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Wire shorts on an in-vehicle controller area network (CAN) impact the communication between electrical control units (ECUs), and negatively affects the vehicle control. The fault, especially the intermittent fault, is difficult to locate. In this paper, an equivalent circuit model for in-vehicle CAN bus is developed under the wire short fault scenario. The bus resistance is estimated and a resistance-distance mapping approach is proposed to locate the fault. The proposed approach is implemented in an Arduino-based embedded system and validated on a vehicle frame. The experimental results are promising. The approach presented in this paper may reduce trouble shooting time for CAN wire short faults and may enable early detection before the customer is inconvenienced.

This paper describes a new way to locate the position of the combustion process in a spark-ignited engine. This method uses a characteristic value which is calculated from indicated high pressure (Pmax). This calculation requires much less time than traditional methods and allows the on-board-management (OBM) system to predict misfire cycles, and therefore, to avoid them. The new characteristic value correlates closely to given percentages of the rate of converted energy, and has been tested using high relative air/fuel ratios (λ), high rates of exhaust gas recirculation (EGR), and different fuels. Use of this method in the OBM system allows extremely sensitive adjustments of ignition timing (αIG), which maximize efficiency and minimize pollutant emissions.

The location of the pelvis in the seated automobile operator is critical for proper packaging and seat comfort design. The pelvis is the skeletal structure which contains the hip joint (H-point) and ischial tuberosity (D-point). The orientation of the pelvis largely determines the curvature in the low back which is supported by lumbar supports in the seat back. A methodology has been developed that uses onboard video and pressure measurement systems to locate the pelvis. This system has been used in a mid-sized vehicle on seated operators driving the vehicle on the highway. This paper describes the methodology and the location of the pelvis in seated automobile operators.

Emergency calls made by in-vehicle systems in the event of a crash , serious incident or manually by a vehicle occupant assist in significantly reducing road deaths and injuries. But still there are more road accidents happen due to abnormality of driver and fatality rate tend to increase because of this. Drivers have a poor health issues, especially when they travel for long, they may get drowsiness and this leads to lack of concentration while driving and because of this concentration issue any serious issue can happen to the driver. This serious conditions can be totally unavoided. This invention provides the solution for contacting the people, who is known to victim very well. during emergency conditions. This may assist victim to get a immediate medical help.

Characteristics of the cylinder pressure waveform have long been considered for optimizing the operation of automotive engines. In particular, the strategy of maintaining a constant crank angle location of the peak cylinder pressure (LPP) during combustion has been predominant in the reported studies. This technique was therefore evaluated for an existing minimum fuel consumption calibration of an experimental axially stratified-charge (ASC) engine. For the ASC engine the LPP responded to spark advance and exhaust gas recirculation changes in a similar manner to that of a homogeneous-charge engine; LPP decreased with spark advance and increased with exhaust gas recirculation. However, the LPP for the predetermined minimum fuel consumption calibration of the ASC engine varied over a range of 8° to 19° after top dead center (ATDC) under steady state conditions. This is in contrast to the nearly constant 15° ATDC LPP observed by others for most homogeneous-charge engines.

To elucidate the processes controlling the auto-ignition timing and overall combustion duration in homogeneous charge compression ignition (HCCI) engines, the distribution of the auto-ignition sites, in both space and time, was studied. The auto-ignition locations were investigated using optical diagnosis of HCCI combustion, based on laser induced fluorescence (LIF) measurements of formaldehyde in an optical engine with fully variable valve actuation. This engine was operated in two different modes of HCCI. In the first, auto-ignition temperatures were reached by heating the inlet air, while in the second, residual mass from the previous combustion cycle was trapped using a negative valve overlap. The fuel was introduced directly into the combustion chamber in both approaches. To complement these experiments, 3-D numerical modeling of the gas exchange and compression stroke events was done for both HCCI-generating approaches.

A human engineering survey of the control/display arrangements in 1969 passenger automobiles was conducted under contract to the National Highway Safety Bureau. Survey rationale, methodology, and preliminary findings are presented. Marked variability was noted between various control/display arrangements and certain important driver compartment dimensions. This and other findings suggest need for development of human engineering design criteria against which to base future design standards for the driver-vehicle interface.

The development of real-time integrated wireless communications and remote monitoring abilities for mobile workers and vehicles provides access to these still-unrealized markets. In this business model, opportunities exist for companies that provide the means of moving content to support cost savings and optimization of a business customer's operations. This paper examines these opportunities, the technology that makes them viable business opportunities, and real-world examples of how content in the business market is being leveraged today.

A Location-Aware Adaptive Vehicle Dynamics System (LAAVDS) is developed to assist the driver in maintaining vehicle handling capabilities through various driving maneuvers. An integral part of this System is an Intervention Strategy that uses a novel measure of handling capability, the Performance Margin, to assess the need to intervene. Through this strategy, the driver's commands are modulated to affect desired changes to the Performance Margin in a manner that is minimally intrusive to the driver's control authority. Real-time implementation requires the development of computationally efficient predictive vehicle models. This work develops one means to alter the future vehicle states: modulating the driver's brake commands. This control strategy must be considered in relationship to changes in the throttle commands. Three key elements of this strategy are developed in this work.

One seminal question that faces a vehicle's driver (either human or computer) is predicting the capability of the vehicle as it encounters upcoming terrain. A Location-Aware Adaptive Vehicle Dynamics (LAAVD) System is developed to assist the driver in maintaining vehicle handling capabilities through various driving maneuvers. In contrast to current active safety systems, this system is predictive rather than reactive. This work provides the conceptual groundwork for the proposed system. The LAAVD System employs a predictor-corrector method in which the driver's input commands (throttle, brake, steering) and upcoming driving environment (terrain, traffic, weather) are predicted. An Intervention Strategy uses a novel measure of handling capability, the Performance Margin, to assess the need to intervene. The driver's throttle and brake control are modulated to affect desired changes to the Performance Margin in a manner that is minimally intrusive to the driver's control authority.

A Location-Aware Adaptive Vehicle Dynamics System (LAAVDS) is developed to assist the driver in maintaining vehicle handling capabilities through various driving maneuvers. An Intervention Strategy uses a novel measure of handling capability, the Performance Margin, to assess the need to intervene. The driver's commands are modulated to affect desired changes to the Performance Margin in a manner that is minimally intrusive to the driver's control authority. Real-time implementation requires the development of computationally efficient predictive vehicle models which is the focus of this work. This work develops one means to alter the future vehicle states: modulating the driver's throttle commands. First, changes to the longitudinal force are translated to changes in engine torque based on the current operating state (torque and speed) of the engine.

A new integral disc brake with an automatically adjusted parking mechanism has been developed which is based on the principle of a collar locking onto a shaft under an eccentric load. This mechanism is inherently self-adjusting and load insensitive. The resultant caliper offers good bleedability, serviceability, reliability, efficiency and flexibility to chassis designers.

The Mechanical Diode (MD) one way clutch is a positive locking mechanism. During lock up, steel struts are interposed between locking features on the facing surfaces of two disks. The movement of struts into a lock position as a shaft motion reversal is attempted is of interest in assessing the reliability of the one-way clutch. This paper presents the results of a study which predicts strut movement into lock position by examining the forces on the strut at each stage of the locking action and the response of the strut mass and surrounding fluid to these forces. Locking action is found to occur in a few microseconds with typical component sizes and lubricants.

For the production of deep-drawn parts on single-acting presses, constructive tool variants are presented, by means of which the drawing result may be improved and the machine-related disadvantages may be compensated. For the new tool principle with a “locked tool”, connectable adjustment elements produce a direct form closure connection between the drawing die and the blank-holder, thus replacing the function of the die cushion. Due to an active control of the blank-holding force, these so-called Damping-Locking elements make it possible to directly influence the deep-drawing process. By means of the hydraulic drawing cylinders, the blank-holding force may, locally along the perimeter of the part and during the drawing process, be adapted to the process conditions required. The elastic blank-holder automatically adapts itself to the sheet thickness of the flange.

In temperate climatic conditions the water depths on wet roads are generally low, typically less than 1 mm. In this paper we examine the various types of road surface and the manner in which they can be classified in terms of macro and micro-texture. We propose a simplified representation of the tyre road interface in which the tyre footprint is divided into two zones, a dry zone in which dry road friction levels are obtained and an initial wet zone in which there is a water layer between the tyre and road and which gives no retardation. A generalised relation for the variation in the size of the wet zone with speed is proposed. The model is applied to published data for road surfaces of differing characteristics with fully treaded and smooth tyres. The model is shown to give a good representation of the variation in locked wheel retardation with speed and highlights the sensitivity of stopping distance to variations in road surface and tyre tread depth.

The Lockheed Martin Low-Speed Wind Tunnel (LSWT) is a closed-return wind tunnel with two solid-wall test sections. This facility originally entered into service in 1967 for aerodynamic research of aircraft in low-speed and vertical/short take-off and landing (V/STOL) flight. Since this time, the client base has evolved to include a significant level of automotive aerodynamic testing, and the needs of the automotive clientele have progressed to include acoustic testing capability. The LSWT was therefore acoustically upgraded in 2016 to reduce background noise levels and to minimize acoustic reflections within the low-speed test section (LSTS). The acoustic upgrade involved detailed analysis, design, specification, and installation of acoustically treated wall surfaces and turning vanes in the circuit as well as low self-noise acoustic wall and ceiling treatment in the solid-wall LSTS.

A brief description of the Lockheed-Georgia Co.’s low speed wind tunnel includes discussions of facility characteristics, such as the test section sizes, speed ranges, read-out system capability, balance system limits, and instrumentation hookup capability and versatility. Accessory equipment is also described as it can support wind tunnel testing of automotive vehicles.

This paper is concerned with the use of solid elements in sheet metal forming simulation, particularly springback prediction for flanging when the flanging radii are comparable with the metal thickness. It is demonstrated that appropriate solid elements must be used instead of shell elements in order to obtain adequate results. Numerical difficulties associated with development of suitable solid elements are discussed in detail, with emphasis on the volumetric locking and transverse shear locking phenomena respectively. The transverse shear locking arises from the incompatible deformation modes when the element is used for thin structure bending analysis. A four point bending testing problem is used to study the performances of different solid elements. A locking-free solid element based on assumed strain formulation is developed in Ford in-house program MTLFRM for accurate springback prediction, and a flanging example is given to demonstrate its application.

The objective of this project was to assess the effects of various blends of biodiesel on locomotive engine exhaust emissions. Systematic, credible, and carefully designed and executed locomotive fuel effect studies produce statistically significant conclusions are very scarce, and only cover a very limited number of locomotive models. Most locomotive biodiesel work has been limited to cursory demonstration programs. Of primary concern to railroads and regulators is understanding any exhaust emission associated with biodiesel use, especially NOX emissions. In this study, emissions tests were conducted on two locomotive models, a Tier 2 EMD SD70ACe and a Tier 1+ GE Dash9-44CW with two baseline fuels, conventional EPA ASTM No. 2-D S15 (commonly referred to as ultra-low sulfur diesel - ULSD) certification diesel fuel, and commercially available California Air Resource Board (CARB) ULSD fuel.

THE inherent simplicity of the gas turbine and its well-known success in aircraft applications is leading to its consideration for locomotive use. As a matter of fact, gas turbine locomotives have already found limited use by a few railroads throughout the world. The author discusses these applications and some of the lessons learned from them. He points out that, although the first gas turbine locomotive to be put in service was built in 1941 - the same year that the first commercial diesel locomotive was placed in service -the latter has forged rapidly ahead, so that today the railroads are about 75% dieselized. What, then, has held the gas turbine locomotive back? Mr. McGee points out that two of the most significant factors responsible are: 1. Metallurgical problems - the need for materials capable of withstanding the high temperatures encountered. 2. High fuel consumption.