22-Mec-B5 Product Design and Development · December 2016
Nivaar worked solution (AI-drafted; not reviewed by a licensed engineer)
Paper format. National Exams, December 2016 — 07-Mec-B5 Product Design and Development. Three hours; open book, with a Casio or Sharp calculator permitted. Question 1 is compulsory and carries 40 marks; four of the remaining six questions are chosen, each worth 15 marks, for 100 marks. Six 15-mark questions are printed (130 marks on the page against 100 attempted), and only the first five questions appearing in the answer book are marked. Most answers are expected in essay form or as tables, figures and charts, and the marking scheme on the last page splits every question into its sub-parts. All seven questions are answered here so that the paper works as a complete study resource.
Reference texts. Ulrich & Eppinger, Product Design and Development (McGraw-Hill); Dieter & Schmidt, Engineering Design; Pahl & Beitz, Engineering Design: A Systematic Approach; Boothroyd, Dewhurst & Knight, Product Design for Manufacture and Assembly; Ashby, Materials Selection in Mechanical Design; Kalpakjian & Schmid, Manufacturing Engineering and Technology; O’Connor & Kleyner, Practical Reliability Engineering; Ross, Taguchi Techniques for Quality Engineering; Vaver, Intellectual Property Law (Irwin Law, Canada). None of these appear in the shared mechanical citation file, so each is cited in place.
Question text not reproduced: the examination questions are © Engineers and Geoscientists BC. Open the official past paper (linked at the top of this page) to read the question, then follow the worked solution below.
The distinction is not about how much effort the change took or how new it looks. A change is radical when it alters the product architecture, the working principle or the business model, so that the designer’s existing competence and the customer’s existing habits are both partly invalidated. It is incremental when the architecture and working principle are retained and the parameters, materials, features or manufacturing route are improved within them.
Radical example 1 — the battery-electric passenger car. The working principle changes from intermittent combustion driving a crankshaft through a multi-ratio gearbox to an electrochemical store driving a motor with a single reduction. The architecture changes with it: no engine block, no exhaust, no fuel system, a structural battery in the floor, a flat interior, and a refuelling model that moves from a five-minute stop at a public station to overnight charging at home. The supply base, the service network and the plant skill set are all displaced. That combination — new working principle, new architecture, new infrastructure — is what makes it radical.
Radical example 2 — additive manufacturing of end-use metal parts. Conventional manufacture removes material from stock or forces it into a die, so cost rises with geometric complexity and falls with volume. Powder-bed fusion builds the part layer by layer, so complexity is nearly free, tooling disappears, and the economic batch size falls to one. That inverts the design rules a mechanical engineer was trained on: internal conformal cooling channels, lattice cores and consolidated assemblies become sensible, while draft angles and parting lines become irrelevant. It is radical precisely because it invalidates design heuristics rather than merely improving a process.
Incremental example 1 — the successive generations of the domestic front-loading washing machine. The architecture has been stable for decades: horizontal drum, suspended tub, single motor, water valve, heater and drain pump. Generation to generation the changes are a direct-drive motor replacing the belt, a variable-speed inverter, load sensing that trims water and cycle time, better door-seal geometry and quieter bearings. Each is a real engineering gain in energy and water consumption, and none of them requires the customer to learn anything new or the maker to abandon its competence.
Incremental example 2 — the bicycle derailleur gaining sprockets. Moving from nine to ten to eleven and twelve sprockets is demanding engineering — thinner chains, tighter chainline tolerance, stiffer cassette bodies, revised ramp timing — but the working principle (deflect the chain sideways onto an adjacent sprocket) and the architecture are untouched. The user’s mental model is unchanged. Contrast this with the electronic derailleur, which is a step closer to radical because it replaces the mechanical cable transmission with a bus, a battery and firmware, and thereby opens up automatic shifting the mechanical version could not offer.
Radical and incremental changes diffuse through a market in visibly different shapes, and the Bass diffusion model captures the difference with two parameters. The cumulative adopted fraction is
$$F(t)=\frac{1-e^{-(p+q)t}}{1+\dfrac{q}{p}\,e^{-(p+q)t}}$$where p is the coefficient of innovation — the propensity to adopt from advertising or independent judgement — and q is the coefficient of imitation, the pull of word of mouth and observed use. A radical change has a low p (few people will buy on their own judgement, because the benefit is unproven and the existing solution works) and often a high q (once neighbours own one, the social proof is powerful). An incremental change has the reverse: a high p, because it slots into an existing purchase decision with no learning required, and a moderate q, because there is little to talk about.
Given. A radical product characterised by $p=0.02$, $q=0.55$ and an incremental one by $p=0.14$, $q=0.30$.
Find. The time to peak adoption rate and the cumulative penetration at two and five years for each, so the difference can be stated quantitatively rather than as an impression.
Qualitatively the same conclusion follows from Rogers’ five attributes of an innovation. Incremental change scores well on compatibility, low complexity, trialability and observability, and its relative advantage is small but certain. Radical change offers a large relative advantage but scores badly on the other four, and those four are what govern the speed of the early market. Adoption is limited by perceived risk, not by measured benefit.
Openness to radical change is largely a matter of how cheaply a society lets an individual or a firm be wrong. The factors that matter most:
Tolerance of failure and the cost of trying. Where a failed venture is a survivable episode rather than a permanent stigma — workable bankruptcy law, portable health coverage and pensions, an active venture-capital market, employment rules that let people move — more people will attempt the unproven. Canada’s Scientific Research and Experimental Development tax credit works on exactly this margin by lowering the private cost of an experiment.
Wealth, education and demographic profile. Discretionary income lets a household absorb the risk of an unproven product; technical education makes the benefit legible; and a younger, urban, digitally connected population has both lower switching costs and denser word-of-mouth networks, which is the $q$ term above.
Institutions that reduce the adopter’s risk. Enabling infrastructure and public procurement (charging networks, broadband, a government fleet buying first), standards and certification that make quality verifiable, and intellectual-property protection that makes the innovator willing to disclose. Conversely, prescriptive rather than performance-based regulation, entrenched incumbents with regulatory capture, and a strongly uncertainty-avoiding culture all slow radical adoption — and a visible shock, whether an oil-price spike or a pandemic, can suspend that resistance almost overnight.
| Quantity | Radical change | Incremental change |
|---|---|---|
| Bass coefficients p, q | 0.02, 0.55 | 0.14, 0.30 |
| Time to peak adoption rate t* | 5.81 years | 1.73 years |
| Peak adoption rate | 14.8 % per year | 16.1 % per year |
| Cumulative adoption at 2 years | 6.9 % | 31.0 % |
| Cumulative adoption at 5 years | 36.4 % | 71.9 % |
| Examples given | Battery-electric car; additive manufacture of end-use metal parts | Front-loading washing machine generations; derailleur sprocket count |