Failure-based Design Validation for Effective Repair of Multi-metal Additive Manufacturing: The Case of Remanufacturable Brake Caliper

Failure-based Design Validation for Effective Repair of Multi-metal Additive Manufacturing: The Case of Remanufacturable Brake Caliper | Research Square window.SnipcartSettings = { analytics: { enabled: false } }; (function() { var accessVector = localStorage.getItem('access_vector') || ''; window.dataLayer = window.dataLayer || []; if (accessVector) { window.dataLayer.push({ user: { profile: { profileInfo: { snid: accessVector } } } }); } })(); (function(w,d,s,l,i){w[l]=w[l]||[];w[l].push({'gtm.start':new Date().getTime(),event:'gtm.js'});var f=d.getElementsByTagName(s)[0],j=d.createElement(s),dl=l!='dataLayer'?'&l='+l:'';j.async=true;j.src='https://www.googletagmanager.com/gtm.js?id='+i+dl;f.parentNode.insertBefore(j,f);})(window,document,'script','dataLayer','GTM-K279D39R'); Browse Preprints In Review Journals COVID-19 Preprints AJE Video Bytes Research Tools Research Promotion AJE Professional Editing AJE Rubriq About Preprint Platform In Review Editorial Policies Our Team Advisory Board Help Center Sign In Submit a Preprint Cite Share Download PDF Research Article Failure-based Design Validation for Effective Repair of Multi-metal Additive Manufacturing: The Case of Remanufacturable Brake Caliper Nurhasyimah Abd Aziz, Lenggeswaran Elanggoven, Dzuraidah Abd Wahab, and 3 more This is a preprint; it has not been peer reviewed by a journal. https://doi.org/ 10.21203/rs.3.rs-3412432/v1 This work is licensed under a CC BY 4.0 License Status: Published Journal Publication published 21 Mar, 2024 Read the published version in The International Journal of Advanced Manufacturing Technology → Version 1 posted 5 You are reading this latest preprint version Abstract The inclusion of additive manufacturing (AM) as an automated repair method leads to a sustainable remanufacturing process, which is known as additive repair. Despite its potential in improving the efficiency of repair and restoration, additive repair remains in its infancy and requires a thorough investigation on part design and process parameters. The major concern raised in additive repair is the capability to create perfect bonding between two metals, which will affect the mechanical properties of the complete repaired part. Hence, performing evaluation from the beginning is crucial to validate the feasibility of the process through appropriate structural analysis and to obtain deformation and stress results. Brake caliper housing is selected as a remanufacturable component for case exemplary purposes. Prior to analysis, the potential damages and failures of the brake caliper component were initially evaluated through literature surveys and direct interviews with industry experts where two types of damages were identified, namely, cracks and broken or fractured parts. Then, the validation focuses on comparative analysis of three different conditions of the brake caliper housing: original, damaged and repaired caliper model using finite element analysis in ANSYS. Results indicate that the strength of the repaired caliper model shows equal and higher strength compared with the original model. This result confirms that the repair process through AM can retain or improve the quality of the remanufactured brake caliper housing. Therefore, this paper provides a systematic framework for the evaluation of mechanical properties in multi-metal additive repair with the integration of failure analysis techniques. Additive manufacturing Additive repair Remanufacturing Brake caliper housing Structural analysis Figures Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 1. Introduction The life cycle extension approach is a circular economic strategy concerning the preservation of economic value and functionality of products or components [ 1 ]. The 6R strategies, which comprise reuse, recycle, remanufacture, rebuild, repair and refurbish, promote the circular economic initiatives. Remanufacturing is a promising recovery strategy that can retain and improve the quality of used products [ 2 , 3 ]. The remanufacturing process restores used components to its useful life, which undergoes a series of processes, including inspection, disassembly, part reprocessing, reassembly and testing [ 3 , 4 ]. Once the used product has been disassembled after inspection, repair and restoration under the part reprocessing will take place to restore the functionality and performance of the used products, which have deteriorated. In general, repair and restoration are conducted conventionally through thermal application processes such as welding, brazing, metalizing and machining for the part finishing [ 5 , 6 , 7 ]. Nonetheless, these conventional processes have some drawbacks such as dependency on weld quality of welders and risks from fume emissions. These drawbacks can be eliminated or avoided by moving towards an automated repair and restoration process [ 8 , 9 ]. In line with the Industrial Revolution 4.0 (IR 4.0) pathway, this automated repair alternative specifically through additive manufacturing (AM) is considered as a promising alternative in ensuring an efficient repair and restoration process, which leads to a sustainable process [ 10 , 11 ]. Multi-metal AM is also becoming an emerging direction and opportunity towards the development of efficient design, functionality and cost-effective high-value components [ 12 ]. The new advancement in multi-metal AM is considered as a less exploratory field [ 12 ] because it requires thorough consideration with regard to strength, material deposition architecture, process parameters and so on. Thus, necessary investigation is proposed in this study to tackle the above-mentioned issues related to the mechanical properties of the repaired components. Failure analysis must be initially conducted to identify the suitable damages to be repaired in AM based on the data gathered from direct interview with the experts and literature review. The finite element analysis (FEA) simulation in ANSYS will then be performed to acquire the findings related to the strength and deformation of the repaired brake caliper model; hence, the comparison with the original brake caliper model will be a benchmark model to verify the overall results. The integration of failure analysis and FEA at the early design stage is crucial to support design validation before proceeding to the next stage of build preparation of AM. This paper is initially outlined with a background of research to acquire latest research findings in multi-metal AM in general and in repair, the methodology involved, discussion on the results and analysis and conclusion to highlight the important outputs from the study and potential future works for improvement. 1.1 Design for repair and restoration The design for repair and restoration is a design strategy that focuses on how repair and restoration can be considered at the early stage of the design process. The plan involved in the design for repair and restoration requires a thorough study depending on the requirements of the damaged components that must be repaired [ 13 ]. For example, in remanufacturing, with the early intervention in finding the best approach involving the repair of the components, the overall time and resources used during remanufacturing can be reduced, thereby leading to more efficient and sustainable methods [ 14 ]. This strategy will be more advantageous with the inclusion of automated repair technologies, which is AM. On the contrary, additive repair in remanufacturing requires a detailed plan where the requirements related to the type of damages and failures must be considered. The design for repair and restoration could facilitate the process through the identification of failures and defects to examine the applicability and feasibility of the damages before repairing using AM. Several studies have focused on damaged identification related to AM. He et al. [ 2 ] emphasised the development of an algorithm to identify the failure features, which integrates point-cloud generation, fine registration and Boolean calculation where the tool path is generated automatically based on the identified features. A study by Mok et al. [ 15 ] highlighted the determination on the cause of failure in remanufacturing through an algorithm designed for the targeted product. The algorithm will deduce the most serious failure causes, which were applied to each failure type. In addition, Lee et al. [ 16 ] classified two types of defects, including structural defects and morphological defects. Examples of structural defects are lattice defects, point defects and slips, whilst examples of morphological defects are holes, cracks, surface marks and notches. In this study, morphological defects will only be considered to examine the applicability of AM for repair [ 16 ]. Obeidi et al. [ 17 ] discussed the importance of design optimisation in AM where AM is highly dependent on the generation of a geometric CAD model before printing. Design optimisation through design for repair and restoration entails the requirements of the damaged component to undergo certain computational analysis to generate the best model, which is then forwarded for slicing. This process includes the compatibility of joining or bonding two dissimilar metals for the case of remanufactured components and the quality of final repaired components [ 18 ]. The use of an FEA model in the design for repair and restoration would facilitate analysis required in multi-metal applications of AM. Hence, validating the design and process is necessary before proceeding to the actual manufacturing process especially for the personalised or customised requirements through the FEA model [ 19 ]. Traxel and Bandyopadhyay [ 20 ] have utilised the FEA model to validate the bimetallic interface of tantalum–titanium additively manufactured part. They aim to perform a numerical study on the effect of input laser power and scanning speed on the heat-affected zone (HAZ) and fusion zone of a tantalum–titanium bimetallic structure through a 3D transient-thermal FEA model. 1.2 Implementation of additive repair In metal AM technology, the process can be divided into two main categories, namely, beam-based metal and beamless metal processes. The beam-based AM, which includes powder bed fusion (PBF) (also known as selective laser melting [SLM]) and directed energy deposition (DED), is known for its wide application in AM, and this process serves as a key that highlights the potential of additive repair that could replace or improve the conventional process. On the contrary, the beamless metal AM can achieve the requirements of the materials that cannot be used in beam-based metal because of factors such as non-weldability features. The process includes material jetting, binder jetting, sheet lamination and material extrusion. The capability of the beamless AM as a repair option is limited compared with the beam-based AM. This limitation is due to technical challenges from the process, including inherent porosity, incomplete sintering as post-processing and brittle properties of parts [ 21 ]. Nevertheless, despite the advantages of the repair process, the beam-based AM process also possesses several limitations, which include anisotropic mechanical properties and residual stress caused by high thermal stress and rapid solidification [ 22 ]. Consequently, the limitations become more critical when the beam-based AM is applied for the additive repair of the used components. Hence, investigation related to mechanical properties and quality of the parts is necessary to observe the potential application of additive repair in remanufacturing. The variation in AM technologies between PBF and DED processes would impart a different quality of the repaired part. The main difference between PBF and DED is DED, which can fabricate components directly from CAD models or deposit metal powder region by region. Meanwhile, PBF prints 3D components by selectively irradiating high-power energy against a bed on which metal powder is spread [ 5 ]. The accuracy in each AM is highly affected by the different values of process parameters involved. Bidare et al. [ 22 ] discussed the porosity, cracks and mechanical properties exerted in AM for tooling alloys. The research highlights the advantages of available AM technologies. For example, the PBF or SLM process can produce parts with complex geometries and small features. Mussatto [ 12 ] emphasised that multi-material in laser PBF technology provides enhanced performance by varying the material compositions and/or material types, which leads to the flexibility in AM. The study conducted by Zghair and Roland [ 18 ] has highlighted the design approach for additive repair of aluminium-based components by examining the mechanical properties and bonding forces between the damaged part and the newly added repaired volume through SLM. However, surface roughness is a limitation of PBF or SLM because of the ‘staircase effect’, which requires parts to undergo the post-processing procedure. Hence, the limitation of the repair process must be addressed by examining the effect of the related process parameters on the quality of the parts. On the contrary, DED provides different results of the printed parts. This process can minimise the HAZ and refine the structure created compared with the conventional process. Oh et al. [ 5 ] highlighted the effect of DED parameters on the repaired part by analysing the deposition characteristics to process conditions. The deposited materials must be monitored through an appropriate combination of process parameters to avoid the occurrence of micro pores caused by entrapped gas in molten metal, which is quickly solidified. The bonding between two different compositions of metal could be a challenge in additive repair because it involved laser that simultaneously melts the powder and the surface of the solid machined part, which is about to be repaired [ 18 ]. Given its multi-metal application, additive repair must produce repaired parts with refined microstructures and without cracks when bonded together with the original material of the part [ 5 ]. Figure 1 shows an example of microscopic pictures obtained from a specimen repaired using SLM [ 18 ]. The figure depicts the interface planes between the original cast metal and sintered metal after undergoing a tensile test to observe the interface zone when the specimen is fractured into two. The interface zone should have no separation to obtain a homogenous mixture between two metals. 2. Methodology This study aimed to investigate the structural behaviour of an automotive brake caliper based on three different conditions: (a) original brake caliper, (b) broken/damaged brake caliper and (c) repaired brake caliper. These three different conditions of the brake caliper were evaluated to ascertain the mechanical strength by conducting structural analysis using FEA. The results obtained should exhibit a high value of strength in the repaired brake caliper model when compared with the original brake caliper model. Figure 2 shows the overall steps involved in the study. 2.1 Identifying potential damages and failures The brake caliper part is a main vehicle component in the braking system. The housing of the brake caliper is a remanufacturable component that can withstand high forces and impacts as well as cover and hold the main sub-components, which include the brake pad and brake disc. Figure 3 shows the opening structures consisting of the sub-components of the brake caliper of Proton Persona used in this study. In identifying potential damages and failures, two approaches have been adopted: (1) literature review and (2) direct interviews with experts. The findings from literature and interviews are important to confirm the most potential damage that commonly occurred on a brake caliper housing. Details of the findings are tabulated in Table 1 and Table 2. Table 2 List of potential failures and damages from interview with experts Respondent Occupation Damage on brake components Repairable/Replace 1 Technician Warped rotor Repairable 2 Technician Cracked Repairable 3 Technician Cracked Repairable 4 Mechanic Warped rotor Repairable 5 Mechanic Broken/Fractured Repairable 6 Mechanic Warped rotor Repairable 7 Mechanic Warped rotor Repairable 8 Mechanic Cracked Repairable 9 Car Enthusiast Warped rotor Repairable 10 Car Enthusiast Broken/Fractured Repairable 11 Car Enthusiast Cracked Repairable 12 Car Enthusiast Broken/Fractured Repairable 13 Car Enthusiast Melted Replace A summary of the findings obtained from the literature review and interviews is shown in Fig. 4 and Fig. 5. Figure 4 depicts the different types of damages and their percentages based on 10 previous studies related to brake calipers. Figure 5 shows the findings from direct interviews with 13 respondents who are industry experts in the field of automotive. Based on the findings shown in Fig. 4 and Fig. 5, the most common damages are warped, cracked and broken or fractured caliper. However, AM repair for warped is not a suitable method because warped can change the shape of the parts or components. This type of damage requires different repair methods. Warped damage usually occurs at the brake disc because of excessive heat generated during the braking action, which led to uneven surface of the disc rotor. Therefore, this study focuses on two other common damages, which are cracked and fractured brake caliper. Consideration on these two types of damages is important when developing a model of a damaged and repaired brake caliper. In addition, the findings from literature and interview are further verified by applying FMEA tools. A recent study by Aziz et al. [33] has discussed in detail the FMEA of the same brake caliper model. FMEA is a quality tool that evaluates potential damages or failures experienced by the components by giving a rating to each of the damages with regard to their severity, occurrence and detection. The FMEA developed by Aziz et al. [33] only focused on DED. However, the proposed study will consider DED and PBF as the repair options in the new FMEA (Table 3). The changes made allow flexibility in investigating the feasibility of additive repair to be further analysed in FEA simulation. Table 3 Improved FMEA results No. Parts of brake caliper Failures or damages S O D RPN Corrective action 1 Brake caliper housing Fracture 10 3 1 30 1. Repair through AM process 2. Part replacement Minor crack 9 4 4 144 1. Repair through AM process 2. Part replacement Corroded 8 6 3 136 1. Painting or coating for outer surface 2. Regular brake fluid changes 2 Brake pad Wear 7 7 2 189 1. Part replacement 2. Regular inspection Corroded 8 6 3 162 1. Part replacement 2. Regular inspection Melted 9 6 3 162 1. Part replacement Fractured 10 5 1 50 1. Part replacement Crack 9 5 4 200 1. Part replacement 2. Regular inspection *The maximum (highest) RPN value is calculated as 10 × 10 × 10 = 1000. Based on the findings presented in Table 1, the potential damages and failures that can be repaired through additive repair are fracture and minor cracks. Fractured failure refers to a brittle fracture that occurred because of high and rapid impact experienced by the brake caliper housing component. The descriptions of each damage listed in Table 1 are further described in Table 4 [33]. Table 4 Potential failure modes or damages of brake caliper [33] Failure modes Descriptions Effects Crack • A material failure that exhibits ductile fracture characteristics, which begin with minor cracks and slowly propagated with appreciable gross deformation. Uneven wear of brake pad Fractured • A brittle fracture that is characterised by rapid crack propagation. Braking failures Wear • Brake pads are worn thin Unusual noises: squealing, grinding and metallic scraping noises Melted • A damage that occurred because of constant pressure applied by stuck caliper to a brake pad, which will cause the car’s braking system to get extremely hot A chemical burning smell near one of the front wheels Corroded • Type of surface damage that occurred because of a lack of brake fluid flushing in regular intervals, which promotes the corrosion in piston bore • Corrosion of the outer part of brake caliper housing caused by the deterioration of a material and its interaction with its surroundings or environments - Unusual noises - The caliper is sticking and needs attention Next, FEA will consider cracked and fractured failures as potential damages that can be repaired through additive repair based on the findings obtained from the interview and FMEA. 2.2 3D modelling of brake caliper housing In this study, the development of a 3-D CAD model has focused on the brake caliper of the Proton Persona model as the case example (Fig. 3). Modelling of the brake caliper housing component is carried out using CATIA V5. The three 3-D CAD models developed in this study are listed as follows: a) Original brake caliper housing model The original brake caliper model is free from any damage and is a full-functioning caliper (Fig. 6). b) Damaged brake caliper housing model The damaged brake caliper is designed with a combination of two damages in a single brake caliper, which is a crack and a broken part (Fig. 7). c) Repaired brake caliper housing model The development of a repaired brake caliper model is a unique model compared with the original and damaged model, which requires the assembly feature in CAD as depicted in Fig. 8. Each assembly part in this model indicates the additive material that will be deposited through additive repair for each of the damages: crack and fractured part. 2.3 FEA based on three conditions of brake caliper housing Static structural analysis using a finite element method is a major part of this study as it provides detailed evaluations of the performance, which is the strength of the components. As discussed in the previous section, the three developed caliper models were further analysed using FEA simulation on ANSYS Workbench 2022 (Student Version). The first step is to decide or specify the material of the components and identify the properties of materials that are required in the analysis. Then, meshing is performed to discretise the components into smaller elements, followed by specifying the location of fixed support and the force to be applied to the meshed component. The analysis will further generate the desired results, which include the deformation and stress obtained based on the given range of forces. Further explanation of each step involved is discussed in the next sub-sections. 2.3.1 Material selection The material must be first specified in the analysis, which generates the properties of the selected materials. For the core of brake caliper, aluminium alloy was selected because it can be applied to the original and damaged brake caliper model. On the contrary, multi-material analysis was performed because two materials must be defined for the evaluation of the repaired caliper model. The assembly parts in the repaired caliper model were defined as the additive material (AlSi 10 Mg), whilst the main caliper core was defined as the original material, which is aluminium alloy. Table 5 and Table 6 show the properties of aluminium alloy and additive material (AlSi 10 Mg), respectively. Table 5 Properties of the aluminium alloy Properties Value Density (kg/m 3 ) 2770 Elastic modulus, E (GPa) 71 Poisson’s ratio 0.33 ' Table 6 Properties of the additive materials (AlSi 10 Mg) Properties Value Density (kg/m 3 ) 2670 at 22 ℃; 1710 at 570 ℃ Elastic modulus, E (GPa) 67 Poisson’s ratio 0.33 Melting temperature, °C 570 2.3.2. Meshing of the brake caliper model Once the materials have been specified in the workbench, meshing was carried out. The common types of meshing elements include bricks, prism, tetrahedrons and pyramids. As shown in Fig. 9, the tetrahedron meshing element with a default size of 2.3427 × 10 − 2 m was selected because of the non-uniform pattern of the brake caliper model, which results in irregularity in the connectivity of nodes. 2.3.3. Force considerations and application In evaluating the strength of the brake caliper, the appropriate number of forces must be considered, as well as the location of the forces. Aziz et al. [34] noted that the average clamping force is approximately 20 kN. This value is a normal force applied during the braking operation in safe driving conditions. However, considering the high durability of the brake caliper core, the range for a number of forces that will be applied in the analysis is the force exerted during an accident, which is considered as a large impact with the value starting from 150 to 350 kN [35]. Therefore, along with the clamping force, the impact force of accidents will also be applied during simulation to obtain the deformation value and stress value from the original brake caliper housing, damaged brake caliper housing and repaired brake caliper housing. Figure 10 shows the fixed support location, and Fig. 11 shows the force location applied before analysis. 3. Comparative analysis for the design validation of the proposed models Based on the pre-processing setup in ANSYS, the mechanical properties, including deformation and Von Mises stress, were considered for each analysis configuration of the brake caliper model. The analysis is crucial to examine the structural behaviour of the final repaired component by comparing it with the original component. Figure 12, Fig. 13 and Fig. 14 show examples of a deformation and stress plot for each configuration of brake caliper models with force values ranging from 20 to 350 kN. a) Results of the original brake caliper housing model b) Results of the damaged brake caliper housing model c) Results of the repaired brake caliper housing model For comparison, the average values of deformation and stress were calculated to represent the range of applied forces (20–350 kN). The original brake caliper housing model is set to be the reference model for comparison with the damaged and repaired brake caliper model. This method is in line with the rule of thumb for remanufacturing in which the quality of the remanufactured component should be equal to or greater than the original (i.e. OEM) component [ 1 ]. Table 7 and Table 8 show the average values of deformation and stress, respectively, along with the percentage of changes with regard to the values obtained for the original caliper model. The summary of the results is depicted in a graph shown in Fig. 15 . Table 7 Average deformation of three brake caliper models Brake caliper housing model Deformation (m) Indication (% change) Original (Reference) 0.027 - Damaged 0.028 Higher (3.57%) Repaired 0.027 Equal (0%) Table 8 Average stress of three brake caliper models Brake caliper model Stress (GPa) Indication (% change) Original (Reference) 26.2 - Damaged 52.3 Higher (50%) Repaired 23.6 Lower (11%) The results of deformation show an equal value (0.027 m) for the original and repaired caliper model, whilst the damaged caliper model shows 3.57% higher deformation value compared with the original caliper model. On the contrary, the repaired caliper model shows a low stress value of 11%, indicating that the model experiences lower stress upon adding or depositing the additive materials to simulate the behaviour of the repair process through additive repair. Gottwald et al. [ 36 ] highlighted that confirming whether the repaired component exhibits better quality than the original components is crucial. In addition, the application of different metals or multi-metals in additive repair became the major issue in which the proper and complete bonding between two different materials is necessary to ensure that the final quality of the component is strong enough to serve its functions similar to the original component [ 5 , 18 ]. The results obtained from this study are necessary for the validation of additive repair application, which is conducted at the design stages. The FEA simulation plays a major role in examining the structural behaviour of the developed brake caliper models with different configurations. The results would facilitate design validation of the CAD model by analysing the forces applied and the resulting stress, which must be within the metal properties [ 17 ]. However, there is a limitation in FEA simulation particularly for static structural analysis over the actual or experimental testing where the predicted behaviour of the brake caliper housing in the simulation is closely related to the definition of the boundary condition [ 37 ]. 4. Recommendation and future outlook This study primarily focuses on developing the framework that integrates failure analysis with static structural analysis to ascertain the mechanical properties focusing on the stress and deformation of the developed model. The newly developed approach of additive repair will require in-depth design analysis that could be further extended from this study. Figure 16 shows the proposed framework with regard to the suitable type of FEA simulation that must be conducted to validate the design model in AM applications and to evaluate the mechanical properties of the repaired model. Other than linear static analysis performed in this study, the consideration of thermal loading application would generate more promising results in future works. In addition, the hybrids of FEA and CFD simulations provide layer-by-layer simulation that undergoes stress–strain analysis and thermal analysis to evaluate temperature changes between two different types of metals. These kinds of analyses provide accurate results, which simulate the actual state and behaviour of the bonding between two different materials at the interface zone. However, appropriate boundary conditions for different types of FEA and CFD simulation for different types of AM are crucial whereby detailed assessments are required beforehand. Upon completion, the validated CAD model from FEA simulation will be further used for conversion to a standard tessellation language (.stl) file to be analysed for the preparation of the sliced part before printing. Hence, further study is recommended, which considers the dynamic simulations and the decision on part build orientation, number of layers required for the build, processing time, the amount of support structure and post-cleaning required [ 17 ]. It is also suggested to develop proper databases of additive parts for a specific metal material which describes the morphology characteristics mechanical properties, thermal stress and temperature evolution [ 38 ]. 5. Conclusion This study aimed to propose a design validation approach that considers the utilisation of failure analysis in structural analysis using FEA for multi-metal additive repair in remanufacturing application. The design for repair and restoration using AM was emphasised starting with the identification of common failure modes for consideration in design, analysis and validation through comparative analysis to ascertain the performance of the repaired component through FEA simulation. Static structural analysis of a multi-metal repaired caliper model is beneficial to evaluate the mechanical properties of the component from additive repair. In the future, the relation of design constraints such as layer thickness, density, build time and component size with the AM mechanism must be considered to simulate and run a more accurate analysis, thereby providing better results. The experimental works would provide more accurate and precise results for future study. This study provides an approach to evaluate the structural behaviour of the component when it comes to the repair and restoration of the used component. Furthermore, necessary improvements must be achieved to promote the application potential of AM technologies in structural repair, particularly additive repair. Declarations Funding This work was supported by the Ministry of Higher Education Malaysia with Geran Konsortium Kecemerlangan Penyelidikan [grant numbers JPT(BKP1)1000/016/018/25(72), KKP/2020/UKM-UKM/2/1]. Competing interests The authors have no relevant financial or non-financial interests to disclose. Author Contributions All authors contributed to the study conception and design. Material preparation, data collection and analysis were performed by [Nurhasyimah Abd Aziz] [Lenggeswaran Elanggoven], and [Dzuraidah Abd Wahab]. The first draft of the manuscript was written by [Nurhasyimah Abd Aziz] and all authors commented on previous versions of the manuscript. All authors read and approved the final manuscript. 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Int J Res Eng Sc 10:8–13 Aziz NA, Elanggoven L, Zakaria NAS, Awang N, Kamarulzaman NF, Wahab DA (2022) Assessment on potential damages of automotive brake caliper using FMEA method for the application of remanufacturing process. Malaysian J Sc Adv Tech 2:49–53. https://doi.org/10.56532/mjsat.v2iS1.118 Aziz NA, Wahab DA, Ramli R (2017) Establishment of engineering metrics of upgradable design of brake caliper. In: Campana G et al (eds) Smart Innovation, Systems and Technologies. Springer, Cham, pp 87–97. https://doi.org/10.1007/978-3-319-57078-5_9 Mizuno K, Arai Y, Newland CA (2004) Compartment strength and its evaluation in car crashes. Int J Crash 9:547–557. https://doi.org/10.1533/ijcr.2004.0310 Gottwald RB, Griffiths RJ, Petersen DT, Perry MEJ, Yu HZ (2021) Solid-state metal additive manufacturing for structural repair. Acc Mater Res 2:780–792. https://doi.org/10.1021/accountsmr.1c00098 Tirovic M, Sergent N, Campbell J, Roberts P, Vignjevic R (2012) Structural analysis of a commercial vehicle disc brake caliper. Proc Inst Mech Eng D: J Automob Eng 613–622. https://doi.org/10.1177/0954407011423447 Li Y, Su C, Zhu J (2022) Comprehensive Review of wire arc additive manufacturing: hardware system, physical process, monitoring, property characterization, application and future prospects. Results Eng 13:100330. https://doi.org/10.1016/j.rineng.2021.100330 Cite Share Download PDF Status: Published Journal Publication published 21 Mar, 2024 Read the published version in The International Journal of Advanced Manufacturing Technology → Version 1 posted Editorial decision: Major Revisions Needed 28 Dec, 2023 Reviewers agreed at journal 15 Oct, 2023 Reviewers invited by journal 14 Oct, 2023 Editor assigned by journal 09 Oct, 2023 First submitted to journal 04 Oct, 2023 You are reading this latest preprint version Research Square lets you share your work early, gain feedback from the community, and start making changes to your manuscript prior to peer review in a journal. As a division of Research Square Company, we’re committed to making research communication faster, fairer, and more useful. We do this by developing innovative software and high quality services for the global research community. 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Also discoverable on Platform About Our Team In Review Editorial Policies Advisory Board Help Center Resources Author Services Accessibility API Access RSS feed Manage Cookie Preferences © Research Square 2026 | ISSN 2693-5015 (online) Privacy Policy Terms of Service Do Not Sell My Personal Information {"props":{"pageProps":{"initialData":{"identity":"rs-3412432","acceptedTermsAndConditions":true,"allowDirectSubmit":false,"archivedVersions":[],"articleType":"Research Article","associatedPublications":[],"authors":[{"id":240148613,"identity":"a21203b0-a80e-4129-b084-fdf28c3f1d8f","order_by":0,"name":"Nurhasyimah Abd Aziz","email":"data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAAZAAAAAyAQMAAABI0h/eAAAABlBMVEX///8AAABVwtN+AAAACXBIWXMAAA7EAAAOxAGVKw4bAAAA5klEQVRIiWNgGAWjYHACNhDBA0SMDxgOgNgJxGthNiBJC0gXmwRRWswlcp89+PHnsIxu+9lj1TxntjHws+cYMN1sw63Fcka6uWFv22EeszN5abd5btxmkOx5Y8Cci0eLwY00NgneBqCWAzlmt3k+3AaK5BDWIvnnD1DL+TdmxSAt9sRokeZhA2q5kWPGDHKYgQQhLWeesUnLtqUDtbwxlpxz5jaPxJlnBYdzzuHRchzosDd/rO3NzucYfnhz7LYcf3vyxsc5Zbi1QEEznMUDIg4wsuFUCgN16AJ/CGoZBaNgFIyCkQMAyRVTd9hPSNIAAAAASUVORK5CYII=","orcid":"","institution":"Universiti Kebangsaan Malaysia","correspondingAuthor":true,"submittingAuthor":false,"prefix":"","firstName":"Nurhasyimah","middleName":"Abd","lastName":"Aziz","suffix":""},{"id":240148614,"identity":"cff4bcce-4148-4051-8a31-e072ab97e627","order_by":1,"name":"Lenggeswaran 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Kamarulzaman","email":"","orcid":"","institution":"","correspondingAuthor":false,"submittingAuthor":false,"prefix":"","firstName":"Nadhira","middleName":"Fathiah","lastName":"Kamarulzaman","suffix":""},{"id":240148618,"identity":"a4be1cfe-ead3-490e-8a49-06f22f9374f3","order_by":5,"name":"Nurfadzylah Awang","email":"","orcid":"","institution":"","correspondingAuthor":false,"submittingAuthor":false,"prefix":"","firstName":"Nurfadzylah","middleName":"","lastName":"Awang","suffix":""}],"badges":[],"createdAt":"2023-10-05 07:43:17","currentVersionCode":1,"declarations":"","doi":"10.21203/rs.3.rs-3412432/v1","doiUrl":"https://doi.org/10.21203/rs.3.rs-3412432/v1","draftVersion":[],"editorialEvents":[{"content":"https://doi.org/10.1007/s00170-024-13425-x","type":"published","date":"2024-03-21T15:00:57+00:00"}],"editorialNote":"","failedWorkflow":false,"files":[{"id":44864203,"identity":"8f150088-9550-4849-8890-5c34328702bb","added_by":"auto","created_at":"2023-10-18 15:32:40","extension":"jpg","order_by":1,"title":"Figure 1","display":"","copyAsset":false,"role":"figure","size":62474,"visible":true,"origin":"","legend":"\u003cp\u003eMicroscopic picture of a repaired specimen using SLM [18]\u003c/p\u003e","description":"","filename":"1.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/e22c72b1338be8a4bcd5f0d2.jpg"},{"id":44864816,"identity":"81b97e55-09c7-4425-8701-5fbbcdcf590a","added_by":"auto","created_at":"2023-10-18 15:40:40","extension":"jpg","order_by":2,"title":"Figure 2","display":"","copyAsset":false,"role":"figure","size":36803,"visible":true,"origin":"","legend":"\u003cp\u003eOverall steps involved\u003c/p\u003e","description":"","filename":"2.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/2bc5cf7d7e6ec489ee72abd6.jpg"},{"id":44864202,"identity":"16dddf61-edd4-4a4a-ab19-1b344008032a","added_by":"auto","created_at":"2023-10-18 15:32:40","extension":"jpg","order_by":3,"title":"Figure 3","display":"","copyAsset":false,"role":"figure","size":49658,"visible":true,"origin":"","legend":"\u003cp\u003eDisassembled brake caliper component\u003c/p\u003e","description":"","filename":"3.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/4d93a73f95d96431b6e43176.jpg"},{"id":44864206,"identity":"31fc1901-9302-4e2f-9e85-71eb8402bbc9","added_by":"auto","created_at":"2023-10-18 15:32:40","extension":"jpg","order_by":4,"title":"Figure 4","display":"","copyAsset":false,"role":"figure","size":31492,"visible":true,"origin":"","legend":"\u003cp\u003eDamage types and percentages of a brake caliper identified from literature review\u003c/p\u003e","description":"","filename":"4.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/04f83a5cb77972e6f5ddd945.jpg"},{"id":44864817,"identity":"1d1f54d8-4003-4e9e-bdf5-580aff247106","added_by":"auto","created_at":"2023-10-18 15:40:40","extension":"jpg","order_by":5,"title":"Figure 5","display":"","copyAsset":false,"role":"figure","size":33074,"visible":true,"origin":"","legend":"\u003cp\u003eDamage types and percentages of a brake caliper identified from interviews with industry experts.\u003c/p\u003e","description":"","filename":"5.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/bca04dc48d991adbf0c86c4e.jpg"},{"id":44867170,"identity":"b754e988-a3cd-4664-959d-d225dbb0bc8f","added_by":"auto","created_at":"2023-10-18 15:48:40","extension":"jpg","order_by":6,"title":"Figure 6","display":"","copyAsset":false,"role":"figure","size":60535,"visible":true,"origin":"","legend":"\u003cp\u003eExample of an original brake caliper housing 3D model\u003c/p\u003e","description":"","filename":"6.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/d60f90909531edcd0449fc61.jpg"},{"id":44864204,"identity":"2d82938f-1ccf-498e-84cc-bd367b1c87ec","added_by":"auto","created_at":"2023-10-18 15:32:40","extension":"jpg","order_by":7,"title":"Figure 7","display":"","copyAsset":false,"role":"figure","size":63234,"visible":true,"origin":"","legend":"\u003cp\u003eExample of a damaged brake caliper housing model\u003c/p\u003e","description":"","filename":"7.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/29fa26d6014ae4828925ec1c.jpg"},{"id":44864821,"identity":"7b36fe3a-8bc2-47f6-9fd0-e0a539535923","added_by":"auto","created_at":"2023-10-18 15:40:40","extension":"jpg","order_by":8,"title":"Figure 8","display":"","copyAsset":false,"role":"figure","size":77953,"visible":true,"origin":"","legend":"\u003cp\u003eExample of a repaired brake caliper housing model\u003c/p\u003e","description":"","filename":"8.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/8f9b14f5389265a2858b53ea.jpg"},{"id":44864818,"identity":"2654d41a-dc97-490a-af9a-dd041a18d1d9","added_by":"auto","created_at":"2023-10-18 15:40:40","extension":"jpg","order_by":9,"title":"Figure 9","display":"","copyAsset":false,"role":"figure","size":54430,"visible":true,"origin":"","legend":"\u003cp\u003eSample of the meshed model\u003c/p\u003e","description":"","filename":"9.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/0949e3382da34d6d7ab1dce3.jpg"},{"id":44867167,"identity":"02acfa25-ceb9-4f74-b5ce-4fa671415997","added_by":"auto","created_at":"2023-10-18 15:48:40","extension":"jpg","order_by":10,"title":"Figure 10","display":"","copyAsset":false,"role":"figure","size":40454,"visible":true,"origin":"","legend":"\u003cp\u003eFixed support location (blue-shaded area)\u003c/p\u003e","description":"","filename":"10.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/c429776841ab5a1a3221f004.jpg"},{"id":44864208,"identity":"7f1e94d4-43e0-4866-91ad-2dac2f6d8f31","added_by":"auto","created_at":"2023-10-18 15:32:40","extension":"jpg","order_by":11,"title":"Figure 11","display":"","copyAsset":false,"role":"figure","size":36912,"visible":true,"origin":"","legend":"\u003cp\u003eForce application location (red-shaded area)\u003c/p\u003e","description":"","filename":"11.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/09e39a4eccc9a18c8a7ffb07.jpg"},{"id":44864215,"identity":"f1197cee-80c3-4853-893c-e34dc4ad949a","added_by":"auto","created_at":"2023-10-18 15:32:40","extension":"jpg","order_by":12,"title":"Figure 12","display":"","copyAsset":false,"role":"figure","size":165842,"visible":true,"origin":"","legend":"\u003cp\u003ea. Deformation plot of the original brake caliper model at 20 kN\u003c/p\u003e\n\u003cp\u003eb. Stress plot of the original brake caliper model at 20 kN\u003c/p\u003e","description":"","filename":"12.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/c518e9c6251acba86db431eb.jpg"},{"id":44864210,"identity":"c6f71c19-eefe-4458-bde0-2a1665725454","added_by":"auto","created_at":"2023-10-18 15:32:40","extension":"jpg","order_by":13,"title":"Figure 13","display":"","copyAsset":false,"role":"figure","size":223265,"visible":true,"origin":"","legend":"\u003cp\u003ea. Deformation plot of the damaged brake caliper model at 20 kN\u003c/p\u003e\n\u003cp\u003eb. Stress plot of the damaged brake caliper model at 350 kN\u003c/p\u003e","description":"","filename":"13.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/9ef47ce18be5d1ab1af4de07.jpg"},{"id":44864216,"identity":"4a0a24cb-bb08-4e3b-a376-1c01a8dff8fd","added_by":"auto","created_at":"2023-10-18 15:32:41","extension":"jpg","order_by":14,"title":"Figure 14","display":"","copyAsset":false,"role":"figure","size":238171,"visible":true,"origin":"","legend":"\u003cp\u003ea. Deformation plot of the repaired brake caliper model at 20 kN\u003c/p\u003e\n\u003cp\u003eb. Stress plot of the original brake caliper model at 350 kN\u003c/p\u003e","description":"","filename":"14.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/589819a3b497869f99fe91f6.jpg"},{"id":44864212,"identity":"fc13b103-7540-4e4a-816d-715d2c748663","added_by":"auto","created_at":"2023-10-18 15:32:40","extension":"jpg","order_by":15,"title":"Figure 15","display":"","copyAsset":false,"role":"figure","size":37813,"visible":true,"origin":"","legend":"\u003cp\u003eGraph of average stress and deformation values for each brake caliper model\u003c/p\u003e","description":"","filename":"15.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/a1b79f5ca2ba63849fbe5c58.jpg"},{"id":44864820,"identity":"419521a0-e394-43ef-a6c6-b0e5da36b87e","added_by":"auto","created_at":"2023-10-18 15:40:40","extension":"jpg","order_by":16,"title":"Figure 16","display":"","copyAsset":false,"role":"figure","size":118758,"visible":true,"origin":"","legend":"\u003cp\u003eProposed systematic framework involving design validation approaches to evaluate mechanical properties in multi-metal additive repair: current and future works\u003c/p\u003e","description":"","filename":"16.jpg","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/c227855a2e896be6428f3a61.jpg"},{"id":53403514,"identity":"a707ee6a-3870-4927-87a1-89ab08a85e41","added_by":"auto","created_at":"2024-03-25 15:12:19","extension":"pdf","order_by":0,"title":"","display":"","copyAsset":false,"role":"manuscript-pdf","size":1044182,"visible":true,"origin":"","legend":"","description":"","filename":"manuscript.pdf","url":"https://assets-eu.researchsquare.com/files/rs-3412432/v1/b3853f64-c2b9-4ad4-b7ce-c594bfd5dae0.pdf"}],"financialInterests":"","formattedTitle":"Failure-based Design Validation for Effective Repair of Multi-metal Additive Manufacturing: The Case of Remanufacturable Brake Caliper","fulltext":[{"header":"1. Introduction","content":"\u003cp\u003eThe life cycle extension approach is a circular economic strategy concerning the preservation of economic value and functionality of products or components [\u003cspan citationid=\"CR1\" class=\"CitationRef\"\u003e1\u003c/span\u003e]. The 6R strategies, which comprise reuse, recycle, remanufacture, rebuild, repair and refurbish, promote the circular economic initiatives. Remanufacturing is a promising recovery strategy that can retain and improve the quality of used products [\u003cspan citationid=\"CR2\" class=\"CitationRef\"\u003e2\u003c/span\u003e, \u003cspan citationid=\"CR3\" class=\"CitationRef\"\u003e3\u003c/span\u003e]. The remanufacturing process restores used components to its useful life, which undergoes a series of processes, including inspection, disassembly, part reprocessing, reassembly and testing [\u003cspan citationid=\"CR3\" class=\"CitationRef\"\u003e3\u003c/span\u003e, \u003cspan citationid=\"CR4\" class=\"CitationRef\"\u003e4\u003c/span\u003e]. Once the used product has been disassembled after inspection, repair and restoration under the part reprocessing will take place to restore the functionality and performance of the used products, which have deteriorated.\u003c/p\u003e \u003cp\u003eIn general, repair and restoration are conducted conventionally through thermal application processes such as welding, brazing, metalizing and machining for the part finishing [\u003cspan citationid=\"CR5\" class=\"CitationRef\"\u003e5\u003c/span\u003e, \u003cspan citationid=\"CR6\" class=\"CitationRef\"\u003e6\u003c/span\u003e, \u003cspan citationid=\"CR7\" class=\"CitationRef\"\u003e7\u003c/span\u003e]. Nonetheless, these conventional processes have some drawbacks such as dependency on weld quality of welders and risks from fume emissions. These drawbacks can be eliminated or avoided by moving towards an automated repair and restoration process [\u003cspan citationid=\"CR8\" class=\"CitationRef\"\u003e8\u003c/span\u003e, \u003cspan citationid=\"CR9\" class=\"CitationRef\"\u003e9\u003c/span\u003e]. In line with the Industrial Revolution 4.0 (IR 4.0) pathway, this automated repair alternative specifically through additive manufacturing (AM) is considered as a promising alternative in ensuring an efficient repair and restoration process, which leads to a sustainable process [\u003cspan citationid=\"CR10\" class=\"CitationRef\"\u003e10\u003c/span\u003e, \u003cspan citationid=\"CR11\" class=\"CitationRef\"\u003e11\u003c/span\u003e]. Multi-metal AM is also becoming an emerging direction and opportunity towards the development of efficient design, functionality and cost-effective high-value components [\u003cspan citationid=\"CR12\" class=\"CitationRef\"\u003e12\u003c/span\u003e].\u003c/p\u003e \u003cp\u003eThe new advancement in multi-metal AM is considered as a less exploratory field [\u003cspan citationid=\"CR12\" class=\"CitationRef\"\u003e12\u003c/span\u003e] because it requires thorough consideration with regard to strength, material deposition architecture, process parameters and so on. Thus, necessary investigation is proposed in this study to tackle the above-mentioned issues related to the mechanical properties of the repaired components. Failure analysis must be initially conducted to identify the suitable damages to be repaired in AM based on the data gathered from direct interview with the experts and literature review. The finite element analysis (FEA) simulation in ANSYS will then be performed to acquire the findings related to the strength and deformation of the repaired brake caliper model; hence, the comparison with the original brake caliper model will be a benchmark model to verify the overall results. The integration of failure analysis and FEA at the early design stage is crucial to support design validation before proceeding to the next stage of build preparation of AM. This paper is initially outlined with a background of research to acquire latest research findings in multi-metal AM in general and in repair, the methodology involved, discussion on the results and analysis and conclusion to highlight the important outputs from the study and potential future works for improvement.\u003c/p\u003e \u003cdiv id=\"Sec2\" class=\"Section2\"\u003e \u003ch2\u003e1.1 Design for repair and restoration\u003c/h2\u003e \u003cp\u003eThe design for repair and restoration is a design strategy that focuses on how repair and restoration can be considered at the early stage of the design process. The plan involved in the design for repair and restoration requires a thorough study depending on the requirements of the damaged components that must be repaired [\u003cspan citationid=\"CR13\" class=\"CitationRef\"\u003e13\u003c/span\u003e]. For example, in remanufacturing, with the early intervention in finding the best approach involving the repair of the components, the overall time and resources used during remanufacturing can be reduced, thereby leading to more efficient and sustainable methods [\u003cspan citationid=\"CR14\" class=\"CitationRef\"\u003e14\u003c/span\u003e]. This strategy will be more advantageous with the inclusion of automated repair technologies, which is AM.\u003c/p\u003e \u003cp\u003eOn the contrary, additive repair in remanufacturing requires a detailed plan where the requirements related to the type of damages and failures must be considered. The design for repair and restoration could facilitate the process through the identification of failures and defects to examine the applicability and feasibility of the damages before repairing using AM. Several studies have focused on damaged identification related to AM. He et al. [\u003cspan citationid=\"CR2\" class=\"CitationRef\"\u003e2\u003c/span\u003e] emphasised the development of an algorithm to identify the failure features, which integrates point-cloud generation, fine registration and Boolean calculation where the tool path is generated automatically based on the identified features. A study by Mok et al. [\u003cspan citationid=\"CR15\" class=\"CitationRef\"\u003e15\u003c/span\u003e] highlighted the determination on the cause of failure in remanufacturing through an algorithm designed for the targeted product. The algorithm will deduce the most serious failure causes, which were applied to each failure type. In addition, Lee et al. [\u003cspan citationid=\"CR16\" class=\"CitationRef\"\u003e16\u003c/span\u003e] classified two types of defects, including structural defects and morphological defects. Examples of structural defects are lattice defects, point defects and slips, whilst examples of morphological defects are holes, cracks, surface marks and notches. In this study, morphological defects will only be considered to examine the applicability of AM for repair [\u003cspan citationid=\"CR16\" class=\"CitationRef\"\u003e16\u003c/span\u003e].\u003c/p\u003e \u003cp\u003eObeidi et al. [\u003cspan citationid=\"CR17\" class=\"CitationRef\"\u003e17\u003c/span\u003e] discussed the importance of design optimisation in AM where AM is highly dependent on the generation of a geometric CAD model before printing. Design optimisation through design for repair and restoration entails the requirements of the damaged component to undergo certain computational analysis to generate the best model, which is then forwarded for slicing. This process includes the compatibility of joining or bonding two dissimilar metals for the case of remanufactured components and the quality of final repaired components [\u003cspan citationid=\"CR18\" class=\"CitationRef\"\u003e18\u003c/span\u003e]. The use of an FEA model in the design for repair and restoration would facilitate analysis required in multi-metal applications of AM. Hence, validating the design and process is necessary before proceeding to the actual manufacturing process especially for the personalised or customised requirements through the FEA model [\u003cspan citationid=\"CR19\" class=\"CitationRef\"\u003e19\u003c/span\u003e]. Traxel and Bandyopadhyay [\u003cspan citationid=\"CR20\" class=\"CitationRef\"\u003e20\u003c/span\u003e] have utilised the FEA model to validate the bimetallic interface of tantalum\u0026ndash;titanium additively manufactured part. They aim to perform a numerical study on the effect of input laser power and scanning speed on the heat-affected zone (HAZ) and fusion zone of a tantalum\u0026ndash;titanium bimetallic structure through a 3D transient-thermal FEA model.\u003c/p\u003e \u003c/div\u003e \u003cdiv id=\"Sec3\" class=\"Section2\"\u003e \u003ch2\u003e1.2 Implementation of additive repair\u003c/h2\u003e \u003cp\u003eIn metal AM technology, the process can be divided into two main categories, namely, beam-based metal and beamless metal processes. The beam-based AM, which includes powder bed fusion (PBF) (also known as selective laser melting [SLM]) and directed energy deposition (DED), is known for its wide application in AM, and this process serves as a key that highlights the potential of additive repair that could replace or improve the conventional process. On the contrary, the beamless metal AM can achieve the requirements of the materials that cannot be used in beam-based metal because of factors such as non-weldability features. The process includes material jetting, binder jetting, sheet lamination and material extrusion. The capability of the beamless AM as a repair option is limited compared with the beam-based AM. This limitation is due to technical challenges from the process, including inherent porosity, incomplete sintering as post-processing and brittle properties of parts [\u003cspan citationid=\"CR21\" class=\"CitationRef\"\u003e21\u003c/span\u003e]. Nevertheless, despite the advantages of the repair process, the beam-based AM process also possesses several limitations, which include anisotropic mechanical properties and residual stress caused by high thermal stress and rapid solidification [\u003cspan citationid=\"CR22\" class=\"CitationRef\"\u003e22\u003c/span\u003e]. Consequently, the limitations become more critical when the beam-based AM is applied for the additive repair of the used components. Hence, investigation related to mechanical properties and quality of the parts is necessary to observe the potential application of additive repair in remanufacturing.\u003c/p\u003e \u003cp\u003eThe variation in AM technologies between PBF and DED processes would impart a different quality of the repaired part. The main difference between PBF and DED is DED, which can fabricate components directly from CAD models or deposit metal powder region by region. Meanwhile, PBF prints 3D components by selectively irradiating high-power energy against a bed on which metal powder is spread [\u003cspan citationid=\"CR5\" class=\"CitationRef\"\u003e5\u003c/span\u003e]. The accuracy in each AM is highly affected by the different values of process parameters involved. Bidare et al. [\u003cspan citationid=\"CR22\" class=\"CitationRef\"\u003e22\u003c/span\u003e] discussed the porosity, cracks and mechanical properties exerted in AM for tooling alloys. The research highlights the advantages of available AM technologies. For example, the PBF or SLM process can produce parts with complex geometries and small features. Mussatto [\u003cspan citationid=\"CR12\" class=\"CitationRef\"\u003e12\u003c/span\u003e] emphasised that multi-material in laser PBF technology provides enhanced performance by varying the material compositions and/or material types, which leads to the flexibility in AM. The study conducted by Zghair and Roland [\u003cspan citationid=\"CR18\" class=\"CitationRef\"\u003e18\u003c/span\u003e] has highlighted the design approach for additive repair of aluminium-based components by examining the mechanical properties and bonding forces between the damaged part and the newly added repaired volume through SLM. However, surface roughness is a limitation of PBF or SLM because of the \u0026lsquo;staircase effect\u0026rsquo;, which requires parts to undergo the post-processing procedure. Hence, the limitation of the repair process must be addressed by examining the effect of the related process parameters on the quality of the parts.\u003c/p\u003e \u003cp\u003eOn the contrary, DED provides different results of the printed parts. This process can minimise the HAZ and refine the structure created compared with the conventional process. Oh et al. [\u003cspan citationid=\"CR5\" class=\"CitationRef\"\u003e5\u003c/span\u003e] highlighted the effect of DED parameters on the repaired part by analysing the deposition characteristics to process conditions. The deposited materials must be monitored through an appropriate combination of process parameters to avoid the occurrence of micro pores caused by entrapped gas in molten metal, which is quickly solidified. The bonding between two different compositions of metal could be a challenge in additive repair because it involved laser that simultaneously melts the powder and the surface of the solid machined part, which is about to be repaired [\u003cspan citationid=\"CR18\" class=\"CitationRef\"\u003e18\u003c/span\u003e]. Given its multi-metal application, additive repair must produce repaired parts with refined microstructures and without cracks when bonded together with the original material of the part [\u003cspan citationid=\"CR5\" class=\"CitationRef\"\u003e5\u003c/span\u003e]. Figure\u0026nbsp;\u003cspan refid=\"Fig1\" class=\"InternalRef\"\u003e1\u003c/span\u003e shows an example of microscopic pictures obtained from a specimen repaired using SLM [\u003cspan citationid=\"CR18\" class=\"CitationRef\"\u003e18\u003c/span\u003e]. The figure depicts the interface planes between the original cast metal and sintered metal after undergoing a tensile test to observe the interface zone when the specimen is fractured into two. The interface zone should have no separation to obtain a homogenous mixture between two metals.\u003c/p\u003e \u003cp\u003e \u003c/p\u003e \u003c/div\u003e"},{"header":"2. Methodology","content":"\u003cp\u003eThis study aimed to investigate the structural behaviour of an automotive brake caliper based on three different conditions: (a) original brake caliper, (b) broken/damaged brake caliper and (c) repaired brake caliper. These three different conditions of the brake caliper were evaluated to ascertain the mechanical strength by conducting structural analysis using FEA. The results obtained should exhibit a high value of strength in the repaired brake caliper model when compared with the original brake caliper model. Figure 2 shows the overall steps involved in the study.\u003c/p\u003e\n\u003cdiv id=\"Sec5\"\u003e\n \u003ch2\u003e2.1 Identifying potential damages and failures\u003c/h2\u003e\n \u003cp\u003eThe brake caliper part is a main vehicle component in the braking system. The housing of the brake caliper is a remanufacturable component that can withstand high forces and impacts as well as cover and hold the main sub-components, which include the brake pad and brake disc. Figure 3 shows the opening structures consisting of the sub-components of the brake caliper of Proton Persona used in this study.\u003c/p\u003e\n \u003cp\u003eIn identifying potential damages and failures, two approaches have been adopted: (1) literature review and (2) direct interviews with experts. The findings from literature and interviews are important to confirm the most potential damage that commonly occurred on a brake caliper housing. Details of the findings are tabulated in Table 1 and Table 2.\u003c/p\u003e\n\u003c/div\u003e\n\u003cp\u003e\u003cimg 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ds+BugslJFLevn2biYV4fNpX3XeUd5nQwSIUu4XFpLwicLDKKS3iQbiM61ZOISx55xwgmjivxJGKxGnPB+G5vlKhxXoc1w5p4OI5QiCSfhReWNbIm46LZfJresDoBJsVZlQJ3w8obZJRZZMvPYY8jCqV3GfMYqFajK5s8DTXtMKMBEK+9veAbpzgHtM6rndI92d99Md44jKOPBFG/jSuuD6SxoNL7700jOL++PHjg/XkIfpHjX62f3oc/IPW4RQWWI7bRIwnPQ6R7qu8xvKg7GP5q76L8bOuKI00/tSlxHSL8oJL40z9ZeVPWaZlLqdrNN2ucxuPH2e6z9xnKZ5wLrJIvCh1Q5j50c2rG3JWdMM2fW5II20AUuo4HmOMWWZoY4vqUoSbWS7m7tYcxZE5iGZiwCw7umiyMQNFA07NbBwdHWX/VT6ImYLpXV0IeqOpSRh8yvkvG4sjuIb4ArsxxphiaGPv7u5y3y/o6tQLKWZ5qG3M2V4+SDG+9muaAQGM6C17dX8cdb0yXgWNtaj62jbH5IGqxhhTzNnZWfYQyxg+uaurK38aYwmp9YWAi4uLRwMSU2iw44UVLW1mMpTfwcHB/dtBEkBAWapcNfg4+jWAVa9UR7CmKWw8J3F93Edpca75L3o9m0G2cdA06PyzH3HHtHj6m0VwGmPMKqA3WKNzr9RyUqs405sgNLBRNAgEAmZZXVSytlmgVUdPSZQ1XZL4BesQxxHKWdDNTHljoYrrJYhYR5y8rQWcQ94I0/limwQa8Qi2FX23CSGYfksIYUl4Xv9PvwOkpz9fD8YYY1aZ2j+lgbJHdKXjz4AuNYSBkOKXGDDjQdzGV/CxStVhaeJ86VV0BN6PHz+yZYRU7AbV+UK0SQTyKvw0sB/76wmwaCxaOqZi2UHw2tnZ2dmtpiuidnEGNOJF48/S77YA1hiJATMeXgBQlyQOAQxFVso6SK1wCCnO66yTBAOWVfJN/j2+7BeyTNrZ2dnZrZ4rohFxBhp/FruuGPPER/FSqnyQ0fwiPamIW8Z2NQFCLHabivhxzHHErk9R5avfxhhjzCrTmDjDyoKVJEI3HOOQZOmh2xN/+nVn8xisTPv7+7nvN3Q9xjJVN6GmJpH44Q0fvRQAhJ80tosvmyOg9HKB/tMvkpdBWtfX17nvF0q/6Kvfit9vHhljjFlpfs7JqIHNPiAqd5N8II/t8eOifEQvhhfsh7/pD6L2kbXwMd9Yliozua38y+PxnGhZ+8lPORNe4fDjoj+Gx5EPSNONeYpwrpUnEdNUfIK0fP77AefR52p+uObTe2QZUZ1RVleYh6idnBeVO/9mPNyH3I/T0tR1Pf/ZN2YMXPBVL9w6KqNVJ334obKh/FlfFxLxXRVnHG8sA45deZbTNRnLq+3j0YNPV8RZ+tCVunlQHE00YosmXkPjzmW8LquGm4d4PrsozqLRQce6qDqF80EephVnynsT17VbQ9M4VS5ebtRlrLjbRBVMrIglAGZ5IhwHaXVVnIn0uNWIptcZ/kUdC/kb11AvAsoiLQ81pLM28hIKy3yPc3zjjpEyrVoGulYF5TfLNapyn/W8NQHHT57S42FdPOa24T6cpZ4kz01c142NOTNGjK6zRx+jjfABW14g8Viz2WEMIWMPR5XEg8+TMJ5zVDGv5BvRo4r2wXEzVnIkMh5Ne4a/aDyn+Y1eOvr27Vv2bx4zEhvZC1pFs7DM++1GTdm3DNAWUE7px3NpJyhDf+fyFxZnphWKPqMi+IBt0ffOTHV4MQThUSRwKVtVhAhhzeqAoyKMfq0TiL64rYiy2SUWTdGME7yQkq4jz5RROhtGfBEGv8qJf5WLtuHim8fEqfW4WC4xnb4gQauXgXT8KhMde7yW9PJPEWwjTJxZRPvhVPZKB7QtlnPX0Etvyr/gW55FDwDx/iorL8qIaxZHOF1LrC8qk3jtde0bohwvD4tlD+vUU2oLYtng4j1EWcVrDfjXOpVlvD9x6XlRGcbrUMT4WY5ofaPXYmY/M8b0Gm7lSd0ebCdcvO3V7SHovlI8dK3gFyzL7B+7NVnfhFm/DsgbxwEcK/nmeJVf/nVMrFf3D+FwKh+cwrGP1hEGYpcp+8Ryo5zkJw7tAzGOrhCvE7mYx3j8KltIj41j1nGrHNkXF8sH2CaIR2GVjran3X1dIt4PWhYqFx0XcCwxXNwvPU72j2HxKx6VE/8qZ13H7BP9i0bndlJ+dEwiHgfHznK8hlhmXbz+0rKI1xUQlnWg9OQnPV3bikf+GEcaZ5108yo3xkwFFUSsvMtIK/kUtmk7YVUhpSge0p1U0S4S8qgKm2OhEo2NIP9F+afS1X6quGO4tPEE4mU/VdipY3/CxIo8ptMVKBOVjyCPHIPyXnT8cTuo3PhXAxfPh1BcqWO/NB3F2UVUZsqzrhf8KhcdF6hMo5PgSI+bsIpfZZk6XXvx3Cms8rJodG9Myg/HS9iIjhF0r0XYTrkJyiGWBejeV7lEYppsSx37EX96/bJN57RO3K1pzBIwqnQemP2nRV0hsctvXFc0KGyXxyExvRjdTByf5qVl5hLGOIq0S51ySOd9rULslhpV4NT8DxyMGoXB06dPs+U+wdADrrGi8VRQdO2pi13fXASuGc5HCnGn5dXXMaga26hxYrruihiJgQfHPOmei3AtxX0ZX8pH3rv8UXd9wHzSFH11zCZUdE1y77OeOotzNI6R4HpQvnS5ci7bGoJjcWbMEsAHg4vGuoiiMRUCMUKlRQU0ejrM1/4SG+Om6iIsFVjRPLpdQY1iFJAINho2xoswAb/geCkLyoFGcxbU+KSNC2n93//9X7bc57ljy8SDGqz0o9Pw7NmzfOlXg8d1k16PnI8I443KruU+gIhFiHIc8RpLScVGOrZpHPE64v7T+Kcuv/yjMYtlIp9j4LxzL847mxDXZHwIE7pW02suJT5UgM5Na3XdqCIyxiwBoyfBQhN7vM0xyWOeF5jp2U+wDcd6da2MKrF86++umxgP/zGOrkH+OI7Y5YE/lgtlFv10b3CM7KNtsRxUNirruD/hWFb5AHHpP6ajc6btXYB8x7yDylDdPjr+iMKonAij41KZqLxiXIA/loGW03TS89Ql0jIjn+l9wTqVgY6Nf6CMFEd63KzHsS8uvY4oS9ancbIePy5ev4tEeUyvefKaXl86Dl0/gnKN1w/E8KBrJYbDr3JgOb0+Fb7oWsalcSqfOLbVSTevcmPMTFBpqLKQE6rQcbEhiWElFlT5pPFRWaXxxDCxcuwKqkAj5DttHHTsOC3HdbhYWeOPZaFtoEq8aFuMsygfi4I8xjynrqhBwkXUqOF0XGm8lE0sg7IwaTppmXaFonwC5VV2H6ls4nrKBIrKN15vIpah0oEYp85HvP66gvIoF48Byq6zouOO4dhPjLsP4zVHnJRtzAN+baccRcyXylfnvE6e8DOK3BhjTEXorqI719WnMaYJPObMGGOMMaZDWJwZY8wUyGoGvEBgjDF1425NY4wxxpgOYcuZMcYYY0yHmGg5s9neGGOMMaYZimSYuzWNMY/gY5B8cdwYs1gY47i+vt7al+lNN3C3pjHGGNNRmKXDwmz1sDgzxhhjjOkQFmdLAF1QcdLlcTBvGeMI5eaZJ4x0FU/V9E334ZrQHJHGGGPapzVxRuM9zaSudZGKkeiWAcYjvH//PvdVh6GGOJnLmYhY5aIJdEUUYfEcMiaJOA5nnCTadBMmCY+TVRtjFkeXJzI3zdG4OOMpnEb9ZsIM8E3xxx9/ZAJia2srExESJUC+qsAxtCEsEUGIyWlglv95xRHHdnBwkJXLcDjMxB6iD/Svcvv8+fPUeTT9gjEu3DfGmMVC2/Pq1avcZ1aJxsUZlhkadcRRlzg7O8v+JT7GcXR0lC81yywWsDrg5ldjzD/n6urqKvPzllB8a69r59HMB0Ibq6kxZvHQwxSHmtzd3dmKvaKs7JizeMGry05CjRtEfhourEU41smKxnqFo4GLXX9aV0bahSjrIrx8+bKwsVQYuToteVjfIgjqFy9e3C8L8orfVpXlgPP54cOHbNnWUGMWh+r33d3dB8aA29vbwdOnT3OfWSVWVpzt7Oxk/1iG1M0pvn//PlhbW8uWz8/PM2vR3t5eFu7Lly+ZUPv69evg4uIiW4dYwepF162shGr0UhBeaRciT0fq9mUdaaZww6pbFqsfeYhPWHXCcUVrmSqORVn2TDNwjrnWuBdOT0/ztcaYtlEPE/ckdbvwZzRWl5USZ4gLWZ4QQ7hpL3xuHoQaAizuy40l/+vXr7P/FEQOog7rGHngH66vr7P/cXz69OleMCEomwJrYSosVXEgHKk42hh/Z9oDyymCvCmxb4ypDg/hWLXNarNS4iy+EBDFVJ1UsTDJwiYXrVSTQBjJqlc3NM6MNUu7OQUWQsrQjfjygSDHOkv3pj+jYczioD1QG+I3NVeXle3WrBuNP0NsTXp7km5MgdCp8pREGOJn8L66QOtmc3Mzs9CNww33coIgxyrKGJcmLbPGmMnQO0Mvhsb+mtXD4iwHaxT9+8BNgQB68+ZNtiwLG1aFooHTrJM1LMK+EeKhO1TdmcAYto2NjQdWvCKxdnx8nI01S61aaRqzgvBjrJ0gD0UWMsbL4czywUMF13wTFmVjTHX29/eze9EPwyvMSFA0DsnIjURQvrYdhsPhg/RxRYyEz/320VNLlk/WxW0jYZVtUzj8gvBar2XCFhHDjhrEfO3PLD7WKd0I4bRPun9cD/xrOUXlIYrKB6djU57kRiI0Wx8hD2XpmX7h82hMN6D9oH42q8kTfkaNrlkRsPJhuavztGNlw7IXLW+mn2CJLRtzaIxpD+pqPqNhS/Zq4m5NY8w9FmbGdANewLIwW10szlYUxpjh5nnzUi8p+PtnxhhjTH24W9MYY4wxpkPYcmaMMcYY0yEszowxjyj6nIsx88ILJ/6ItTGTsTgzxhjTCp4r0phqWJwZY4wxxnQIi7OKYIrnzcSiGQIWAfkY97Yl3QdsbxPSqzpjgaa7ws3ThabzIteV89NnKFN/mdwYYxZHK+JskY2nREyZq5qftYYmG58FGs84BVQRfK+qzRdxEVvTwnRU5FETv0tQ4sbFRzhtp4uEOJqab3QV+fbt2+DZs2e5z5j68ETexlSjcXFGI0rjiWPuPkRFmbWnCfiQH2lvbW1l6SsvWkd+/vrrrzx0OV1q/BEkw+Ew99XPn3/+mS9VZ97ZARDJV1dX9+cGivLBtcOcc6Y5GBfEfWNMnXDvvnr1KvcZY8bRqDijwb24uMh9g3sLCU/mXeD8/Dyb/f/z58+Vu+OWnUW9pXd7ezv49OlT7hsMPnz4MPj69Wvu+w1CGpFt6oF7dBYxbswkeDCPD+J3d3e2yBpTkUbFWdH0E3QPdukGlSA4OTnJ/mPXGi4VbYgIbYsWNxo4/NqmSkl+nISPvqyPI/7UD1Rs+NV4arnMyqf9tZ04x3UNEpf2wQH78rV/RBHrCJMSjxFXlxU0nTaIayTtSibtKODMfHCNIIKh6FwbMwvUCdQNu7u7g6Ojo3ztr7qTuSKNMRX42SI3Nzc/t7a2cl+7kO7h4WHue8hIBGROy8PhMFve29u7X0/eKa7UT5yEYzktTsKenZ1ly8Sp8MB6xQXaTrzy4winfTgGlV8MT5hYrvjZFuOPsG8MH+PlWOK2iI5ZED/hBdt0vJOIZVMExxy3syw/29JjU944NjMdlGs8j7rejJmXWF/4ujKmOq2+rclTVNctH4yd0nibovERsrBhERxVNoPLy8vsmEaCJusiFbKAySJEnGw/Pj7O/KwfCYp7iwVPlfDly5fs//T09D4fmruSblhchDJlrFZcT9zkrQzilnUMx3JRF2KKBt+Lzc3NfKl+KFeVHU/iHGNqXTP1QLky/KAuK6gxgnpIPQbGmOq0Js4QK4idtJuzCyCSUqFBl+A8A88ZVJ3C8ZOWQNBdX19ny4SnIpN4e/HiRfZPw0k4Cam0+4nxcnFcX1UQigit6KqibgvSbgK6caPYRICSlsoAsUo5smxBUQ90b1LOXF/+jIapC8YZ6+HSb2oaU51WxBkVflctHxqj9fbt2+xf47sQPGdnZ9m6MqhsysQmDRwCIhUPa2Ec1c7OTibGCEP47e3te2tabCARKognBFX6tivhEZI6jqqk+aq6P2WDkFV+6oZ8HBwc5L5fYJmMIhIRSzmy3EWx30e4NxHAWHDX19fztcbMD/UED+d64DTGTKZxcYbQ4Kk8dmdOKySaAiFGg0RjTxcigoXuPQRPbPQ5Bt40AnU/EpZ99/f3M3+KhGg8VrpENQAbaARJC4sF4UkT0YEAUwOpFwaAMoziTrCevKgrdRIIUY4zdjdIrKkCxZ/Gh5/0089mVE13EpQV1kV155IHd4m0B/cB1mILXlMn1JFcV7bIGjMFPxtkVNlnA0JTx/q20MD5MjcSR3nIXzAYXttGQiT71wB5wmobTvvGfUZPidk6EcPHAe6CfeM+lA3pCvaJ8bM9PaaYL/aN5R7jihCvwuCE4i7bL+6j8knPM3FrXdkAffaN5aG4UpeeH0jLCFQGfiFgPsrOuzHzQB3ne9OY6jzhZ9SoGdMqdMViRayrqxsr20hYZB/nleXNTA9W0C4OPzD9ht4HPqNhq6wx1Wj1bU1jTLexMDNNwAOThZkx1bE4MwuDcSi8YDDPuDIsZsSB1cwYY4xZBtytaYwxxhjTIWw5M8YYY4zpEBZnxhhjjDEdwuLMGGNmwN/gmx7eBtY3FY0x5VicGWOMaQWmqfNbm8ZMxuLMGGOMMaZDWJx1GD7Uymci6vrchBwfhDTGGGNMN2lFnEVh0PZ4A4SI0kbslBEFzLhwbXN2dpZN8P3u3bvMz5iNcfmMx4sjPN0IxHFzc5OHMsbMg8dNzcaPHz/yJWPMOBoXZwgIhAHu8PCw9UnP+TI1afORUsRJ2STdX758yf4RQ+nE3l0B4XV1dXVfnsDk7ZHT09P77Th/8d2Y+rm7uxtsbGzkPlMFBO2rV69ynzFmHI2Ls4uLi3xpsNDKbHNzc7C3tzc4ODjI1zzk8vKy81+Zv729HXz69Cn3DbK5Kb9+/Zr7flV+L168yH3GmLrACh3hXmSuSFMOD+bRwoigffbsWe4zxoyjcXEW38x5+fLlA3HRNm/fvi20nuEvEm1ULuoejF2IWP+wWMXtclRGbIt+nPxQFu8kUisYFV0UlEdHR4P379/fp2uMmQ8NE8DqH8d9+q3DclTf7e7uZnWSsKA1pjqtjDlDzHCzLhq6OLe2tgYnJyf5ml/gZ1sEwYZwomsQQSdRRwX9+fPnzGKFVVDdh1jlcFTY5+fnWWWOcMKPw0+4snhn4fr6OrOeif39/SxeumZJu+0uZGOWDQ2L2N7eHhwfH+drzTio7ygzxslSVwoLWmOq04o4w1rGzYowQjQs0qqDhQxhpTcW+d/Z2cmWI1ipEFlAhSILFRUOIoxjiRUNVrlYETHwFeGldDQQtizeWaArNlrTlB/WkTb5UfrGmNnh3mJoxKwPUqtKanE0xlSjFXEmJEoYe7AoZD2TxYkB9Gl3YYTKGKsfYmccsrxJDDH2i3SIHzGaDoStGm8ZdJ2qPIugMUFE0pVgjJkfLNMa/uC3DqvBwyxDLcBlZkx1WhVnMI+lqC5kPUMglQ2gR2QhnvR2ZJV8I4YQY8RLNwgWObo+v337NlhfX8/CzBJvCt2VZS82pHgArjH1wAMPQxK4v/3WYXWoF8fVtcaYx7QqzrhBqdzS8V1tQ/qIojdv3tx/PywFkUWlkr7AwDGUQYWNGNPYCgQZljGElLocZ4k3gjAjHZUhVrmibgNZ8BZd1sYsE9zL1Bt+6KkOFkfK7Pnz5/kaY8xEfjbIcDjkY1z3biRK8i3tkebh7OwsW8+/8sNyDDMSbo/2Y138x21tbWX7R1ivNIAw8bjL4mV9CttiXDHt6EYCMNse1xXljXBsK0rLGFMN7i3dc6Ya1IGud4ypzhN+Rg226SBYGRkbN25M3DRgZRsJvMGokrRFzZgZwcpd1z25KmDJ5zMa6kEwxoyn9TFnxhjTZyzMpoeHQQszY6pjcdZxGKvBCwR1THyO1cwYY4wx3cbdmsYYY4wxHcKWM2OMMcaYDmFxZox5hL/qPhmXkTGmKSzOjDHGGGM6hMWZMcYYY0yHsDhL0JuN+sJ+19F0UOR7Ejo2uXmOUenKVUnf9APOpb/mbowxi6NVcabpm9okFRE4ka6nUeJbPLzA2oePtJLfly9f5r7qMKVUPEamhFIZsFyGwjDWhn2Jgw/amuWCuWA9PdF4/DBijGmS1sQZlRnf7GobiYitra3B4eFhtixYZp5LtrE8zUcS//zzz3ypHhCR0w4wJr/ziiPSZK5Ojh/R9vnz50f5wI8oOzs7y8KVzUdqlgPmhu3Dw8kiubu7G2xsbOQ+Y4ypl9bEGRYZxNEyMK2IqgLTNC0Cuq/0xXPEHmL18vIy8wPWzvfv32eizF9GXz54KKj7QWMZ4eEkcnt7m01HZIwxTdCKOEOYffr0Kfd1G3WDqtsCIUZXLA2YuvUQK1+/fs2WCc92bZMra/BkhYph2J/4iJf1RcQ06uwaTgXXixcvHlgQDw4OMlGttMd1e5p+wbWohwKuY/MY1QfcA/GhDOviNJZ2Y4yZhsbFGZYXus26UJFJ/ERHN55Ix3DJakR3HyIF6xEudoXS/bO7u/tgG5yfn2f/EVXuCosgY93379+zqZXSblehsXpsIy841jUBVrP9/f1smYaJtIC06UKlvJpK27QL3dNcpzs7O4PT09N8rYloWMT29vbg+Pg4X2uMMc3SqDhD7FxdXXWmO0ziJzqJKUjHcJFv9kE4jRuDozFYiBbEiwRNCpV7FIgQuxDLIB8Se+SxqTkyEWOvX7++F9LX19eZCNXxUQb4T05OMr9ZDri+Li4uPMh9DNwTm5ubfjAxxrRCo+Ls6OgoEysSI7JCsbxsDQHHwwsPDJofZyXUoHq5IgtbGTQMlF2Z+JsXurgmDfZHvJnlg3PP/YpA92c0isGijAUdfvz4kf0bY0wTNCrOGGcWhYisUCyPEzB9hKdqrHCTrISMVYlUGcOlcS9YISm7JixndJumQpG30eh6TbFAWz64bnmQYqD7+vp6vtZEqLO4T3hIYqiGMcY0RSsvBCwbDJoHrGVU1BrYH196KBJdjE3DeojYAv4Vlwb5E19qVWQ8EMIvfamiri4W0qZbSxAveaMbEyGoYyFf5J/xN2b54OEJ6++yPTjVCZYzysjfgTPGNMrPFhlV/j9HjX3ua4fhcMgI+wdOpOv/9a9/PfCPhMj9csy34mQdx6Qw0Y3EVB76IaxXmK2trXztr7Ip2y89BtLl/5///OeD9Tc3N1mcLBfBdoWL/tSl50jp4chLRHlTnKbfpOfePIZ7zNe7MaZJnvAzalzNCoDla9T4ZmPW6rKOYGHjDdc64zSLA6vppK75VcdlZIxpGndrGmPuseiYjMvIGNM0FmcrCNYzXjDQ2LdZYF/imGVuT2OMMcaU425NY4wxxpgOYcuZMcYYY0yHsDgzxpgZiHNtmmoUfSrImKbRZ6/6hMWZMcaYVvCE8WYR3N3d9e7bhBZnxhhjjFlamPnk6dOnua8fWJxVBLPovG841s20eWImAMLj5umSUbpyXSoTY4wxJtJHi20r4kyfXZBrs+83TTs6TZlUBT4/0TVmyZMmXtcE55yLsvJg2qZYXgrDRU4cfHjWmFXE46ZmwxPGm0XQx+uuFXHG3JA05nJtfsSR+SFJc2trK5s7MOYDcYHgqEKTQoSKvsoE6Cnz5gnhqsnUcaB5QskTkzvH8qL8mB/UmFWHMSwbGxu5z1RBdYoxbaM5rPtE4+KMG7KrBYMVCRbdLXd0dJQvtQv98HEy9Q8fPgy+fv2a+x5/Cf34+NiTnpuVJH2I6+MYlrbByh4tjH0clG36B4aOvr2ZWUTj4gzh8f79+6xyizdqFzg5Ocm6BrGuCcZiqQuvzKqmsVuyMgHLsRuw6FiLuhDZ7/Pnz5kr248w2g9XF6n4ouJUV2naP4+AVZemMauChkVgNY7jNP3WYTnUYZQZVvb44GlBa5qGNgpj0MHBQb7m1/X4/Pnz3NcfGhdn+/v7WZcYVioa/lm67+pCIlGOyvX79+/51l/iCeuQuvHoCiVchOmKLi4usi5FrEyceI6JZQSW9k0rbuJOuxDZ7/z8PEtnb2+vcD8aB/IY92vq+0rX19eZ9awItr1+/Tr3GbMaaFgEFmPqBjMZ6jDKjHGt1InCgtY0DW0l1x0iTT1ifbXYNi7OdDNipUHQcLMuqhsxHXOGyEJ8yVqF2o7iRF1+0UQ6HA6zY9JxceIJJ4FVBlY6WcdwlAXpT4LGIQpI0mmKy8vL0vGA7tI0qwz3++bm5lJ0l7RJanE0pg1iW95Xi20rLwQIKjgEDIXVBSR6ZHpPB9iTX6x9PPHVQSoOo+iahLpX4piwOqHrFCteEaTtLk2z6tALoO4Sv3VYDawY9FiAy8y0hYYq0XbRY9XHtqtVcSa6ZmKU5QwhxolMqau/Oq2cqnTxavwGTwEIuiYsZ+Qj9tGn8Lbtzs5O7jNmNaGC5yEF65nfOqwOD+SUWR/fmDP9hTaLtquv112r4kzdmXEA/iLRgH4JDwawxm5X/dfx6Q/SIG51i0gQglQ96SlN8eXLl0yQpVaturpXEGY0NDon5CvthiDfdZSBMX2Hh5g3b974rcMpwOJImfVxULbpL7RZDB3qrcX2Z8OQhNxIZORr22M4HD7IQ+rOzs7ykL84PDy837a2tpatu7m5ebDPuDhHT4nZPkUUxQ3kgXVF5ZOmzX78f/z48cF68qT4WS6CfePxKq7UkaYgfNkxKW9l6RmzjHCfxnvETIY6xPWEaRvaL9rFPvKEn1EDa1YAumToHq3LCoaVbSTwspckumINNaZpsFrbkjwd9AgwKNvjVk3b9PV+XciYM2OM6SsWZtPDw5uFmVkEfb1fLc5WDMZ+8ILBPK+36yUFrGbGGGOMqRd3axpjjDHGdAhbzowxxhhjOoTFmTHGGGNMh7A4M8aYGfC0RMb0A8ZJ1/Vt0LawODPGGGPM0tLHyc8tzowxxhiztPRx8nOLsynhQ67qzuDDinxSIk7F1BRMs6TppiZBWPKFq7pPGRyv4nI3jjHGmL7x999/9+47e62KM4RCHYJhGiSgogOERlyXzmlZBPm+ubnJlhFkL1++zJbb4NOnT4/m1xwHkw3zlRTto2+TyaWCMgo6BJn4/v17Fo+/aWbMb9p4IDPG1EMf59dsRZxJIKFco2BoA75MTZpMHn54eJgtw7t37zIBg+hgXZXph8i3RArHwrRFfWFzczM7TpyOWzBQksnNtR1xhlgzxhTDGJaNjY3cZ4zpMi9evMiX+kPj4kwWJoQM1p+uoC46LEPLDuIrHuf+/n72L2shJl/Eq3j9+rUtA8YEeLiM9HEMizGrAIaFvr2ZWUTj4uzo6CizWCHQ0i6zRaFu1VQsqmtP29X1WbUblrA4WZ1iVyFOgocLR+H4Jx0cZUMYhY8XGHlQvNOSzi2mvnc1LlgAvn79ep/e8fFxp4S0MYtCVn/qMD3QQR/HsBiz7NCGYiU7ODjI1/wyED1//jz39YfGxRndZZeXl/ddZozZmlVk1AEVLSeObs0UBAldfoIwVMpVQNhgfeIYiYcLInYV0o2IUKWyZ35LePXqVbaNC+f9+/dZ2aj7kXR1gVFeiKe6IA8cpxoXunTPzs7u5928uLhww2PMCA2L2N7ezh5ajDHdhR4i2m1EmnqG+vgZDWhUnKlw4hgzRAeiZREggBBJWPGUtzpAdF1dXT04TsQNlbpAdIGEEMiixT/lQt7U/RiVPmIvdjvOy4cPHwotYxKiyqsx5hfcz9wXy9BdYsyyg2GDdg76OgShlRcCIoscRIv4QPxgNUKgxW6KeUBsYm0qQt2UixKkKRxzNPkCDc7JyUn2xCFBWbUr15hVgbGaunf6+PaXMauCXvDDCIPhpI89QY2Ks1hAkTqtQLOA1QihhiWtDhFCd2TRG46IMnVTxu7SRaGnfp0XkV68CLU6u1GNWQa4R7jPuY8YkmCM6S47OzuD09PTXr6pCY1bzhAlFJJgOfoXhcaTIUKocAUnMr7ZiIAjzCQRh+DDOiYBxH/sphTa3jakiwiLY+0kJjnmaNm7vr5euIA2potgOWNsZh/HsBizSjBciB6t3lq5f7bASKDRV5a5kSDK17bDcDi8T1uubD3rIK4jvyOhkq0fia379fGYcDc3N/fLhIO4XfvGOHBAGvKz/ezs7IGf9OUnXeW9rCwJgxNpXuVIR8Qwyn+EdW2fO2O6CPcj97sxptvQxvW13XrCz6hBNkuELGJFg/5nBevi7u7uA8ubMasIVuj08zTGmG7S1/u19RcCjDGmz1iYGdMf+nq/WpwtKYwh44WEeV94wGJGPLz0YIwxxpjmcbemMcYYY0yHsOXMGGOMMaZDWJwZYx5R1wealxmX0fQwOFtzDBtjyrE4M8YY0wqeMN6YalicGWOMMcZ0CIuzHqN5O6tO4q43L3HzdMkoXbk6J5E3i4fzGyfeN8YY0y6NizNEQGzI5doC4VCUPq7vrK2t5UvVOTs7y+b61MdkGQOi8ojTWIlYXhJhdEsQhz+vsZx8+/bN0xNNwOOmZsMTxhtTjVYsZzTkcoiDvRYnAWeSb9JlrsjDw8P7fACCowtQ0aeTpldhXnGE2GK+zVgm8btoiDWJOdJ6+fKlrWQrAOOC0snxzUPu7u4GGxsbuc9UgXrOE8YbU41GxRk3Yzrdz8nJyeDt27e5b3EgOgDL0aI5OjrKl9rl9vb2wRRPHz58yCZ5B4kwfV0Zaxnilln+zfLAeZ73Q8WrQPogx73z9OnT3GeK4OEuWhgRtLbIGlONRsVZ+lYON+r379878VSeVhLkLXbhRdFG44VlC6ftqnTS/cZZwIq6EImbr/nri/6xMhOE0X64ukintaBM1FVK45Na5hiHxCz/ZjlgyAGCHGwRLYZy4Z7jwSSO0/Rbh+WoTmQu3vjgaUFrTHVafSGAsSybm5u5b7Hs7Oxk/+vr69k/omQ4HGZdeFjV3rx5k4kpxBbWJMQTJnm200Wq46DyUXcp+xGuSGARV9qFSNzn5+dZfHT1sj6t8GkcELRxv6a+r3R9fX3fWKtc0gbJLA9Ytbn+uBdsES1GwyK2t7cHx8fH+VozDo1J5fqiPhQWtMZUp1Vxtuguzffv399bn7AK4agsECAIJFn0sCjhJ790+0k8ydJ0cHCQ7YsIY7u6biVoiiAuWceUfhUrFHlCnAny0hSXl5cPujERm7HMWO6KuDb1wTnnWix6qDC/4H7g2u/CMIg+kVocjTHVaE2cUfEvukszvhCA01Nc0RtEr1+/fiCKIkWmeaxgk96eTNMvi78Ida9oTFjd0HWKFSVCo628qouzC+MFTf1gMcUKzHXmz2gUs7+/nz2Ygd86rAYPrjzUgcvMmOq0Js6+fPmSjUHoIi9evCgUPUWflojI6oZoostTAqaMtHIaNz5NaPwGjSciqQnLGflQo1MGYaJ10SwXCHEsu4wLGmcBXmW436kTsJ75rcPq0OtAmVHPGmOq0Zo4Y7wG4za6iPIVxRL5jYIldkFiYdDnQAhH95+6A0Xa/cG4Hho/rY9dSLLgYbXARRC1iKLUqlVX9wrHTEMj0UW+0m4IxCGkeTDLBZZdxlrqejSPoU6gjPzWYXWwOFJmtsgaMwU/W2A4HP4cCYzc1y6kzWFGV8TNzc2DMOwnyDtO2+KxjBq0+/Vra2v3y0WkYcVI3GXrisoozZfS+Pjx44P15Ffxx7xH2Je0RMxvdKQZ0437RBSmLD3TP+J1aYrhPuXaN9UZPcy6njBmCp7wM2pgzRgYj4U1IX4TrI/QJUP3aGrlmxWsbKPGPHvL1d2dywEW2bquj2XFZTQ99AgwVtdWWWOq0erbmsaYbmPRMRmX0fTw8GZhZkx1LM4mgNVM3zmrMoC/6zD2gzFk87zerpcUsJoZY4wxpl7crWmMMcYY0yFsOTPGGGOM6RAWZ8YYY4wxHcLizBjzCE+5Y5qAN13jNx6NMcVYnBljjGkFT35uTDUszowxxhhjOoTF2Rj4dAafjMDxSQ1NY7RIyENdUzcBcekY5z2+tLxMP6HbyVPtGGPM4mhFnPFlejXabXwrTJORl7kqeSAOJurlSyPMo1k0MXrbTJqIfVb4XhnHGb+qEs9ZOt+nvnOWliUzKKi8TH/59u2b5440jfDjx498yRgzjsbFGY03Db0a/zj5d5MwGTnp3dzcZH7+8TPVUBUuLy/vrQeIDuJbNN+/f8+XmgWrFxO9U14cN5O2RzRlE9vBg8eXC8YFeTouUzc81L169Sr3GWPG0bg444Z8/fp17hsMtra2ssq/acqmWKHRwSI2ibaEUBdBjGrQ7vr6evYvEGKcQzXe+/v7g/fv32fLpn9gFXUXtGkCHsrjm5l3d3e2yBpTkcbFGcKMxpubFIfoeffuXb61GcbFTx7Ij7rlhPz//d//nf1jadNUR7GCiWgcGi42cBrHRcOn7dG6RHxaj5MlUWO2FJe6Z8c1numYsZhXxUeYKl25Ir5Ntbm5OTg5Ocl9vyyKUWwrbNr1aboP1xcT4YPPn6kL1W+7u7uDo6OjfO1gcHt7m01+boyZTOPiDKHEGCS6wmjoF22RQkyoOy52cR4eHmaC7N///d+z7eRXXaNFr34jdhQXjjFpiCgaOUQd0PCxjXgQhGoAY7cg2wiPgMJiFcdrUXbkqwylpTyonKkclRbrr66usm7KaZAwVLew4Pylg8VJk4rX9Auur/Pz86zb+vT0NF9rzHyoXuT6YhiL8Gc0jKlOKy8EgMTPNBacJiE/cSwVA1WrVhyIHyoduvQEIguBxpMhy0DDB3SxImCur68fdQuyDX+0TlUF8RfFG+IOvnz5kv2TR/LK+mlFMRWrBN/Lly9tWVliuAYR79HqakwdUD/FXgNjTDVaeSGAMV409ogzBEMXblblB9GBm2agKmMnUjQ2q2gb6E3LoreV6CacxaJYtA9CjzQQf7KkqWtzFhB20TLGcaRjBilHjyXpNwh9uqC4F/wZDVMX1LMak+o3NY2pTuPijCdyVfZYpniSYtxSF0C80CjRpVP2AkERGjfBJwdSxo2poBwQqkWf5ZB4mwb2KSpLvfCAsML6RZnT/Tmr9SvmDSEZK1lZW/x2X7/h+ufBCRGevgRizDxQz/JwWOVFLGPMLxoXZzTs4waULxK6JWf5fhkiEwuVxpYBXYlUQrFrVGKIf9KhAdze3s7Wxe7d4+PjwcHBQbZMBRYtYjx1ajxbCt2ybJNVDKGEn6dV0lQa+MnvLBAP+ZF4JS51lwJpxK5V018k4j0uyNQJ9SzXlS2yxkzBzxZYW1tjBH7mRgImX9s8pKV0y9IeiZafw+Ew9/3MluM+uLOzswd+wb5aF+NW+Lj95uYm3/ozW9Z6XEwf4rZRg5nFk64nDSjLG3GW5S/C/pwfkeZNaUdimKJ4WVe0n+k+8Vowpi6oE9J6zhhTzhN+Ro3syoLlRwPp6wJLlt6i7DrkFavdLGPeyqBMsazphQjTH7gepuniN6YKWOAZ8mGrrDHVaO1tzS5CheFxEMb8xsLMNAFjUi3MjKnOSoozxm/xBiMvAzCGqk5kNQPS6AO8bUle580vFjPiYEyaMcYYY2Zj5bs1jTHGGGO6xEp3axpjjDHGdA2LM2OMmQF/+X56GPbhmSiMmYzFmTHGmFbw/JrGVMPizBhjjDGmQ1ictQRvMhZ95X9a6BLQm5U4PgcyK3QxxLiMMcYYs3haEWdM4SQBgCBoE8SL0h43f2UUPePCzQJjU+r+vASfv+BFW81pqc9Y4IrGwqgcopjjm1bEcXZ2lq8xxlTB46Zmw5OfG1ONxsUZ1qLd3d1MBOD4BlibAg3xQrpra2uZoClLm7kxAaFS59fygW+p7e3t5b76QYy9evUqO06Okfk4Y+PB9pcvX+Y+Y8y83N3dDTY2NnKfqQJ1EvWUMWYyjYozbkZNxC0QP3Ei9LbY3NzMBJImGE9hQnYEXB9hMnV92Z3BtulxUP6INmPMbGB1jtze3mbTEZly6IGID4kI2mfPnuU+Y8w4GhVn3IwQb1BuTgTbInj79m2h9Qx/FG3kV12E6gZM/VQ8sSsR+CcudeMWdY+yXfsQV/RrTJq6IKt2r8a3n8gTlkq/EWXM/OhePDw8fDBcwG8dlqP6k3ro6OgoX2tBa8w0NCrONB4qvUEXBfnZ2tp6ZLnDr7wClW5qaaLLUCCi2H5xcXHfXSshRbet1hMGsSQQpVdXV9k2rHinp6eZxWs4HGbbNVE4eWH7NN2rakQ8dZIx9aFhEVinj4+P87VmHNSflBkW+1gfWdAaU53Gx5whPLhBEQ44xAsCaVFgIUMkyQLG/87OTrZcFUQUXYc8GQoJKbptVQHxtI1QExz3p0+fsmUmXJdFUaJRQo71007IrkaE9BlzVvRSgDFmNrinGRqRWt3NeFKLozGmGo2LM4kGOZhWDNWJhBCTnoOsV03w/PnzfGkyiEY9ZfJyAk/qs8CxYHXzW1HG1Mv+/v798AffX9XAesbDIrjMjKlO4+IsgmUIi1NTYqgqsp7xFDythWpaqo4bQzRSNjxlUonNY/5v+piMWUW4J7mfqTf81mF1eFhso641ZploTZxRqdHFV/dnKmZBQogu1vgmaUTiSGPkZJrnkxTqEi2CMWUCETiNlRBrHk+Z81b8xMFTvjGmXrinqTf81mF1qIsos2l6EoxZeX42DEngDg8P8zXtMhwO7/OAOzs7y9bzP3qiu1+OYUbCLVtPnrVOy8TH9rhe4N/a2nq0jXS0ju0xXvwR1o3j5uYmC8O/iPkp2j89vphn0HZjzGS4Z+P9ZyZDHUjdaYypxhN+Rg2zqQFeeBgJnbm6ben61UsDRfCyAFY/3gSdp+szQpcDT7a+FIyZDPfLoodm9A16G/iMRl11ljHLTqtjzsx46DrlW2zGmO5iYTY9DCWxMDOmOhZnNYHVDLBA8WQ9DfrMCFCJVQHrGfuMG/82CfJJHOTZGGOMMd3A3ZrGGGOMMR3CljNjjDHGmA5hcWaMeYS/6m6agKEUmhnFGFOOxZkxxphW8PyaxlTD4swYY4wxpkNYnE0Bb0bydmNfzPJ//vnn/WTqkyCc3hplv3lgf8VVNX3THbi+/TV3Y4xZHI2JM8as0DgXwVRObKs67+Q8SFBFB8qf3KRPUtBgMXVTX0AUMX/oNDAHHi/vnp+fZ36OOZZRShRhcYwS+xMPE8yb/vHt2zdPT2QawZOfG1ONRsQZjTbzOxbBtt3d3azxZi7Jea00k+C7YRIKh4eH91/BZ05NxAjfC2PdpO+LMU5iOBzmvnaZpYyYZWBecbS5uZmVDY6yilYwlplnkG2UC+d72u+7mW7CuKCq39szpio87HnCeGOq0Yg4w3LCNEYpWKew5miycb60zUTo83xIdVZk6enCROzjUJm1DRVpLJu0UsWvBpx/hGCc9N30A66vph+QzGpCzwj1iLi7u7NF1piKtDrm7Pr6+pE1hxuY9W2ixiidw1LjrrRdXZ9p40W3T1F3XtoNqIqJMBwn8bC+zMIU96XRJJy6UlkX0xL6yr9cXdar+EYVx8EsArG80ilsCP/ixYvcZ/oA1xPWa1jEA5JZTlQP0kNydHSUrx0Mbm9vs/k1jTGTaVWcMd4gfY0af5vjEKg06I6T9S6C+KD7ThCGrtCUk5OTR915VEhpNyB+thGGicrVDVg0Nx/50r6kiSgjnCyQrC/KM3GSD6WJv04QlHT9TuLi4qIwf6a7cL6wcu/s7AxOT0/ztcbMB3W66qvPnz/na/0ZDWOmoVVxtmgQSQgNhM88lgJZkOjOQxDRnffly5dMgMmCRaWEf319PRNbpFs2jkfWLu2r8XpV8kjXo+JtYjyHBvdrLs8iyL8sMKZ/8BCAuJal15i6oO4rsvgbY8bTqjij2yttAPC31R1GRYGYQVAh0OquNOiyRchEV/VJUS8mRFcm5oqg27TJCcxpvKHo/CFOi6yBpj8grumC4oHAn9EwdYH1TA+bflPTmOq0Ks42NjYeDcDHz/o2wfKFUKPSSMeTTUsUl+mxIf5SMVMGVrYI1qgqljONY0M8Fb2EURdlIpOu23TsnukfiGusvYwLwtprTF3wMEx95jGpxlSnVXGGJQgLj7rxEC/4p7EQ1QVPdAg03oQkD4IKJIosBBxhoojjrSNAPOnt0+3t7Uxgxc9NXF5eVrKcyeoU02BcG+US325KLX0IP9In3ZgO+aoqCqtC2lSyMR1EYSyracSo6R7cD1hfq1p7janC/v5+dl3ZImvMFPxsgFEjzsfE7t1wOMy3/GJtbS1bz3/TkHbMC65svfIZ140arJ9bW1vZekj3i6TbRqIp21/+ccdL2Liv8gJaR5gU8qbtKlfWxfWcD8XPchGsj9vOzs7u98dxHKKo7HCxnAB/WXqmm7RxT5rVg3og1mnGmPE84WfUsJoVRxa/OrsosQRihXG3Z3/Aqu3xg6ZusObzGQ1bZY2pxkq9rWmMGY+FmWkChmhYmBlTHYszcw8DwhlHNu9LEnpJYREzGxhjjDF9x92axhhjjDEdwpYzY4wxxpgOYXFmjDHGGNMhLM6MMcYYYzqExZkxxhhjTIewODPGGGOM6RAWZysO0y3x2Ysq83gaY4wxpnkszjoKgmmcq2sOy7W1tXzJrDrMEsG1FeeaNQ9h/ljdg2Y8Kqfo0vmBzWOYpYOy8jzFs4GhIV5zfcXirKMgmvgEHW5vby9z8m9tbeWhyqESrGINY9J0s9rIeso/11eczN78hjI6Pj6+vw9NOdQ/Kic56rTt7e08hCmCByQmiTezQR324cOH+2uOtrKvD5sWZx1ld3c3X3rMzs5OvlTO+/fv8yVjxkOjeXZ2Njg/P8/XmBQq+MPDQwvXiqQijAdFytBTOI2HeYiHw2HuM9Py7du3B/XYwcFBZoDooxXS4qyjvHv3Ll96DPMfUsnFLhaZb2UFgZcvX95PxaQplWJYY7iGsMpSifnaKIZuJoTF5eXlfRn1sbJvk1SEnZ6eVnqoNGYe0rmBmWwf+vhQYHHWU2gwYhcL5lsaDS5CdVXyBMZTBE+tPPErLHjshwGuIYTGxcVFdm1gRZt3btVl4+TkJPtHwOpe29zczNaZanB9ra+v5z5j2gFLGhbvPmJx1lNoKOhbF5jDAdGW8scffzzojqkyZs0sP4gyhDzXjp4suaaYsN6Wod9QHtxv3EegrhK/4VwNd2maRcGD1bheqC5jcdZT0oH8VHxYPf7+++98zWOoJLGu0dgYU4StG5ORSDPVcJemWQS8XCGjRR+xOOspCLGrq6vc95vnz5/nS7/RODS9xWLLmQEJekz/EdbZyvEb7pfr6+vc9xuLtGp8/vz50VggY5qEYTuvXr3qdT1mcdZTeJuTSk9dK/rXywKCi/TLly9ZA5O+jVfUBWpWC66j+Oo+T5vj3hReRbD68PazunopI16iMJOhjnFZmTbReOr4QMA92zt+ms5yc3PD6P0HjnXi8PDwfv3a2lq+9hcjMZatPzs7exQPYfn/+PHjg/XD4TDf26wS8ToaNaT5WhPhPlIZcW+ZalBWrleqE+9FHNedqY7avdT18Rp8ws8o88YYY4wxpgO4W9MYY4wxpkNYnBljjDHGdAiLM2OMMcaYDmFxZowxxhjTISa+EMD3sYwxxhhjTP0UyTC/rWmMMcYY0yHcrWmMMcYY0yEszowxxhhjOoTFmTHGGGNMh7A4M8YYY4zpEBZnxhhjjDGdYTD4/xSdwkdFoH1FAAAAAElFTkSuQmCC\" width=\"615\" height=\"288\"\u003e\u003cbr\u003e\u003c/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c/p\u003e\n\u003ctable id=\"Tab2\" border=\"1\"\u003e\n \u003ccaption language=\"En\"\u003e\n \u003cdiv\u003eTable 2\u003c/div\u003e\n \u003cdiv\u003e\n \u003cp\u003eList of potential failures and damages from interview with experts\u003c/p\u003e\n \u003c/div\u003e\n \u003c/caption\u003e\n \u003cthead\u003e\n \u003ctr\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eRespondent\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eOccupation\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eDamage on brake components\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eRepairable/Replace\u003c/p\u003e\n \u003c/th\u003e\n \u003c/tr\u003e\n \u003c/thead\u003e\n \u003ctbody\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e1\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eTechnician\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eWarped rotor\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e2\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eTechnician\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCracked\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e3\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eTechnician\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCracked\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e4\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eMechanic\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eWarped rotor\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e5\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eMechanic\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eBroken/Fractured\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e6\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eMechanic\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eWarped rotor\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e7\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eMechanic\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eWarped rotor\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e8\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eMechanic\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCracked\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e9\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCar Enthusiast\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eWarped rotor\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e10\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCar Enthusiast\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eBroken/Fractured\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e11\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCar Enthusiast\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCracked\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e12\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCar Enthusiast\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eBroken/Fractured\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepairable\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e13\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCar Enthusiast\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eMelted\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eReplace\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003c/tbody\u003e\n\u003c/table\u003e\n\u003cp\u003eA summary of the findings obtained from the literature review and interviews is shown in Fig. 4 and Fig. 5. Figure 4 depicts the different types of damages and their percentages based on 10 previous studies related to brake calipers. Figure 5 shows the findings from direct interviews with 13 respondents who are industry experts in the field of automotive.\u003c/p\u003e\n\u003cp\u003eBased on the findings shown in Fig.\u0026nbsp;4 and Fig.\u0026nbsp;5, the most common damages are warped, cracked and broken or fractured caliper. However, AM repair for warped is not a suitable method because warped can change the shape of the parts or components. This type of damage requires different repair methods. Warped damage usually occurs at the brake disc because of excessive heat generated during the braking action, which led to uneven surface of the disc rotor. Therefore, this study focuses on two other common damages, which are cracked and fractured brake caliper. Consideration on these two types of damages is important when developing a model of a damaged and repaired brake caliper.\u003c/p\u003e\n\u003cp\u003eIn addition, the findings from literature and interview are further verified by applying FMEA tools. A recent study by Aziz et al. [33] has discussed in detail the FMEA of the same brake caliper model. FMEA is a quality tool that evaluates potential damages or failures experienced by the components by giving a rating to each of the damages with regard to their severity, occurrence and detection. The FMEA developed by Aziz et al. [33] only focused on DED. However, the proposed study will consider DED and PBF as the repair options in the new FMEA (Table\u0026nbsp;3). The changes made allow flexibility in investigating the feasibility of additive repair to be further analysed in FEA simulation.\u003c/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c/p\u003e\n\u003ctable id=\"Tab3\" border=\"1\"\u003e\n \u003ccaption language=\"En\"\u003e\n \u003cdiv\u003eTable 3\u003c/div\u003e\n \u003cdiv\u003e\n \u003cp\u003eImproved FMEA results\u003c/p\u003e\n \u003c/div\u003e\n \u003c/caption\u003e\n \u003cthead\u003e\n \u003ctr\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eNo.\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eParts of brake caliper\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eFailures or damages\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eS\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eO\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eD\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eRPN\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eCorrective action\u003c/p\u003e\n \u003c/th\u003e\n \u003c/tr\u003e\n \u003c/thead\u003e\n \u003ctbody\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\" rowspan=\"3\"\u003e\n \u003cp\u003e1\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\" rowspan=\"3\"\u003e\n \u003cp\u003eBrake caliper housing\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eFracture\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e10\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e3\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e1\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e30\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e1. Repair through AM process\u003c/p\u003e\n \u003cp\u003e2. Part replacement\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eMinor crack\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e9\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e4\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e4\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e144\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e1. Repair through AM process\u003c/p\u003e\n \u003cp\u003e2. Part replacement\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCorroded\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e8\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e6\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e3\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e136\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e1. Painting or coating for outer surface\u003c/p\u003e\n \u003cp\u003e2. Regular brake fluid changes\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\" rowspan=\"5\"\u003e\n \u003cp\u003e2\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\" rowspan=\"5\"\u003e\n \u003cp\u003eBrake pad\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eWear\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e7\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e7\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e2\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e189\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e1. Part replacement\u003c/p\u003e\n \u003cp\u003e2. Regular inspection\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCorroded\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e8\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e6\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e3\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e162\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e1. Part replacement\u003c/p\u003e\n \u003cp\u003e2. Regular inspection\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eMelted\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e9\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e6\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e3\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e162\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e1. Part replacement\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eFractured\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e10\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e5\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e1\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e50\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e1. Part replacement\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCrack\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e9\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e5\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e4\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e200\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e1. Part replacement\u003c/p\u003e\n \u003cp\u003e2. Regular inspection\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\" colspan=\"8\"\u003e\n \u003cp\u003e\u003cem\u003e*The maximum (highest) RPN value is calculated as 10 \u0026times; 10 \u0026times; 10\u0026thinsp;=\u0026thinsp;1000.\u003c/em\u003e\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003c/tbody\u003e\n\u003c/table\u003e\n\u003cp\u003e\u003cbr\u003e\u003c/p\u003e\n\u003cp\u003eBased on the findings presented in Table\u0026nbsp;1, the potential damages and failures that can be repaired through additive repair are fracture and minor cracks. Fractured failure refers to a brittle fracture that occurred because of high and rapid impact experienced by the brake caliper housing component. The descriptions of each damage listed in Table\u0026nbsp;1 are further described in Table\u0026nbsp;4 [33].\u003c/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c/p\u003e\n\u003ctable id=\"Tab4\" border=\"1\"\u003e\n \u003ccaption language=\"En\"\u003e\n \u003cdiv\u003eTable 4\u003c/div\u003e\n \u003cdiv\u003e\n \u003cp\u003ePotential failure modes or damages of brake caliper [33]\u003c/p\u003e\n \u003c/div\u003e\n \u003c/caption\u003e\n \u003cthead\u003e\n \u003ctr\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eFailure modes\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eDescriptions\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eEffects\u003c/p\u003e\n \u003c/th\u003e\n \u003c/tr\u003e\n \u003c/thead\u003e\n \u003ctbody\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCrack\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e\u0026bull; A material failure that exhibits ductile fracture characteristics, which begin with minor cracks and slowly propagated with appreciable gross deformation.\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eUneven wear of brake pad\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eFractured\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e\u0026bull; A brittle fracture that is characterised by rapid crack propagation.\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eBraking failures\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eWear\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e\u0026bull; Brake pads are worn thin\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eUnusual noises: squealing, grinding and metallic scraping noises\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eMelted\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e\u0026bull; A damage that occurred because of constant pressure applied by stuck caliper to a brake pad, which will cause the car\u0026rsquo;s braking system to get extremely hot\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eA chemical burning smell near one of the front wheels\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eCorroded\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e\u0026bull; Type of surface damage that occurred because of a lack of brake fluid flushing in regular intervals, which promotes the corrosion in piston bore\u003c/p\u003e\n \u003cp\u003e\u0026bull; Corrosion of the outer part of brake caliper housing caused by the deterioration of a material and its interaction with its surroundings or environments\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e- Unusual noises\u003c/p\u003e\n \u003cp\u003e- The caliper is sticking and needs attention\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003c/tbody\u003e\n\u003c/table\u003e\n\u003cp\u003e\u003cbr\u003e\u003c/p\u003e\n\u003cp\u003eNext, FEA will consider cracked and fractured failures as potential damages that can be repaired through additive repair based on the findings obtained from the interview and FMEA.\u003c/p\u003e\n\u003cdiv id=\"Sec6\"\u003e\n \u003ch2\u003e2.2 3D modelling of brake caliper housing\u003c/h2\u003e\n \u003cp\u003eIn this study, the development of a 3-D CAD model has focused on the brake caliper of the Proton Persona model as the case example (Fig. 3). Modelling of the brake caliper housing component is carried out using CATIA V5. The three 3-D CAD models developed in this study are listed as follows:\u003c/p\u003e\n \u003cp\u003ea) Original brake caliper housing model\u003c/p\u003e\n \u003cp\u003eThe original brake caliper model is free from any damage and is a full-functioning caliper (Fig. 6).\u003c/p\u003e\n \u003cp\u003eb) Damaged brake caliper housing model\u003c/p\u003e\n \u003cp\u003eThe damaged brake caliper is designed with a combination of two damages in a single brake caliper, which is a crack and a broken part (Fig. 7).\u003c/p\u003e\n \u003cp\u003ec) Repaired brake caliper housing model\u003c/p\u003e\n \u003cp\u003eThe development of a repaired brake caliper model is a unique model compared with the original and damaged model, which requires the assembly feature in CAD as depicted in Fig. 8. Each assembly part in this model indicates the additive material that will be deposited through additive repair for each of the damages: crack and fractured part.\u003c/p\u003e\n\u003c/div\u003e\n\u003cdiv id=\"Sec7\"\u003e\n \u003ch2\u003e2.3 FEA based on three conditions of brake caliper housing\u003c/h2\u003e\n \u003cp\u003eStatic structural analysis using a finite element method is a major part of this study as it provides detailed evaluations of the performance, which is the strength of the components. As discussed in the previous section, the three developed caliper models were further analysed using FEA simulation on ANSYS Workbench 2022 (Student Version). The first step is to decide or specify the material of the components and identify the properties of materials that are required in the analysis. Then, meshing is performed to discretise the components into smaller elements, followed by specifying the location of fixed support and the force to be applied to the meshed component. The analysis will further generate the desired results, which include the deformation and stress obtained based on the given range of forces. Further explanation of each step involved is discussed in the next sub-sections.\u003c/p\u003e\n \u003cdiv id=\"Sec8\"\u003e\n \u003ch2\u003e2.3.1 Material selection\u003c/h2\u003e\n \u003cp\u003eThe material must be first specified in the analysis, which generates the properties of the selected materials. For the core of brake caliper, aluminium alloy was selected because it can be applied to the original and damaged brake caliper model. On the contrary, multi-material analysis was performed because two materials must be defined for the evaluation of the repaired caliper model. The assembly parts in the repaired caliper model were defined as the additive material (AlSi\u003csub\u003e10\u003c/sub\u003eMg), whilst the main caliper core was defined as the original material, which is aluminium alloy. Table\u0026nbsp;5 and Table\u0026nbsp;6 show the properties of aluminium alloy and additive material (AlSi\u003csub\u003e10\u003c/sub\u003eMg), respectively.\u003c/p\u003e\n \u003cp\u003e\u003cbr\u003e\u003c/p\u003e\n \u003ctable id=\"Tab5\" border=\"1\"\u003e\n \u003ccaption language=\"En\"\u003e\n \u003cdiv\u003eTable 5\u003c/div\u003e\n \u003cdiv\u003e\n \u003cp\u003eProperties of the aluminium alloy\u003c/p\u003e\n \u003c/div\u003e\n \u003c/caption\u003e\n \u003cthead\u003e\n \u003ctr\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eProperties\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eValue\u003c/p\u003e\n \u003c/th\u003e\n \u003c/tr\u003e\n \u003c/thead\u003e\n \u003ctbody\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eDensity (kg/m\u003csup\u003e3\u003c/sup\u003e)\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e2770\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eElastic modulus, \u003cem\u003eE\u003c/em\u003e (GPa)\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e71\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003ePoisson\u0026rsquo;s ratio\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e0.33\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003c/tbody\u003e\n \u003c/table\u003e\n \u003cp\u003e\u003cbr\u003e\u003c/p\u003e\u0026apos;\u003ctable id=\"Tab6\" border=\"1\"\u003e\n \u003ccaption language=\"En\"\u003e\n \u003cdiv\u003eTable 6\u003c/div\u003e\n \u003cdiv\u003e\n \u003cp\u003eProperties of the additive materials (AlSi\u003csub\u003e10\u003c/sub\u003eMg)\u003c/p\u003e\n \u003c/div\u003e\n \u003c/caption\u003e\n \u003cthead\u003e\n \u003ctr\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eProperties\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eValue\u003c/p\u003e\n \u003c/th\u003e\n \u003c/tr\u003e\n \u003c/thead\u003e\n \u003ctbody\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eDensity (kg/m\u003csup\u003e3\u003c/sup\u003e)\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e2670 at 22 ℃; 1710 at 570 ℃\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eElastic modulus, \u003cem\u003eE\u003c/em\u003e (GPa)\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e67\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003ePoisson\u0026rsquo;s ratio\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e0.33\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eMelting temperature, \u0026deg;C\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e570\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003c/tbody\u003e\n \u003c/table\u003e\n \u003c/div\u003e\n \u003cp\u003e\u003cbr\u003e\u003c/p\u003e\n\u003c/div\u003e\n\u003cdiv id=\"Sec9\"\u003e\n \u003ch2\u003e2.3.2. Meshing of the brake caliper model\u003c/h2\u003e\n \u003cp\u003eOnce the materials have been specified in the workbench, meshing was carried out. The common types of meshing elements include bricks, prism, tetrahedrons and pyramids. As shown in Fig.\u0026nbsp;9, the tetrahedron meshing element with a default size of 2.3427 \u0026times; 10\u003csup\u003e\u0026minus;\u0026thinsp;2\u003c/sup\u003em was selected because of the non-uniform pattern of the brake caliper model, which results in irregularity in the connectivity of nodes.\u003c/p\u003e\n\u003c/div\u003e\n\u003cdiv id=\"Sec10\"\u003e\n \u003ch2\u003e2.3.3. Force considerations and application\u003c/h2\u003e\n \u003cp\u003eIn evaluating the strength of the brake caliper, the appropriate number of forces must be considered, as well as the location of the forces. Aziz et al. [34] noted that the average clamping force is approximately 20 kN. This value is a normal force applied during the braking operation in safe driving conditions. However, considering the high durability of the brake caliper core, the range for a number of forces that will be applied in the analysis is the force exerted during an accident, which is considered as a large impact with the value starting from 150 to 350 kN [35]. Therefore, along with the clamping force, the impact force of accidents will also be applied during simulation to obtain the deformation value and stress value from the original brake caliper housing, damaged brake caliper housing and repaired brake caliper housing. Figure 10 shows the fixed support location, and Fig. 11 shows the force location applied before analysis.\u003c/p\u003e\n\u003c/div\u003e"},{"header":"3. Comparative analysis for the design validation of the proposed models","content":"\u003cp\u003eBased on the pre-processing setup in ANSYS, the mechanical properties, including deformation and Von Mises stress, were considered for each analysis configuration of the brake caliper model. The analysis is crucial to examine the structural behaviour of the final repaired component by comparing it with the original component. Figure 12, Fig. 13 and Fig. 14 show examples of a deformation and stress plot for each configuration of brake caliper models with force values ranging from 20 to 350 kN.\u003c/p\u003e\n\u003cp\u003e\u003cspan\u003ea) Results of the original brake caliper housing model\u003cbr\u003e\u003c/span\u003e\u003c/p\u003e\n\u003cp\u003e\u003cspan\u003eb) Results of the damaged brake caliper housing model\u003cbr\u003e\u003c/span\u003e\u003c/p\u003e\n\u003cp\u003e\u003cspan\u003ec) Results of the repaired brake caliper housing model\u003cbr\u003e\u003c/span\u003e\u003c/p\u003e\n\u003cp\u003eFor comparison, the average values of deformation and stress were calculated to represent the range of applied forces (20\u0026ndash;350 kN). The original brake caliper housing model is set to be the reference model for comparison with the damaged and repaired brake caliper model. This method is in line with the rule of thumb for remanufacturing in which the quality of the remanufactured component should be equal to or greater than the original (i.e. OEM) component [\u003cspan class=\"CitationRef\"\u003e1\u003c/span\u003e]. Table \u003cspan class=\"InternalRef\"\u003e7\u003c/span\u003e and Table \u003cspan class=\"InternalRef\"\u003e8\u003c/span\u003e show the average values of deformation and stress, respectively, along with the percentage of changes with regard to the values obtained for the original caliper model. The summary of the results is depicted in a graph shown in Fig. \u003cspan class=\"InternalRef\"\u003e15\u003c/span\u003e.\u003c/p\u003e\n\u003ctable id=\"Tab7\" border=\"1\"\u003e\n \u003ccaption language=\"En\"\u003e\n \u003cdiv class=\"CaptionNumber\"\u003eTable 7\u003c/div\u003e\n \u003cdiv class=\"CaptionContent\"\u003e\n \u003cp\u003eAverage deformation of three brake caliper models\u003c/p\u003e\n \u003c/div\u003e\n \u003c/caption\u003e\n \u003cthead\u003e\n \u003ctr\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eBrake caliper housing model\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eDeformation (m)\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eIndication (% change)\u003c/p\u003e\n \u003c/th\u003e\n \u003c/tr\u003e\n \u003c/thead\u003e\n \u003ctbody\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eOriginal (Reference)\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e0.027\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e-\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eDamaged\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e0.028\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eHigher (3.57%)\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepaired\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e0.027\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eEqual (0%)\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003c/tbody\u003e\n\u003c/table\u003e\n\u003cp\u003e\u003cbr\u003e\u003c/p\u003e\u0026nbsp;\u003ctable id=\"Tab8\" border=\"1\"\u003e\n \u003ccaption language=\"En\"\u003e\n \u003cdiv class=\"CaptionNumber\"\u003eTable 8\u003c/div\u003e\n \u003cdiv class=\"CaptionContent\"\u003e\n \u003cp\u003eAverage stress of three brake caliper models\u003c/p\u003e\n \u003c/div\u003e\n \u003c/caption\u003e\n \u003cthead\u003e\n \u003ctr\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eBrake caliper model\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eStress (GPa)\u003c/p\u003e\n \u003c/th\u003e\n \u003cth align=\"left\"\u003e\n \u003cp\u003eIndication (% change)\u003c/p\u003e\n \u003c/th\u003e\n \u003c/tr\u003e\n \u003c/thead\u003e\n \u003ctbody\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eOriginal (Reference)\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e26.2\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e-\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eDamaged\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e52.3\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eHigher (50%)\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003ctr\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eRepaired\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003e23.6\u003c/p\u003e\n \u003c/td\u003e\n \u003ctd align=\"left\"\u003e\n \u003cp\u003eLower (11%)\u003c/p\u003e\n \u003c/td\u003e\n \u003c/tr\u003e\n \u003c/tbody\u003e\n\u003c/table\u003e\n\u003cp\u003e\u003cbr\u003e\u003c/p\u003e\n\u003cp\u003eThe results of deformation show an equal value (0.027 m) for the original and repaired caliper model, whilst the damaged caliper model shows 3.57% higher deformation value compared with the original caliper model. On the contrary, the repaired caliper model shows a low stress value of 11%, indicating that the model experiences lower stress upon adding or depositing the additive materials to simulate the behaviour of the repair process through additive repair. Gottwald et al. [\u003cspan class=\"CitationRef\"\u003e36\u003c/span\u003e] highlighted that confirming whether the repaired component exhibits better quality than the original components is crucial. In addition, the application of different metals or multi-metals in additive repair became the major issue in which the proper and complete bonding between two different materials is necessary to ensure that the final quality of the component is strong enough to serve its functions similar to the original component [\u003cspan class=\"CitationRef\"\u003e5\u003c/span\u003e, \u003cspan class=\"CitationRef\"\u003e18\u003c/span\u003e].\u003c/p\u003e\n\u003cp\u003eThe results obtained from this study are necessary for the validation of additive repair application, which is conducted at the design stages. The FEA simulation plays a major role in examining the structural behaviour of the developed brake caliper models with different configurations. The results would facilitate design validation of the CAD model by analysing the forces applied and the resulting stress, which must be within the metal properties [\u003cspan class=\"CitationRef\"\u003e17\u003c/span\u003e]. However, there is a limitation in FEA simulation particularly for static structural analysis over the actual or experimental testing where the predicted behaviour of the brake caliper housing in the simulation is closely related to the definition of the boundary condition [\u003cspan class=\"CitationRef\"\u003e37\u003c/span\u003e].\u003c/p\u003e"},{"header":"4. Recommendation and future outlook","content":"\u003cp\u003eThis study primarily focuses on developing the framework that integrates failure analysis with static structural analysis to ascertain the mechanical properties focusing on the stress and deformation of the developed model. The newly developed approach of additive repair will require in-depth design analysis that could be further extended from this study. Figure\u0026nbsp;\u003cspan refid=\"Fig13\" class=\"InternalRef\"\u003e16\u003c/span\u003e shows the proposed framework with regard to the suitable type of FEA simulation that must be conducted to validate the design model in AM applications and to evaluate the mechanical properties of the repaired model.\u003c/p\u003e \u003cp\u003e \u003c/p\u003e \u003cp\u003eOther than linear static analysis performed in this study, the consideration of thermal loading application would generate more promising results in future works. In addition, the hybrids of FEA and CFD simulations provide layer-by-layer simulation that undergoes stress\u0026ndash;strain analysis and thermal analysis to evaluate temperature changes between two different types of metals. These kinds of analyses provide accurate results, which simulate the actual state and behaviour of the bonding between two different materials at the interface zone. However, appropriate boundary conditions for different types of FEA and CFD simulation for different types of AM are crucial whereby detailed assessments are required beforehand. Upon completion, the validated CAD model from FEA simulation will be further used for conversion to a standard tessellation language (.stl) file to be analysed for the preparation of the sliced part before printing. Hence, further study is recommended, which considers the dynamic simulations and the decision on part build orientation, number of layers required for the build, processing time, the amount of support structure and post-cleaning required [\u003cspan citationid=\"CR17\" class=\"CitationRef\"\u003e17\u003c/span\u003e]. It is also suggested to develop proper databases of additive parts for a specific metal material which describes the morphology characteristics mechanical properties, thermal stress and temperature evolution [\u003cspan citationid=\"CR38\" class=\"CitationRef\"\u003e38\u003c/span\u003e].\u003c/p\u003e"},{"header":"5. Conclusion","content":"\u003cp\u003eThis study aimed to propose a design validation approach that considers the utilisation of failure analysis in structural analysis using FEA for multi-metal additive repair in remanufacturing application. The design for repair and restoration using AM was emphasised starting with the identification of common failure modes for consideration in design, analysis and validation through comparative analysis to ascertain the performance of the repaired component through FEA simulation. Static structural analysis of a multi-metal repaired caliper model is beneficial to evaluate the mechanical properties of the component from additive repair. In the future, the relation of design constraints such as layer thickness, density, build time and component size with the AM mechanism must be considered to simulate and run a more accurate analysis, thereby providing better results. The experimental works would provide more accurate and precise results for future study. This study provides an approach to evaluate the structural behaviour of the component when it comes to the repair and restoration of the used component. Furthermore, necessary improvements must be achieved to promote the application potential of AM technologies in structural repair, particularly additive repair.\u003c/p\u003e"},{"header":"Declarations","content":"\u003cp\u003e\u003cstrong\u003eFunding\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eThis work was supported by the Ministry of Higher Education Malaysia with \u003cem\u003eGeran Konsortium Kecemerlangan Penyelidikan\u0026nbsp;\u003c/em\u003e[grant numbers JPT(BKP1)1000/016/018/25(72), KKP/2020/UKM-UKM/2/1].\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eCompeting interests\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eThe authors have no relevant financial or non-financial interests to disclose.\u003c/p\u003e\n\u003cp\u003e\u003cstrong\u003eAuthor Contributions\u003c/strong\u003e\u003c/p\u003e\n\u003cp\u003eAll authors contributed to the study conception and design. Material preparation, data collection and analysis were performed by [Nurhasyimah Abd Aziz] [Lenggeswaran Elanggoven], and [Dzuraidah Abd Wahab]. The first draft of the manuscript was written by [Nurhasyimah Abd Aziz] and all authors commented on previous versions of the manuscript. All authors read and approved the final manuscript.\u003c/p\u003e"},{"header":"References","content":"\u003col\u003e\u003cli\u003e\u003cspan\u003eMilios L, Matsumoto M (2019) Consumer perception of remanufactured automotive parts and policy implications for transitioning to a circular economy in Sweden, Sustainability. \u003cspan class=\"ExternalRef\"\u003e\u003cspan class=\"RefSource\"\u003ehttps://doi.org/10.3390/su11226264\u003c/span\u003e\u003cspan address=\"10.3390/su11226264\" targettype=\"DOI\" class=\"RefTarget\"\u003e\u003c/span\u003e\u003c/span\u003e\u003c/span\u003e\u003c/li\u003e \u003cli\u003e\u003cspan\u003eHe Y, Hao C, Li Y, Lim MK, Wang Y (2020) A failure feature identification method for adaptive remanufacturing. 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Results Eng 13:100330. \u003cspan class=\"ExternalRef\"\u003e\u003cspan class=\"RefSource\"\u003ehttps://doi.org/10.1016/j.rineng.2021.100330\u003c/span\u003e\u003cspan address=\"10.1016/j.rineng.2021.100330\" targettype=\"DOI\" class=\"RefTarget\"\u003e\u003c/span\u003e\u003c/span\u003e\u003c/span\u003e\u003c/li\u003e \u003c/ol\u003e"}],"fulltextSource":"","fullText":"","funders":[],"hasAdminPriorityOnWorkflow":false,"hasManuscriptDocX":true,"hasOptedInToPreprint":true,"hasPassedJournalQc":"","hasAnyPriority":false,"hideJournal":false,"highlight":"","institution":"","isAcceptedByJournal":true,"isAuthorSuppliedPdf":false,"isDeskRejected":"","isHiddenFromSearch":false,"isInQc":false,"isInWorkflow":true,"isPdf":false,"isPdfUpToDate":true,"isWithdrawnOrRetracted":false,"journal":{"display":true,"email":"[email protected]","identity":"the-international-journal-of-advanced-manufacturing-technology","isNatureJournal":false,"hasQc":true,"allowDirectSubmit":false,"externalIdentity":"jamt","sideBox":"Learn more about [The International Journal of Advanced Manufacturing Technology](https://www.springer.com/journal/170)","snPcode":"170","submissionUrl":"https://submission.nature.com/new-submission/170/3","title":"The International Journal of Advanced Manufacturing Technology","twitterHandle":"","acdcEnabled":true,"dfaEnabled":true,"editorialSystem":"em","reportingPortfolio":"Springer Hybrid","inReviewEnabled":true,"inReviewRevisionsEnabled":false},"keywords":"Additive manufacturing, Additive repair, Remanufacturing, Brake caliper housing, Structural analysis","lastPublishedDoi":"10.21203/rs.3.rs-3412432/v1","lastPublishedDoiUrl":"https://doi.org/10.21203/rs.3.rs-3412432/v1","license":{"name":"CC BY 4.0","url":"https://creativecommons.org/licenses/by/4.0/"},"manuscriptAbstract":"\u003cp\u003eThe inclusion of additive manufacturing (AM) as an automated repair method leads to a sustainable remanufacturing process, which is known as additive repair. Despite its potential in improving the efficiency of repair and restoration, additive repair remains in its infancy and requires a thorough investigation on part design and process parameters. The major concern raised in additive repair is the capability to create perfect bonding between two metals, which will affect the mechanical properties of the complete repaired part. Hence, performing evaluation from the beginning is crucial to validate the feasibility of the process through appropriate structural analysis and to obtain deformation and stress results. Brake caliper housing is selected as a remanufacturable component for case exemplary purposes. Prior to analysis, the potential damages and failures of the brake caliper component were initially evaluated through literature surveys and direct interviews with industry experts where two types of damages were identified, namely, cracks and broken or fractured parts. Then, the validation focuses on comparative analysis of three different conditions of the brake caliper housing: original, damaged and repaired caliper model using finite element analysis in ANSYS. Results indicate that the strength of the repaired caliper model shows equal and higher strength compared with the original model. This result confirms that the repair process through AM can retain or improve the quality of the remanufactured brake caliper housing. Therefore, this paper provides a systematic framework for the evaluation of mechanical properties in multi-metal additive repair with the integration of failure analysis techniques.\u003c/p\u003e","manuscriptTitle":"Failure-based Design Validation for Effective Repair of Multi-metal Additive Manufacturing: The Case of Remanufacturable Brake Caliper","msid":"","msnumber":"","nonDraftVersions":[{"code":1,"date":"2023-10-18 15:32:35","doi":"10.21203/rs.3.rs-3412432/v1","editorialEvents":[{"type":"communityComments","content":0},{"type":"decision","content":"Major Revisions Needed","date":"2023-12-28T09:04:05+00:00","index":"","fulltext":""},{"type":"reviewerAgreed","content":"","date":"2023-10-15T08:19:47+00:00","index":0,"fulltext":""},{"type":"reviewersInvited","content":"","date":"2023-10-14T18:56:18+00:00","index":"","fulltext":""},{"type":"editorAssigned","content":"","date":"2023-10-09T05:16:34+00:00","index":"","fulltext":""},{"type":"submitted","content":"The International Journal of Advanced Manufacturing Technology","date":"2023-10-05T03:43:12+00:00","index":"","fulltext":""}],"status":"published","journal":{"display":true,"email":"[email protected]","identity":"the-international-journal-of-advanced-manufacturing-technology","isNatureJournal":false,"hasQc":true,"allowDirectSubmit":false,"externalIdentity":"jamt","sideBox":"Learn more about [The International Journal of Advanced Manufacturing Technology](https://www.springer.com/journal/170)","snPcode":"170","submissionUrl":"https://submission.nature.com/new-submission/170/3","title":"The International Journal of Advanced Manufacturing Technology","twitterHandle":"","acdcEnabled":true,"dfaEnabled":true,"editorialSystem":"em","reportingPortfolio":"Springer Hybrid","inReviewEnabled":true,"inReviewRevisionsEnabled":false}}],"origin":"","ownerIdentity":"1d541e73-f11d-413c-8051-77b3a8961cac","owner":[],"postedDate":"October 18th, 2023","published":true,"recentEditorialEvents":[],"rejectedJournal":[],"revision":"","amendment":"","status":"published-in-journal","subjectAreas":[],"tags":[],"updatedAt":"2024-03-25T15:04:21+00:00","versionOfRecord":{"articleIdentity":"rs-3412432","link":"https://doi.org/10.1007/s00170-024-13425-x","journal":{"identity":"the-international-journal-of-advanced-manufacturing-technology","isVorOnly":false,"title":"The International Journal of Advanced Manufacturing Technology"},"publishedOn":"2024-03-21 15:00:57","publishedOnDateReadable":"March 21st, 2024"},"versionCreatedAt":"2023-10-18 15:32:35","video":"","vorDoi":"10.1007/s00170-024-13425-x","vorDoiUrl":"https://doi.org/10.1007/s00170-024-13425-x","workflowStages":[]},"version":"v1","identity":"rs-3412432","journalConfig":"researchsquare"},"__N_SSP":true},"page":"/article/[identity]/[[...version]]","query":{"redirect":"/article/rs-3412432","identity":"rs-3412432","version":["v1"]},"buildId":"rHA-KDH7Qsr4HCuvH75dn","isFallback":false,"isExperimentalCompile":false,"dynamicIds":[84888],"gssp":true,"scriptLoader":[]}