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A planar mathematical model was developed to provide means of studying factors which can influence the function of lower torso restraint via a padded lower instrument panel or knee bolster. The following factors were judged to play the most significant role: 1) initial fore-and-aft position of the seated occupant relative to the knee restraint; 2) location of the knee-to-bolster contact; 3) angular orientation of the bolster face; 4) primary axis of the bolster resisting force, 5) variations in vehicle crash parameters (e.g., toepan rotation and displacement and seat deflection); and 6) deformation characteristics of the bolster. The model of a seated occupant included radiographic and empirical data on the anatomy of the links and joints in the lower extremity.

Four comprehensive surveys dealing with child safety problems in cars have been carried out at AB Volvo in Sweden. Results concerning injury frequency and severity and different types of injuries are discussed with respect to in which mode children travel as car occupants. On the basis of this experience, we recommend how children of different ages should travel as passengers in cars. Our general recommendation is that children should never travel unrestrained.

The seat belt pretensioner designed to eliminate belt slack in lap/shoulder belt systems with emergency locking retractors, is described as well as the current Mercedes-Benz passive restraint system which consists of air bags deployed by means of solid propellant gas generators, knee bolsters, and an electronic crash sensor with dual level triggering function. Combinations of lap/shoulder belts, air bags, and pretensioners are presented and lead to the conclusion that an optimal restraint system would not be in compliance with current regulations.

This paper describes the most recent test results and field experience of the VW Passive Restraint System (VWRA). Laboratory test results indicate that the addition of a lap belt to the VWRA does not improve the system's performance in respect to anthrophomorphic test data. Furthermore, there was no detectable difference in side impact when the VWRA was compared with the active lap shoulder belt system. Finally, an update of accidents involving the VWRA are presented, demonstrating the system's effectiveness in actual use.

A Stirling engine digital computer model developed at NASA Lewis Research Center has been configured to predict the performance of the GPU-3 single-cylinder rhombic drive engine. Revisions to the basic equations and assumptions previously reported on are discussed. Initial comparisons of the model predictions with the early results of the Lewis Research Center GPU-3 tests are made.

The protection afforded the occupants of the Research Safety Vehicle (RSV) being developed for NHTSA by Calspan and Chrysler is identified by giving examples of the results of staged collisions. A brief review of the objectives of the four phase RSV program, vehicle development, and ultimate goals is provided as a frame of reference for the discussion of crashworthiness. Test data and photographs obtained in front, side and rear end collisions of these cars indicate occupant survivability in the 40 to 50 mph range.

The weight of a bumper system with a plastic fascia is significantly affected by the weight of the bumper reinforcement beam. This paper addresses the design and manufacture of ultra high strength steel bumper reinforcements, and provides an example of a proven design. it is shown that light gauge, ultra high strength steel bumper reinforcement beams can, in some cases, be an economically effective way to save weight.

A number of design and manufacturing requirements were considered in the development and application of a large, complex, RIM produced soft fascia for the 1979 Mustang and Capri front ends. The design and manufacturing process had to be closely coordinated to achieve the fit, functional and appearance objectives of this highly styled one piece soft part. The successful application of the 1979 Mustang and Capri soft flexible fascia demonstrates that the design and manufacturing capabilities exist and that the fascia concept will be a viable product/design consideration for future applications.

A repeatable air/fuel control system has been developed for the Stirling engine. This control system provides a wide range of metered fuel flows and adjustable air/fuel ratios, a requirement for mapping and optimization of Stirling engine components which placed limitations on conventional fuel metering systems.

Both kinematic and free-piston Stirling engine technology is currently under development and, although the fundamentals are the same, each configuration demands unique engineering that is applied to the specific application. This paper discusses the current technology as it applies to the automotive application being addressed at United Stirling of Sweden and Mechanical Technology Incorporated in their respective Stirling engine fields.

The paper will deal mainly with custom C-MOS approaches to most measurement and warning signal needs of the automobile. It will cover considerations for selection of a technology, possible circuit approaches for system design needs, characteristics of the technologies and variations to be expected with environmental changes. It will consider device and building block characteristics of the technologies along with their variations and discuss environmental protection such as input protection techniques for electrical transients and temperature excursion. Original design custom circuits will be discussed.

A new Ford Speed Control Amplifier has been designed using an I2L custom Integrated Circuit (IC) which was independently designed by multiple vendors from functional block diagrams, which included definition of all external components and characterization of all inputs and outputs. The IC's contain both analog and digital functions on a single substate. The designs have resulted in a speed control amplifier providing more features, reduced package size, and lower warranty return projections than the previous design.

Weight and performance characteristics of the 1979 Pontiac Firebird soft bumper system are compared to those for a typical new (1979) metal/hydraulic design to evaluate the effects of the new standard. This study demonstrates the changing competitive environment in the automotive bumper market due to the introduction of the Part 581 Standard. The deep soft bumper concept is also discussed including its potential for achieving weight reductions in future elastomeric bumper systems.

The pre-1975 EPA fuel economy data base has been expanded to over 6,600 cars, and these data on older cars have been adjusted for odometer mileage effects on fuel economy. The data base for model year 1975-1977 certification cars is also updated, reflecting actual sales figures. The resulting trend analyses are thus (for the first time) consistent from year to year with regard to the representation of actual sales weighted new-car fleet fuel economy. Data on the 1979 fleet is presented in detail, and compared with that of the 1978 fleet, on the basis of projected sales for those two years. Comparisons with pre-emission control MPG, which serve as measures of technological change accompanying increasingly stringent emission standards, are accordingly revised from previous publications (1)* on this subject.

Parameter estimation techniques that can be used to determine modal parameters (frequency, damping, and mode shape) from experimentally measured frequency response or unit impulse response are presented with respect to practical implementation and use. The methods are separated into two categories: 1) A curve fit of only one degree of freedom with or without residuals. 2) A curve fit of multiple degrees of freedom with or without residuals. Particular details are given with respect to multiple degree of freedom techniques utilizing the Complex Exponential algorithm.

Ford Motor Company surveyed Ford management personnel who drive Ford Motor Company lease vehicles. From the responses, in-use fuel economy data were computed on over 10,600 1978 model year cars. Analyses of the data are presented which include: fuel economy summary statistics; regressions of fuel economy ratings versus in-use fuel economy; measures of the ability of EPA ratings to rank in-use fuel economy; and the influence of car size class or transmission type on fuel economy regression and correlation. Wide ranges of fuel economies were found for each vehicle model type. The analysis shows no significant trend by car size class in the relationship between in-use fuel economy and metro highway fuel economy ratings.

Data were collected on alternative estimates of factors influencing fuel demand. These factors include: new vehicle registrations, vehicle miles of travel, vehicle scrappage and fuel economy. A methodology was then applied to assess the sensitivity of fuel demand to variations of each individual factor (within the range of the available data sources). A Base Case projection of fuel demand by vehicle type and fuel type is presented in detail. In addition, the impacts of two realistic alternative cases representing increased conservation efforts and increased fuel consumption are also analyzed.

The configurations of sputtering sources and the shape and orientation of parts to be coated exert a strong influence on the appearance and integrity of metallized decorative coatings. Magnetron sputtering sources, which have sufficient speed and low substrate heating for the practical metallizing of plastic automotive parts, are also characterized by extended shapes that influence the properties of the deposited films. Data are presented for the film stresses and reflectances of pure chromium and Cr-alloy coatings sputtered from planar and cylindrical sources. The cylindrical post magnetron geometry enhances the production of compressive film stresses that prevent cracking, while also maximizing the optical reflectance. Results are also presented for the effects of substrate orientation and rotation on the stresses and reflectance of pure chromium and stainless steel coatings.

Recent discoveries have made possible the development of directly electroplateable plastic resins. New additives to electrically conductive carbon-filled plastics overcome previous problems of adhesion and slow electrodeposit coverage times and promote chemical bonding be tween the plastic and electrodeposit. A review of injection molding and electroplating practices for these new materials is presented. It is shown that the chemical bonding mechanism and the elimination of preplating offer economic, fabrication and design advantages compared to conventional methods for plating on plastic.