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While national energy needs are evident and the measures to be taken are apparent, these realities and the achievement of realistic objectives are clouded by uncertainties. If energy problems are to be dealt with effectively and constructively, the uncertainties must be minimized and the decisionmaking processes for project approval must be efficient, quick, and fair. If indecision persists, the nation will miss its opportunity for an orderly transition, resulting in radical and severe dislocation when energy sources are finally exhausted. Because constructive action is needed, those individuals knowledgeable in energy matters must become involved in the public and political decision-making process.

This report presents a brief description of electronic subsystems available on current production automobiles, and a discussion of the effects of the automotive environment on electronic components. Included is an estimate of the number of electronic components used in each subsystem; a summary, in chart form, of the availability, frequency of installation, and consumer cost of electronic systems available on 1977 automobiles; and a list of the major barriers and developments required for the implementation of some proposed automotive electronic systems.

Electronic braking systems for air-brake vehicles have been required by the Federal Motor Vehicle Safety Standard 121 since 1975. The need for the standard and the difficulty in documenting its benefits are discussed. Public criticism, court and legislative action threaten to cause it to follow the seat belt inter-lock. Major opposition derives from misunderstanding and opposition to government regulation.

A 24 GHz doppler speed sensor for skid controls has been developed. The microwave sensor is designed using both waveguide and thin-film technologies and assembled into a small integrated unit measuring 27 x 10 x 9 mm. The radar unit and the control circuitry are housed in a waterproof module of 94 x 140 x 78 mm. Part of the casing forms a horn antenna, which radiates a vertically polarized beam incident at 45° on the road surface, when mounted on the vehicle. The error in speed measuring is usually less than 10 percent.

This paper describes a systematic decision making process applied to the field of Electromagnetic Compatibility of automotive vehicles. It identifies objectives and classifies them by priority. It describes various mechanizations of possible assurance methods. A matrix of alternate mechanizations and objectives which they meet is assembled and the best alternate is identified.

Research and development of electric and hybrid vehicles in the United States has recently been accelerated by government support through the Department of Energy. Vehicle systems, improved batteries, and supporting technology which are currently under development will offer significant improvements in electric vehicle performance and operating cost by 1980. Improved hybrid vehicles will also be developed under the Department of Energy program. Future electric and hybrid vehicles will be able to satisfy a large portion of the average family's driving requirements with operating costs comparable to a conventional automobile. Public acceptance of these alternate vehicles for widespread use will depend upon the levels of performance, reliability and life cycle cost which are demonstrated.

This paper discusses the application of new technology to the automobile industry. The On-board computer development is used as a past example of developing effectiveness and driver selected displays are used as a current example. Future new technology in the field of energy management is suggested.

The purpose of this paper is to discuss the importance of multivariable modern control theory to the design of advanced control systems for future automotive engines. Specific areas include static and dynamic optimization, multivariable stochastic estimation and control, and reliability issues.

This paper outlines how systems engineering methods are used at the GM Research Laboratories to explore electronic engine control research problems.

Automotive companies are presently designing microprocessor based electronic products. The cost effectiveness of large scale integrated (LSI) microcomputers makes possible the design of sophisticated, yet economical engine controls. To effectively utilize microcomputer technology, automotive product designers need to learn new engineering disciplines, including microcomputer software. Understanding how to evaluate hardware versus software tradeoffs to develop a minimum component count system that has the flexibility to incorporate changes, is a fundamental requirement for a high volume production design. An example is a microcomputer digital spark timing control unit that can be programmed during assembly to match engine specifications for four, six, or eight-cylinder engines.

The general objective of the whole-Body Response (WBR) research program was to generate data on the kinematics and response of human surrogates in a realistic automobile impact environment. The program used a test configuration consisting of an idealized hard seat representation of a car seat with a three-point harness restraint system. Three different severity levels of crash test conditions were used. The human surrogates tested in this program were fifteen male cadavers*, a Hybrid II (Part 572) Anthropomorphic Test Device and a Hybrid III ATD recently developed by General Motors. In addition, mathematical simulations of the response and kinematics of a 50th percentile male occupant were performed at the three levels of crash severity, using the MVMA Two-Dimensional Crash Victim Simulator.

An experimental program is discussed wherein fresh cadavera and anthropometric test devices (ATD) were exposed to identical crash situations utilizing both belt and air cushion restraint systems. Results will include symmetric and one-half offset frontal full size car-to-car tests conducted on the Calspan Vehicle Experimental Research Facility (VERF) at 60 MPH closing speed. Data obtained include head and chest triaxial accelerations from externally located sensors and thoracic accelerations from implanted sensors on the cadavera, normally measured internal triaxial head and chest accelerations and femur loads on the ATDs and belt loads for both cadavera and ATDs. Osteologic data allows comparison between the cadavera regarding their relative skeletal quality. Results of the study allow comparisons of the restraint systems effectiveness with respect to cadaver vs. cadaver and cadaver vs. ATD based upon autopsy evaluations and acceleration measurements.

As part of NHTSA's overall program on pedestrian injury reduction, Battelle has conducted several comprehensive experimental studies using both anatomic specimens and adult and 6-year-old child dummies to investigate the injury related effects of vehicle front end geometry and compliance. One of the initial objectives was the design and development of suitable adult and 6-year-old child dummies for use as pedestrian surrogates. This paper (1) describes the design specifications for the dummies and subsequent improvements during extensive experimental testing, and (2) compares the dynamic responses of the dummies with those of unembalmed cadaveric specimens in pedestrian impact situations. The comparison of the dynamic response for similar experimental impact conditions between the unembalmed cadavers and the adult dummy shows a high degree of similarity in acceleration levels, physical displacement, and time phasing.

Analysis of experimental acceleration time history data obtained from a thoracic instrumentation array has been performed. The data were generated under test conditions which include realistic frontal impacts in belt, air bag, and steering column systems and side impacts with rigid and padded door structures. Data from frontal and lateral pendulum impacts were also included. The results demonstrate that the instrumentation array captures sufficient information from the impact event to allow prediction of resulting thoracic trauma, defined either as thoracic AIS or total number of thoracic fractures, using a single function for each injury measure. Each function is universal in the sense that it is valid for all test modes and directions of impact. A strategy for developing a surrogate thorax to implement this injury predictive methodology is discussed and preliminary specifications are presented.

The 3-point static belts that are installed in Renault and Peugeot vehicles are equipped with a force limiter near the upper anchorage. This system is made up of several bands of textiles that tear successively for the increasing levels of force exerted by the occupant. One can thus associate, for each person in the accident, the degree of the thoracic AIS and the value of the support force, expressed in daN. This relationship is established for 92 belted occupants who were involved in frontal impacts. In addition it is indicated which are the distributions of impact violence parameters incurred and which are the distributions of ages in order to determine the statistical meaning of the required results. The levels of tolerance observed in this sample are compared to thoracic injuries observed on belted cadavers exposed to equivalent violent impacts.

Spinal kinematics and kinetics of human cadaveric specimens subjected to -Gx acceleration are reported along with an attempt to design a surrogate spine for use in an anthropomorphic test device (ATD). There were a total of 30 runs on 9 embalmed and 2 unembalmed cadavers which were heavily instrumented. External photographic targets were attached to T1, T12, and the pelvis to record spinal kinematics. The subjects were restrained by upper and lower leg clamps attached to an impact seat equipped with a six-axis load cell. A rigid link 486 mm long and pinned at both ends was proposed for use in an ATD as a surrogate spine. An optimization method was used to obtain the location and length of a linkage which followed the least squares path of Tl relative to the pelvis.

Classical blunt thoracic impacts have involved midsternal anteroposterior loadings to an upright-positioned subject. Data on the sensitivity of human cadaver and/or animal model biomechanical and injury responses to blunt loadings at different sternal locations is needed to evaluate the efficacy of current injury-potential guidelines for nonsite-specific frontal impacts. In addition, the biomechanics and injury mechanisms associated with lateral impacts constitute a subject of increasing consideration for occupant protection. Twelve anesthetized pigs were subjected to various blunt frontal or a right-side impact to assess biomechanical and injury response differences in a living animal model.

One of the major difficulties in the safety design of motor vehicles is the variability of road accidents. This variability arises in part from the external accident conditions, such as the direction and velocity of impact, and also in part from the variation of the occupant, including such factors as size, weight, location and impact tolerance. The effect of such variability is to undermine the validity of a “typical accident” approach, in which a design is tested at a single speed with a single size of dummy and a single injury criterion. Working from a statistical approach, using methods originating from statistical mechanics, this paper derives a quantitative measure of the injury probability, taken over the whole spectrum of road accidents.

This paper deals with the broad aspects of how the Society of Automotive Engineers, Aerospace Equipment Division, is involved in promoting air cargo standards on the international scene. As such, the various standards organizations for air cargo items are identified, their charters explained, how they interface with each other, and, specifically, how SAE has an inroad in projecting technical standards developed by Committee AGE-2, Air Cargo & Aircraft Ground Equipment Systems. As a case in point, the 8 foot by 8 foot container specification is traced chronologically.