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Considerable work has been carried out to develop particulate control systems for light duty vehicles. These systems are required to operate under widely varying conditions of service. Examination of the extremes of operation shows the importance of the regeneration ability of the control system employed. In addition, a major requirement for a practical control system is minimum complexity. Discussed here is a catalyst system and the extension of the technology to allow for minimum complexity and the ability to operate at the defined extremes of use. The theory of the TRIM System and the results of evaluations on vehicles and test benches are given.

Cars have severe environmental conditions, some of which result in pulse type noises. Examples are temperature, vibration, etc. and from the engine ignition high-voltage circuit and other electronic control circuits. In these severe circumstances, car radios need to be unaffected and reliable, in addition to being small in size, light in weight and convenient to operate. First of all, high performance and low cost are counted, life have developed the technology to eliminate offensive pulse type noises for improvement of sound quality needed for AM stereo broadcasting.

Metallurgical and technical research and development in the field of continuous hot dip galvanized sheets has already resulted in the economical production of deep drawing zinc coated sheets with excellent surface quality for exposed parts. This product is the result of a new metallurgy of low carbon boron treated steel. At the same time, high strength micro-alloyed steels with very reliable mechanical properties have been developed. These products exist with one side (M0N0GAL) or two sides minimized spangle coating. The USINOR new concept of on-line galvanizing, overaging and temper rolling of these products has been developed in the new #3 continuous hot dip galvanizing line, now just starting in operation.

Water penetration into the paint film of car bodies causes cosmetic corrosion. The circumstances experienced by driven cars can be classified into three groups, corresponding to high, medium and low water migration, respectively. In the first group a lot of water enters into the paint/substrate interface and lifts up the film. The stability of the phosphate layer influences the adhesiveness. In the second group salt water brings about alkaline blister formation. The corrosion resistance of the substrate against alkali in cathodically polarized state determines the paint adhesion. The third group corresponds to the scab corrosion, which can be suppressed well by zinc coating layer.

The corrosion performance of electro-plated and hot-dip zinc, galvannealed, and electroplated iron-zinc alloy coated sheet was investigated. Several coating thick-nesses of each material were tested after painting with a standard automotive paint. Four corrosion tests; Ford APGE and Chrysler cyclic-humidity, Volvo atmospheric and highway exposure were employed. The relative cosmetic and perforation corrosion performance of the materials in each test is presented. It is concluded that the realistic highway exposure test most accurately evaluates cosmetic corrosion resistance. The results show that a 5 to 10 micron (µm) coating of a zinc alloy with 10 to 20 percent iron is best. The result of the perforation testing, principally an extended Chrysler test show that the aformentioned iron-zinc alloy coating is as good as a 10 to 15 µm coating of electroplated zinc.

A new organic composite-coated steel sheet “Zincrometal-KII” has been developed. The steel sheet consists of a specially improved thin zinc rich paint on Zn-Ni alley electroplated layer of low coating weight. Corrosion resistance, formability and weldability were investigated. (1) In two cyclic corrosion tests, consisting of salt spray, salt water immersion, drying and humidity, red rust initiation time of the flat part in unpainted condition of KII was about one and half times longer and its thickness reduction was reduced into less than about two third as compared to the conventional organic coated steel.

Plant trials of an electroplated iron-zinc alloy coating were conducted in France on a U. S. Steel Corporation licensed CAROSEL facility. Plating electrolyte and line conditions were studied to develop optimum conditions for producing a 10 to 20 percent iron-zinc alloy coating. The product involved two-side alloy coatings as well as alloy on one surface and zinc on the other surface. A chloride plating electrolyte and soluble anodes were employed. Experience gained from the trials is being used to help design the new electrogalvanizing facility being built by U. S. Steel and Rouge Steel.

Advanced techniques for regenerating diesel particulate traps are described. A bypassable trap system minimized regeneration thermal energy requirements. Thermal regeneration systems with burners or electric resistance heaters were evaluated. Regeneration emissions and fuel consumption penalties were measured. Catalytic fuel additives consisting of octoate based compounds of copper and nickel, and copper and cerium provided reductions of up to 410°F in trap regeneration temperature. Durability tests confirmed frequent self regeneration with fuel additives. Over 95% of the fuel additive was collected by the trap. The useful life of the trap having a volume equal to engine displacement was estimated to be 30,000 miles.

Particulate traps reduce particle emissions through the physical filtration of solid, predominantly carbonaceous particles and decreasing particle-bound hydrocarbon emissions. Catalyst coated and uncoated traps were examined for their ability to reduce particle-bound hydrocarbons. At low exhaust temperatures some volatile hydrocarbons are particle-bound in the trap and are physically retained. These components become gaseous and are purged from the trap with sharp exhaust temperature rises. Oxidation catalysts considerably improve the ability of traps to decrease particle-bound hydrocarbon emissions, particularly PAH at low exhaust temperatures. Precious metal coated traps generate sulfate particles so that especially at high exhaust temperatures the overall filter efficiency can be reduced.

Diesel particulate traps, when heavily loaded with soot to assure complete incineration, are susceptible to thermal stress failure when regenerated under conditions of high exhaust temperature followed by low exhaust flow. The regeneration characteristics of supplemental electrical igniters, operated by automatic regeneration controls and aided by organometallic fuel additives, have been evaluated on cordierite monoliths and several alternative ceramic trap materials. These regeneration systems were evaluated in an attempt to increase trap durability without the use of invasive engine controls, which can cause performance and fuel economy losses. The regeneration and engine exhaust emission characteristics of cerium and manganese fuel additive mixtures are presented. A discussion of a method of dispensing the additive, and its fuel-stability characteristics, are given, along with a means of predicting trap plugging due to additive ash accumulation on the trap walls.

Daimler-Benz made an early start with the development of systems for the aftertreatment of the exhaust gas emitted by diesel engines. The more important limiting conditions could best be met by the provision of a ceramic, selfcleaning trap oxidizer (TO). In such filters, self-regeneration is effected continuously while driving without any external control. Either partial or complete regeneration is effected, depending on the temperature, oxygen content and rate of flow of the exhaust gas, the amount of soot in the filter and the period for which a given operating condition is maintained. Such a trap oxidizer was developed for a 3.0 liter turbocharged diesel engine to the extent necessary for series production and has been fitted to type 300 SD and 300 D turbocharged diesel of model year 1985 in California.

Under certain operating conditions when the combined stresses in a ceramic wall-flow diesel filter from mechanical, thermal, and vibrational loads exceed its threshold strength, the fatigue effects become important. This paper reviews the theory of static and dynamic fatigue, and presents fatigue data for Coming's high efficiency filter composition (EX-47, 100/17) in the temperature range 25° - 400°C which is representative of the stressed peripheral region during regeneration. The measurement and analysis of fatigue data, together with the implication on long-term durability of cordierite ceramic filters, is discussed.

The U.S. Bureau of Mines has sponsored research Co determine the particle size distribution and concentration of submicron particles upstream and downstream of a ceramic particle trap mounted in the exhaust stream of a Caterpillar 3304 diesel engine. Particle size distribution and mass were measured with an electrical aerosol analyzer, a diffusion battery-condensation nuclei counter combination, and filters. The engine was operated at 1400 and 1800 RPM and 3 load conditions at each speed-In general, the collection efficiency of the trap was high, ranging between 89 to 96%. Size distribution analysis revealed that the trap was generally more efficient at removing particles smaller than 0.1 µm diameter than larger particles. However, under certain conditions formation of nuclei (less than 0.056 µm diameter) downstream of the trap took place.

A model simulating the behavior of the porous ceramic trap was developed. The model is based on the assumption that the pore size of the trap combined with the particle size distribution resulting from the trap oxidising activity defines two areas of trap operation: Ci) accumulation when no pass-through is permitted, and (ii) continuous regeneration when pass-through is permitted. The mathematical evaluation of the model demonstrates that regeneration depends on the ratio of space-time and oxidation process time constant. As far as the lower regeneration limit is concerned, temperature is the main parameter, while the upper regeneration limit is imposed by the low space-time. These dependencies have been experimentally confirmed for the couple of a light-duty Daimler-Benz engine and a Corning EX 47 trap. The test data at the regeneration limits have been correlated on the basis of the model and for continuous oxidation of particle mass flow.

Ceramic monolith particulate filters were evaluated for reduction of odor and irritant species in diesel exhaust. Three types of diesel particulate filters (DPF's) were tested: high efficiency catalyzed and uncatalyzed, and mid efficiency uncatalyzed. Testing was done with a single cylinder CFR diesel test engine run under steady-state conditions at low, mid and high equivalence ratios. Exhaust was sampled immediately upstream and downstream of the DPF's and analyzed on liquid chromatographs. The odorant species analyzed were oxygenated hydrocarbons (oxygenates), measured using the DOAS methodology. The irritant species analyzed were Cl to C5 aldehydes, measured using a DNPH reagent method. The high efficiency catalyzed DPF reduced exhaust oxygenate concentrations about 30% at low and mid equivalence ratios, which was the only substantial oxygenate reduction seen.

This paper summarizes the design features of the Aerostar aluminum driveshaft and the analytical techniques used in its development. The Aerostar aluminum driveshaft was designed for lightweight and smooth operation. The aluminum driveshaft uses magnetic impulse metal forming to attach the tube yokes to the tube. This process does not produce a significant amount of heat preserving tube's mechanical properties. Computer aided design techniques were used to optimize the design of driveshaft components and driveline geometry. Finite element analysis was used to refine the tube yoke design for minimum weight within the torque requirement. Finite element analysis was also used to determine resonant frequencies of the powertrain.

Japan Automobile Research Institute, Inc. (JARI) carried out four types of tests on the Calspan/Chrysler RSV's (hereafter referred to as “C-RSV's”) from May 1979 to August 1979, according to the “Memorandum of Agreements Concerning Test Program for Research Safety Vehicles” that had been concluded between the Department of Transportation (DOT) of the US government and the Ministry of International Trade and Industry (MITI) of the Japanese government. Collision Tests-Tests on collisions between the C-RSV's and Japanese passenger cars included a frontal collision test, two side collision tests and a rear-end collision test each. As a baseline test, another side collision test between Japanese passenger cars was also carried out. Handling, Stability and Braking Performance Tests-Tests were carried out on nine items for the handling and stability, and on three items for the braking performance of the C-RSV's.

Japan Automobile Research Institute, Inc. (JARI) carried out three types of tests on the Minicars RSV's (hereafter referred to as M-RSV's) from April 1980 to July 1980, according to the “Memorandum of Agreements Concerning Test Program for Research Safety Vehicles” that had been concluded between the Department of Transportation (DOT) of the US government and the Ministry of International Trade and Industry (MITI) of the Japanese government. Collision Tests-The tests included a frontal collision test of a M-RSV against a fixed flat barrier, three side collision tests between each M-RSV and J-Car while both vehicles were running and a baseline side collision test between Japanese passenger cars while both vehicles were running. Handling, Stability and Braking Performance Tests-Tests were carried out on nine items for the handling and stability, and on three items for the braking performance of the M-RSV's.

THE METHANOL BUS ENGINE CONVERSION PROGRAM HAS AS ITS PRIMARY FOCUS THE MODIFICATION OF A DETROIT DIESEL ALLISON (DDA) 6V-71N DIESEL-CYCLE ENGINE FROM DIESEL FUEL TO NEAT METHANOL. THIS ENGINE IS CURRENTLY INSTALLED IN APPROXIMATELY 70 PERCENT OF U.S. TRANSIT BUSES. A SUBSTANTIAL NUMBER OF THESE ENGINES ARE EXPECTED TO REMAIN IN SERVICE FOR THE NEXT 20 YEARS. DEVELOPMENT OF A METHANOL CONVERSION TECHNOLOGY FOR THESE ENGINES WILL ALLOW TRANSIT PROPERTIES THAT ARE PROPERLY PREPARED TO QUICKLY SWITCH TO A NON-PETROLEUM FUEL DURING TIMES OF PETROLEUM SHORTAGE. THIS PAPER PRESENTS AN OVERVIEW OF A PROGRAM TO DEVELOP A METHANOL ENGINE CONVERSION KIT FOR THE DDA 6V-71N TRANSIT ENGINE, AND PRESENTS THE DETAILED FINDINGS OF THE FIRST PHASES OF THIS MULTI-PHASED EFFORT.

This paper outlines and explains the potential role of passive alcohol sensors to improve the enforcement of present drunk driving laws in the United States. A passive alcohol sensor is an electronic sensing device used to detect alcohol on a driver's breath. The legal framework created by the Fourth Amendment to the Constitution with which the police enforcement program must conform is also discussed. The passive alcohol sensor is a more effective and objective method of detecting alcohol on a driver's breath than the traditional question/answer interview. Another advantage of this device is that unlike the preliminary breath tester, the passive alcohol sensor is non-intrusive and would probably not be considered a “search” by the courts. Therefore, the PAS could be an effective law enforcement tool to help reduce alcohol-related fatalities in the United States.