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New glass-reinforced thermoplastic foam resins have been developed that can be molded on conventional screw injection molding machines. The glass reinforcement of the thermoplastic foams results in the restoration of physical properties normally lost when unreinforced thermoplastics are foamed.

The 1975 federal CVS test procedure and emission standards have placed a heavy emphasis on minimizing the time required after engine start up to begin converting exhaust emissions. Four major improvements in catalytic HC/CO converters have been made in the past year to reduce catalyst ignition time: 1. Use of low thermal capacity monolithic catalyst supports. 2. Locating converter after thermal reactor and/or closer to the exhaust manifold. 3. Development of catalysts with superior stability to long exposure at high temperatures. 4. Development of catalysts with improved low temperature activity. Small laboratory samples of potential HC/CO oxidation catalysts were screened for activity in a “laboratory simulated cold-start” test with exhaust from a 2-cyl engine. Several improved catalyst candidates were evaluated in a full-size converter “cold-start” test with exhaust from a 351 in3 engine.

IIEC efforts to develop NOx catalysts with improved durability have continued. Properties of several nickel oxide catalysts on pelleted, monolithic ceramic, and metallic supports are discussed and the engineering requirements for their effective use are defined. Some promoted nickel oxide, pelleted catalysts show good low-temperature activity, and produce minimal amounts of ammonia but are strongly deactivated by sulfur in the feed gas. Monolithic and metallic catalysts, on the other hand, although not active at temperatures below 1000 F, are very active at higher temperatures where deactivation by sulfur and ammonia formation are not troublesome.

Expanded ABS, a terpolymer of acrylonitrile-butadiene-styrene, is discussed in this paper. The physical properties of this material are described, particularly with respect to furniture production. The expansion casting process is described, casting recommendations presented, and equipment detailed. Design and finishing are explored in some detail, and comparisons with wood and other furniture materials are offered.

The Chrysler Corporation made use of a thermosetting polyester sheet-molding-compound (SMC) to provide an efficient, neat-appearing, and economical station wagon air deflector for its 1969 full-size station wagons. This marked Chrysler's first usage of this material for a major automotive body component.

A door side-impact reinforcement beam has been developed that allows efficient use of material in resisting side crush loads. The beam section can be roll formed, thus permitting further economies in fabrication. Analytical techniques have been developed that evaluate and handle bending, buckling, and crippling in beam design. This paper covers the development that led up to these results and includes a detailed description of how to apply the analytical methods.

The status of Toyota's development of low emission concept packages- 1. NOx and HC/CO Catalytic Converter and EGR, 2. Thermal Reactor, NOx and HC/CO Catalytic Converter and EGR and their components is described. Variations of thermal reactor design, performance and durability characteristics are discussed. Above the throttle valve entry EGR has been found to have desirable flow characteristics with a simple control system. EGR rate over 15% brings about unacceptably poor driveability and fuel economy with smaller vehicles. Many types of catalytic converters for pelleted catalysts have been designed and examined for their performance and durability. A down-flow type converter has relatively good flow distribution and warm-up characteristics. As for HC and CO, a few prototype vehicles have met the 1975 Federal Regulation at low mileage, but the 1976 regulation for NOx of 0.4 gm.

Evaluations of aluminum foams show they can be efficient energy absorbers. They are especially interesting because they have virtually no rebounding characteristics. The load-compression response characteristics of the foam can be controlled by variations of alloy composition and foam density, thereby controlling foam strength and ductility. This makes foamed metals attractive candidates for a number of automotive energy-absorption applications. The energy-absorption properties of a number of aluminum alloy foams have been studied under low and medium speed impact, up to 25 mph. The foam density, volume, and size required for a 5 mph “single shot” impact shock absorber have been determined for two automotive weight classes. Nonshearing, columnar, high-density foam structures have been developed to withstand basal compressive loads. These columns have potential for multi-impact shock-absorbing applications.

Recent vehicle durability experience with low emission concept hardware systems is described. The low-emission concept systems discussed include: thermal reactor only, a combined thermal reactor and HC/CO monolithic catalyst system, and a system combining low thermal inertia exhaust manifolds with dual-bed (NOx and HC/CO) catalytic converters. Problems shown to influence either emission performance or vehicle function during both atypical and normal vehicle operation include: the melting of monolithic structures used to support both the NOx and the HC/CO catalytic promoters, the deleterious effect of the sulfur content of gasoline on the performance of pelleted NOx catalysts, and the loss of emission control with malfunctioning engine components. Vehicle fuel economy and performance losses with these types of systems is documented. Current redesign efforts on these low emission concept vehicle systems in an attempt to overcome the durability problems are described.

The work reported has been done in the last year as part of Fiat's collaboration with the Inter-Industry Emission Control Program. Emission results obtained on two concept cars are shown, including respectively: thermal reactor, exhaust gas recirculation (EGR), HC/CO catalytic converter, and NOx and HC/CO catalytic converters. Work is also reported on screening of materials for thermal reactors and catalysts.

This paper describes the extensive effort and progress made by the Toyo Kogyo Company in developing emission control systems applicable to small vehicles with small displacement reciprocating engines, in order to achieve the very stringent targets established by the IIEC program. Three concept emission package systems have been selected as showing promise to achieve the targets, and these packages have been under evaluation for emission performance and durability in the total vehicle systems, which were experimentally built. These package systems incorporate component systems such as thermal reactors, EGR, catalytic converters, and other subcomponents to assist these main component systems. Despite the effort made to date, none of these package systems have reached the stage of satisfying the HC/CO targets over extended vehicle mileage, or the NOx target, even at zero vehicle miles. The durability of these package systems has been revealed as unsatisfactory.

In describing the electronic lamp monitoring system developed at Packard Electric Div. of General Motors Corp., this paper discusses the requirements of lamp monitoring systems, presents a brief history of such systems at Packard Electric, explains how the system functions, and details the method of assembling the system into General Motors automobiles. The requirements for a lamp monitoring system are: it should be able to monitor all types of exterior lamps on the automobile, and the number of lamps must not be critical to design; it must be easy to assemble; it should be simple in design so that it can be repaired in the field with minimum training of personnel; it must be reliable and able to withstand the electrical and environmental conditions to which the vehicle is subjected; there should be minimal change from one car line to another and from one model year to another; and most importantly, the unit cost should be reasonable.

A presentation of potential solutions for detecting and indicating failed exterior automotive running lamps is provided. Comments and summaries of research in the areas of reed switches, photocells, magnetics, and electronic devices are given. Basic design specifications are established along with the posing of other significant system design criteria that must be resolved by automotive companies or safety requirements. The electromagnetically actuated reed switch best satisfies the design requirements for a stable, economical, and usable system. Comprehensive theoretical reed relay systems are presented and their impact on the automotive electrical system is discussed.

Maintenance expenses when using leaded and nonleaded gasolines are reported from a 5-year program encompassing over 10 million miles of operation by 64 matched pairs of employee-owned cars. The data are analyzed on a fuel-related basis for those items of maintenance that might be expected to be affected by the presence or absence of lead antiknocks. Year-by-year breakdowns of important costs are presented. To provide additional information on car operating costs, total maintenance and tire replacement costs are also included. Comparisons are made with previously reported information, and projections regarding the significance of these costs are made for the future.

An investigation was undertaken to determine if gasoline additives could effect a reduction in exhaust HC emissions. Of the multitude of compounds studied, two were found to reduce the increase in HC emissions associated with the accumulation of lead-derived combustion chamber deposits by approximately 50%. A practical combination of these compounds was evaluated in a fleet test which confirmed laboratory engine results. Studies were also conducted in laboratory engines and fleet vehicles to determine the effect of fuel lead level upon this additive's effectiveness and the activity of the additive upon established lead-derived combustion chamber deposits. Results obtained from these programs indicated that the additive would function with fuel lead levels from 1/2-3 g/gal, but that it was not capable of modifying established deposits. A rationale for the observed effect is presented.

The Urban Vehicle Design Competition was inspired by the success of the Clean Air Car Race and the Great Electric Car Race. The academic community recognized the tremendous educational value of these events, and encouraged development of UVDC from its inception. The project was designed by engineering students to benefit students throughout North America. The rules of the competition include technical paper requirements that make the competition extremely attractive to professors who wish to build a course around this theme. The response of more than 2000 engineering students at 80 universities throughout the United States and Canada has indicated the success of the structure of the competition. The first major objective of the UVDC project has been met. Ninety-three teams throughout the country entered the UVDC design portion of the contest. The second portion of the project is the prototype contest of August 1972.

The results of a nationwide automobile exhaust emission survey conducted in 1971 are presented and compared to data obtained from a 1970 survey. Average hydrocarbon and carbon monoxide emissions are given for engine speeds of idle and 2500 rpm. Vehicle distribution curves for hydrocarbon and carbon monoxide emissions are shown for the 1971 data for selected year groups based on emission control devices. Comparison of the distribution curves obtained from the 1971 and 1970 data show that “deterioration” (increased emissions) occurred at both idle and 2500 rpm in the one year period. The effects of carburetor adjustments on idle emissions are compared for the 1971 and 1970 data.

Testing for vehicle rollover performance has proven to be a formidable challenge for the impact test engineer. Realism and repeatability have been difficult to define, let alone produce. Field accident data do not provide a “typical” rollover situation to imitate. Vehicle kinematics, vehicle damage, and occupant injuries cover a very wide spectrum. This paper will cover the history of rollover testing, the current rollover picture from field accidents, and GM's recent experience with a new rollover test method.

A new technique for body/frame cars to predict the vehicle collapse, velocity, and deceleration histories in a barrier crash at any speed between 10-30 mph has been developed. This approach requires data interpolation from a minimum of two, and preferably three, barrier tests conducted with no additional instrumentation than that already present in today's standard testing. Potential savings could be derived from using this technique to reduce the number of barrier tests that would otherwise be necessary for checking safety restraint performance throughout the crash speed spectrum contained within the test boundaries. Good correlation with tests was obtained with the 1969 Ford car line. Application of this technique to the 1971 Mercury showed similar favorable results, Applicability of the equations to body/frame configurations other than those tested has not been determined.