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EXCLUSIVE MEMBER BENEFIT: 2016 MOBILITY ENGINEERING PROFESSIONAL SALARY SURVEY AND CALCULATOR Gain better insight into compensation practices: this salary survey is the only study its kind to explore levels and changes in compensation and employment for engineers and technical employees in the automotive, aerospace, and commercial vehicle industries. It benchmarks compensation levels based by geography, education, industry sector, experience, and managerial and budgetary responsibility. The full report is available to SAE International members by signing into your My SAE account and downloading it into your My Library area. Members also have full access to the updated online interactive salary calculator by visiting SAE’s website. Become a member of SAE International to access this exclusive benefit for free, or purchase it today. YOU BELONG HERE. Membership helps you succeed both personally and professionally. Join us today.

NAIPC reflects modern developments in alternative, electrified propulsion systems, high tech gasoline, diesel ICEs, hydrogen fuel cells, battery electric systems, variable transmissions.

Two new 4 X 4 drivetrain systems have been developed for highway tractors that are used to pull multiple trailer combinations. The first one is a 4 X 2 that automatically becomes a 4 X 4 when conditions exist that require 4 X 4 operation. The second one is a full-time 4 X 4 that proportions the drive torque 36% to the front axle and 64% to the rear axle. A unique front driving steering axle has also been developed that permits a 4 X 4 system to be installed in a standard 4 X 2 truck. There is no need to relocate any major components to make space available for a front driving steering axle.

A braking force distribution strategy in integrated braking system composed of the main braking system and the auxiliary braking system based on braking pad wear control and hitch force control under non-emergency braking condition is proposed based on the Electronically Controlled Braking System (EBS) to reduce the difference in braking pad wear between different axles and to decrease hitch force between tractors and trailers. The proposed strategy distributes the braking force based on the desired braking intensity, the degree of the braking pad wear and the limits of certain braking regulations to solve the coupling problems between braking safety, economical efficiency of braking and the comfort of drivers. Computer co-simulations of the proposed strategy are performed.

The paper discusses the fact that in a year when economic conditions might be saying “don't buy”, there may be good business reasons to buy trucks. It is based on a study made with the cooperation of a truck operator who permitted the analysis of all aspects of his operation. After the study, the operator did buy trucks in a year when, on the surface, it appeared new truck purchases wouldn't be justified because of economic conditions. The operator also changed his buying pattern from his past practice of glider kitting trucks for replacement and buying new trucks only for expansion.

Indian automobile production increased at a CAGR of 12.2% over FY05-FY13, with a decline in Commercial Vehicle (CV) growth rate during FY09 and FY13. Globally, automotive industry suffered a decline in FY09 due to the global financial crisis and again on a decline in FY12 due to the European sovereign debt crisis. Apart from the global events, there are various internal risks the Indian OEMs need to consider: 1) regulatory risk due to excise duty hikes, decontrol of fuel pricing, etc., 2) market risks due to currency, inflation, interest rates, material cost, 3) industry risks due to increased competition, price war, etc. In this scenario, Indian Original Equipment Manufacturers (OEMs) need to constantly recalibrate their strategies to the changing market dynamics and associated risks. A research on megatrends affecting the Indian CV industry has identified more focus on Total Cost of Ownership (TCO) as one of the megatrend.

This paper starts with an analysis of design configurations of the drivelines with different power-dividing units (PDUs) of main dump truck manufacturing companies. As it follows from the analysis, improvements of articulated truck energy efficiency and reduction of fuel consumption by optimizing the power distribution to the drive wheels are still open issues. The problem is that a variety of operating and terrain conditions of dump trucks requires different wheel power distributions that cannot be provided by one set of PDUs employed in a truck. The central PDU in the transfer case was identified as the most important PDU among the five PDUs, which plays a crucial role in the power distribution between the front axle and the rear tandem of a 6×6 articulated dump truck. The paper formulates a constraint optimization problem to minimize the tire slippage power losses by optimizing the power distribution between the drive wheels.

Current trends in application technology indicate an increasing realization on the part of manufacturers and users of agricultural chemicals of the important role that application techniques and/or equipment play in the overall success of pesticide application. The trends that are most significantly influencing the way chemicals are currently applied include: increased emphasis on improving the accuracy of application increased use of low volume application (3-8 GPA) renewed interest in use of granular application increased use of conservation tillage increased emphasis on reduction in environmental contamination, both within and outside the target area increased use of highly active cam-pounds

Regulatory requirements in the European Union (EU) for off-road machines and road vehicles are different. Vehicles which transport passengers and goods, along with attached trailers, as well as road motorcycles must meet EEC type-approval requirements. All other types of self-propelled machines must meet the requirements of the Machinery Directive (Council Directive 98/37/EC), and the Electromagnetic Compatibility (EMC) Directive (Council Directive 89/336/EEC) and possibly other directives. This includes such categories as agriculture and forestry machines, construction machines, industrial trucks and similar products. The various directives outline the different processes for demonstrating compliance with the EU requirements. The intent of this paper is to summarize a few of the requirements that are of interest to off-highway equipment manufacturers and to identify some sources of information about the regulatory requirements.

“Today, wearing parts are regularly subjected to abnormal loading conditions. They must be able to accept these conditions without failure. In continuous operations, unscheduled downtime greatly increases maintenance costs, not to mention the cost of lost production. White iron castings offer premium abrasion resistance for many of these applications, but are often not used due to the possibility of brittle failure and the difficulty of mechanical attachment. This paper discusses the properties and applications of a composite of martensitic white iron and mild steel. This laminate will accept medium to high impact without loss of service failure, and can be installed by mechanical means or with welded attachment.”

Water-cooled charge air cooling is being considered as part of various technology solutions in response to 2007 US, 2010 US, EU4 and EU5 emissions standards. As manufacturers determine appropriate engine and vehicle solutions to meet the upcoming emissions standards, charge air cooling requirements are increasing due to higher turbocharger outlet temperatures and pressures, higher EGR rates, and requests for intake manifold temperature control to manage combustion and exhaust temperatures. Valeo and EMP have collaborated on the development and testing of a water cooled charge air cooler (WCCAC), controlled by a 12 volt brushless motor coolant pump. The system design addresses material temperature limitations of air-air aluminum CAC's and has the potential to simplify the packaging of the air induction system.

A new hydro-mechanical coupling has been developed for use as a slip limiting device in differentials, axle and transfer cases as well as a stand alone, self contained transmission coupling for all wheel drive applications. The exceptional torque capacity to packaging size ratio of this device allows secondary axles to be driven exclusively through the coupling before or after the final drive reduction. In this paper, the operation principle and general construction of the Gerodisc type coupling devices are discussed as well as analysis and comparison of theoretical performance capabilities, laboratory bench test data and actual on vehicle field testing data.

Heavy commercial vehicle axle shafts are designed for torsion load. Typically, axle shaft fracture mode during the test is torsional in nature through either shaft body diameter or spline end. However, some of the field return axles shows fracture mode on axle shaft flange. This fracture mode does not resemble with a typical lab test torsional fracture. Metallurgical investigation report indicated that the fracture mode is bending in nature. This paper thus focuses on detail study of change in boundary condition and load transfer path under abusive vertical bending load on axle. A detail finite element analysis is performed to understand stress state change in axle shaft under this condition. A fracture hypothesis is proposed based on observations of finite element analysis results. A detail case study is presented depicting correlation of proposed hypothesis with physical fracture mode.

Adjuster rings are used in commercial vehicle axle assembly to preload differential bearings and provide support in the axial direction. Adjuster along with the carrier and bearing cap combined to form a threaded joint. Adjuster with external threads engages with internal threads formed in carrier and bearing cap. Preload in differential assembly maintains the system rigidity and helps to maintain an optimized hypoid gear engagement. An adequate preload is important to achieve a desirable bearing life. Reduction in thread engagement at adjuster joint fully or partially will cause a reduction in preload and can lead to gear misalignment. This can cause severe durability concerns. In some cases, it is observed that under vehicle operating loads adjuster ring is backed off from its assembled condition by bending the split pin (split pin is, positive lock, used to maintain adjuster position) and adjuster threads were stripped off.

The simulation of the longitudinal performance of trucks and articulated vehicles requires careful attention to tandem axle dynamics, the brake system model, and the tire model. The approach which was taken to these problems in a recently developed digital simulation is given. Results for the braking performance of an articulated vehicle and a straight truck are compared to empirical data. In addition, simulation results are given for the articulated vehicle equipped with a simple antiskid system.

The paper describes a simple, modified, direct method for the design of high pressure ratio centrifugal compressor impellers, using a prescribed relative velocity distribution. Based on certain simplifying assumptions, the equations of equilibrium are written in terms of the relative velocity components in the radial, axial and tangential directions. These were then solved in a step by step manner along the mean streamline to give the channel shape. An example impeller is shown, which was designed using this method, its geometric proportions appear to be acceptable.

Developing a new technology requires decision-makers to understand the technology's implications on an organization's objectives, which depend on user needs targeted by the technology. If these needs are common between two organizations, collaboration could result in more efficient technology development. For hybrid truck design, both commercial manufacturers and the military have similar performance needs. As the new technology penetrates the truck market, the commercial enterprise must quantify how the hybrid's superior fuel efficiency will impact consumer purchasing and, thus, future enterprise profits. The Army is also interested in hybrid technology as it continues its transformation to a more fuel-efficient force. Despite having different objectives, maximizing profit and battlefield performance, respectively, the commercial enterprise and Army can take advantage of their mutual needs.

In this course, participants will be exposed to various methods that can be used to accomplish an efficient, robust & quiet running drivetrain. This course focuses on the terms, functions, nomenclature, operating characteristics and effect on vehicle performance for each of the drivetrain components. Participants will receive an introduction to the various components of the drivetrain, including the clutch or torque converter, manual or automatic transmission, driveshaft, axle, wheel ends, and brakes.

Recently, significant focus and development effort has been dedicated toward in-vehicle networking. This effort includes work on behalf of the American Trucking Association (ATA), the Society of Automotive Engineers (SAE), the International Standards Organization (ISO), and independent developments by automotive and semiconductor manufacturers. In-vehicle networking extends, as a result, beyond passenger cars into heavy truck, military, and construction vehicles. In the course of these developments, the benefits of networking have been examined and networking is perceived as having significant benefits, resulting in production and custom development [1, 2, 3]. The Controller Area Network (CAN) is a high-performance serial communication solution which has been designed to meet the requirements for the broad range of applications and has now progressed from a specification to a product.

METHOD of selecting sbaetiasfraicntogrsy for the transmissions and final drives of pneumatic-tired tractors that depends on a knowledge of average operating conditions is reported by John Borland. The well-known method of rating bearings on a fatigue basis is, according to tests carried out by Mr. Borland, a reasonably accurate way of predicting bearing life when loading conditions are definitely established. However, the tables that have been compiled by the bearing manufacturers are satisfactory for determining bearing life only of bearings subjected to a constant load at a constant speed. Since tractor transmissions are subjected to as many different loading conditions as there are speed changes provided in the tractor, tractor transmission bearings cannot be selected directly from these tables. They must be used in conjunction with the formula for determining a factor called weighted life.