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It has been long established fact that fuel economy is a key driving force of low viscosity gasoline engine oil research and development considered by the original equipment manufacturers (OEMs) and lubricant companies. The development of low viscosity gasoline engine oils should not only focus on fuel economy improvement, but also on the low speed pre-ignition (LSPI) prevention property. In previous LSPI prevention literatures, the necessity of applying Ca/Mg-based detergents system in the engine oil formulations was proposed. In this paper, we adopted a specific Group III base oil containing Ca-salicylate detergent, borated dispersant, Mo-DTC in the formulation and investigated the various effects of Mg-salicylate and Mg-sulfonate on the performance of engine oil. It was found that Mg-sulfonate showed a significant detrimental impact on silicone rubber compatibility while the influence from Mg-salicylate remains acceptable.

Two types of One-Way Clutch (OWC) are commonly used in automotive applications – the roller and the sprag types. Some manufacturers claim the advantages of a different type of OWC having a mechanical diode OWC. The aim of this research is to study the mechanical diode system in order to point out reasons that explain why this configuration is not a spread out system in automotive applications that require lockup functionality. To achieve this objective the research work focuses on the development of 1-D models to simulate system behavior and evaluate product performance against design variables. Improvements to the system are suggested based on the simulation results.

The Lunar Electric Rover (LER), which was formerly called the Small Pressurized Rover (SPR), is currently being carried as an integral part of the lunar surface architectures that are under consideration in the Constellation Program. One element of the LER is the suit port, which is the means by which crew members perform Extravehicular Activities (EVAs). Two suit port deliverables were produced in fiscal year 2008: a 1-g suit port concept evaluator for functional integrated testing with the LER 1-g concept vehicle and a functional and pressurizable Engineering Unit (EU). This paper focuses on the 1-g suit port concept evaluator test results from the Desert Research and Technology Studies (D-RATS) October 2008 testing at Black Point Lava Flow (BPLF), Arizona. The 1-g suit port concept evaluator was integrated with the 1-g LER cabin and chassis concepts.

Since 1978, the Agency of Industrial Science and Technology (AIST) of MITI has promoted research and development of “Large-Scale Energy Conservation Technology” popularly known as the “Moonlight Project”. As the first step, “system technology tests” using improved lead acid batteries started at Kansai Electric's Tatsumi Electric Energy Storage System Test Plant on October 1, 1986. The results showed that this system can work not only as a load-leveling apparatus but also as a high-quality power source which can support the utility power system with its load frequency control and voltage regulation capabilities. As the second step of these R&D activities, a 1MW/8MWh sodium-sulfur battery pilot plant was constructed at the same Tatsumi site. On July 11, 1991, 1000 kW× 8H facility, the largest of its type in the world, was completed and started operation. This paper describes the construction experience and operation results of the pilot plant.

Aerospace structures manufacturers find themselves frequently engaged in large-scale 3D metrology operations, conducting precision measurements over a volume expressed in meters or tens of meters. Such measurements are often done by metrologists or other measurement experts and may be done in a somewhat ad-hoc fashion, i.e., executed in the most appropriate method according to the lights of the individual conducting the measurement. This approach is certainly flexible but there are arguments for invoking a more rigorous process. Production processes, in particular, demand an automated process for all such “routine” measurements. Automated metrology offers a number of advantages including enabling data configuration management, de-skilling of operation, real time input data error checking, enforcement of standards, consistent process execution and automated data archiving. It also reduces training, setup time, data manipulation and analysis time and improves reporting.

Carbon fiber-reinforced plastic (CFRP) is one of the most commonly used materials in the aerospace industry today. CFRP in pre-impregnated form is an anisotropic material whose properties can be controlled to a high level by the designer. Sometimes, these properties make the material hard to predict with regards to how the geometry affects manufacturing aspects. This paper describes eleven design rules originating from different guidelines that describe geometrical design choices and deals with manufacturability problems that are connected to them, why they are connected and how they can be minimized or avoided. Examples of design choices dealt with in the rules include double curvature shapes, assembly of uncured CFRP components and access for non-destructive testing (NDT). To verify the technical content and ensure practicability, the rules were developed by, inter alia, studying literature and performing case studies at SAAB Aerostructures.

The EUROMIR-95 flight was selected as model for the HUBES experiment: a similar duration (135 days), a similar crew (3 men), similar schedule organisation (8 hours work, 8 hours sleep, 8 hours off-duties), similar workload for the crew and the mission control (performance of scientific experiments), similar setup for communication and data processing, and similar layout of the MIR station, as the simulation was performed in the MIR simulator located at the Institute for BioMedical Problems (IBMP) in Moscow. The Scientific Programme of HUBES had been elaborated by integration of 31 experiments from more than 80 research proposals from Principal Investigators from Europe, USA and Russia, in domains of Physiology, Psychology, Operations and Technology.

The experience accumulated with a prototype 1000 HP diesel electric tractor since 1969 is described. The new 1500 HP V220 diesel electric tractors are described along with some of the initial operation of these two units. Experience with the initial 1000 HP unit and the two 1500 HP tractors confirm the necessity of additional testing and experimentation to refine the design to get greater productivity with reduced operator fatigue. The unpredictability of the load and operating surface are major problems that present a real challenge to the engineer.

Direct fuel injection is becoming mandatory in two-stroke S.I. engines, since it prevents one of the major problems of these engines, that is fuel loss from the exhaust port. Another important problem is combustion irregularity at light loads, due to excessive presence of residual gas in the charge, and can be solved by charge stratification. High-pressure liquid fuel injection is able to control the mixing process inside the cylinder for getting either stratified charge at partial loads or quasi-stoichiometric conditions, as it is required at full load. This paper shows the development of this solution for a small engine for moped and light scooter, using numeric and experimental tools. In order to obtain the best charge characteristics at every load and engine speed, different combustion chambers have been conceived and studied, examining the effects of combustion chamber geometry, together with injector position and injection timing

Because of the size and weight of the various components going into the machine, new approaches were used to solve the practical limitations of manufacturing facilities, shipping clearances, and erection procedures. Although the general appearance of the machine is similar to previous units, there are a number of new design features incorporated in the unit. This paper will be limited to the major design considerations as follows: adaption to stripping two seams of coal simultaneously; dipper with two doors; computerized hydraulic steering maintaining Ackerman correction; double end drive crawlers and belt tensioning; and electrical innovations.

THIS paper deals with the road-test portion of the extensive efforts made during 1937 by the Cooperative Fuel Research Committee to get as precise a correlation as possible between the laboratory knock ratings of automobile fuels and their corresponding ratings in cars on the road. It is anticipated that the comprehensive results of car tests reported here, taken together with the results of the laboratory rating program reported in the companion paper, will serve as the basis of the continuing studies aimed at developing the best possible correlation between road and laboratory knock ratings. Work similar to that reported here has been conducted concurrently in England by the Institution of Petroleum Technologists, using British cars and fuels. An exchange of information between the British and American groups working on this problem is being made.

THE 1940 CFR Road Tests have developed new information that can be used for the development of fuels and engines. Application of the principles worked out in these tests is expected to result in a more efficient utilization of fuel antiknock properties and more effective engine design and adjustment to meet the requisites of current motor fuels. These tests indicate that the ASTM octane number alone, or even a road octane number as determined by methods heretofore widely used, does not give sufficient information for present needs relative to fuel behavior in service. Neither do test methods previously used provide sufficient information concerning the fuel requirements and knocking characteristics of engines. The new methods of approach which have been developed furnish needed information relative to the fuel and engine relationship that heretofore has been obscure, and indicate paths for future developments.

CHEVROLET has made its new air-suspension system easily interchangeable in production line assembly with standard full-coil suspension by adopting a 4-link-type rear suspension with short and long arms. A feature of the system is the mounting of the leveling valves within the air-spring assemblies. These valves correct riding height continually at a moderate rate, regardless of whether the springs are leveling or operating in ride motion. The system provides constant frequency ride—ride comfort remains the same whether the car is occupied by the driver alone or is fully loaded.

A mobile and dispersed power system is necessary for an advanced technological-industrial society. Today's petroleum-based system discharges waste products and heat and is growing exponentially. Energy resource commitment has already intersected “ultimate” low-cost petroleum supplies in the United States and will do so for the world before 2000; this portends major changes and cost increases. The twenty-first century system for mobile-dispersed power will reflect the energy source selected to replace petroleum-for example, coal, solar insolation, or uranium. It will incorporate a fuel intermediate such as methanol, ammonia, or hydrogen, and a suitably matched “engine.” The complete change will require more than 25 years because of the magnitude, fragmentation, structural gaps, complexity, and variety of the mobile-dispersed power system.

A gasoline Road Octane study was conducted by the Coordinating Research Council (CRC) to evaluate the effects of heavy aromatics (C9 and heavier) and ethanol content on Road Octane performance independent of Research Octane Number (RON) and Motor Octane Number (MON). Maximum-throttle and part-throttle Road ON’s were found to be well predicted by equations containing only RON and MON terms. Heavier aromatics were found to have a small adverse effect on both maximum-throttle and part-throttle Road ON independent of its direct effects on RON and MON. The all-car data did not show a significant ethanol-content effect, but eight of the thirty-seven cars did show significant effects for ethanol content.

This paper presents 1D engine simulation used for engine control strategy optimization for a twin-scroll turbocharged gasoline direct injection 2.0 L engine with twin camphaser. The results show good agreement of the engine model behavior with testbed acquisitions for a large amount of steady state set points and under transient operating conditions. The presented method demonstrates that a 1D engine code represents a useful and efficient tool during all steps of the engine control development process from design to real-time for such an advanced engine technology.

Controlled Auto Ignition (CAI), also known as Homogeneous Charge Compression Ignition (HCCI), is one of the most promising combustion technologies to reduce the fuel consumption and NOx emissions. Currently, CAI combustion is constrained at part load operation conditions because of misfire at low load and knocking combustion at high load, and the lack of effective means to control the combustion process. Extending its operating range including high load boundary towards full load and low load boundary towards idle in order to allow the CAI engine to meet the demand of whole vehicle driving cycles, has become one of the key issues facing the industrialisation of CAI/HCCI technology. Furthermore, this combustion mode should be compatible with different fuels, and can switch back to conventional spark ignition operation when necessary. In this paper, the CAI operation is demonstrated on a 2-stroke gasoline direct injection (GDI) engine equipped with a poppet valve train.

The present study compares the NVH performance of three different materials used on cam covers in automobiles, Aluminum (Al), Magnesium (Mg) and Thermoplastic (TP). The cam cover design used for this comparison was the 2004 Nissan Maxima 3.5L production cam cover which is made of a thermoplastic (TP). The Al and Mg covers for this study were created by sandcast, due to time constraints, via laser scanning techniques using the 2004 Nissan Maxima 3.5L production thermoplastic cover design. Note that sand-cast covers generally provide a less quiet sound field than the standard casting method. The Nissan production cover comes with a production baffle made of a similar material as the cover. Testing was conducted with and without the production baffle for all covers. The study was conducted for the production boundary condition of a non-isolated cover and a Freudenberg-NOK (FNGP) partially isolated cover. Isolated bolt assemblies using elastomeric grommets were used to isolate the cover.

The 2005 Ford GT high performance sports car was designed and built in keeping with the heritage of the 1960's LeMans winning GT40 while maintaining the image of the 2002 GT40 concept vehicle. This paper reviews the technical challenges in designing and building a super car in 12 months while meeting customer expectations in performance, styling, quality and regulatory requirements. A team of dedicated and performance inspired engineers and technical specialists from Ford Motor Company Special Vehicle Teams, Research and Advanced Engineering, Mayflower Vehicle Systems, Roush Industries, Lear, and Saleen Special Vehicles was assembled and tasked with designing the production 2005 vehicle in record time.

The Ford GT Program Team was allocated just 22 months from concept to production to complete the Electrical and Electronics systems of the Ford GT. This reduced vehicle program timing - unlike any other in Ford's history -- demanded that the team streamline the standard development process, which is typically 54 months. This aggressive schedule allowed only 12 weeks to design the entire electrical and electronic system architecture, route the wire harnesses, package the components, and manufacture and/or procure all components necessary for the first three-vehicle prototype build.