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The experience accumulated with a prototype 1000 HP diesel electric tractor since 1969 is described. The new 1500 HP V220 diesel electric tractors are described along with some of the initial operation of these two units. Experience with the initial 1000 HP unit and the two 1500 HP tractors confirm the necessity of additional testing and experimentation to refine the design to get greater productivity with reduced operator fatigue. The unpredictability of the load and operating surface are major problems that present a real challenge to the engineer.

1 An all fiber-optic sensor has been developed to measure H2O mole fraction and gas temperature in an HCCI engine. This absorption-spectroscopy-based sensor utilizes a broad wavelength (1320 to 1380 nm) source (supercontinua generated by a microchip laser) and a series of fiber Bragg gratings (19 gratings centered on unique water absorption peaks) to track the formation and temperature of combustion water vapor. The spectral coverage of the system promises improved measurement accuracy over two-line diode-laser based systems. Meanwhile, the simplicity of the fiber Bragg grating chromatic dispersion approach significantly reduces the data reduction time and cost relative to previous supercontinuum-based sensors. The data provided by the system is expected to enhance studies of the chemical kinetics which govern HCCI ignition as well as HCCI modeling efforts.

The present study compares the NVH performance of three different materials used on cam covers in automobiles, Aluminum (Al), Magnesium (Mg) and Thermoplastic (TP). The cam cover design used for this comparison was the 2004 Nissan Maxima 3.5L production cam cover which is made of a thermoplastic (TP). The Al and Mg covers for this study were created by sandcast, due to time constraints, via laser scanning techniques using the 2004 Nissan Maxima 3.5L production thermoplastic cover design. Note that sand-cast covers generally provide a less quiet sound field than the standard casting method. The Nissan production cover comes with a production baffle made of a similar material as the cover. Testing was conducted with and without the production baffle for all covers. The study was conducted for the production boundary condition of a non-isolated cover and a Freudenberg-NOK (FNGP) partially isolated cover. Isolated bolt assemblies using elastomeric grommets were used to isolate the cover.

This paper describes a new concept for a Ford GT instrument panel (IP) based on structural magnesium components, which resulted in what may be the industry's first structural IP (primary load path). Two US-patent applications are ongoing. Design criteria included cost, corrosion protection, crashworthiness assessments, noise vibration harshness (NVH) performance, and durability. Die casting requirements included feasibility for production, coating strategy and assembly constraints. The magnesium die-cast crosscar beam, radio box and console top help meet the vehicle weight target. The casting components use an AM60 alloy that has the necessary elongation properties required for crashworthiness. The resulting IP design has many unique features and the flexibility present in die-casting that would not be possible using conventional steel stampings and assembly techniques.

The High Voltage Power Distribution Unit (PDU) is constructed of magnesium in support of Fuel Cell Electric Vehicle (FCEV) weight reduction efforts. The PDU distributes and controls a nominal 75 kilowatts of power generated by the Fuel Cell, the primary source of High Voltage power, to all the vehicle loads and accessories. The constraints imposed on the design of the PDU resulted in a component highly susceptible to general and galvanic corrosion. Corrosion abatement was the focus of the PDU redesign. This paper describes the redesign efforts undertaken by Ford personnel to improve the part robustness and corrosion resistance.

General Motor's Corvette product engineering was given the challenge to find mass reduction opportunities on the painted body panels of the C6 Z06 through the utilization of carbon fiber reinforced composites (CFRC). The successful implementation of a carbon fiber hood on the 2004 C5 Commemorative Edition Z06 Corvette was the springboard for Corvette Team's appetite for a more extensive application of CFRC on the C6 Z06 model. Fenders were identified as the best application for the technology given their location on the front of the vehicle and the amount of mass saved. The C6 Z06 CFRC fenders provide 6kg reduction of vehicle mass as compared to the smaller RRIM fenders used on the Coupe and Convertible models.

The General Motors Corvette Product Engineering Team is in a continual search for mass-reduction technologies which provide performance improvements that are affordable and add value for their customers. The structural composite panels of the C6 Z06 provided a unique opportunity to extend the use of carbon fiber reinforced materials to reduce mass and enhance performance. The entire vehicle set of composite panels was reviewed as candidates for material substitution, with the selection criteria based on the cost per kg of mass saved, tooling cost required, and the location of the mass to be saved. Priority was extended to mass savings at the front of the vehicle. After a carefully balanced selection process, two components, both requiring redesign because of the Z06’s wider stance, met the criteria: the Front Wheelhouse Outer Panel and Floor Panels. The current Floor Panels, first used on the C5, are large and are a balsawood-cored glass fiber reinforced composite design.

The 2013 SRT Viper Carbon Fiber X-Brace, styled by Chrysler's Product Design Office (PDO), is as much of a work of art as it is an engineered structural component. Presented in this paper is the design evolution, development and performance refinement of the composite X-Brace (shown in Figure 1). The single-piece, all Carbon Fiber Reinforced Plastic (CFRP) X-Brace, an important structural component of the body system, was developed from lightweight carbon fiber material to maximize weight reduction and meet performance targets. The development process was driven extensively by virtual engineering, which applied CAE analysis and results to drive the design and improve the design efficiency. Topology optimization and section optimization were used to generate the initial design's shape, form and profile, while respecting the package requirements of the engine compartment.

To effectively utilize larger trucks (85 ton and up), open-pit mines and quarries need a larger front-end loader with high reliability and performance. This paper describes the design approach and tests carried out to design 21 cubic yard 580 PAY® loader to meet these requirements. Long fatigue life of structures was obtained by use of full penetration welds. New concept for power control was designed to effectively distribute power between hydraulics and drive train. Spring applied - pressure released brakes were designed into the axle. Tests were carried out in our laboratory and proving grounds to determine performance and reliability.

This study focuses on variable amplitude loadings applied to automotive chassis parts experiencing carmaker’s specific proving grounds. They are measured with respect to time at the wheel centres and composed of the six forces and torques at each wheel, within the standard vehicle reference frame. In the scope of high cycle fatigue, the loadings considered are supposedly acting under the structure yield stress. Among the loadings encountered during the vehicle lifetime, two classes stand out: Driven Road: loads measured during the vehicle manoeuvre; Random Road: loads mainly coming from the road asperity. To separate both effects, a frequency decomposition method is proposed before applying any lifetime assessment methods. The usual Rainflow counting method is applied to the Driven Road signal. These loadings, depending on the vehicle dynamics, are time-correlated. Thus, the load spectra is set only thanks to the vehicle accelerations time-measurement.

The purpose of this specification is to allow procurement of a defined material corresponding to statistically derived material properties published in CMH-17. This material is intended for use in laminate applications with a service temperature up to 180 °F. They are typically used in structural applications requiring high strength and stiffness. This is the base specification and it will have one slash/detail specs.

The purpose of this specification is to allow procurement of a defined material corresponding to statistically derived material properties published in CMH-17. This material is intended for use in laminate applications with a service temperature up to 180 °F. They are typically used in structural applications requiring high strength and stiffness. This is the base specification and it will have one slash/detail specs.

The purpose of this specification is to allow procurement of a defined material corresponding to statistically derived material properties published in CMH-17. This material is intended for use in laminate applications with a service temperature up to 180 °F. They are typically used in structural applications requiring high strength and stiffness. This is the base specification and it will have three slash/detail specs.

The purpose of this specification is to allow procurement of a defined material corresponding to statistically derived material properties published in CMH-17. This material is intended for use in laminate applications with a service temperature up to 180 °F. They are typically used in structural applications requiring high strength and stiffness.

The purpose of this specification is to allow procurement of a defined material corresponding to statistically derived material properties published in CMH-17. This material is intended for use in laminate applications with a service temperature up to 180 °F. They are typically used in structural applications requiring high strength and stiffness.

The purpose of this specification is to allow procurement of a defined material corresponding to statistically derived material properties published in CMH-17. This material is intended for use in laminate applications with a service temperature up to 180 °F. They are typically used in structural applications requiring high strength and stiffness. This is the base specification and it will have three slash/detail specs.

The intent of this specification is for the procurement of the material listed on the QPL and, therefore, no qualification or equivalency threshold values are provided. Users that intend to conduct a new material qualification or equivalency program shall refer to the Quality Assurance section of this base specification, AMS3961. All material qualification and equivalency data has been archived and is available for review upon request. Contact the CMH-17 Secretariat (www.cmh17.org) for additional information.

The intent of this specification is for the procurement of the material listed on the QPL and, therefore, no qualification or equivalency threshold values are provided. Users that intend to conduct a new material qualification or equivalency program shall refer to the Quality Assurance section of this base specification, AMS3961. All material qualification and equivalency data has been archived and is available for review upon request. Contact the CMH-17 Secretariat (www.cmh17.org) for additional information.

The intent of this specification is for the procurement of the material listed on the QPL and, therefore, no qualification or equivalency threshold values are provided. Users that intend to conduct a new material qualification or equivalency program shall refer to the Quality Assurance section of the base specification, AMS3961. All material qualification and equivalency data has been archived and is available for review upon request. Contact the CMH-17 Secretariat (www.cmh17.org) for additional information.

The intent of this specification is for the procurement of the material listed on the QPL and, therefore, no qualification or equivalency threshold values are provided. Users that intend to conduct a new material qualification or equivalency program shall refer to the Quality Assurance section of the base specification, AMS3961. All material qualification and equivalency data has been archived and is available for review upon request. Contact the CMH-17 Secretariat (www.cmh17.org) for additional information.