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When performing vibration analysis of complex vehicle structures, it is often important to be able to evaluate the effects of design changes in one or more substructures (e.g., for design optimization). It may also be convenient to allow different components to be modeled independently by different groups or organizations. For both cases, it is inevitable that some substructures will have non-matching finite element meshes at the interface where they are physically connected. Thus, a key challenge is to be able to handle the dynamic assembly of components with non-matching meshes and the subsequent global vibration analysis in a systematic and efficient manner. To tackle this problem, the enhancement of component mode synthesis methods for handling finite element models partitioned into non-matching substructures is considered in this paper. Some existing methods are reviewed, and new methods are developed.

Coordinate measurement gages dominate in the area of dimensional control and variation reduction of automotive body assembly processes. However, coordinate measurement gages do not have the capability to track certain measured features. This incapability introduces inherent measurement error created by part (feature) mislocation in constrained non-measured directions. This inherent measurement error weakens the methods used for process control and variation reduction. In this paper, a principle of measurement uncertainty is developed in order to estimate the measurement error caused by this deficiency. The developed principle describes measurement error, which is independent of any other error related to the mechanical or optical coordinate measurement machines (CMMs, OCMMs). Additionally, an error map determined by the measurement uncertainty principle is created for error compensation.

This paper assesses the potential for car and light truck fuel economy improvements by 2010-15. We examine a range of refinements to body systems and powertrain, reflecting current best practice as well as emerging technologies such as advanced engine and transmission, lightweight materials, integrated starter-generators, and hybrid drive. Engine options are restricted to those already known to meet upcoming California emissions standards. Our approach is to apply a state-of-art vehicle system simulation model to assess vehicle fuel economy gains and performance levels. We select a set of baseline vehicles representing five major classes - Small and Standard Cars, Pickup Trucks, SUVs and Minivans - and analyze design changes likely to be commercially viable within the coming decade. Results vary by vehicle type.

A semi-empirical engine piston/ring assembly friction model based on the concept of the Stribeck diagram and similarity analysis is described. The model was constructed by forming non-dimensional parameters based on design and operating conditions. Friction data collected by the Fixed-Sleeve method described in [1]* at one condition, were used to correlate the coefficient of friction of the assembly and the other non-dimensional parameters. Then, using the instantaneous cylinder pressure as input together with measured and calculated design and operating parameters, reasonable assembly friction and fmep predictions were obtained for a variety of additional conditions, some of which could be compared with experimental values. Model inputs are component dimensions, ring tensions, piston skirt spring constant, piston skirt thermal expansion, engine temperatures, speed, load and oil viscosity.

A general analog computer procedure is presented for the dynamic analysis of a selected realistic model of an automobile or truck vehicle wheel-frame system. The elements of the model are assigned a set of values based on a preselected vehicle, and the model is then subjected to a number of inputs which correspond to test track road disturbances at various speeds. This procedure is successively applied to a number of typical vehicles. Time-varying values of wheel spindle and frame reaction “g” loads, acclerations, and displacements are recorded, and illustrative waveshapes are depicted. Tables indicating extreme values of these quantities are also included.

In recent years, automotive occupant restraint system development has gained impetus, stimulated, in part, by new federal standards. But in the resolution of the basic question of whether automobiles should be equipped with restraints, many new problems have arisen, including, ironically, some brought on by regulation. While there is little doubt that restraint systems can provide the single most important contribution to occupant protection, such restraint systems remain useless unless adequately installed and properly worn. Current problems involve not only what concepts provide most promise for future restraint systems, but diverse and often conflicting industry and governmental opinion about what are the best interests of the motoring public. Restraints are still not provided in buses, trucks, and utility vehicles. In addition, the problems of child and infant restraints and restraints for retrofit in older vehicles remain unresolved.

This study was designed to provide photometric information about current U.S. low-beam headlamps. The sample included 35 low-beam headlamps manufactured for use on the 23 best-selling passenger cars, light trucks, and vans for model year 1997. These 23 vehicles represent 45% of all vehicles sold in the U.S. The lamps were purchased directly from vehicle dealerships, and photometered in 0.5° steps from 45° left to 45° right, and from 5° down to 7° up. The photometric information for each lamp was weighted by 1997 sales figures for the corresponding vehicle. The results are presented both in tabular form for the 25th-percentile, the median (50th-percentile), and the 75th-percentile luminous intensities, as well as in graphical form (for the median luminous intensities, and median illuminance values reaching the road surface). The information is presented in aggregate form, as well as broken down by vehicle type and light source.