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The objective was to investigate combustion generated PAH in Diesel engine particulate emissions using a pure single component fuel, hexadecane, in a Perkins 4-236 engine in a single cylinder format. The results were compared with those using a conventional Diesel fuel and with the particulates collected by motoring the engine. To minimise any influence of contamination from the PAH in used lubricating oil, all the tests were carried out with fresh PAH free lubricating oil. The hexadecane particulates were found to contain 6-25% of the PAH and 5-9% of the n-alkanes for Diesel and the motoring tests were found to give 10% of the PAH and 50-200% of the n-alkane for hexadecane. It was concluded that there was an internal source of n-alkane and PAH in the engine and exhaust system, probably absorbed in engine deposits. It was therefore not possible to conclude that the PAH with hexadecane was pyrosynthesised.

Two ceramic monolith wall flow diesel particulate traps, incorporating a new split flow design with a base metal catalytic coating were tested on line haul highway trucks to investigate their performance characteristics. The trucks were equipped with a 300 HP turbocharged and after-cooled engine. After-cooler by-pass was used to effect the regeneration of the trap and an elapsed-time scheme was employed to control the regeneration process. Tests were terminated after one trap completed 147,500 miles of operation on the truck for in-depth examination of the trap to determine the cause of substantial increase in back pressure. Tests with the second trap of identical design was also terminated due to filtering efficiency loss, the cause of which was traced to a flaw in the canning arrangement. This arrangement permitted exhaust flow to by-pass the element and led to melt down of the trap, due to reduced flow during regeneration.

The purpose of this paper is to discuss emissions control needs for heavy duty diesel truck engines for the 1990's. This paper will focus on key technological advances in engine technology, fuels and lubricants, and aftertreatment needed to meet the more demanding future standards. An optimum solution will involve the cooperative efforts of EPA, the petroleum industry, truck manufacturers, engine and component manufacturers, as well as truck users. Diesel engine emissions control will be an important factor in providing best value truck engines for the 1990's.

Although water injection or water/fuel emulsions are a well known method of reducing NOx in stationary Diesel engines, their influence on Diesel particulates and particulate SOF has recieved little study. A single cylinder DI Petter engine was used to investigate the influence of Diesel/water emulsions on particulate emissions and associated gaseous emissions. Water/fuel ratios of up to 20% were used and a strong influence on emissions was found. Both NOx and particulate emissions were decreased with increased water content. However, there was a major increase in the unburnt hydrocarbons. Associated with this was a similar increase in the particulate solvent organic fraction and of the PAH fraction of this. These effects on UHC and PAH emissions make Diesel/fuel emulsions an unattractive solution to the Diesel NOx and particulate emissions problems.

To produce high quality appearance interior parts, precise pattern forming or gloss reduction of three-dimensional door trim cover materials are utilized. In the preparation of formed trim cover using polyvinyl chloride (PVC), prior pattern forming on original cover material or post-pattern forming with vacuum forming dies are employed. In the latter case, the die is usually made of epoxy resin. Although vacuum holes are prepared on the resin die as necessary, the lack of uniformity in air permeability causes inferior pattern transferability. In this development, special porous ceramic die is used as die material so that trim cover material can be evenly sucked through the fine pores on its surface. As a result, a door trim forming die of superior pattern transferability has realized.

This paper reports on research conducted at AVL on swirl supported and quiescent combustion systems on heavy-duty and medium-duty direct injection diesel engines towards defining the most appropriate combustion system technologies which will enable the EPA 1991 HD diesel emissions standards to be met without the use of exhaust after-treatment devices and with good prospects for meeting the 1994 standards. Based on both theoretical work and development efforts on a variety of engines, an analysis is conducted of the various aspects of swirl and fuel injection with regard to their effect on the formation of combustible mixtures and on particulate formation. Particular reference is given to the lube oil particulate fractions and to the dry soot fraction, recognized as the main contributors to total particulates. Based on this analysis, the main features of a low emission combustion system are derived, and a strategy to satisfy the 1991 and 1994 standards is presented.

This paper provides information on measurements and measurement techniques for particulate and unburnt hydrocarbon emissions from diesel engines. A dilution mini-tunnel was used to characterize the effects of the dilution ratio and sample temperature on the total particulate mass and soluble organic fraction(SOF) constituents. Increasing the sample temperature resulted in changes in the polynuclear aromatic hydrocarbon(PAH) constituents in SOF. The SOF was isolated by column chromatography, and the PAH fraction was determined by high performance liquid chromatography(HPLC). Column chromatography with silicagel, an octadecylsilan-bonded column, and keeping at high temperatures improved the analytical efficiency of HPLC. The gaseous hydrocarbon in raw exhaust was analysed by GC with FID. The temperature of the sample glass syringe affected measurements of high boiling point hydrocarbon constituents.

The demand for using polypropylene in automobile interior trim parts has remained high in Japan because of its light weight and low cost. To give polypropylene the high heat resistance necessary for use in parts requiring it, we have improved on the product itself and have developed optimum fastening and joining structures that permit a wider application range. Specifically, in applying polypropylene to vehicles, copolyacrization using ethylene is adapted to eliminate the difficulty in achieving iapact resistance at low temperatures when using conventional high-crystallinity polypropylene (HCPP) alone. The filler employed was carefully selected to improve heat and scratch resistance as well as stiffness. Furthermore, the fastening methods, firmness or flexibility of fit, and actual joint structures that are greatly affected by heat deflection were critically examined and improved to ensure maximum HCPP adoption.

In-cylinder and exhaust soot mass measurements have been made on a single-cylinder conversion of a 4-cylinder, 2.8 1, high-swirl, direct-injection diesel engine using a sampling system which allows dumping, diluting, quenching, and collecting the entire contents of the cylinder on a time scale o£ about 1 ms. Experiments have been performed at engine speeds of 1,000 and 1,500, and equivalence ratios, ϕ, of 0.4 and 0.7. Soot mass first appears shortly after top dead center and reaches a peak between 15 and 30 crankangle degrees after top dead center (CAD ATDC). After reaching its peak value, soot concentration decreases with increasing crankangle and approaches exhaust levels by 40-60 CAD ATDC. The time lag between the start of combustion and the first appearance of soot increases with ϕ and ranges from 0.2 to 1 ms. The initial rate of soot formation ranges from 0.26 to 0.30 mg ms−1 and varies little with speed or ϕ.

This paper reviews the different materials used to manufacture interior door panels and trim. A brief synopsis of the advantages and disadvantages of each material and its fabrication process along with material selection criteria and future advances are presented.

The automotive interior component designer's chief aim should be to make acceptable parts that are light and inexpensive. Such a goal may seem difficult at times. But during the past few years, the technology of molding expandable Engineering Thermoplastics (ETP) beads into rigid parts using steam chest molding has allowed designers of interior components to make strides toward achieving parts that are both light in weight and less costly to produce. The purpose of this presentation is to provide basic information about a technology that is neither new nor experimental, but one that has to date been used only to a minor extent for the fabrication of automotive interior components.

This paper describes a new and exciting breakthrough for the production of high quality, cost effective coverings for automotive instrument panels, interior door panels, consoles, headrests and glove box covers. The COLO-FAST☉ SPR polyurethane spray in-mold skinning process, has been developed for the manufacture of non-cellular, light-stable, integrally colored elastomers. These elastomeric skins are typically 0.5-2 mm in thickness. Backfoaming of these skins with conventional polyurethane foam is done by methods well known to the polyurethane industry. The COLO-FAST SPR polyurethane process includes both modified light-stable polyurethane chemistry and equipment designed and modified to accommodate the particular needs of this technology. This process requires a two-component chemical system with particular reactivity and viscosity properties to allow the use of a new design airless spray gun. Robot automation is used to provide speed and reproducibility.

This paper describes the technical features of the automotive multiplex wiring system (VICS-1) using the new custom LSI. Technical highlights included in this paper are as follows: Operation of the multiplex system Functions of the network interface LSI Low power stand-by mode operation Fail-safe operation Diagnostics features

In order to investigate the concept of Vehicle Multiplex Wiring, a test car's wiring harness was replaced with a multiplexed system. The multiplexed system was implemented as a network of eight intelligent nodes. In addition to serving as a test bed for basic multiplex wiring experiments, the test vehicle was also used to demonstrate a number of concepts related to modular manufacturing and low cost personal computer-based diagnostics. The design, implementation, and testing of the multiplexed system are described.

This paper describes a new approach to solving various problems inherent in conventional multiplexed wiring systems. These problems include the fact that the quantity of cut leads, which determines the cost, is not reduced even though the bulk of the wire harness is decreased. Another problem is that the communications system has a very complex configuration. With the approach proposed here it has been found that the number of cut leads can be reduced by housing the communications circuits individually in each piece of electrical equipment. This can be accomplished by grouping together the wiring in which the signals activating electrical load units all flow in the same direction. Custom LSI circuits have been developed to simplify the communications circuits. All of these developments have been combined into practical multiplexed wiring systems for controlling the power Windows, automatic door locks and power seats.

Status of Emission Rules for Automotive Plastics, L. S. Gamble, Ford Motor Company, 15201 Century Drive- Suite 608, Dearborn, MI 48120 To meet Clean Air Act requirements, Michigan has identified volatile organic compound (VOC) emissions from coating automotive plastics as a source category for further emission reductions. Rule development requires that “reasonable available control technology” (RACT) be used. Data supplied by the affected industry, coating suppliers, and application equipment manufacturers will be used as the basis for rule development. Emission reductions are to be met through reformulation of coatings (higher solids coatings), improved application methods, or by use of control equipment. Technical and economical justification for final emission limitations must be provided by the State. Since 1986, the State and industry have met to identify and resolve major differences in the proposed Rule 632 language and emission limitations.

The use of polyurethane coatings applied directly to automotive plastics as exterior topcoats is growing rapidly. Their generally high performance characteristics coupled with unique ability to rapidly cure at low temperatures is being recognized. However, also being recognized, is the need to thoroughly understand the physics and chemistry of both the plastic and the coating for these applications to be fully succesful.

The coating of plastic substrates, particularly for applications in impact-prone areas of an automobile, requires the coatings technologist to be aware not only of the mechanical properties of the substrate which is to be coated but also of those of the coating, and of the coating/substrate interaction. It is a widely accepted observation that coating a flexible substrate with a relatively rigid paint system will cause premature impact failure of the substrate. This paper provides a detailed examination of the relationship between coating flexibility and substrate impact resistance and offers guidelines to overcome premature impact failure by the use of variably flexible two component urethane paint systems.

Within the past several years, the automotive industry has depended more upon plastics in the design of automobiles than ever before. With the introduction of plastics, both flexible and rigid, has come a new demand on paint. Current technology employs a “flexible” coating for use on flexible plastics, and a “rigid” coating for use on rigid plastics and steel. However, employing two types of paint, “rigid” and “flexible”, increases the potential for problems associated with color match, weatherability, etc. This paper will discuss recent developments in automotive coatings, with emphasis on the requirements and uses of “universal” coatings - those that can be applied over both rigid and flexible substrates.

A quasi-steady gas-jet model was applied to examine the spray penetration and deflection in swirling flow during the ignition-delay period in an open-chamber diesel engine timed to start combustion at top dead center. The input to the gas-jet model included measured values of ignition delay and mean fuel-injection velocity. Attempts were made to correlate measured fuel-consumption and soot-emissions data with mixing parameters based on calculated spray penetration and deflection. The engine parameters examined were piston-bowl geometry, compression ratio, speed, and overall air-fuel ratio. Four empirical correlations proposed in the literature were examined. The correlations, which were based on spray penetration and deflection in the swirl direction, represented overall degrees of fuel distribution in the combustion chamber and of utilization of the cylinder air.