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The Electro Gyro-Cator allows a driver to monitor his progress, plot and follow courses to a destination, select alternate routes, and drive more safely on unfamiliar roads or at night. Employing a sealed helium gas-rate gyro, the Electro Gyro-Cator offers visual display (CRT display) of a car's present location, direction and route, with overlay maps for fast, simple route selection and monitoring. The primary elements of the unit include trip and direction sensors, a 16-Bit central processing unit, a CRT display screen and a collection of transparent overlay maps fitted to the screen.

An essential feature of the Audi Quattro permanent four-wheel drive system is in the inter-axle differential located on the hollow output shaft in the gearbox: the drive is taken from this differential forward to the front differential through the inside of the hollow shaft, and rearward to a propellor shaft driving the rear differential. The major advantages in everyday driving include improved traction and a reduced tendency toward throttle induced changes of attitude. The greater traction allows not only better progress in difficult road conditions; it also gives better acceleration in difficult traffic situations, such as when joining a busy main road. The more easily predictable handling response to throttle changes means that Quattro vehicles have better tracking stability. Altogether, the active safety and "roadability" are considerably improved.

The scope of this ARP, "Startle Effect" and Crew Performance, includes pilots of turbine powered transport category aircraft and may also pertain to general aviation, the military, and/or other sectors of aircraft operations. It is focused on flight crews certified by the United States, however, may also pertain to crews certified by other countries. The scope describes all phases of training (initial, recurrent, upgrade, remedial, and operational) in both domestic and international flight operations, with the intent of assisting flight crews in responding to "startle effect".

There is a definite trend toward the increasing use of “Glass Encapsulation Technology” in the automotive industry. In this technology a glass object such as a window is placed within a mould and an elastomer is injected around the window giving a tight sealing system. A wide variety of materials are currently used as the sealing materials in either static or semi-static encapsulated glazing systems, including a wide range of “elastomers”. New thermoplastic elastomer compounds are being developed that are characterized by their consistent properties; including high melt-fluidity, very good surface appearance, sealing properties, and resistance to weathering. Compound performance is highly dependent on formulation variables as well as the chemistries of the base materials. KRATON® SEBS polymers1 are block copolymers of styrene and ethylene/butylene.

(Paint) film as an alternative to spray applied paint has received growing attention in recent years. The potential for economic and environmental advantage and quality enhancement with this technology has been reported in several technical papers (Ref. 1, 3 and 4). The actual practice of film finishing, however, has received only limited notice. Film finishes have been applied to aluminum, stainless steel, PVC, and ABS. Starting in 1982, part applications include: wheel covers, door edge guards, window surrounds, roof drip moldings, lower windshield moldings, rocker panels, body side moldings, B pillars, and A pillars. Industry awareness and acceptance of film finishing as a viable alternative to spray applied paint is increasing. The two technologies are similar in many ways, yet distinctly different in other ways. They share a common goal: To yield a durable finish, economically and with superior visual impact. This paper reviews the unique aspects of film finishing.

This SAE Standard specifies a message set, and its data frames and data elements specifically for use by applications intended to utilize the 5.9 GHz Dedicated Short Range Communications for Wireless Access in Vehicular Environments (DSRC/WAVE, referenced in this document simply as “DSRC”), communications systems. Although the scope of this Standard is focused on DSRC, this message set, and its data frames and data elements have been designed, to the extent possible, to also be of potential use for applications that may be deployed in conjunction with other wireless communications technologies. This Standard therefore specifies the definitive message structure and provides sufficient background information to allow readers to properly interpret the message definitions from the point of view of an application developer implementing the messages according to the DSRC Standards.

This paper presents an overview of the evolution & revolution of automotive E/E architectures and how we at Bosch, envision the technology in the future. It provides information on the bottlenecks for current E/E architectures and drivers for their evolution. Functionalities such as automated driving, connectivity and cyber-security have gained increasing importance over the past few years. The importance of these functionalities will continue to grow as these cutting-edge technologies mature and market acceptance increases. Implementation of these functionalities in mainstream vehicles will demand a paradigm shift in E/E architectures with respect to in-vehicle communication networks, power networks, connectivity, safety and security. This paper expounds on these points at a system level.

The testing system developed will decrease the time and the costs involved in evaluating cylinder head valve bridge designs. The test uses actual data generated from engine testing to recreate the valve bridge cracks that occur during dynamometer and vehicle testing. This paper focuses on the system description, the test development, design modifications, and the test results obtained. Testing shows that this method correctly separates valve bridge designs by test cycle life using statistical methods. It is a cost effective and timely alternative to dynamometer testing.

This work deals with the CAE simulation of the behaviour of a belt employed in a CVT transmission of a large displacement scooter engine. Both FEM and MBS simulations were performed, in order to estimate the dynamic loads acting on the component and the stress state the belt is subject to. The MBS simulations were backed up by simple FEM tests performed in order to estimate the elastic properties of elementary portions of the belt. The MBS system comprised the belt and the two pulleys. As a result, the force components the pulleys exert on the belt were calculated. FEM non-linear analyses were performed in order to estimate the stress state the belt experiences. The belt's both manufacturing and working conditions were simulated.

Hybrid electric vehicles (HEVs) are worldwide recognized as one of the best and most immediate opportunities to solve the problems of fuel consumption, pollutant emissions and fossil fuels depletion, thanks to the high reliability of engines and the high efficiencies of motors. Moreover, as transport policy is becoming day by day stricter all over the world, moving people or goods efficiently and cheaply is the goal that all the main automobile manufacturers are trying to reach. In this context, the municipalities are performing their own action plans for public transport and the efforts in realizing high efficiency hybrid electric buses, could be supported by the local policies. For these reasons, the authors intend to propose an efficient control strategy for a hybrid electric bus, with a series architecture for the power-train.

The Lunar Electric Rover (LER), which was formerly called the Small Pressurized Rover (SPR), is currently being carried as an integral part of the lunar surface architectures that are under consideration in the Constellation Program. One element of the LER is the suit port, which is the means by which crew members perform Extravehicular Activities (EVAs). Two suit port deliverables were produced in fiscal year 2008: a 1-g suit port concept evaluator for functional integrated testing with the LER 1-g concept vehicle and a functional and pressurizable Engineering Unit (EU). This paper focuses on the 1-g suit port concept evaluator test results from the Desert Research and Technology Studies (D-RATS) October 2008 testing at Black Point Lava Flow (BPLF), Arizona. The 1-g suit port concept evaluator was integrated with the 1-g LER cabin and chassis concepts.

A 10 KWe dual-mode space power system concept has been identified which is based on INEL's Small Externally-fueled Heat Pipe Thermionic Reactor (SEHPTR) concept. This power system will enhance user capabilities by providing reliable electric power and by providing two propulsion systems; electric power for an arc-jet electric propulsion system and direct thrust by heating hydrogen propellant inside the reactor. The low thrust electric thrusters allow efficient station keeping and long-term maneuvering. The direct thrust capability can provide tens of pounds of thrust at a specific impulse of around 730 seconds for maneuvers that must be performed more rapidly. The direct thrust allows the nuclear power system to move a payload from Low Earth Orbit (LEO) to Geosynchronous Earth Orbit (GEO) in less than one month using approximately half the propellant of a cryogenic chemical stage.

Panic braking can cause an “in-position” unbelted occupant to become “out-of-position.” Although the braking event dynamics and initial positioning of the occupant affect the final position at time of impact (if any), general trends are assumed. FMVSS208 now includes “out-of-position” (OOP) performance for Anthropomorphic Test Devices (ATDs) sizes twelve month to six year-old. Airbag suppression technologies currently address that range of OOP occupants. The objective of this study is to develop an approach to defining OOP test positions for the recently released 10 year old ATD and to assist restraint engineers in developing strategies to help reduce the risk of inflation induced injury to the larger out-of-position child. A series of panic brake tests was conducted with the 10 year-old Hybrid III to study panic braking kinematics. Antilock braking (ABS) generated the desired constant deceleration from high initial speeds (40 to 60mph) in three types of vehicles.

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.