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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 SAE Aerospace Information Report (AIR) describes procedures for use in the field to determine if 115/200 Volt, 400 Hz aircraft external electrical power connectors are excessively worn, which may result in the inability of the external power plug to be retained, intermittent electrical performance and arcing.

This SAE Aerospace Information Report (AIR) describes procedures for use in the field to determine if 115/200 Volt, 400 Hz aircraft external electrical power connectors are excessively worn, which may result in the inability of the external power plug to be retained, intermittent electrical performance and arcing.

Inverters are solid state devices which change DC to 120VAC electricity. They are sufficiently rugged and reliable to make them practical for use on utility vehicles for operating thumpers, tools, lights and induction motor loads. The SCR type rather than the transistor type inverter is generally required for inductive and reactive loads. Static inverters operate from battery input. They provide power without running an engine, but are limited by battery capacity so work best in intermittent load applications. Dynamic inverters operate from alternator input and will handle continuous loads to 7200 watts with truck engine running.

The 2018 Ultimate GD&T Pocket Guide explains the most common rules, symbols, and concepts used in geometric dimensioning and tolerancing. This one-of-a-kind reference guide includes more than 100 detailed examples to illustrate concepts. Numerous charts for quick reference provide explanations of each GD&T symbol, modifier, and more. This valuable on-the-job resource clarifies how to interpret standard-compliant technical drawings that use ASME Y14.5-2018.

This paper describes the after-treatment technology that could be used to meet a future BS-VII standard, considering close-coupled SCR (cc-SCR) to help start NOx conversion earlier. Both active (Cu/Fe-SCR based) and passive (V-SCR based) systems have the potential to meet emission limits. V-SCR may be considered in the rear position because V-SCR shows a fast response with very low N2O formation. Next-gen V-SCR technology shows significantly improved performance and durability closer to Cu-SCR. The steady-state NOx conversions over Next-Gen V-SCR were better than BS-VI V-SCR in both fresh and aged-580°C/100h conditions. High durability was also observed after engine aging of 1000h (WHTC + high load). Another big challenge in BS VII could be the PN10 requirement. With enhanced filtration coating (EFC) technology, PN emissions drop drastically in comparison to Euro VI reference without EFC to meet a future BS VII.

Durability tests have been initiated on olefinic and production painted fascias. Both 2D and 3D tests have provided insights into Friction Induced Damage (FID) failure mechanics. Full scale, 3D tests of automotive fascia mimic the parking lot rubbing contact between cars with friction forces exceeding 5000. N. 2D tests provide the cost effective approach to materials research by isolating the failure mechanics in the upper 250 μm of the decorated TPO where the cosmetic damage is initiated. Initial findings show some olefinic paint, TPO combinations to be more damage resistant for realistic frictional contact scenarios.

2k clearcoat is the progressive step that is keeping coatings for elastomeric fascia in pace with the current automobile design, performance, and durability demands. Initially, rigid 2k coatings were applied over plastic for low temperature cure. Over metal, 2k rigid clearcoat produced a dramatic improvement in appearance and durability. Flexibility is the key attribute that a 2k clearcoat engineered for use over fascias must posses. Utilizing the same basecoat and primer, 2k flexible clearcoats are being successfully applied to flexible fascia, generating excellent appearance and outstanding durability.

The term “3 inch ice shapes” has assumed numerous definitions throughout the years. At times it has been used to generally characterize large glaze ice accretions on the major aerodynamic surfaces (wing, horizontal stabilizer, vertical stabilizer) for evaluating aerodynamic performance and handling qualities after a prolonged icing encounter. It has also been used as a more direct criterion while determining or enforcing sectional ice shape characteristics such as the maximum pinnacle height. It is the authors’ observation that over the years, the interpretation and application of this term has evolved and is now broadly misunderstood. Compounding the situation is, at present, a seemingly contradictory set of guidance among (and even within) the various international regulatory agencies resulting in an ambiguous set of expectations for design and certification specialists.

Accurate measurement of countersinks in curved parts has always been a challenge. The countersink reference is defined relative to the panel surface which includes some degree of curvature. This curvature thus makes accurate measurements very difficult using both contact and 2D non-contact measurements. By utilizing structured light 3D vision technologies, the ability to very accurately measure a countersink to small tolerances can be achieved. By knowing the pose of the camera and projector, triangulation can be used to calculate the distance to thousands of points on the panel and countersink surface. The plane of the panel is then calculated using Random Sample Consensus (RANSAC) method from the dataset of points which can be adjusted to account for panel curvatures. The countersink is then found using a similar RANSAC method.

This work describes the definition and implementation of a dedicated system (hardware and software) for the quantitative evaluation of the anthropometrics and morphological parameters of the back shape. This was applied to the digital 3D analysis of subjects affected by spinal pathologies. In fact in clinical practice it is needed to have a repeatable and easy method to frequent non invasive screening of the rib system records a 3D model of the back shape standard and automated procedure. Its clinical validation is presented.

This SAE Recommended Practice which defines the terms and tabulates the limits of the characteristics for various protective devices used in conjunction with 400-cycle ground power for civil aircraft is intended to assist the airlines in standardizing on 400-cycle protective systems. The limits found to be acceptable in the civil aircraft industry are presented.

There is a movement to apply emission control in a marine engine as well due to high public awareness of environmental concern in the United States. We started at the development of 3-seater Personal Watercraft (PWC) equipped with 4-stroke engines in taking environment conformity and potential into account. The PWC employed series 4-cylinder 1100cc displacement engine that has been used for mass production motorcycles. The engine was modified to satisfy requirements for PWC, as a marine engine, such as performance function and corrosion. In order to achieve greater or equal power/weight ratio as against two-stroke PWCs, a four-stroke engine for PWC with an exhaust turbo charger was developed. As a result, we succeeded in developing an engine that attained top-level running performance and durability superior to competitors' 2-stroke engines.

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”.

The trend of the 2 wheel vehicle obliges to define accurate methodology for analysing each aspect of the vehicle design. The paper will present the definition process of simple, easy to reproduce, cheap tests for the Electric System, and for the components of it, describing the obtainable results. It will be presented which tests are significant, and which variable must acquired, and the method for organizing the data according to the desired study target aim. As example of the System Approach is proposed the analysis of the Electric Generator Power Unit, it will be presented and described the reason why it could be convenient to install a Lundell Generator.

Nowadays quasi-3D approaches are included in many commercial and research 1D numerical codes, in order to increase their simulation accuracy in presence of complex shape 3D volumes, e.g. plenums and silencers. In particular, these are regarded as valuable approaches for application during the design phase of an engine, for their capability of predicting non-planar waves motion and, on the other hand, for their low requirements in terms of computational runtime. However, the generation of a high-quality quasi-3D computational grid is not always straightforward, especially in case of complex elements, and can be a time-consuming operation, making the quasi-3D tool a less attractive option. In this work, a quasi-3D module has been implemented on the basis of the open-source CFD code OpenFOAM and coupled with the 1D code GASDYN.

Multiple automotive systems are now being developed which require an imager or vision chip to provide information regarding vehicle surroundings, vehicle performance, and vehicle passenger compartment status. Applications include lane departure, lane tracking, collision avoidance, as well as occupant position, impaired driver, and occupant identification. These applications share many requirements, including robust design, tolerance for the automotive environment, built in self-test, wide dynamic range, and low cost. In addition, each application has unique requirements for resolution, sensitivity, imager aspect ratio, and output format. In many cases, output will go directly to vehicle systems for processing, without ever being displayed to the driver. Commercial imager chips do not address this wide spectrum of requirements. A CMOS imager chip has been designed to address these unique automotive requirements.

In the summer of 1922 the Buick Company began experimenting with balloon tires. The first tires tested, being four-ply and 32 x 6.20 in. in size, produced a galloping action that was sufficient to prejudice the company's engineers against them, and the tests were discontinued. In addition to the galloping effect, other difficulties encountered included those usually present in steering, the development of wheel shimmying to a serious degree, the lack of proper clearance for external brakes because of the small 20-in. wheels, the excessively rapid wear of the tire tread, and the greater susceptibility to puncture. Leaks because of the pinching of the inner tubes also occurred. When, later, a set of 5.25-in. tires was tried on a smaller car, the galloping was noticeably less; but punctures were more numerous than was the case with high-pressure tires.

Within the frame of a series of initiatives aimed at improving effectiveness of its aircraft design and analysis capabilities, the Military Division of Daimler-Benz Aerospace (Dasa) is developing MIDAS, a multidisciplinary integration framework for a suite of numerical codes suitable to quickly and still accurately assess aircraft performance. As MIDAS specifically targets support of configurational studies in a Conceptual and Preliminary Design environment, peculiar requirements such as scope, range of applicability, and robustness of the system components, reliability of results, care-free operability, and fast response times have to be properly addressed.