.In this paper, the author will explore the domestic and global environmental factors that could have an impact on FedEx’s marketing decision. The five environmental factors that the author will be discussing are social, economical, technological, competitive, and regulatory. Political Influence and Litigation from Responsible Shopper: â€Å"Procter & Gamble donated more than $80,000 to the Coalition Again$t the Costly Labeling Law, a group of companies that worked against Oregonà ¢â‚¬â„¢s Measure 27, which would have required the labeling of GMO products sold in that state.The Coalition was successful in defeating the measure. † from Greenpeace: â€Å"Procter & Gamble was among the corporations criticized by Greenpeace for working to weaken European laws governing harmful chemicals in household products. The EU's 2003 draft legislation would have imposed strict safety standards, requiring companies such as P to disclose and reduce the use of harmful ingredients in its consumer products.Greenpeace states that as a result of industry intimidation and intense lobbying, safety regulations were significantly watered down, putting citizens at greater risk of exposure to toxic chemicals from everyday products. † Guided by our Purpose, Values and Principles, P&G participates in the political process to help shape public policy and legislation that helps us touch more lives, in more parts of the world, more completely. This engagement ensures that the in terests of our employees, consumers and shareholders are fairly represented at all levels of government around the world.We are committed to being transparent about our political involvement globally. Technology Technology has created a major impact on the way in which all organizations market their products and services. With the development of the internet, companies are now able to economically market themselves on a global level. Even smaller companies that were once not able to capture international business due to the cost factor can now do just that. The Washington Plaza Hotel is no exception.The hotel industry in DC relies heavily on tourism as a major part of its client base. Many of these tourists who visit the city are of foreign nationality. It is important that the Washington Plaza Hotel targets these people when marketing the company. Not only do they target the tourist but they also target the international business travelers that come to the city on business related trips. The hotel's website, which gives detailed information about the hotel's accommodations and services, can be accessed by potential customers all over the world.In addition, the Air freshener – Febreze Deodorant – Old Spice, Secret Baby & child – Clearblue Easy, Dreft, Luvs, Pampers, UnderJams Batteries – Duracell Soap – Camay, Ivory, Noxzema, Olay, Safeguard, Zest Cosmetics – CoverGirl, Max Factor Dish washing – Cascade, Dawn, Joy Feminine – Always, Tampax Hair – Aussie, Frederic Fekkai, Head & Shoulders, Herbal Essences, Infusium 23, Pantene, Clairol Health – Align, Braun, Fibersure, Metamucil, Pepto-Bismol, Prilosec OTC, PUR water filtration, Vicks Household cleaning – Mr.Clean, Swiffer Laundry – Bounce sheets, Cheer, Downy, Era, Gain, Tide Oral – Crest, Fixodent, Gleem, Glide, Scope Paper – Bounty, Charmin toilet tissue, Puffs Pet food – Eukanuba, Iams Fragrances  œ Anna Sui, Baldessarini, Hugo Boss, Christina Aguilera, Escada, Giorgio Beverly Hills, Jean Patou, Lacoste, Mexx, Puma, Replay, Rochas, Tom Tailor Shaving – Braun, Gillette, SatinCare, Venus Pringles potato chips[1] [pic][pic][pic]

The Great Depression of the 1930s Essays

The Great Depression of the 1930s Essays The Great Depression of the 1930s Essay The Great Depression of the 1930s Essay THE GREAT DEPRESSION OF THE 1930S In the 1930s, the United States lived a terrible economic period. But, before the Stock Market Crash, of 1929 the USA lived the best economic period. This was a prosperous period with many economics? advances. But, everyone feltBlack Friday?, during October with the Crash of 1929, which started a crisis not only in the United States, but also around the world. The reason that this occur was that the United States had stopped exportation and this affected some countries good relations with the USA. Capitalisms, along with the political system that the USA possessed, as a big powerful nation of the world, decayed. Unemployment went up considerably 11% around the world. In the United States the total number of people without work was at four millions in 1930, then in 1931 eight million and 12 million in 1932 . There was not enough work for all the people. The exportations market reduced because the lack of money. During the 19 20s the credits were one of the best innovations in the USA, but they had to be suspended. The 60% off all cars and 80% off all radios were bought with credits. In 1925 the amount of credit was from 1.38 billon dollars and in 1929 this increased considerably. The debt was of 3 billions dollars . Other industries like the automobile industries their sales went down and in general the industries produced the middle that they produced before the Stock Market Crash. The banks lived the worst consequences of the Depression. All the credits that had not been pay, affected the situation. With the debts, that had accumulated, the banks did not have another option better than demand, but the demands did not make effects and the interests continued rising. The deflation reached to big levels during the Great Depression. The prizes fell about 50% . Finally six thousand banks crashed. All these big sales falls originated because the economics? politic that USA de