Search Results

The British commercial vehicle industry is going through a period of major change to keep pace with market needs and to comply with the new Construction and Use Regulations introduced recently. The changes will involve new thinking relative to cab configuration, engine output, and general requirements involving higher tonnage vehicles. The designs will consider both home and export needs in order to achieve as much standardization as possible. It is believed the British industry will maintain its highly competitive position in world markets as a result of these developments.

The prewar and wartime history of the lightweight four wheel drive in Japan and the postwar development originated since the Korean War are briefly explained. The features of the Japanese four wheel drive Toyota Land Cruiser as a sportsman's vehicle are discussed. The items discussed are mainly concerning mobility over rough terrain, namely, power, weight, and size. Such comfort and convenience items as riding, handling, and enclosure are described.

This paper describes the evolutionary design process which had to be traversed in order to reach a coach design solution that would satisfy the particular requirements of Vauxhall Motors Ltd. It shows how an increased number of small tires will carry a given gross vehicle weight with a more efficient load distribution pattern than large single tires. The paper concludes that a twin-steer, small-tired coach carrying 50 or more passengers on a single deck is an extremely safe, good riding, and highly maneuverable vehicle.

European commercial vehicle manufacturers generally do not produce heavy type vehicles in very large unit numbers of one individual type, but rather they standardize parts, subassemblies, and assemblies that are used in many or all types. Thus they manufacture large numbers of identical individual parts that are adaptable to the various types of vehicles. This permits variety in small production runs. The method is described by detailed examples taken from the production records of the Klockner-Humboldt-Deutz AG Werk Ulm.

European road freight transport, already important in the late 1930s, had a great growth after World War II and a further one during the 1950s, following the increase in commercial volume inside and outside the European Economic Community (EEC), or Common Market. The strong and sometimes fundamental differences among regulations of the various European countries have up to now made impossible the use of a specific type of truck for long distance haulage. After discussing the background of transport in Europe and examining present truck design, the major characteristics of the long distance haulage truck or truck tractor are described.

The possibility of improving aircraft range, payload, and endurance through application of regenerative cycle engines is examined in this paper. Emphasis is placed on the reduction in propulsion system weight realizable for first and second generation aircraft of the future. Propulsion system characteristics of future regenerative and nonregenerative turboshaft, turboprop, and turbofan engines is estimated and discussed.

The mission capability of some gas turbine powered vehicles can be greatly enhanced by the application of regeneration to the engine thermodynamic cycle. The application of regeneration to aircraft propulsion presents many unique design problems to the designer as a result of the need for very lightweight components and high performance. The many design parameters that must be evaluated, and the many tradeoff studies that must be accomplished to arrive at the best regenerator and gas turbine design are discussed. Also, the results of a series of studies are presented to graphically portray the fuel economy which results from the use of regenerative engines.

This paper notes the large increase in fuel economy due to the use of the regenerative cycle, particularly at low partial power. It then examines the striking effect of using regenerative turboprop engines on the trade-off between various aspects of patrol aircraft dessign and mission capability.

Japan's truck production in 1962 accounted for 70% of total vehicles manufactured. Of this, 85% consisted of compacts and midget models for use by private enterprises and over congested narrow roads. Because of severe operating conditions on unpaved bumpy roads, large payloads require sturdier vehicles and higher ratios of power to weight than do those in other countries. Passenger bus transportation is expanding and extending service distances. Practically all large vehicles are diesel powered, but smaller ones are gasoline powered. The modernization of highways will bring larger and speedier models with more engine horsepower for longer distances.

The development of pavement skid testing equipment and techniques in the U. S. is reviewed, and the various skid test trailers now in use are described. The results of the Tappahannock Skid Test Correlation Study are reviewed to show the improved correlation between different trailers which has been achieved in the past few years. The work of ASTM Committee E-17 on skid resistance is summarized, including its development of a standard tire for use in making skid tests.

It is not the purpose of this paper to report on fundamental news in the field of metallic materials, now will it present a complete catalogue of materials used in the world's oldest automotive plant. A few examples of the materials employed for such parts as crankshafts, camshafts, valves, light metal castings, cylinder heads, and tufftrided parts, show the obstacles to be overcome for producing high-speed diesel engines. A designer or metallurgist faced with similar problems may learn whether he has already found corresponding or even better solutions, or whether he might profit from the freely reported experience and experimental data given.

Methods of identifying cars responsive to TML, and the connection between a car’s response to TML and its severity are examined. Fuel segregation in the inlet manifold is studied with the object of improving laboratory bench procedures. Laboratory results are supported by customer reaction trials, the techniques of which are fully described. The optimum scavenger combination for use with TML is shown to be 1.0 T ethylene dibromide plus 0.2 T tritolyl phosphate.

The instantaneous heat transfer rates and coefficients were calculated from wall temperature traces obtained with a special thermocouple fitted onto the inside surface of the combustion chamber of a diesel engine. A fair agreement between the calculated coefficients and Eichelberg's correlations was found when the instantaneous gas velocity was used instead of the mean piston speed.

This paper discusses the problems of mounting a powerplant on elastic mounts to minimize the vibrational disturbance to the vehicle. Mount configurations that permit decoupling of modes are described. A method is given for measuring the dynamic rate and damping of rubber mounts.

Complex interrelationships between different hydrocarbon and antiknock additive formulations and engine design and operating factors lend many facets to gasoline road octane numbers. As a result, no single standard laboratory octane number method or combination of methods can adequately predict the road octane number performance of all gasolines in all types of engine applications. However, through empirical octane prediction methods based on available laboratory octane number methods, reasonable estimates of gasoline road octane quality can be made to suit generalized segments of the world car population. To confidently insure satisfaction of vehicle antiknock requirements in the various car population segments, the modern refiner must be cognizant of the types of antiknock requirements to be encountered in his particular marketing area and relate these requirements to his available laboratory control methods.

The generally beneficial effects of forging on precipitation hardened heat resistant alloys can be considerably increased by the addition of titanium and aluminum to the material. These elements, however, cause complications in the casting and forging processes, but by applying controlled forging programing, these disadvantages can be overcome. This paper describes the desirable and undesirable characteristics of a Ti + A1 alloy and explains some of the principles involved in setting up programed forging cycles to produce improved material properties such as optimum strength, uniformity, and reproducibility.

Ways of preventing the loss of directional control, which frequently occurs during emergencies, are described. These include special braking techniques, changes in brake distribution, balancing of brake reactions, and nonlocking braking systems. Details are given of a particular application of a nonlocking braking system. Test results at speeds up to 140 mph of the braking performance and directional stability are given; reductions of up to 35% in braking distances were obtained on some wet surfaces. Attention is drawn to the considerable reduction in tire adhesion, which occurs when a wheel locks and which can be avoided by antilocking braking systems.

A nondimensional representation for a four stroke spark ignition engine was obtained that included the transient charging and exhaust effects. Two basic advantages accrued from this approach; the design and operating parameters that evolved from the nondimensional approach are truly basic in nature, which makes the computer solution more universally applicable to all engines. The inclusion of the transient effects made the representation more realistic and of particular value in the study of engine breathing problems. The effect of valve timing, cam design, valve dimensions, and inlet temperature on engine performance were studied with the computer model.

The first part of the paper deals with the mathematical model and computer program for simulating a compression-ignition engine. The various assumptions used and the effects of these assumptions on the results are discussed. The second part of the paper evaluates results of the engine simulation program by comparisons with experimental data and with other simplified cycle calculations. The comparisons with experimental data include motoring, part load, and full load data for a speed range of 1400–3200 rpm. The simulation results show good agreement with experimental pressure-volume diagrams. The computed trends of volumetric efficiency, heat rejection, and metal part temperatures show reasonable agreement with experimental data.

A number of computer programs were established by the research department of the Augsburg works of M. A. N. to provide information on the development of diesel engines. This paper reports on two such programs. One of them aims at determining heat release flow from the indicated pressure diagram, the other at calculating pressure and temperature flow and thermal load from engine dimensions only, assuming a simple heat release diagram. Some results of these calculations are presented.