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The road impact load and the vibration are the main factors for the commercial vehicle, especially on the van trailer. In this paper, a new method which puts the operating modal identification and power spectrum density (PSD) analysis together was presented. The analysis results coincided with the road test quite well. The power spectrum response was obtained and the fatigue life of the vehicle was also estimated. This method can be used for the vibration optimization design and a random fatigue design of other commercial vehicles.

IT seems desirable to increase appreciably the amount of kingpin offset in tractor semitrailer combinations, according to Mr. Horine, who discusses the effect of kingpin offset on load distribution, clearance angle, traction, braking, steering, maneuverability, and riding qualities. The author also explores the geometric limits on how far ahead of the tractor axle the kingpin may be placed.

Individual organic compounds such as hopanes and steranes (originating in lube oil) and selected polycyclic aromatic compounds (PAHs) (generated via combustion) found in particulate emissions from vehicles have proven useful in source apportionment of ambient particulate matter. Currently, little ambient data exists for a majority of these species. Trace organic species in the size-segregated ultrafine (<0.18 µm) and accumulation (0.18-2.5 µm) particulate matter (PM) modes were measured during the winter season next to a busy Southern California freeway with significant (∼20%) diesel traffic. The ultrafine mode was further segregated into 4 size ranges (18-32 nm, 32-56 nm, 56-100 nm, and 100-180nm) with a NanoMOUDI low-pressure cascade impactor sampler. Both ambient and concentrated size-segregated impactor samples were taken in order to collect enough mass for chemical analysis.

This paper presents a brief description of the fluid power system used on Deere's New Generation Combine. The aspects in design related to enhancing the serviceability, operator features, reliability, and manufacturability are discussed. The fluid power system is divided into four discreet circuits; propulsion, steering/wet clutch, service hydraulics, and reel drive. Each of these circuits will be examined.

The FMC Bolens 1460 garden tractor combines the requirements of meeting existing safety standards with new development features which include a five speed gear transaxle, traction drive clutch, in line driveshaft, and cooling air circulations system required by noise level standards.

The mission of the Federal Motor Carrier Safety Administration (FMCSA) is to reduce crashes, injuries, and fatalities involving commercial vehicles [1]. According to the FMCSA, the development, evaluation, and deployment of advanced safety technology will be a key to realizing this goal. Currently, there are many safety systems in development that have the potential to significantly reduce crashes on our nation's roadways. For a variety of reasons, the potential benefits that these systems may provide in reducing crashes may never be realized. The Virginia Tech Transportation Institute (VTTI), in cooperation with FMCSA, has developed a program to evaluate promising safety technologies aimed at commercial vehicle operations (CVO). The objective of FMCSA's Advanced System Testing Utilizing a Data Acquisition System on the Highway (FAST DASH) program is to perform quick turnaround and independent evaluations of promising CVO safety technologies.

Newly manufactured light-duty hybrid and electric passenger vehicles must comply with FMVSS 141 minimum sound requirements to reduce the risk of crashes with visually impaired and inattentive pedestrians. Commercial vehicles operate in a variety of noise-critical environments, from densely packed industrial yards to congested urban areas, making safe electric vehicle operation around pedestrians and bystanders vital. Though the market share of medium and heavy-duty hybrid and electric vehicles is projected to increase annually, there are currently no North American regulations specifically for minimum sound emissions of hybrid and electric vehicles heavier than 10,000 lb. GVWR. The primary intent of this paper is to investigate the efficacy and limitations of the current FMVSS 141 requirements when applied to heavy-duty electric trucks.

The current battery carrier for commercial vehicles is made of steel and is designed to hold two batteries weighing approximately 80 kg to 100 kg. However, this battery carrier faces several issues including corrosion, chemical reactivity, high maintenance requirements and its heavy weight. To tackle these challenges, a fiber-reinforced composite battery carrier is designed and developed specifically for commercial vehicles. The objective is to identify a solution that can meet the performance requirements of both static and dynamic loading, thereby reducing the overall weight. The proposed composite battery carrier offers a lightweight design, requires minimal maintenance, possesses high tensile strength and stiffness and is corrosion and chemical resistant. Furthermore, it provides the flexibility to integrate battery cover locking arrangements for added convenience and security.

THE tractor-fuel situation has become complicated and somewhat chaotic because of the conflicting points of view held by the various groups concerned with the problem. Mr. Colwell performs here a very necessary function, because he presents each of these viewpoints - that of the engineers, the petroleum industry, the farmers, and the states - in clear and succinct language. He then suggests a program that is designed to bring order out of this now very muddled situation. He recommends that: 1. CRC complete its survey of the fuels now being marketed. 2. CRC determine promptly the technical requirements of tractor-engine fuel. 3. A determined attempt be made to coordinate state specifications and taxes through the North American Gasoline Tax Conference. 4. Tractor companies agree among themselves on classifications or specifications, and their number. 5. These specifications or classifications then be coordinated with the petroleum industry through the ASTM.

As neat crude palm oil is not ideally suitable as a fuel for diesel engines because of its high viscosity; process of transesterification was adopted to develop methyl ester of palm oil that approximate the properties and performance of hydrocarbon-based diesel fuel. Various properties of the methyl ester of palm oil were evaluated and compared in relation with that of neat diesel. The prepared methyl ester of palm oil, blended in different concentrations with neat diesel was then subjected to performance and emission tests in order to evaluate its suitability in diesel engine. The data thus generated were compared with base line data generated from neat diesel. An optimal blend of 10-20% methyl ester of palm oil with neat diesel exhibited best performance and smooth engine operation without any symptoms of undesired combustion phenomenon. This suggests use of 10-20% of biodiesel developed from palm oil in diesel engine with out any difficulty.

The author enumerates the distinctive features of buses designed for city, for inter-city and for country service and comments upon them, presenting illustrations of these types of bus. Steam and electric motive power are discussed and the chassis components for bus service are considered in some detail. The general types of bus body are treated, together with the influences of climatic conditions and local preferences. Comfort and convenience factors are discussed at some length and the problems of heating, lighting and ventilation are given constructive attention. Fare-collection devices and methods are commented upon, and the State and local legal regulations are referred to in connection with their effect upon bus operation. Illustrations are included and a table showing condensed specifications for city buses is presented.

The farm tractor is finding itself among the most essential of mechanical agricultural devices; the industry is young, and controlling basic factors of design are not yet completely crystallized, nor has research had its proper share in the development. Some further factors of the author's earlier article on tractor plowing speeds2 are discussed in this paper. The earlier article dealt chiefly with plowing data on the assumption that there was delivered at the drawbar of the tractor a constant horsepower. This paper starts with a normal condition of a constant engine power which is to be delivered to the crankshaft under governor control for any of the travel speeds analyzed. The tractor is considered as powered by a given brake-horsepower engine, this power being transmitted through sets of gears in which the net bearing and gear efficiency is taken to be 73 per cent.

After noting that the early development of the automobile industry took place at a time when gasoline was a drug on the market, this paper reviews the cycle of operations of a standard gasoline engine in order to point out its limitations and the possibilities of utilizing a less volatile fuel than gasoline and of securing lower consumptions of fuels of all kinds. Compression and expansion limitations and the reduction of mean effective pressures at light loads are considered. Disadvantages of throttling control are pointed out, citing as a parallel example the trend of steam engine design away from this means of control. The author then outlines the advantageous features of the improved Diesel engine design, and by means of curves shows the great fuel economy of this type as compared with gasoline engines. He concludes by defining “the ideal tractor engine.”