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Cyclic oligomers of butylene terephthalate (CBT™)† represent a new chemical route to semi-crystalline thermoplastic polybutylene terephthalate (PBT). The oligomers of interest melt completely at about 150°C to produce a low viscosity fluid that is ideal for wetting and dispersing fibrous fillers and reinforcements thereby enabling the development of composites that were previously not possible when working with high viscosity commercial PBT. Introduction of catalyst to undiluted molten cyclic oligomer leads to rapid ring opening polymerization and the formation of high molecular weight thermoplastic PBT without the generation of volatile organic compounds. The polymer resulting from this polymerization will be hereby referred to as pCBT. Treatment of cyclic oligomers in this fashion results in pCBT thermoplastic resin with a high melting point (230°C) and physical performance similar to that of other commercially available PBT resins.

The coupling is an integral part of the Cummins CELECT electronically controlled injector. Excessive wear was observed on early designs of the coupling and coupling bore. The coupling wear was caused by a high stress concentration and excessive side loading of the coupling as it slid against the coupling bore. The zero wear theory was used to develop a coupling design where the maximum wear depth does not exceed half the peak to peak surface finish (zero wear) over the life of the engine. The side load exerted on the coupling was compared with the calculated contact pressure for zero wear. The undesirable effects of a square edge stress concentration are discussed in the zero wear model. The physical effects of the sharp edge and chamfered coupling edge are reported, but not analyzed in this paper. Three different coupling designs were investigated by applying the zero wear concept.

All around the world, steps are being taken to improve the quality of our environment. Prominent among these are the definition, implementation, and attainment of increasingly stringent emissions regulations for all types of engines, including off-highway diesels. These rigorous regulations have driven use of technologies like after-treatment, advanced air systems, and advanced fuel systems. Fuel dispensed off-highway is routinely and significantly dirtier than fuel from on-highway outlets. Furthermore, fuels used in developing countries can be up to 30 times dirtier than the average fuels in North America. Poor fuel cleanliness, coupled with the higher pressures and performance demands of modern fuel systems, create life challenges greater than encountered with cleaner fuels. This can result in costly disruption of operations, loss of productivity, and customer dissatisfaction in the off-highway market.

This SAE Standard specifies requirements and design guidelines for electrical wiring systems of less than 50 V and cable diameters from 0.8 to 19 mm2 used on off-road, self-propelled earthmoving machines as defined in SAE J1116 and agricultural tractors as defined in ASAE S390.

This SAE Standard specifies requirements and design guidelines for electrical wiring systems of less than 50 V and cable diameters from 0.35 to 19 mm2 used on off-road, self-propelled earthmoving machines as defined in SAE J1116 and agricultural tractors as defined in ASAE S390.

This SAE Standard specifies requirements and design guidelines for electrical wiring systems of less than 50 V and cable diameters from 0.35 to 19 mm2 used on off-road, self-propelled earthmoving machines as defined in SAE J1116 and agricultural tractors as defined in ASAE S390.

This report is concerned with the effects of braid angle on the behavior of hydraulic hose. For equilibrium conditions to exist, and if the braid layers are assumed to bear tension forces only, the angle of the reinforcement layers must be along that of the total force exerted by the internal pressure. This is the neutral angle θN, which has a theoretical value of 54.74° (54°44′). It is possible to hypothesize a fretting wear model in which wires move on top of one another inside a braid layer if the braid angle is different from this theoretical neutral angle. Even though theoretical claims are made by some technical professionals, the hydraulic hose industry has been successfully making hoses with non-neutral braid angles for years. Testing and application have shown that fretting wear is not a principal cause of hose failure and fatigue.

Abstract Windshield glare at night is a safety concern for all drivers. Public transit bus drivers also face another concern about glare caused by interior lighting sources originally designed for passenger safety. The extent to which interior light reflections contribute to glare is unknown. Unique methods for measuring discomfort and disability glare during bus driving were developed. An initial simulation study measured windshield luminance inside of a New Flyer D40LF diesel bus parked in a controlled, artificial, totally darkened test environment. Findings indicated significant disability glare (from elevated luminance) in the drivers’ primary field of view due to interior reflections. Any reduction in contrast would result in less prominent glare if actual driving conditions differ. To assess this, levels of windshield glare were also measured with the bus parked on the roadside under the “background glow” of the urban environment.

As an annual subscription, the Wiley Cyber Security Collection Add-On is available for purchase along with one or both of the following: Wiley Aerospace Collection Wiley Automotive Collection The titles from the Wiley Cyber Security Collection are included in the SAE MOBILUS® eBook Package. Titles: Network Forensics Penetration Testing Essentials Security in Fixed and Wireless Networks, 2nd Edition The Network Security Test Lab: A Step-by-Step Guide Risk Centric Threat Modeling: Process for Attack Simulation and Threat Analysis Applied Cryptography: Protocols, Algorithms and Source Code in C, 20th Anniversary Edition Computer Security Handbook, Set, 6th Edition Threat Modeling: Designing for Security Other available Wiley collections: Wiley SAE MOBILUS eBook Package Wiley Aerospace Collection Wiley Automotive Collection Wiley Computer Systems Collection Add-On (purchasable with the Wiley Aerospace Collection and/or the Wiley Automotive Collection)

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In selecting springs for commercial vehicles, it is essential to consider the fundamental principles of the suspension system as a whole, as well as the specific spring characteristics. This paper discusses the applications of these principles; also, it compares the many types of springs available, including single leaf, multileaf, and two-stage leaf springs, and coil, rubber, and pneumatic springs. Among the considerations stressed are: the relationships of spring static deflections to vehicle pitch frequency and oscillation center location, the questionability of two-stage leaf springs, the disadvantages of single tapered leaf versus multi-leaf springs, the advantages of coil springs in low weight and variable rate, and why pneumatic springs are ideal for large load range, heavy commercial vehicles.

This SAE Recommended Practice provides minimum performance requirements and uniform laboratory procedures for fatigue testing of wheels and demountable rims intended for normal highway use on trucks, buses, truck-trailers, and multipurpose vehicles. For other wheels intended for normal highway use and temporary use on passenger cars, light trucks, and multipurpose vehicles, see SAE J328. For wheels used on trailers drawn by passenger cars, light trucks, or multipurpose vehicles, see SAE J1204. For bolt together military wheels, see SAE J1992. This document does not cover other special application wheels and rims.

This SAE Recommended Practice provides minimum performance requirements and uniform laboratory procedures for fatigue testing of wheels and demountable rims intended for normal highway use on trucks, buses, truck-trailers, and multipurpose vehicles. For other wheels intended for normal highway use and temporary use on passenger cars, light trucks, and multipurpose vehicles, see SAE J328. For wheels used on trailers drawn by passenger cars, light trucks, or multipurpose vehicles, see SAE J1204. For bolt together military wheels, see SAE J1992. This document does not cover other special application wheels and rims.

This SAE Recommended Practice provides minimum performance requirements and uniform laboratory procedures for fatigue testing of disc wheels, demountable rims, and bolt-together wheels intended for normal highway use on military trucks, buses, truck-trailers, and multipurpose vehicles. For wheels and rims intended for normal highway use by trucks, see SAE J267. For wheels intended for normal highway use by passenger cars, light trucks, and multipurpose vehicles, see SAE J328. For wheels used on trailers drawn by passenger cars, light trucks, or multipurpose vehicles, see SAE J1204. This document does not cover off-highway or other special application wheels and rims.

This SAE Recommended Practice provides minimum performance target and uniform laboratory procedures for fatigue testing of wheels and demountable rims intended for normal highway use on trucks, buses, truck-trailers, and multipurpose vehicles. Users may establish design criteria exceeding the minimum performance target for added confidence in a design. The cycle target noted in Tables 1 and 2 are based on Weibull statistics using two parameter, median ranks, 50% confidence level and 90% reliability, and beta equal to two, typically noted as B10C50. For other wheels intended for normal highway use and temporary use on passenger cars, light trucks, and multipurpose vehicles, refer to SAE J328. For wheels used on trailers drawn by passenger cars, light trucks, or multipurpose vehicles, refer to SAE J1204. For bolt together military wheels, refer to SAE J1992. This document does not cover other special application wheels and rims.

This SAE Recommended Practice provides minimum performance requirements and uniform laboratory procedures for fatigue testing of wheels and demountable rims intended for normal highway use on trucks, buses, truck-trailers, and multipurpose vehicles. Users may establish design criteria exceeding the minimum performance requirement for added confidence in a design. The cycle requirements noted in Tables 1 and 2 are based on Weibull statistics using 2 parameter, median ranks, 50% confidence level and 90% reliability, and beta equal to 2, typically noted as B10C50. For other wheels intended for normal highway use and temporary use on passenger cars, light trucks, and multipurpose vehicles, see SAE J328. For wheels used on trailers drawn by passenger cars, light trucks, or multipurpose vehicles, see SAE J1204. For bolt together military wheels, see SAE J1992. This document does not cover other special application wheels and rims.

The SAE Recommended Practice establishes minimum performance requirements and related uniform laboratory test procedures for evaluating lateral (curb) impact collision resistance of all wheels intended for use on passenger cars and light trucks.

Wheel hubs with drum brakes of heavy-duty vehicles rarely broke, but some suddenly cracked in the 2000s. The cause of damage was said to be a lack of hub strength. However, the case was suspicious because the hubs were produced according to the design guidelines by the JSAE. In the 1990s, brake shoe-lining materials were changed from asbestos to non-asbestos for people’s health. The brake squeal and abnormal self-lock frequently occurred because of the increased friction coefficient between drum and shoe lining in the case of the leading–trailing type. The mechanical friction coefficient changes with the material and the contact angle, which varies with the wear of shoe lining and the drum temperature. In the previous report, the deformation of the wheel hub under the abnormal self-lock was verified by observing the change of hub attitude in model test equipment.

Abstract Wheel chocks are rather simple compliant mechanisms for stabilizing vehicles at rest. However, chocks must be carefully designed given the complex interaction between the chock and the tire/suspension system. Despite their importance for safety, literature is surprisingly limited in terms of what makes a wheel chock efficient. Using simple but reliable quasi-static mechanical models, this study identifies mechanical requirements that help to avoid a number of failure modes associated with many existing wheel chocks. Given that chock grounding is not always possible, a chock’s maximum restraining capacity is only obtained when the wheel is completely supported by the chock. A generic chock profile is proposed to achieve this objective while mitigating undesirable failure modes. The profile is based on fundamental mechanical principles and no assumption is made on the load interaction between the chock and the wheel.

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