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This paper identifies the problem associated with early failure of Push-Pull Cables, which is due to external and internal Contaminants. The design and development of new seals to eliminate these contaminants produced cables that can operate efficiently for at least one million cycles. Two new developments were possible with these design improvements; (1) a new line of more flexible cables, and (2) a control system that can shift manual transmissions remotely.

A direct attack on the air pollution problems identified with the cities is to replace the internal combustion engine vehicle with one that is emission free. This paper deals with a small electric vehicle, designed for urban and suburban use, powered by batteries that are sealed off from the atmosphere. The power supply consists of a lithium/nickel fluoride, nonaqueous battery for total energy requirements, and a bipolar nickel/cadmium battery for the power required during acceleration and hill climbing. The object of this hybrid battery system is to obtain performance characteristics not available by either battery alone.

The paper reviews some of the underpinnings of the research that was done that led to adoption of the high mounted brake lamp. The expected reduction in rearend collisions of 50%, attributable to the lamp, has not been realized. Most recently, a reduction of 4% was reported. This large difference between the predicted effectiveness of the safety device with its actual effect is disturbing. The paper attempts to show the reasons for the low effectiveness which include a lack of evidence for the high-mounting location, overriding an SAE standard on the intensity of high-mounted rear signal lamps and no valid theory of driver performance.

This advanced development program was built upon component technologies available at various levels of development at the time of its initiation. It was through modification of this essentially proven hardware that program risk and cost were minimized. The High Performance Auxiliary Power Unit (HPAPU) is based upon a modified Avco Lycoming 101 series gas turbine engine. The engine serves to drive a Sundstrand model 600D19CZ load compressor and model 60EG01 A-C generator through a Sundstrand gearbox adapted for the purpose. The resulting 500 hp class auxiliary power unit has successfully met or surpassed its required demonstration of duty cycles, continuous full power operation, and the ability to function over a wide environmental envelope. In addition, the HPAPU has exhibited a specific fuel consumption less than design and much less than the program's designated maximum allowable. This paper describes the HPAPU system.

This article mainly deals with, the rolling process specially arranged for rolling truck gears, and how it possesses all the requirements for high productivity. It briefly relates the special construction of the machine and tool, what quality level the process can attain and what effect it influences on heat treatment distortion and crystalline structure of the work piece. Finally it gives some rules of the change of the trace of contact area on the gear flank due to tool wear and predicts that wide spreading acceptance of the process will be expected.

This paper reviews the problems associated with developing a vertical takeoff and landing (VTOL) aircraft that has desirable helicopter-like attributes in hover and low speed operation but is capable of efficient high subsonic cruise speed. A number of different configurations that have been proposed are reviewed and an assessment is made of the relative probabilities of future success. Factors considered to be important discriminators include speed potential, disk loading, empty weight fraction, the need for supplementary propulsion systems or convertible engines, and technical risk. The tilt-rotor configuration has considerable merit but will not achieve the highest speeds desired. It is concluded that incorporation of variable geometry, in the form of a variable diameter rotor system, has the best chance of providing the “ideal” VTOL.

It is shown that the potential benefit of a direct injection system is a 10% gain in fuel economy compared with that obtained from an indirect injection system. A realistic consideration of the features of various diesel combustion systems shows why the indirect injection approach is universally applied to diesel passenger cars today. A production indirect injection diesel of 1.8ℓ total capacity was converted to direct injection form and test bed and vehicle performances obtained. The constraints imposed by the need for compatibility with existing engine ranges and the use of low cost, currently available injection equipment caused reductions in smoke limited power although gains in fuel consumption at equivalent engine load were achieved. A viable direct injection passenger car diesel requires more advanced injection equipment and boosting.

Distributed System Architectures and concepts are increasingly being utilized and specified for ruggedized, real-time avionics, flight control, and ground based systems. Even though these systems have inherent advantages in the areas of fault tolerance, flexibility, extensibility, and adaptability they are characterized as being communications intensive. Realizing the positive attributes of distributed architectures requires the development/evolution of interconnect technology beyond what is currently available. This paper presents a description of the Sperry Defense Products Group - Computer Systems Division second generation High Speed Interconnect System (HSIS); developed during 1985 as part of a cooperative Internal Research and Development project. The HSIS is a 100 MBPS Token passing fiber optic bus that services up to 256 stations and utilizes an IEEE 802.4-like Token passing protocol.

A new microalloyed, multi-phase low carbon steel has been developed as an alternative to the QT steels which have traditionally been used in the fabrication of high strength cold forged products. The benefits of this new steel include: (1) the elimination of spheroidize annealing prior to cold forming; (2) the elimination of the QT heat treatment after the deformation; and (3) the ability to achieve in the final component yield strengths of desired levels, high fatigue resistance and very high notch toughness. The excellent properties exhibited by this steel are a direct result of the advanced thermomechanical or controlled processing of the austenite during bar and/or rod rolling. This paper will first briefly review the physical metallurgy of this steel as it pertains to cold forming. This will be followed by a review of industrial trials where various components have been cold forged from this steel.

High strength fasteners and cold forgings are typically produced from carbon or low alloy steel. While the final components usually exhibit adequate mechanical properties such as strength, toughness and fatigue resistance, the cost of producing components using these conventional steels is unattractively high. A large portion of these costs originate in the nature of the steel chosen for fabrication. The cumulative cost of total material-related processing, e.g. spheroidize annealing required before cold forging plus that of the QT and stress relieving heat treatments following cold forging, renders the total process rather cost ineffective. An ideal steel for cost-effective cold forging must exhibit the following characteristics: (i) Good bulk formability in the hot rolled bar or rod form, (ii) Should be capable of generating high strengths during the cold forging process, and (iii) Should retain good toughness in the final component.

Tactical Airlifters in the battlefield of the future will be required to operate on unprepared or damaged runways in all weather conditions without navigational or landing aids. Lockheed is addressing technologies required for these missions in an independent research and development program using a highly modified commercial C-130 aircraft as the technology integration focal point - a “Flying Laboratory.” The HTTB Program addresses the major technology areas of advanced short takeoff and Sanding, survivability, advanced cockpit, and electronic systems. The Program goal is to develop systems to support autonomous operations into a 1500-foot landing area, up to and including a 50-foot obstacle at the runway threshold.

HEREIN the author analyzes the Diesel oil-engine as a competitor of the steam engine and, more specifically, of the gasoline engine, in the stationary-power field and in the field of marine and land transportation. The two bases for judging the new as against the old are, first, suitability for the purpose, and, second, the cost of performing the required service. After reviewing other fields in which the oil-engine has shown its suitability, the author considers its suitability for automotive purposes. If it is equally suitable with the gasoline engine for motor-vehicles, that type of engine which shows lower cost for power will ultimately prevail; or, if the Diesel-engine cost is sufficiently lower, this type may be adopted for certain automotive uses even though it is somewhat inferior to the gasoline engine in suitability.

This paper describes the preliminary development of an on-board integration network for vehicle dynamics. The underlying philosophy is explained and the basic requirements are set forth. A design conforming to these requirements is presented and the experiments conducted to optimise the physical layer are described. An original token passing protocol is proposed for the access method and evaluated in comparison with the contention method by means of a specially devised simulation system.

Experimental results of the fuel-lean, stoichiometric, and fuel-rich oxidation of methanol and ethanol using two fused silica tubular flow reactor systems are reported. For the initial set of experiments, semi-quantitative reaction byproduct data were obtained using in-line GC-MS analysis. Subsequent quantitative experiments with a second flow reactor system were conducted with an in-line water trap coupled to GC-TCD analysis. A much larger number of reaction byproducts were observed for ethanol than methanol. For methanol, observed reaction byproducts were acetone, formaldehyde, 1,2,3-trioxane, methane, ethane, and ethene. For ethanol, observed reaction byproducts were acetone, acetaldehyde, formaldehyde, acetic acid, methane, ethane, ethene, ethyne, and propene. Favorable comparisons of the flow reactor data with vehicle emission test results are presented.

Once large pieces of machinery, such as earthmoving equipment, have been manufactured, they must be shipped to the buyer. This paper discusses the operations of one railroad, the Illinois Central, in handling this problem. Due to route obstacles, the railroads classify loads into two categories: those under 10 ft 8 in. width and 15 ft 1 in. height, and those under 10 ft 8 in. width and 15 ft 6 in. height. Loads beyond these dimensions must be routed with care to avoid the obstacles creating these limits. The method used by IC is described. Weight limits are similarly outlined.

This paper presents some of the technical considerations that underlie the development of the master plan and the establishment of design specifications for Ohio's Highway Research Laboratory. It describes the overall features of the master plan and discusses some of the critical design features as these relate to the various tracks and other field facilities. The development of the master plan was guided by a study of the layout of existing proving grounds and by the experience gained over the years in their operations. It was guided furthermore by a set of principles relating to operational considerations, considerations of flexibility in the layout, land utilization, safety, capacity, and cost. Finally, it was guided by an indication of future research and development needs as expressed by researchers and potential sponsors in both government and industry.

Two Highway Safety Research Institute (HSRI) dummies were tested and evaluated. Based on the analysis given, the HSI dummy should not be used for vehicle qualification testing. However, many of its components offer viable alternatives for future dummy development. The dummy was found to have inadequate biomechanical fidelity in the head, neck, and chest, although its characteristics were very promising and, as a whole, biomechanically superior to the Hybrid II. Its repeatability and reproducibility in dynamic component tests were better than the Hybrid II dummy. In particular, the HSRI friction joints were outstanding in repeatability and had a significant advantage in usability in that they do not require resetting between tests. In three-point harness and ACRS systems tests, the values of injury criteria produced by the HSRI dummy were generally lower than those obtained with the Hybrid II, especially the femur loads in the ACRS tests.

Discussion of improvement of truck ride, chiefly concerned with driver and passenger comfort related to road condition. The kinds of natural vibrations in vehicles which determine the quality of ride are discussed first, and then the sources of forces, both outside and within the vehicle in operation, which initiate the vibrations and establish their magnitude of motion.

The Hino E13C was developed for heavy-duty truck application to meet Japan's 2003 NOx and 2005 particulate emissions standards simultaneously with significant fuel economy improvement. A combined EGR system consisting of an external EGR system with a highly efficient EGR cooler and an internal EGR system with an electronically controlled valve actuation device was newly developed to reduce NOx emissions for all operating conditions without requiring a larger engine coolant radiator. A Hino-developed DPR was installed to achieve extremely low particulate emissions at the tail pipe. Increased strength of engine structural components and a ductile cast iron piston enabled high BMEP operation at lower engine speeds and reductions of both engine size and weight. This paper describes key technologies developed for the E13C as well as the development results.