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A 1-D 2-layer model developed previously at MTU was used in this research to predict the pressure drop, filtration characteristics and various properties of the particulate filter and the particulate deposit layer. The model was calibrated and validated for this CPF with data obtained from steady state experiments conducted using a 1995 Cummins M11-330E heavy-duty diesel engine with manual EGR and using ULSF. The CPF used is a NGK filter having a cordierite substrate with NEX catalyst type formulation (54% porosity, 15.0 μm mean pore diameter and 50 gms/ft3 Pt). The filter was catalyzed using a wash coat process. The model was used to predict the pressure drop, particulate mass retained inside the CPF, particulate mass filtration efficiency and concentration downstream of the CPF with agreement between the experimental and simulated data.

Active regeneration of a catalyzed particulate filter (CPF) is affected by a number of parameters specifically particulate matter loading and inlet temperature. The MTU 1-D 2-Layer CPF model [1] was used to analyze these effects on the pressure drop, oxidation and filtration characteristics of a CPF during active regeneration. In addition, modeling results for post loading experiments were analyzed to understand the difference between loading a clean filter as compared to a partially regenerated filter. Experimental data obtained with a production Cummins regenerative particulate filter for loading, active regenerations and post loading experiments were used to calibrate the MTU 1-D 2-Layer CPF model. The model predicted results are compared with the experimental data and were analyzed to understand the CPF characteristics during active regeneration at 1.1, 2.2 and 4.1 g/L particulate matter (PM) loading and CPF inlet temperatures of 525, 550 and 600°C.

The paper discusses the development and thinking behind the construction of the T.R.X. sports car which features external body panels in engineering thermoplastics. The advantages of injection moulding as a high quality mass production process ensuring perfect reproducibility and close tolerance fits are stressed. High weight reductions are possible against conventional materials and many examples are given. High speed, high quality production at a rate commensurate with modern car build is possible with technology currently available and in place today. Finally, alternative construction concepts are discussed to meet a wide range of industry requirements for automotive body components.

Powder injection moulding (PIM) - a combination of thermoplastic injection moulding and conventional powder metallurgy - is still a relatively new process for the manufacture of precision metal and ceramic parts. BASF's own PIM product is called Catamold®, a group of injection moulding compounds consisting of very fine metal or ceramic powder, a polymer binder - mostly polyacetal (POM) - plus several additives. Apart from the powder material, BASF supplies all the ingredients found in these compounds.

This paper presents the experimental and analytical study on the temperature distribution and thermal deformation of the piston in diesel and gasoline engines. In order to predict temperature distribution and thermal deformation of piston, a finite element analysis has been carried out. The thermal boundary conditions around the pistion were assigned from analytical and empirical relation. The validity of the boundary conditions has been checked by the electric analogy method. Experimentally the piston temperatures for the running engine were measured by thermocouples using a mechanical linkage system and spring system. The predicted temperature distribution by a finite element method shows satisfactory agreement with the measured data. Also, for thermal deformation, steel strut and slot in piston have been analyzed by axi-symmetric 2-dimensionai finite element method using the virtual element addition method and experimental method.

According to the resonant pavement crusher's work principle, its front frame mounted with the resonance system must meet the needs of the structural requirements. To satisfy the strength and stiffness requirement and avoid the resonance, the natural frequency of the front frame should be designed away from the crusher's working frequency. In this paper, the author builds a finite element model of the front frame and analyses its modal. According to the modal analysis results, the fourth modal frequency is close to the working frequency of the crusher. So the front frame should be optimized. In the finite element model, the front frame has been divided into a number of components of shell elements. Through optimal Latin hypercube experimental design, the author analyses the different component thickness's relationship of the frequencies of the front frame. The components with higher correlation coefficient have been chosen as the variables of optimization.

In the assembly of axles and wheel hubs, a nut is frequently used to fasten them as one unit. In order for the nut to hold the assembly in its final position, crimping is a widely-used method which prevents nut from loosening. A reliable crimping process not only prevents movement of the nut during axle operation but should also minimize the possibility of cracking the rim. If the nut cracks during assembly, it can start to rust and deteriorate. The service life span of the axle assembly hence shortens as a result. The quality of crimping operation is determined by the component designs, the process parameters, and the crimping tool geometry. It would be time-consuming and costly to evaluate these factors empirically; let alone the requirement of prototypes in the early stage of a new program. A dynamic finite element methodology which adopts the Arbitrary Lagrangian-Eulerian formulation from ABAQUS explicit solver is developed to simulate the complete crimping process.

During the planetary gear assembly, staking is a widely-used method for affixing pinion shafts onto the position. A reliable staking process not only prevents the movement of shaft during transmission operation, but also minimizes the distortion of the assembly due to the staking process. The quality of staking operations is determined by the component designs, the process parameters, and the staking tool geometry. It would be extremely time-consuming and tedious to evaluate these factors empirically; not even mention the requirement of prototypes in the early stage of a new program. A Finite Element methodology is developed to simulate the complete staking process including shaft press in, staking, and after staking tool release. The critical process parameters, such as staking force, staking length, shaft and holes interference amount, etc., are then evaluated systematically.

The high-pressure hydrogen gas cylinder of a fuel-cell vehicle is equipped with a pressure relief device (PRD) to prevent the rupture of the cylinder due to heating by fire. Flame exposure tests (bonfire tests) are conducted to evaluate the safety of the cylinder with the PRD, specifically, cylinder resistance to fire and performance of the PRD. In this study, however, fire tests of vehicles equipped with high-pressure cylinders were not required for this test method. We implemented released-hydrogen flame tests by performing bonfire tests and fire tests on vehicles equipped with hydrogen-filled high-pressure gas cylinders (20,35MPa) to examine safety measures for fuel-cell vehicles. We then investigated the following: the characteristics of the released-hydrogen flame, radiation heat flux from the jet flame, combustion noise, the rate of pressure rise in the cylinder, the venting direction of the PRD, and behavior of fire in conjunction with a gasoline flame.

In discussing the role of the fire and explosion investigator in product liability cases, the author describes the areas of manufacturer's accountability and the determination of cause, origin, and responsibility of an occurrence. Particular emphasis is placed on origin and point of origin to determine why a fire or explosion was caused and whether or not a products liability case exists.

The long journeys of the Saturn rockets from the launch pad into the environment of space have been thoroughly documented on film and in written words during the historic era of the United States space programs. The countless miles logged by the space vehicles after lift-off have been witnessed by millions of armchair astronauts around the globe through the media of television and journalism. Little is known, however, about the first 3-1/2 miles that the assembled rockets travel, and the technology required to traverse that short distance.

The First Annual Blizzard Baja was hosted by Michigan Technological University's SAE Student Branch on February 7, 1981. This was a competition between student designed vehicles which had previously competed in summer Baja events. The Blizzard Baja consisted of a one hour endurance race run on ice and snow. The purpose was to provide the student engineers an opportunity to test their vehicles in cold weather, snow and icy conditions.

The major step in promoting vehicle safety in the past decade is undoubtedly the advances made in developing automatic anti-skid systems. The authors’ company, Alfred Teves GmbH, has made a significant contribution with an intensive 12 year anti-skid program. After successful presentation of the Mk I System in the late 70's, further progress led to the Mk II Anti-Skid System, which has attracted wide attention. It will see production in 1984 in advanced European vehicles. The main feature of this new system is its integral and highly compact design, using a single hydraulic medium, namely brake fluid. A hydraulic booster, master cylinder, energy supply with electro-pump and accumulator, and a solenoid valve block form the assembly. Another key element is the first passenger car use of microprocessors which double processing of all information and mutually check every step. These microprocessors are also highly adaptable to program changes, without affecting the hardware.

The National Aeronautics and Space Administration has long applied standards-derived human engineering requirements to the development of hardware and software for use by astronauts while in flight. The most important source of these requirements has been NASA-STD-3000. While there have been several ground systems human engineering requirements documents, none has been applicable to the flight system as handled at NASA's launch facility at Kennedy Space Center. At the time of the development of previous human launch systems, there were other considerations that were deemed more important than developing worksites for ground crews; e.g., hardware development schedule and vehicle performance. However, experience with these systems has shown that failure to design for ground tasks has resulted in launch schedule delays, ground operations that are more costly than they might be, and threats to flight safety.

Conventional methods of vehicle problem diagnosis have become ineffective in the present day automotive service industry. Skilled mechanics are being promoted to levels of supervision and those remaining are finding their knowledge and experience are rapidly becoming outdated with the increasing complexity of motor vehicles. Test equipment is being obsoleted by the development of radically new vehicle systems and introduction of government regulation of vehicle performance. The driving public is faced with a decline in automotive service quality accompanied by steadily rising service costs. The purpose of this paper is to describe a new approach to vehicle test and diagnosis, the first digital Automotive diagnostic system - AutosenseR. The AutosenseR Computerized Digital Diagnostic System is designed to assist mechanics, at all skill levels, test and diagnose today's newest vehicles.

This paper describes the E.O.B.D. (European On Board Diagnostic) system used in the latest version of engine control units (called: MultiJet) fitted to the new Diesel Engines developed by Fiat GM Powertrain (FGP). FGP Diesel engines have been capable of satisfying the Euro 3 and Euro 4 emission standards when the most updated level of engine exhaust emission reduction devices (including sophisticated EGR and DPF filter trap) were adopted. Due to newly introduced legislation, since January 2004 this engine configuration will be monitored continuously through a suitable European On Board Diagnostic software system. The software strategies allow to satisfy legislation requirements (Directives 98/69 and 2002/80) and are applicable to various engine displacements, 1.3l and 1.9l 4 cylinder, suitable for cars having different types of electrical network configurations. This diagnostic software was developed, up to its final validation, in collaboration with R.

The first production configured head up display (HDD) wa8 introduced in the United States in the 1988 Oldsmobile Cutlass Supreme Indianapolis 500 Pace Car Parade Convertibles. The design and performance of this HUD uses a vacuum fluorescent display tube (VFD) and reflective optics, including the standard production windshield as the final element, and produces a virtual image of a digital speedometer and selected telltales just above the hood line in the driver's central vision area at approximately front bumper range. The unit's functional and physical design minimize modification of existing instrument panel structures and interfaces while providing essential features and performance for consumer satisfaction. Human factors engineering contributed to this application; supporting studies and simulation efforts are summarized to substantiate the design decisions.

A new type of pressure sensor has been introduced into the 1978 production automobile. This design, consisting of a unique capacitive approach, requires the use of only one moving part to produce a voltage output which is proportional to the input pressure signal. The simple construction combined with field and bench performance tests has demonstrated a sensor which possesses high durability and repeatability at a modest product cost.

This paper presents the results of a gasoline reformulation project carried out in Finland during 1993. The project focused on the impact of gasoline sulfur and benzene content on exhaust emissions. Twelve 1990 - 1993 model vehicles were tested using two fuel sulfur levels, 500 and 100 ppm, and two benzene levels, 1 wt.% and 3 wt.%. Another subject of investigation was evaporative emissins during refuelling. When the sulfur content of the fuel was reduced from 500 to 100 ppm, the regulated exhaust emissions from catalyst cars decreased at test temperatures 22°C as follows: carbon monoxide CO 14%, total hydrocarbons THC 7% and nitrogen oxides NOx 9%. At test temperatures -7°C the reduction of sulfur content gave smaller benefits expressed in percentages, but the absolute changes (g/km) were at the same level as at +22°C.

The SAE Recommended Practice J963 “Anthropomorphic Test Device for Dynamic Testing” describes a standard 50th percentile adult male anthropomorphic test dummy. For nearly three years the Crash Test Dummy Task Force worked with the limited data available in selecting values for the body dimensions and ranges of motion. The data for specifying the values of mass distribution were developed experimentally as was a test procedure for determining the dynamic spring rate of the thorax.