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Microstructure, mechanical properties, lab formability and ageing response of two as-hot-rolled dual phase steels, a heat treated dual phase steel, and microalloyed 345 MPa and 550 MPa (50 ksi and 80 ksi) steels are compared. Measurements and implications on press performance of: work hardening behaviour, strain rate sensitivity, elongation before necking, resistance to edge cracking, and uniformity of properties are discussed. Formability of both heat treated and as-hot-rolled dual phase steels was found to be similar at a common strength level, their formability lying between that of the 345 MPa and 550 MPa steels.

A new three-speed automatic transmission has been designed, developed and is being produced in the U.S. by the Chrysler Corporation for its new family of front wheel drive vehicles. The transmission was designed around the Chrysler-proven TorqueFlite concept. The features of the new transmission include a “folded” construction for installation in a transverse power train. The case is a one-piece aluminum die cast housing and contains the final drive and differential unit. This paper describes the design and development of this new automatic transmission.

The extent of automatic transmission fluid oxidation is compared for short term bench transmission tests with long term vehicle tests. The technique of Blotter Spot Analysis is emphasized for the comparison. Blotter Spot Analyses can help decide when an automatic transmission fluid should be changed in severe service.

The over-riding social importance of automotive fuel economy and power plant exhaust emissions is discussed in relation to proposed alternatives to the spark-ignition passenger car engine. Some engineering and use criteria for the selection of alternatives are proposed, and several alternative power plants are explored in their frame work. Three gas turbine types are discussed as alternatives, and a brief history of two-shaft turbines is presented. The influence of various automatic transmissions on passenger-car fuel economy and driveability is summarized. This paper concludes that automatic, continuously variable transmission functions can be achieved with a three-shaft turbine power plant with excellent fuel economy and at lower cost.

The scope of the hybrid propulsion systems studies that have been developed by FIAT Research Centre, is the energy consumption evaluation in comparison with conventional traction drives. After a general study on the hybrid propulsion systems, mathematical models have been developed for the evaluation of performances and energy balance. The construction of a prototype with parallel hybrid propulsion system has been completed to validate the computer simulation models. Computer and on road tests results are reported. Criteria used to select the parameters to the optimization of the system are discussed.

An automatic transmission fluid has been developed which can meet the needs of transmissions designed for either friction modified or non-friction modified fluids. Approved under the DEXR0N*-II and M2C138-CJ specifications, it also meets all the requirements of the M2C33-F (Type F) specification except for the friction modifier content. Since use of a friction modified fluid in Type F applications would represent a radical departure from current recommended practice, data, both pro and con, on the concept are presented.

This computor simulation analysis has been tried as an efficiency study using the Daihatsu Engine/Electric Hybrid 1.5 ton truck which has the “DHS” systems, and run in accordance with three driving patterns such as U.S. LA-4, Australian eight and Japanese ten modes. Every input data are measured and/or evaluated through the actual test and, for the selection of the four driving modes the “DHS” has, three cases of specific fuel consumptions of 190,200 and 210 gr/PS gr/PS · h contour lines are used. As results, the accurate differences of the fuel consumption has been found under every cases.

The determination of the total antioxidant capacity of new and used automatic transmission fluids can yield information useful in the study of fluid stability, severity of service and correlation between bench tests and service. The technique is particularly useful in the characterization of the earlier stages of fluid oxidation where parameters such as T.A.N., pentane insolubles and viscosity yield little information. Three fluids from a fleet test manifested different antioxidant decay profiles. Data obtained from a laboratory beaker test indicate that some test conditions can reproduce these decay curves and thus simulate the primary oxidation processes occurring in the transmission in this fleet.

A method is presented for optimizing the engine/secondary usage strategy of a hybrid vehicle. A powertrain simulation is combined with dynamic programming techniques for calibration optimization, and a sequential decision algorithm for specifying optimal operating points for both engine and secondary drive systems. An overview of road-load matching and strategy requirements is presented.

The following paper has been prepared to describe the procedures used by the Vought Corporation to fabricate automotive body components in graphite reinforced plastic for the Ford Motor Company Graphite 1979 Ford LTD. This effort was a joint venture by the Milford Fabricating Company - a subsidiary of the Budd Company - and the Vought Corporation. Graphite Fiber Reinforced Plastic, the specified material for the major body components made it necessary to unite proven aerospace methods with current automotive prototype technology to ensure successful completion of the project. Areas to be discussed will be the master tooling aid development, high temperature epoxy molds, and component fabrication.

An experimental LTD chassis frame, for a 1979 Ford experimental vehicle, was designed and fabricated in graphite-reinforced plastic. Prototype composite moldingtechniques were employed to form the closed frame sections required for strength and stiffness. Weight savings were realized because of both component integration and material substitution: compared with its steel counterpart, the graphite frame afforded a 79 pound weight reduction while providing a 33% increase in torsional stiffness and a 16% increase in bending stiffness. The frame passed laboratory suspension and steering load tests and has been incorporated in the experimental vehicle, but not vehicle tested.

A new as-hot-rolled HSLA steel has been developed for application as round and flat bars. This material possesses a minimum yield strength of 80 ksi coupled with good bendability, weldability, and fatigue performance. This material offers design engineers and manufacturers the flexibility to upgrade from lower-strength materials to (a) increase load carrying capability of their present structures or, (b) realize important weight and energy savings by going to lighter section sizes at present load ratings. It also enables them to take advantage of its high strength to replace more costly heat treated grades.

The following paper has been prepared to describe the procedures used to fabricate and assemble a lightweight demonstration vehicle, built under contract to Ford Motor Company. G.F.R.P. (Graphite Fiber Reinforced Plastic), the specified material for the major body components, made it necessary to combine state-of-the-art aerospace manufacturing methods with current automotive prototype technology to ensure successful completion of the project. Major areas of emphasis include; master tooling aid development, high temperature epoxy molds, component fabrication, component subassembly and body assembly. These areas will be discussed in detail, along with the completion and final assembly of the lightweight vehicle.

This paper describes a distinct approach in making technological forecasts. From historical data, fuel economy learning curves have been constructed for alternatives such as the Diesel, gas turbine, Stirling, stratified charge, and rotary engines. Assuming that evolutionary development will take place, projections of these learning curves are extended to the 1990 era. The investigation found that no engine is likely to exceed the fuel economy of the Diesel in the next 10-15 years. However, serious questions are being raised regarding the feasibility of controlling nitrogen oxides and unregulated emissions in future Diesel engines.

Results of an automotive technology assessment study are presented to provide a basis of comparison for vehicles with alternative power systems. Factors considered include fuel economy, exhaust emissions, multifuel capability, advanced materials, and cost/manufacturability for both conventional and advanced alternative power systems. To insure valid comparisons of vehicles with alternative power systems, the concept of an Otto-Engine-Equivalent (OEE) vehicle is utilized. Each engine type is sized to provide equivalent vehicle performance. Fuel economy projections are made for each engine type considering both the legislated emissions standards (0.4 g/mi HC, 3.4 g/mi CO, 1.0 g/mi NOx) and possible future emissions requirements (0.4 g/mi NOx). The sensitivities of the fuel economy projections to factors such as engine torque boundary, rear axle ratio, performance criteria, and engine transient response are discussed.

Microalloying is the technique of adding very small amounts of certain elements to steel in order to markedly improve the mechanical properties, most notably the strength and hardness. In 1977, the VanCraft series of high strength microalloyed cold finished bars was introduced. In 1978, this technique has been extended to include hot rolled bars for hot forging applications. Hot forging of steel bars is the technique employed to produce many critical automotive components such as connecting rods, stabilizer bars, and many others. Typically, these parts require subsequent heat treatment to obtain the necessary properties. By microalloying with Cb or V, this heat treatment can often be eliminated since the desired properties are met in the as-forged part. This provides a significant cost savings and, of course, results in a reduction in energy consumption.

Within the past decade, manufacturing processes have undergone significant technological improvements and have supported the burden of additional imposed restrictions. In light of these improvements and restrictions it is the intent of this paper to use automotive engine connecting rods as an example in applying an optimum manufacturing process selection algorithm for any part. Two hot forging alternatives, casting, hot formed powder metal, and precision warm forming are compared.

This paper describes the technical approach and development of methodologies used to conduct design trade studies from a Life Cycle Cost standpoint. A discussion of computer program capability is followed by a general discussion of several engine design trade studies. The potential for influencing engine design using a Life Cycle Cost methodology is emphasized.

To ensure cost effective programs, future military aircraft designs must more fully consider the sensitivity of weapon system life cycle cost to engine design life and duty cycle requirements. In many instances, the life of expensive engine parts can be extended with only a small change in cost or weight. This paper discusses the life cycle cost effects of the F100-PW-100 engine design life and duty cycle on the F-15 weapon system life cycle cost. The importance of establishing actual engine usage and duty cycle definitions early in the program and continual updating of these dynamic variables to minimize their impact on weapon system cost of ownership is shown.

In order to make better decisions during advanced development of turbine engines, life cycle cost (LCC) methodologies must adequately reflect the impact of engine design decisions on the total system LCC. Two applications of Teledyne CAE's APSICOST Methodology are presented herein. These demonstrate the integrated nature of turbine engine LCC analyses with total aircraft system LCC. It is recommended that a joint airframe/propulsion/government effort be undertaken to standardize methods for reflecting aircraft system LCC impacts in turbine engine advanced development activities.