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Abstract The ASTM D130 was first issued in 1922 as a tentative standard for the detection of corrosive sulfur in gasoline. A clean copper strip was immersed in a sample of gasoline for three hours at 50°C with any corrosion or discoloration taken to indicate the presence of corrosive sulfur. Since that time, the method has undergone many revisions and has been applied to many petroleum products. Today, the ASTM D130 standard is the leading method used to determine the corrosiveness of various fuels, lubricants, and other hydrocarbon-based solutions to copper. The end-of-test strips are ranked using the ASTM Copper Strip Corrosion Standard Adjunct, a colored reproduction of copper strips characteristic of various degrees of sulfur-induced tarnish and corrosion, first introduced in 1954. This pragmatic approach to assessing potential corrosion concerns with copper hardware has served various industries well for a century.

This standard covers un-shielded (JUTP) and shielded (STP) balanced single twisted pair jacketed data cable intended for use in surface vehicle cables for 1 Gb/s ethernet applications. The tests in this standard are intended to qualify cables for normal operation in an automotive environment while maintaining the necessary electrical properties for reliable data transmission.

This standard covers un-shielded (JUTP) and shielded (STP) balanced single twisted pair jacketed data cable intended for use in surface vehicle cables for 1000BASE-T1 ethernet PHY (1 Gb/s) applications. The tests in this standard are intended to qualify cables for normal operation in an automotive environment while maintaining the necessary electrical properties for reliable data transmission.

This SAE Standard covers un-shielded balanced single twisted pair data cable intended for use in surface vehicle cables for ≤100 Mb/s Ethernet applications. The tests in this document are intended to qualify cables for normal operation in an automotive environment while maintaining the necessary electrical properties for reliable data transmission.

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.

A review of the Pure Oil Performance Trials conducted at Daytona International Speedway are presented. Background information pertaining to conducting of tests, design of the equipment, and instrumentation required for the various events are discussed. The performance trials have evolved into three basic tests -- Economy, Acceleration, and Braking. The objective of the Performance Trials is to provide data that motorists can utilize in evaluating new cars and selecting new models.

Two vehicle level test methods were developed that illustrate the relationship between 1st order noise in a cabin, and driveline imbalance contributors. At the launch of a new 2005 4WD sport utility vehicle program, a significant boom noise complaint was observed on many vehicles between 55-70 mph. The full time, electronic actively controlled, torque biasing transfercase was intensely reviewed as a potential source of excessive torque induced imbalance. Testing of the transfercase was performed on imbalance measurement stands, dynamometers, and in the vehicle. The result was the identification of two issues. First was that two internal to the transfercase parts were found to have excessive runout. Second was that there was a lack of vehicle correlation to transfercase imbalance. An extensive effort involving over 50 vehicles of the same model was pursued to find the source of the problem.

Various techniques are constantly being devised to accelerate model generation leading to shorter product development cycle. This work proposes and implements a reduced synthetic gas bench (SGB) test protocol for a commercial Pt-Pd diesel oxidation catalyst (DOC) that can be used to develop global reaction kinetics. The kinetics thus developed were implemented in a 1D model to predict DOC emissions accurately over a wide operating window. Hydrocarbons (HCs) in the exhaust were categorized as Propylene (C3H6) representing partially oxidized hydrocarbons and n-Decane (C10H22) representing unburnt fuel. Test protocols were defined using the order of inhibition of the various species present in the exhaust, namely, CO, NOx (NO+NO2) and HC for the specific reaction under consideration. The oxidation reactions for CO and HCs were found to be inhibited competitively by CO and HCs; both the NOx species inhibited these reactions to the same extent.

Current developments in automotive industry such as hybrid powertrains and the continuously increasing demands on emission control systems, are pushing complexity still further. Validation of such systems lead to a huge amount of test cases and hence extreme testing efforts on the road. At the same time the pressure to reduce costs and minimize development time is creating challenging boundaries on development teams. Therefore, it is of utmost importance to utilize testing and validation prototypes in the most efficient way. It is necessary to apply high levels of instrumentation and collect as much data as possible. And a streamlined data pipeline allows the fleet managers to get new insights from the raw data and control the validation vehicles as well as the development team in the most efficient way. In this paper we will demonstrate a data-driven approach for validation testing.

A 3-D video sensor designed for in-vehicle operation is presented in this paper. This sensor enables improved occupant protection according to the Federal Motor Vehicle Safety Standard (FMVSS) 208 and beyond. Interior sensors integrated in current occupant protection systems are especially designed for Occupant Classification (OC). However, these interior sensors do not measure the distance between the head and the air bag module. As a result, the air bags deploy independently from the occupants' Out-Of-Position (OOP) status in crash situations. On the contrary, the sensor presented in this paper overcomes this shortcoming by providing dynamic Out-Of-Position Sensing (OOPS) capabilities in addition to occupant classification. The requirements of dynamic OOPS are discussed and an appropriate test device and test procedure are described. Furthermore, the paper presents the sensor principle, the hardware architecture and algorithms for image data processing.

Sudden tire deflation, or blow-out, is sometimes cited as the cause of a crash. Safety researchers have previously attempted to study the loss of vehicle control resulting from a blow-out with some success using computer simulation. However, the simplified models used in these studies did little to expose the true transient nature of the handling problem created by a blown tire. New developments in vehicle simulation technology have made possible the detailed analysis of transient vehicle behavior during and after a blow-out. This paper presents the results of an experimental blow-out study with a comparison to computer simulations. In the experiments, a vehicle was driven under steady state conditions and a blow-out was induced at the right rear tire. Various driver steering and braking inputs were attempted, and the vehicle response was recorded. These events were then simulated using EDVSM. A comparison between experimental and simulated results is presented.

According to accident analysis, submarining is responsible for most of the frontal car crash AIS 3+ abdominal injuries sustained by restrained occupants. Submarining is characterized by an initial position of the lap belt on the iliac spine. During the crash, the pelvis slips under the lap belt which loads the abdomen. The order of magnitude of the abdominal deflection rate was reported by Uriot to be approximately 4 m/s. In addition, the use of active restraint devices such as pretensioners in recent cars lead to the need for the investigation of Out-Of-Position injuries. OOP is defined by an initial position of the lap belt on the abdomen instead of the pelvis resulting in a direct loading of the abdomen during pretensioning and the crash. In that case, the penetration speed of the belt into the abdomen was reported by Trosseille to be approximately 8 to 12 m/s. The aim of this study was to characterize the response of the human abdomen in submarining and OOP.

This paper discusses work performed in research, design, and development of sensors for measurement of local dynamic surface temperatures on re-entry vehicles. Included are discussions of the basic requirements and related system design factors, the transducer concepts and sensor assembly configurations considered, and the materials investigations and engineering tests conducted. Design requirements are presented for the twin-lead thermocouple probe temperature sensor chosen as the most feasible concept for early implementation. The most promising thermocouple materials and fabrication processes are defined and the additional precision testing and development requirements for final design are outlined. Information not previously reported in available literature includes preliminary data from tests up to4300°F showing (1) excellent oxidation resistance of Iridium, and (2) oxidation protection of thermocouple elements in “gas tight” sheaths of thoria and zirconia.

This SAE Standard specifies the test methods, dimensions, and requirements for single core 60 V cables intended for use in road vehicle applications where the nominal system voltage ≤60 V DC (25 V AC). It also specifies additional test methods and/or requirements for 600 V cables intended for use in road vehicle applications where the nominal system voltage is >60 V DC (25 V AC) to ≤600 V DC (600 V AC). Where practical, this standard uses ISO 6722 for test methods, dimensions, and requirements. This standard covers ISO conductor sizes which usually differ from SAE conductor sizes. It also covers the individual cores in multicore cables. See ISO 6722 for “Temperature Class Ratings”.

This Standard specifies the test methods, dimensions, and requirements for single-core 60 V cables intended for use in road vehicle applications where the nominal system voltage ≤ 60 V DC (25 V AC). It also specifies additional test methods and/or requirements for 600 V cables intended for use in road vehicle applications where the nominal system voltage is > 60 V DC (25 V AC) to ≤ 600 V DC (600 V AC). Where practical, this standard uses ISO 6722 for test methods, dimensions, and requirements. This standard covers ISO conductor sizes which usually differ from SAE conductor sizes. It also covers the individual cores in multi-core cables. See ISO 6722 for “Temperature Class Ratings”.

This Standard specifies the test methods, dimensions, and requirements for single-core 60 V cables intended for use in road vehicle applications where the nominal system voltage ≤ 60 V DC (25 V AC). It also specifies additional test methods and/or requirements for 600 V cables intended for use in road vehicle applications where the nominal system voltage is > 60 V DC (25 V AC) to ≤ 600 V DC (600 V AC). Where practical, this standard uses ISO 6722 for test methods, dimensions, and requirements. This standard covers ISO conductor sizes which usually differ from SAE conductor sizes. It also covers the individual cores in multi-core cables. See ISO 6722 for “Temperature Class Ratings”.

This paper describes the risk of injury to the rider in a crash using a statistical model based on real-world accident data. We analyzed the road traffic accidents data in Los Angeles and Hanover. Logistic regression modeling technique was used to clarify the relationship among probabilities of minor, serious, fatal injury risk to the rider, and the influence of risk factors in accidents involving opposing vehicle contact point, motorcycle contact point, opposing vehicle speed, motorcycle speed, relative heading angle of impact, and helmet use. The odds ratio, which was adjusted for risk factors simultaneously, was estimated by using the developed technique, and was compared with the effects of risk factors individually. The results showed that there was a statistically significant relationship between minor and serious injuries and opposing vehicle speed, motorcycle speed and opposing vehicle contact point.

An ASTM Task Force was formed in December, 1976 to develop a Laboratory Engine Dynamometer Deposit and Wear Test. A 2.3 liter, four cylinder engine and an unleaded reference gasoline were selected. Reference oils for which field data were available were obtained from industry. The Task Force defined test support hardware for both engine and test stand. The effect of operating variables on engine deposits was studied. A test procedure, based on correlation with field service, is nearing completion. It is expected that this procedure will be capable of defining lubricant performance in terms of motor oil classifications.

In this paper, consideration is made to create a simulation model of the BCI test method, which is one of the EMC evaluation methods for in-vehicle electronic devices, and an intrinsic model of a BCI probe is provided. Using this model, it is demonstrated that when the impedance of the BCI probe is sufficiently high, the BCI probe serves as a transformer with a winding ratio of 1:1, and the admittance of a line or a load connected to each wire becomes proportional to the magnitude of current flowing in each wire. This model can also be applied when the leakage inductance inside the BCI probe is taken into consideration. The validity of this model is verified by experiment using a jig which can clamp multiple wires. In addition, by using this model, it is demonstrated that the S-parameters for dozens of wires clamped in the BCI probe can be generated using the S-parameter measurement results from when one wire is in the BCI probe.

The production unit number of small diesel engine cars tends to decline except recreational vehicles in Japanese market in recent years, while the production unit number in Europe market keeps on increasing owing to the merits of the durability and the fuel consumption. The small diesel engines will have to be improved in the near future by solving major problems such as noise and vibration pollution, environmental pollution, improvement in performance of diesel engines, in order to expand the production of the engines. This paper refers to a basic study on the experimental and analytical methods for the reduction of resonant vibration in each vibration mode on some cylinder blocks of small high-speed diesel engines in rated engine speed range. Hammering test method, which is easy and useful for measuring frequency response functions, is carried out in the experiments.