Search Results

Painted and color-pigmented elastomerics, specifically painted microcellular urethane and ethylene propylene terpolymer (EPDM), and painted and color pigmented vinyls are being employed extensively as highly flexible bumper stone deflectors on 1973 passenger vehicles built in the United States. The urethane parts are fabricated by a cast process; the EPDM is extruded, compression and injection molded; and the vinyls are extruded or injection molded. The urethanes and some vinyl are painted by conventional paint processes, whereas the EPDM is treated by a specific surface activation prior to painting. A wide range of colors, including metallics, are used to match the painted body to provide color continuity. On some vehicles, black, argents, and grey colors are employed where the stone deflector is not as highly visible or where a pleasing color contrast is desired.

Tire traction test data has shown empirically that peak skid number dry pavement traction performance of bias ply tires is inversely proportional to the dynamic instantaneous tire load and is a function of inflation pressure. A modification to classical braking theory, which assumes constant traction coefficients at the tire-road interface, is therefore required to obtain maximum theoretical unlocked wheel vehicle deceleration. Optimum brake proportioning between front and rear axles is dictated by the maximum braking force which, with respect to each axle, can be generated at the tire-road interface. The inclusion of peak traction coefficient normal load sensitivity significantly modifies classical theory and changes the selection of brake force balance required to attain maximum theoretical deceleration capability. The importance of the effects of tire traction load sensitivity on the requirements of FMVSS 105-75 is discussed in this paper.

This paper discusses the techniques employed in the development of the 1975 Ford Econoline Van, Club Wagon, and Cutaway vehicles. The presentation highlights the key elements of engineering a new family of light trucks. A brief review of historical van and bus market trends and their role in determining new vehicle design objectives is included. Specific engineering subjects discussed are: ˙Body-on-frame structural design applied to van/bus/cutaway vehicles. ˙Development of an energy absorbing frame for these forward control trucks. ˙Engineering techniques applied to the resolution of vehicle shake problems. ˙Modifications to front and rear suspension for optimum ride, handling and tire wear. ˙Development of integrated climate control systems for van/bus vehicles. ˙The engineering of derivatives for body builder recreation vehicle markets.

A new method, which enlists the aid of a digital computer, has been perfected to quickly and accurately determine the performance of a proposed rearview mirror while still early in the design stage. Because of the Federal Motor Vehicle Safety Standards (FMVSS) require a minimum viewing performance for both inside and outside left rearview mirrors, and since a common method — by which an intended design can be judged for compliance — would benefit both the Industry and the Federal Government, this method and the appropriate computer programs are being made available to all interested groups. Use of the computer programs results in a tremendous time savings over any manual drafting technique. This paper is intended to serve as a design guide to be followed when packaging rearview mirrors. A general introduction on the subject of rear viewing is followed by a discussion of the approach to the problem of evaluating the performance of a rear viewing device.

The loss of efficiency of oxidizing catalysts, which probably will be required in the future to meet vehicle emission control standards, is of prime concern. An investigation of the loss of catalytic activity resulting from exposure to potential catalyst poisons has been made utilizing engine-dynamometer tests and vehicle field tests. Tentative results indicate that Zinc, Barium, Calcium, and Magnesium additives in oil and the sulfur level in fuel do not have an apparent effect on catalyst deterioration. Low levels of lead and phosphorus in fuel do have an apparent effect. SE engine oils A, B, and C have not shown significantly greater deterioration effects than the ashless oil. The investigation of the effects of fuels and engine oils on catalyst deterioration is being continued.

The purpose of this paper is to discuss handling in the context of those operational variables and vehicle chassis considerations which are most significant in affecting the handling properties of light trucks. In discussing handling for normal driving the Cornering Compliance Concept is used to combine the most significant parameters in a simple lumped parameter model. Limit handling performance and the mechanics of rollover are discussed in the paper. It is observed that exposure to limit handling maneuvers is unlikely to occur in normal driving. The significance of vehicle handling properties to highway safety is an unknown at this time.

A developmental approach was adopted to establish aluminum as a viable body sheet material for vehicle weight reduction. Initially, both the material advantages of aluminum, as well as certain limiting factors for automotive processing were recognized. A major plant trial was conducted and methods of resolving both functional and processing issues evolved. The in-plant tryout and subsequent field evaluation of hood panels produced useful information on forming, welding, metal finishing and painting as well as appearance and functional elements pertinent to product field performance. Panels from this trial were evaluated at intervals during two years of exposure to demanding field conditions. During this same period laboratory efforts resolved remaining, less-critical issues.