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This paper describes the performance of stainless steels, stainless clad aluminum, and anodized aluminum as automotive trim materials. As the corrosivity of the road environment has increased usage of deicing salts, and a desire to improve auto body life has materialized, improved stainless steel trim systems have been developed to provide improved trim performance. These systems have included the use of new surface finishing methods, the development of Type 434 stainless utilizing a molybdenum addition for improved corrosion resistance, and the development of a stainless clad aluminum bi-metal trim system to minimize galvanic auto body corrosion. These developments have utilized extensive testing programs in automotive service which are described in this paper. Examples are also given of wheelcover and windshield wiper applications where mechanical property and surface finish capabilities are also important considerations.

Field experience revealing corrosion failures relating to engine cooling system design and material causes as well as coolant deficiencies are reviewed. Basic corrosion mechanisms are described and related to specific component failures. The role of ethylene glycol base inhibited coolants is discussed and the real world of consumer practices and service problems is described. Conclusions are developed which suggest viable approaches to further improvements in cooling system performance and reliability.

Metals, plastics, and rubber components are used effectively in the fuel system. This paper presents some of the material limitations and corrective measures required to minimize corrosion or materials degradation. For example, the use of zinc chromate coating, petroleum base coating, and/or Polyurethane foam barriers may be required to minimize the effects of road de-icing salt and mud. Fuel tank electrical connections may require sealed connections and the use of water resistant grease. Zinc coated armor wire protection of the metal fuel lines and optimum material selection of the rubber components of the fuel lines are also discussed. New legislative proposals to add increasing amounts of alcohols to gasoline may dictate further materials design optimizations as suggested by a review of some selected references dealing with this subject.

The design of future cargo aircraft is affected by environmental constraints, escalation of the cost of fuel, and inflation of the costs of development and operation. This paper presents the results of Lockheed parametric design studies of the application of advances in technology to future subsonic cargo aircraft envisioned for operation in the 1990 - 2000 time period. The relationship between air cargo growth and cargo aircraft design is addressed in terms of aircraft capacity, containerization of cargo, and the aircraft and ground interface. The benefits of advanced technologies on environmental impact are illustrated in improved fuel efficiency, reduced noise levels, and reduced energy cargo aircraft. The advanced technologies utilized to provide potential benefits in fuel efficiency and operating economy include laminar flow control, advanced composite structures, and advanced turbofan and turboprop engines.

A paradigm is created for the development of air freight cargo containerization, through a discussion of the progress of marine cargo containerization and through an examination of the forces fostering the growth of intermodal container transport, including the evolution and acceptance of ISO standards for container design, operation and maintenance, and the critical role of the container leasing company in providing unique fleet management and maintenance services.

A new package for the air transport of plutonium has been developed in response to a United States Public Law which restricts the U.S. air transport of plutonium except for small medical devices. This new package, called PAT-1 for plutonium air transportable package model 1, is the result of the NRC-sponsored PARC (plutonium accident resistant container) project at Sandia Laboratories, Albuquerque. The PAT-1 package is designed to meet or exceed new criteria specified in NUREG-0360. These include a severe test sequence of impact (>250 KTS) on an unyielding target, crush, puncture, slash, a large JP-4 fire for 1 hour, followed by water immersion, with stringent acceptance standards on plutonium release, nuclear shielding, and nuclear criticality. The PAT-1 package design features a high energy absorption capability with high-level fire protection.

Tests show that EPA fuel economy estimates for late model vehicles are realistic under good driving conditions. Both city and highway actual driving tests were conducted on a limited selection of vehicles and the results showed that individual driving techniques were the main factor in a vehicles actual fuel economy when compared to EPA estimates.

The purpose of this report is to show that the stiffness-strain curve (also called a sematograph) will produce equivalent results and sometimes indicate a material characteristic more decisively than is possible from the traditional stress-strain diagram.

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.