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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.

This SAE Aerospace Standard (AS) contains requirements for a digital time division command/response multiplex data bus, for use in systems integration that is functionally similar to MIL-STD-1553B with Notice 2 but with a star topology and some deleted functionality. Even with the use of this document, differences may exist between multiplex data buses in different system applications due to particular application requirements and the options allowed in this document. The system designer must recognize this fact and design the multiplex bus controller (BC) hardware and software to accommodate such differences. These designer selected options must exist to allow the necessary flexibility in the design of specific multiplex systems in order to provide for the control mechanism, architectural redundancy, degradation concept, and traffic patterns peculiar to the specific application requirements.

This SAE Aerospace Standard (AS) contains requirements for a digital time division command/response multiplex data bus, for use in systems integration that is functionally similar to MIL-STD-1553B with Notice 2 but with a star topology and some deleted functionality. Even with the use of this document, differences may exist between multiplex data buses in different system applications due to particular application requirements and the options allowed in this document. The system designer must recognize this fact and design the multiplex bus controller (BC) hardware and software to accommodate such differences. These designer selected options must exist to allow the necessary flexibility in the design of specific multiplex systems in order to provide for the control mechanism, architectural redundancy, degradation concept, and traffic patterns peculiar to the specific application requirements.

Aerospace structures manufacturers find themselves frequently engaged in large-scale 3D metrology operations, conducting precision measurements over a volume expressed in meters or tens of meters. Such measurements are often done by metrologists or other measurement experts and may be done in a somewhat ad-hoc fashion, i.e., executed in the most appropriate method according to the lights of the individual conducting the measurement. This approach is certainly flexible but there are arguments for invoking a more rigorous process. Production processes, in particular, demand an automated process for all such “routine” measurements. Automated metrology offers a number of advantages including enabling data configuration management, de-skilling of operation, real time input data error checking, enforcement of standards, consistent process execution and automated data archiving. It also reduces training, setup time, data manipulation and analysis time and improves reporting.

Flexibility, oil resistance, and the need for heat resistance to 150°C-plus temperatures have traditionally limited automotive design engineers to two options - thermoset rubber or heat-shielding conventional thermoplastic elastomers (TPE). Both of these options present limitations in part design, the ability to consolidate the number of components in a part of assembly, and on total cost. This paper presents a class of high-performance, flexible thermoplastic elastomers based on dynamically vulcanized polyacrylate (ACM) elastomer dispersed in a continuous matrix of polyamide (PA) thermoplastic. These materials are capable of sustained heat resistance to 150°C and short-term heat resistance to 175°C, without requiring heat shielding. Recent advancements in blow molding and functional testing of the PA//ACM TPEs for automotive air management (ducts) and underhood sealing applications will be shown.

The challenge for the diesel engines today is to reduce harmful emissions, such as particulate matter (PM) and Nitrogen oxides (NOx), and enhance the fuel efficiency and power, which are its main advantages. To meet this challenge, DENSO has developed an advanced common rail system (CRS) that uses piezo actuated fuel injectors capable of delivering up to five injection events per combustion cycle at 180MPa, currently the world's highest commercially available diesel fuel injection pressure. The DENSO piezo injector incorporates an internally developed piezoelectric element that energizes quicker than its solenoid counterpart, thereby reducing the transition time for the start and end of the fuel injection event. The piezoelectric element and unique passage structure of the DENSO injector combine to provide a highly reliable and responsive fuel injection event.

This paper is a summary of the aerodynamic development of the 1988 Chevrolet and GMC pickup truck. Comprehensive drag reduction work was performed with clay models from the original concept through the detailed full-scale model. In addition, the aerodynamic development included wind rush noise reduction, optimization of engine cooling air flow, and body surface pressures for HVAC performance.

Most of current jet aircraft circulate fuel on the airframe to match heat loads with available heat sink. The demands for thermal management in wide range of air vehicle systems are growing rapidly along with the increased mission power, vehicle survivability, flight speeds, and so on. With improved aircraft performance and growth of heat load created by Aircraft Mounted Accessory Drive (AMAD) system and hydraulic system, effectively removing the large amount of heat load on the aircraft is gaining crucial importance. Fuel is becoming heat transfer fluid of choice for aircraft thermal management since it offers improved heat transfer characteristics and offers fewer system penalties than air. In the scope of this paper, an AMESim model is built which includes airframe fuel and hydraulic systems with AMAD gearbox of a jet trainer aircraft. The integrated model will be evaluated for thermal performance.

The increased occurrence of environmental damage to automotive topcoats and the variety of abrasive conditions to which the coating is subjected have made increasing demands on the properties of these coatings. There is as yet, no single paint chemistry that fulfills these extreme requirements in all respects. On the other hand, the right choice of components in polyurethane can result in excellent etch resistance as well as improved scratch resistance compared to traditional melamine/acrylic systems. This paper will discuss some recent studies in the areas of two-component and one-component polyurethane chemistry, which address these rigorous quality requirements.

A test program was conducted to characterize the impact response of an experimental 2-ply windshield construction with a polyurethane (PUR) plastic inner layer. Windshield impact tests were conducted using a linear impactor test facility. Principle among the findings was that the impact response of prototype PUR 2-ply windshields does not differ that significantly from that of baseline 3-ply HPR (High Penetration Resistance) windshields for the subcompact vehicle geometry tested. However, the impact responses of both PUR 2-ply and 3-ply HPR subcompact vehicle windshields were found to be highly variable. Average performance of either construction could thus be enhanced if ways could be found (and then implemented) to reduce this variability.

This paper documents the processes and methods used by the Ford GT team to meet aerodynamic targets. Methods included Computational Fluid Dynamics (CFD) analysis, wind tunnel experiments (both full-size and scale model), and on-road experiments and measurements. The goal of the team was to enhance both the high-speed stability and track performance of the GT. As a result of the development process, significant front and rear downforce was achieved while meeting the overall drag target.

This paper is intended to give a general overview of the key aerodynamic developments for the 2006 Chevrolet Corvette C6 Z06. Significant computational and wind tunnel time were used to develop the 2006 Z06 to provide it with improved high speed stability, increased cooling capability and equivalent drag compared to the 2004 Chevrolet Corvette C5 Z06.

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Innovative Power Solutions (IPS), LLC has developed a 300A and a 500A 28 VDC Brushless Wound Rotor Starter/Generator (S/G) system. These systems are capable of replacing brush type S/G or Air Turbine Starters by presenting an adequate Torque vs. Speed performance. The S/G system developed by IPS consists of the Starter/Generator (Motor/Generator) and S/G Control Unit (SGCU).

A helicopter blade profile was tested in the DGA Aero-engine Testing's icing altitude test facility S1 in Saclay, France during the winter of 2013/2014. The airfoil was a helicopter main rotor OA312 blade profile made out of composite material and with a metallic erosion shield. Dry air and ice accretion tests have been performed in order to assess the iced airfoil's aerodynamic behaviour. Several icing conditions were tested up through Mach numbers around 0.6. This paper presents the test setup, the test model and some of the test results. The test results presented in this paper include the ice shapes generated as well as dry air and iced airfoil lift and drag curves (polars) which were obtained with the real ice shapes on the airfoil.

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.

A three-dimensional model for a direct injection stratified-charge rotary engine has been employed to study two modifications to the pocket geometry of the engine. In one modification, a pocket is located towards the leading edge of the rotor and is shown to produce recirculation within the pocket and faster burning. In the second modification, a two pocket rotor with two injectors and two spark plugs is studied. It appears that this should result in better utilization of the chamber air. It also appears that both modifications rhould result in higher efficiency of the direct-injected stratifiedcharge rotary engine. However extensive computations are required before a final conclusion is reached and before specific recommendations can be made.

In-cylinder flows in a motored four-valve SI engine were examined by simultaneous three-component LDV measurement. The purpose of this study was to develop better physical understanding of in-cylinder flows and quantitative methods which correlate in-cylinder flows to engine performance. This study is believed to be the first simultaneous three-component LDV measurement of the air flow over a planar section of a four-valve piston-cylinder assembly. Special attention is paid to the tumble formation process, three-dimensional turbulent kinetic energy, and measurement of the tumble ratio. The influence of the induction system and the piston geometry are believed to have a significant effect on the in-cylinder flow characteristics. Using LDV measurement, the flows in two different piston top geometries were examined. One axial plane was selected to observe the effect of piston top geometries on the flow field in the combustion chamber.