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Three exhaust emissions, hydrocarbons, carbon monoxide and oxides of nitrogen, from the automotive spark-ignition engines are presently subject to regulatory control. Of these harmful pollutants, NOx emissions are the hardest to control under current status of emission control technology. Accordingly, exhaust gas recirculation (EGR) has been receiving continued efforts as one of promising NOx control. This paper reports the effects of EGR on the mechanism of NOx reduction and engine fuel economy, on the basis of research made in the following areas: (1). NOx formation in a combustion vessel. (2). Studies on EGR effects in a single-cylinder engine. (3). Effects of EGR on NOx and HC emissions and fuel economy.

A single cylinder RDH spark ignition, gasoline engine operating at constant speed and load was used to study the effects of compression ratio, spark timing, exhaust gas recirculation (EGR) rate, and air/fuel (A/F) ratio on exhaust emissions, fuel economy and octane requirements. Analyses showed that fuel consumption decreased with increasing compression ratio at any given NOx emissions level, so that minimum fuel consumption was obtained at the highest compression ratio studied when basic engine HC emissions were not a constraint. However, if both HC and NOx emissions were constrained at constant low levels by optimal adjustments of EGR and spark timing, both the minimum fuel consumption and minimum octane number for trace knock were achieved at the lowest compression ratio studied. Furthermore, overall minimum fuel consumption at controlled HC and NOx levels was obtained at the leanest A/F ratio (15.4) studied.

Enough of the manufacturing details for powder metallurgy, (P/M) are presented, for the reader to be able to outline the steps required to make a P/M part. The production rates, hourly equipment costs, and raw material costs are provided, so that the cost of a P/M part can be estimated. Tooling costs may be estimated by comparison with a graded series of examples. Some simplified or rule of thumb methods are also provided for estimating the costs of parts with given strength requirements.

This paper describes microprocessor technology as it may be applied to the automobiles of the future. The microprocessor requirements described in this paper were generated as a result of the evaluation of the Alpha IV vehicle system which utilizes a solid-state, digital 4-bit, microprocessor to perform several vehicle control and display functions. The development of the Alpha IV system encompassed not only the interface circuit design and microprocessor programming, but also, the derivation of the digital algorithms and control laws for the functions which have traditionally been performed in an analog fashion. The control functions performed include: Cruise Control, Four-Wheel-Lock Control, Traction Control, Speed Warning, Speed Limiting, Ignition Spark Advance and Dwell, Automatic Door Locks, and Anti-Theft System. The display functions include: Speedometer (both analog and digital), Odometer, Trip Odometer, Tachometer, Clock, and Elapsed Time.

A microprocessor is a device capable of automatically carrying out a sequence of operations on data expressed in discrete (digital) or continuous (analog) form. The purpose of a computer or a microprocessor is to solve a problem or class of problems; the problem may be one of control, analysis, or a combination of the two. Without a doubt, any problem a computer can solve, a man could solve. The advantage is one of time. On a series of complex analytical problems, a mathematician could dedicate his entire life to doing what a computer could do in mere seconds; similarly, no human could continuously analyze new stimuli and generate responses in the microsecond intervals required by modern electronics and electromechanical hardware. As much as we fefer to computers for microprocessors as one entity, we will try to spell out capability, structure, and economic differences.

Human anthropometry was used as input to the design of the GM ATD 502 crash test dummy. The spinal column of an average adult male was located for an erect seated position leading to guidelines for placement of dummy components and sectioning of the dummy into segments. The weight and weight distribution of these dummy segments were defined based on anthropometric data. These results provide some assurance that the size, relative location, and weight distribution of dummy structures are representative of human characteristics.

Mass distribution properties of the human body and its fourteen primary segments were measured in three dimensions using six male cadavers. Data collected include anthropometry, weight, center of gravity, and the principal moments of inertia. The principal moments of inertia were computed using a 3 x 3 matrix of values derived from simple pendulum measurements about six non-parallel axes. Anatomical segmentation procedures used are emphasized and compared with those in previous investigations. In addition, comparisons of the measured data with extant data in the literature on the whole body and its segments are presented and discussed.

In the research and development of a driver's control area, one of the analytical procedures consists of studying and considering data at distribution extremes for each anthropometric measurement. Among the anthropometric measurements, one of the foremost is undoubtedly stature, which appears to be evidential of the differentiation in the study of a human group.

For a variety of reasons, cars have been getting heavier. A standard-size Chevrolet, for example, weighed about 3,700 lb in 1963 and 4,600 lb in 1973. Since there is a direct correlation between vehicle weight and gas mileage (EPA figures show an average of 24 mpg for a 2,000 lb car vs 11 mpg for a 4,000 lb car), weight reduction becomes an attractive means of increasing gasoline mileage. Also it can often be accomplished without compromising comfort and safety features. To help cope with the energy dilemma, more efficient use of gasoline in cars is needed. Aluminum, with a proven track record in weight reduction in cars and all other transportation vehicles, offers an ideal solution to auto weight problems. Immediate primary weight saving of 1.5 lb can be obtained by substituting a single pound of aluminum in place of auto parts made of traditional materials. This saving also permits use of lighter structural supports-again adding to the weight saving.

The purpose of this paper is to give an overview of developments in mass transportation vehicle and people mover design and to illustrate the constraints facing the industrial designer. To discuss specific transportation projects which Sundberg-Ferar has been directly involved in, such as the San Francisco BART Car; the Washington, D.C. Metro; the New York City Transit Authority R-44 Subway Car; the Morgan town and Dashaveyor people movers. Also, vehicle design for both exterior and interior components with commentary on design criteria and final results.

This paper highlights the role rail research programs of the Urban Mass Transportation Administration (UMTA). Included are descriptions of several recently developed commuter transit cars-the state-of-the-Art Car, The Advanced Concept Train and dual-powered, gas turbine/electric cars. Also discussed are efforts by UMTA in developing test facilities for urban rail vehieles and in furthering research in tunneling technology and noise abatement.

This paper addresses the overall subject of environmental control in the subway portions of rapid transit systems. A review of the history of subway environmental control along with an updated report on the recent research work conducted under the auspices of the Transit Development Corporation, the U.S. Dept. of Transportation and the subway operating properties is included. To conclude the paper, a presentation is made of the analytical work presently being pursued for the system under design in Atlanta.

A very high level of confidence must be maintained at all times that the air bag passive restraint system and each of its components are in proper operating condition to function as required when called upon to do so. Electronic circuitry which continuously performs non-destructive testing is used to monitor the system components, connectors, and wiring integrity. This fail-safe circuitry, which incorporates self-check features, causes a fault indicator to become illuminated should a fault exist in any part of the air bag system. A fault analyzer, which pinpoints the exact location and nature of a fault, is available for system servicing and/or system final assembly verification.

A programmable digital logic system has been developed for vehicle powertrain control. The system is configured around a custom microcomputer, and has been demonstrated in the control of ignition timing and exhaust gas recirculation rate in a vehicle installation. The specific design resulted from considerations of performance, reliability, serviceability, flexibility, and cost. This work at Ford has made further contributions to establishing the feasibility of an On-Board Computer system for vehicle application, but direct cost effectiveness is not yet established, and many problems remain unresolved.

A spark ignited internal combustion engine with computer controlled spark and exhaust gas recirculation has been operated over the CVS test cycle. At the 1975 emission level, a 10-20% improvement in fuel economy on the test vehicle over the initial production 1975 California vehicle was measured. Comparable driveability, octane, emission levels, and performance were obtained. The initial calibration for the control of spark and EGR was developed from engine dynamometer testing; computer simulations allowed for calibration development prior to vehicle implementation. Cost effectiveness questions have not been resolved.

Eight catalytically equipped vehicles were used to compare the effects of an ashless, nonphosphorus lubricant and a conventional SE lubricant on the deterioration of two different types of bead catalyst operating in field service. Composite CO emissions (measured by the 1975 Federal Test Procedure) approximately doubled during the 25,000-mile test with both oils relative to the fresh catalyst. No significant increase in composite HC emissions was shown. There were no significant differences between the two oils with respect to either HC or CO emissions at the end of the test. Analysis of the aged catalyst showed average phosphorus contamination of 0.07 wt % with the conventional oil compared to 0.01 wt % with the ashless oil. The higher level of phosphorus contamination with the conventional oil was not accompanied by an increase in catalyst deterioration relative to the ashless oil.

This paper presents findings of the functional and engineering feasibility studies for an aerial guideway people mover system (PMS) within the Detroit Central Business District (CBD). Emphasis is placed upon the process of developing alternative alignments and their evaluation. A detailed discussion is included regarding the problems of constructing an aerial guideway within an existing urban center and how the environmental requirements are met in achieving a plan commanding broad-based community support.

The presence of a metal such as calcium or zinc in a lubricant appears to inhibit the poisoning effect of phosphorus on platinum oxidising catalysts. This is a general conclusion from rig, engine and vehicle tests on lubricants with different additive components. Among the test results reported a lubricant blend with 2.5% by weight ZDDP (0 22% wt Zn) and another blend with 1.25% wt ZDDP plus enough phosphorus containing ashless anti-oxidant to double the phosphorus content of the lubricant both gave satisfactory performance in tersm of catalyst degradation.

The increasing congestion of urban areas requires multimodal transportation solutions. Personal Rapid Transit (PRT) is discussed as one of the supporting modes for regional systems as a feeder to high-speed corridors and for circulation and distribution missions. PRT may begin as small loop or linear systems and expand to complex network grids in planned phases. For equal dollars spent, increased ridership and route coverage is possible with PRT systems versus line-haul corridor systems. All modes must complement each other.

A method has been developed for measuring the normal contact pressure distribution at the interface between a tire and a rim using a miniature magnetostrictive transducer as the load sensor. The transducer itself is a 0.050 in. diameter nickel ferrite toroidal core wrapped with primary (excitation) and secondary (sense) windings. As the core is stressed, the magnetostrictive phenomenon causes an increase in the magnetic flux and a corresponding change in the induced output voltage across the sense windings. This voltage change is signal conditioned to yield a dc voltage output as a function of core stress which is proportional to the bead contact pressure. Bead contact pressures were mapped at the interface between various radial tires and rims under static and dynamic loading conditions. Static pressure distributions obtained for the inflated but otherwise unloaded condition provide a measure of the conformability of the tire to the rim.