Automobile Manufacturers Association Research Articles

Electrical Parameters as Diagnostics of Fresh Engine Oil Condition-Correlation with Test Voltage Frequency.

The aim of this study was to assess whether electrical parameters (capacitance and conductivity) of fresh engine oils-tested over a wide range of measurement voltage frequencies-can be used for oil quality assessment and its identification, based on physicochemical properties. The study encompassed 41 commercial engine oils with different quality ratings (American Petroleum Institute (API) and European Automobile Manufacturers' Association (ACEA)). As part of the study, the oils were tested for their total base number (TBN) and total acid number (TAN), as well as their electrical parameters, including impedance magnitude, phase shift angle, conductance, susceptance, capacitance and quality factor. Next, the results for all of the samples were examined for correlations between the mean electrical parameters and the test voltage frequency. A statistical analysis (k-means and agglomerative hierarchical clustering) was applied to group oils with similar readings, drawing on the values for all electrical parameters to produce group oils with the highest similarity to each other into clusters. The results show that the electrical-based diagnostics of fresh engine oils can serve as a highly selective method for identifying oil quality, offering much higher resolution than assessments based on the TBN or the TAN. This is further supported by the cluster analysis, with five clusters generated for electrical parameters of the oils, compared to only three generated for TAN- and TBN-based measurements. Out of all the tested electrical parameters, capacitance, impedance magnitude and quality factor were found to be the most promising for diagnostic purposes. The value of electrical parameters of fresh engine oils is mostly dependent on the test voltage frequency (with the exception of capacitance). The correlations identified in the course of the study can be used to select for those frequency ranges that offer the highest diagnostic utility.

Practical application of the TTM, predictive maintenance module (PdM)

The purpose of the paper is to present the connetion between the Total Traceability Management (TTM) software and the technical solutions for predictive maintenance. As a key function of the TTM, the predictive maintenance module is based on conditioning monitoring systems. Sensors for measurement of temperature, color, vibration, force, chemical composition, ultrasound waves, light, dimensional, are developing on the global market as part of the 4th industrial revolution, Industry 4.0. The TTM is combining the factory floor technologies with the informatics systems as ERP, customer portals, and MES, through a specific algorithm and based on PLC and sensorial hardware. The TTM is becoming a mandatory requirement for automotive industry as stated in the new norms of AIAG (Automotive Industry Action Group), VDA (German Association of the Automotive Industry), and JAMA Japan Automobile Manufacturers Association. The approach of this paper is a theoretical presentation of the practical experiments presenting the most modern solution in terms of software, sensorial installations, monitored equipment and the realized outputs. The TTM concept are not yet fully mature, various solutions being deployed on the market with specificities for diverse industries.

Optimization of aluminium die-casting process through predictive maintenance and parameter traceability systems

The purpose of this paper is to present the optimisation potential for aluminium die casting process through predictive maintenance and parameter traceability systems. Aluminium considered the metal of the future due to its physical and chemical properties, and this paper is specifically focused on the die-casting process, its potential failures and proposed solutions for reduction of defects. The methodology for optimisation is based is focused on the Total Traceability Management (TTM) software and its technical solutions for predictive maintenance. As a key function of the TTM, the predictive maintenance module is based on conditioning monitoring systems. Temperature, colour, vibration, force, chemical, ultrasound, light, laser, dimensional sensors, all these are developing on the global market as part of the 4th industrial revolution, Industry 4.0. The TTM is combining the factory floor technologies with the informatics systems as ERP, Customer Portals, and MES, through a specific algorithm and based on PLC and sensorial hardware. The TTM is becoming a mandatory requirement for automotive and not only industry as stated in the new norms of AIAG (American Industrial Automotive Group), VDA (German Association of the Automotive Industry), and JAMA - Japan Automobile Manufacturers Association. The approach of this paper is a theoretical presentation of the practical experiments presenting the most modern solution in terms of software, sensorial installations, monitored equipment and the realized outputs. The TTM concept are not yet fully mature, various solutions being deployed on the market with specificities for diverse industries.

Water Availability Forecasting Using Univariate and Multivariate Prophet Time Series Model for ACEA (European Automobile Manufacturers Association)

Time series is one of method to forecasting the data. The ACEA company has competition with opened the data in the Water Availability and uses the data to forecast. The dataset namely, Aquifers-Petrignano in Italy in water resources field has five parameters e.g. rainfall, temperature, depth to groundwater, drainage volume, and river hydrometry. In our research will be forecast the depth to groundwater data using univariate and multivariate approach of time series using Prophet Method. Prophet method is one of library which develop by Facebook team. We also use the other approach to making the data clean, or the data ready to forecast. We use handle missing data, transforming, differencing, decomposition time series, determine lag, stationary approach, and Augmented Dickey-Fuller (ADF). The all approach will be uses to make sure that the data not appearing the problem while we tried to forecast. In the other describe, we already get the results using univariate and multivariate Prophet method. The multivariate approach has presented the value of MAE 0.82 and RMSE 0.99, it’s better than while we forecast using univariate Prophet.

The Sculpture of Marshall Fredericks and the Rise and Fall of the Midwestern Mall

The Sculpture of Marshall Fredericks and the Rise and Fall of the Midwestern Mall Janna Jones (bio) On March 22, 1954, Hudson's Northland Center opened to great fanfare in suburban Southfield, Michigan. On the day of its opening, Northfield's architect, Victor Gruen, proclaimed that Northland Center was the world's largest shopping center—with the largest department branch and the greatest number of stores, and located on the largest property site.1 Designed as "a city within a city," Northland's empire included its own power plant, water tower, police force, 8,344 parking spaces, colonnaded walkways, fountains, courtyards, and even some sculptures. During the 1950s, and in the following decades, the mall was designed to work in harmony with automobiles, as any mall parking lot today reveals. Detroit spawned American car culture; not surprisingly, when it opened in 1954, Northland—the largest shopping center, with the largest parking lot in the world—was built in a Detroit suburb. In fact, the Automobile Manufacturers Association exclaimed that Northland Center was "a complete, integrated, one-stop shopping center tuned to the Motor Age."2 On the day Northland Center opened, near the entrance of Hudson's, the shopping center's flagship department store, stood a massive limestone sculpture of a bear with a small boy astride it. The sculpture, Boy and Bear, was created by the metro Detroit-based sculptor Marshall Fredericks. Working in concert with the art-conscious Gruen, Fredericks created the sculpture to bring joy to the cement shopping center. Boy and Bear stood seemingly unchanged, near the Hudson's store entrance at Northfield, even as the shopping center and its flagship store (initially Hudson's, followed by Marshall Fields and eventually Macy's) continued to transform during its six decades as a commercial enterprise. This article explores Boy and Bear, likely one of Fredericks's most beloved [End Page 29] and (literally) embraced works; though the focus here is not solely on the limestone sculpture. Rather, it is also important to understand the transformation of the space around it. This is the story of a sculpture of a bear and a boy in a midwestern mall, but it is also a story of the transformation of the mall itself, the transformation of mall culture in midwestern suburbs, and the transformation of Southfield and even Detroit—a city Gruen's Northland Center attempted to both escape and reconstitute ten miles away. A common mall, the critically overlooked sculptor Marshall Fredericks, and Fredericks's playful and uncomplicated Boy and Bear all matter to the history of the Midwest because they offer a way to make sense of the transformation of everyday life in the region during the second half of the twentieth century. The Mall Matters to the History of the Midwest The Midwest bore the omnipresent mall and the lifestyle that came with it. In fact, Gruen, the architect of Northland, pioneered the suburban mall and its consumer culture. "As a result of his architectural projects," M. Jeffrey Hardwick explains, "it is no overstatement to say that he designed and built the popular environments of postwar America. Americans of all classes and races have encountered Gruen's architectural dreams. Gruen created the spaces that postwar Americans lived in, moved through, and longed for."3 Since Gruen was the pioneer of the mall, and his first architectural designs were located in Michigan and Minnesota, it is important to note that midwesterners were the first consumers in the United States to accommodate and then assimilate the mall lifestyle that began to permeate American culture. The ubiquitous mall and the consumer culture it helped create was a critical chapter in the history of the twentieth century because it helped create a suburban consumer culture that partnered leisure and spectacle with consumption. Gruen explained that Northland, with its ample parking, could meet the cultural, civic, and social needs of Detroit's suburbanites. The historian Delores Hayden explains that the tax laws of 1954 allowed commercial property owners to write off the depreciation of a building after seven years, which created a hidden subsidy for cheap new commercial buildings. "Shopping mall developers were among the biggest beneficiaries of accelerated depreciation," Hayden writes...

Microstructure and Electrochemical Corrosion Behavior of Fe–Cr System Alloys as Substitutes for Ni-Based Brazing Filler Metal

Two new Fe–Cr system alloys, Fe–20Cr–43Ni–10P (mass%) and Fe–20Cr–20Ni–8P–5Si–2Mo (mass%), have been developed as substitutes for the expensive Ni-based brazing filler metal used in brazing exhaust gas recirculation coolers. The microstructures and melting properties of the alloys were analyzed by electron probe X-ray microanalyzer and differential scanning calorimetry. The electrochemical characteristics of the alloys were investigated by potentiodynamic polarization testing in an electrolyte solution made in accordance with the standards of the Automobile Manufacturers Association of Germany. Furthermore, the corrosion behaviors of the alloys were investigated by constant-potential polarization testing and surface characterization. It is found that both alloys are composed of solid-solution phases and phosphide phases. The solid-solution phases serve as the anode, and the phosphide phases serve as the cathode in the corrosion reaction for both alloys. Fe–20Cr–43Ni–10P exhibits galvanic corrosion on the entire surface. In contrast, Fe–20Cr–20Ni–8P–5Si–2Mo is attacked at a few localized areas so that the cavities form on the surface. The corrosion potential (E corr) is lower than that of Ni–29Cr–6P–4Si (mass%) for both alloys. This means that the Fe–Cr system alloys are more easily corroded than Ni–29Cr–6P–4Si. The corrosion rate and corrosion resistance cannot be investigated by the corrosion current density (i corr) and polarization resistance (R p), respectively, because of localized corrosion of the two alloys.

The Passenger Car in Portugal: Features of Functional Modules

This article focuses on the study of the analysis model on the functional modules of the passenger car in Portugal, made in the course of the PhD in Design. In an analysis with reference to the global segmentation of passenger car, appealed to the formation of a summary table showing the classification of segments of the key players in the sector, in particular brands of car manufacturers, the International Organization of Automobile Manufacturers, the Society of Motor Manufacturers and Traders, the Japan Automobile Manufacturers Association, the Society of Indian Automobile Manufacturers, the Association of European Automobile Manufacturers and the Automobile Association of Portugal. Therefore, we compared the different rating scales, number of categories and technical specifications that serve to differentiate the segments together. In addition to this information, also considered the conclusions reached up to the questionnaire to the target audience. Finally, to complete the set of samples, were consulted the three sites of the best-selling brands in Portugal during the year 2013 (Renault, Peugeot and Volkswagen) and two sites of major international companies rent-a-car to operating in Portugal (Europcar and Avis). With these three fields samples proceeded to completion of the final motion diagram that identifies the functional modules of each of the segments of the passenger car, including the engine, the interior front and rear passengers, the zone for the transport of luggage, pets or goods and finally the variations of the main module for each typologies.

Arsenal of democracy: the American automobile industry in World War II

Throughout World War II, Detroit's automobile manufacturers accounted for one-fifth of dollar value of nation's total war production, and this amazing output from the arsenal of democracy directly contributed to allied victory. In fact, automobile makers achieved such production miracles that many of their methods were adopted by other defence industries, particularly aircraft industry. In Arsenal of Democracy: The American Automobile Industry in World War II, award-winning historian Charles K. Hyde details industry's transition to a wartime production powerhouse and some of its notable achievements along way. Hyde examines several innovative cooperative relationships that developed between executive branch of federal government, U.S. military services, automobile industry leaders, auto industry suppliers, and United Automobile Workers (UAW) union, which set up industry to achieve production miracles. He goes on to examine struggles and achievements of individual automakers during war years in producing items like aircraft engines, aircraft components, and complete aircraft; tanks and other armoured vehicles; jeeps, trucks, and amphibians; guns, shells, and bullets of all types; and a wide range of other weapons and war goods ranging from search lights to submarine nets and gyroscopes. Hyde also considers important role played by previously underused workers-namely African Americans and women-in war effort and their experiences on line. Arsenal of Democracy includes an analysis of wartime production nationally, on automotive industry level, by individual automakers, and at single plant level. For this thorough history, Hyde has consulted previously overlooked records collected by Automobile Manufacturers Association that are now housed in National Automotive History Collection of Detroit Public Library. Automotive historians, World War II scholars, and American history buffs will welcome compelling look at wartime industry in Arsenal of Democracy.

J021022 人体FEMを使った歩行者保護用下肢傷害評価手法(Flex-PLI)

The Flexible Pedestrian Legform Impactor (Flex-PLI), is developed by Japan Automobile Manufacturers Association (JAMA) and Japan Automobile Research Institute (JARI) to improve bio-fidelity of the ongoing legform impactor developed by TRL (Transport Research Laboratory). This paper presents simulation results of Flex-PLI shots to SUV (Sport-Utility Vehicle) and examines its kinematics. The results are compared with those of Human FE (Finite Element) model.

From ACEA's voluntary agreement to an emission trading scheme for new passenger cars

This paper critically analyses the voluntary agreement of the European Automobile Manufacturers Association (ACEA) which is intended to ensure a significant reduction of average CO2 emissions from new passenger cars. It concludes that the voluntary agreement is far from being an adequate solution in terms of both ecological effectiveness and economic cost-efficiency. Therefore, the paper proposes to replace the voluntary agreement by an emission trading scheme which directly places car makers under obligation. This switch in policy should be accompanied by further phased increases in the ecotax levied on fuels and a vehicle taxation system that places greater focus on CO2 emission.

Design of experiment about foam CF45 for pedestrian safety in car design

A statistical approach based on the variance analysis allows to appraise the influence of the foam that covers leg impactors on results of the tests required by European New Car Assessment Program [EuroNCAP, Pedestrian Testing Protocol, Rel. 3.1.1, Gennaio, 2002] and ACEA (European Automobile Manufacturers Association) for the safety of the pedestrians in case of accident. Impactor used to evaluate the damage in pedestrian test is made by TRL and is quite similar to the structure of the human femur: it has a very complicated system to simulate the whole bone–flesh–skin apparatus and, in particular, has two layers of special Confor™ Foam CF45 Blue that has the same mechanical behaviour of human flesh; we have made a dynamic characterization of that foam at medium and high impact velocity; in order to simulate the whole leg impactor, in PamCrash environment, using the ESI formulation of the skin and using the results of characterization of all other elements with experimental tests. Experimental data coming from tests on foam have a medium value and dispersion around the mean; that dispersion can affect significantly the results of final simulation. So we have applied several statistical methods in order to optimize the final simulation results. This analysis is a part of a more complex design of experiment that analyse the difficulties when we simulate, using finite element method (FEM) simulation, the impact pedestrian–car. In problematic that is complex and not linearly influenced by many factors even a numerical simulation could be improved and optimised by statistic techniques.

Carbon Dioxide Emissions and Cars: An Environmental Agreement at EU Level

The EU's commitment to reducing carbon dioxide emissions and its "three pillars" strategy. The environmental agreement entered into with the European Automobile Manufacturers Association (ACEA); execution of the agreement; its contents; assessment by the Commission; the position of nonmembers of ACEA. Intermediate evaluation of the agreement. Reasons for adopting an environmental agreement rather than formulating legislation-uncertainty about the relative success of different technological measures, changes in marketing mix and keeping the global playing field level Conclusion that "the challenge will consist in putting the agreement into practice".

9731820 Test method for evaluation of combustion chamber deposits on gasoline engines (joint project with the petroleum association of Japan and the Japan Automobile Manufacturers Association, Inc.) - investigation of operating cycle for engine bench test procedure Yoshitomo Fuiimori (Honda R&D Co., Ltd.)

9731820 Test method for evaluation of combustion chamber deposits on gasoline engines (joint project with the petroleum association of Japan and the Japan Automobile Manufacturers Association, Inc.) - investigation of operating cycle for engine bench test procedure Yoshitomo Fuiimori (Honda R&D Co., Ltd.)

Queueing Algorithm for Calculating Idling Emissions in FLINT—the FLorida INTersection Air Quality Model

The theoretical development of the queueing model used in the FLINT (FLorida INTersection) air quality model is described. FLINT is an area source model used to predict carbon monoxide concentrations for under-saturated and oversaturated traffic conditions at signalized intersections. In the FLINT model, deterministic queueing is used to estimate the queue length for cases of undersaturated conditions. In oversaturated cases, a cycle failure method has been developed to estimate queue length. In addition, a new concept is presented for calculating idling time for each vehicle’s position in the queue during both the red and the green phases of the traffic signal cycle. A limited set of undersaturated cases from monitoring data in Melrose Park, Illinois, was used to compare the predicted queue lengths with the measured queue lengths for several air quality models. It was found that FLINT predicted the queue length within one vehicle of the observed queue length. The same cases were tested using CAL3QHC, TEXIN2 intersection air quality models, and the American Automobile Manufacturers Association (AAMA) simulation model. It was found that predictions of the AAMA and the FLINT models were very close to the measured queue lengths in cases of undersaturated conditions. Moreover, although the FLINT and the AAMA models use a different approach to estimate queue length, their predicted queue lengths were very close in oversaturated cases. However, the predicted queue lengths of CAL3QHC were too long for oversaturated cases.

Simulation Approach to Traffic Noise Modeling: American Automobile Manufacturers Association Community Noise Model Version 4.0

Several models are available for predicting traffic noise levels. The FHWA-promulgated model, STAMINA 2.0, is the most widely used noise model in the United States and is used to model free-flow vehicular traffic. STAMINA 2.0 cannot directly model interrupted-flow traffic. Sound levels from interrupted-flow traffic can be approximated with STAMINA 2.0 using the method presented in NCHRP Report 311. This method is time-consuming and difficult to use. These limitations demonstrate the need for a traffic noise model that can model the acceleration and deceleration behavior of interrupted-flow traffic. The University of Central Florida has developed the American Automobile Manufacturers Association Community Noise Model (CNM). The CNM is a traffic simulation model that determines sound levels at receivers by modeling vehicles as discrete moving point sources. The vehicle energy is determined from acceleration, deceleration, idle, and cruise reference energy mean emission level curves. Sound energy attenuation is calculated from distance, ground absorption, and user input barriers. The model sums the energy at receivers from all vehicles and then calculates the Leq noise level at the receivers. It is demonstrated that the CNM predicts receiver Leq levels that are very close to STAMINA 2.0 results for constant-speed traffic. The CNM can also accurately predict sound levels at receivers located before and after intersections. In addition to the advantages of a real simulation model, the CNM is user friendly, allowing the user to place lanes and receivers using the mouse.

Metalworking Fluids Symposium

In November of 1995 the largest conference ever concerning the health effects of metalworking fluids was held in Detroit, Michigan. The purpose was to bring together the latest research in areas of epidemiology, toxicology, exposure assessment and control technologies. A number of authors who presented papers in the areas of exposure assessment and control were invited to submit papers to the AIHA Journal for peer review and publication. For those interested in purchasing the entire proceedings, we would direct you to contact the American Automobile Manufacturers Association (313-872-4311). A second symposium is scheduled for late 1997 to continue the process of communicating the latest research on health effects from metalworking fluids.

9540471 Interference of nitrogen dioxide on measurement of formaldehyde using DNPH method Tadashi Mori, Fumiko Tsuruga (Japan Automobile Research Institute, Inc.), Sousuke Sasaki (Japan Automobile Manufacturers Association, Inc.)

9540471 Interference of nitrogen dioxide on measurement of formaldehyde using DNPH method Tadashi Mori, Fumiko Tsuruga (Japan Automobile Research Institute, Inc.), Sousuke Sasaki (Japan Automobile Manufacturers Association, Inc.)

Pollution-Controlling Innovation in Oligopolistic Industries: Some Comparisons between Patent Races and Research Joint Ventures

Much of the literature on pollution-control innovation has focused on normative comparisons of exogenous regulatory policies in light of the incentives they induce on firms′ R&D efforts. In contrast, in the positive analysis below, both R&D incentives and regulatory policy arise endogenously as functions of market structure and external cost differentials. Incentives for pollution-controlling innovation are found to arise from within the industry in a patent race setting when innovation gives the race winner(s) a cost advantage over the other industry members. This cost advantage is shown to come about when innovating firms successfully use their influence to raise their rivals′ costs by bringing about a policy change forcing industry members to internalize pollution externalities. In contrast, an industry-wide research joint venture (RJV) has incentive to collusively prevent development of innovation unless environmental activists are sufficiently strong. This latter result is illustrated by the case U.S. vs Automobile Manufacturers Association, where the Justice Department found evidence that the "big three" used an RJV to slow the introduction of pollution-control innovation.

EPA asked to reassess how it computes fines

Five major industry associations have asked the Environmental Protection Agency to reconsider how it computes penalties for environmental violations. The Chemical Manufacturers Association, the American Automobile Manufacturers Association, the American Forest & Paper Association, the Chamber of Commerce of the United States of America, and the National Association of Manufacturers have petitioned EPA to open an official rulemaking procedure to reassess use of its computer model. EPA has used this model since 1985 to calculate the economic benefits companies gain from violating environmental regulations. The trade associations claim the model has led to substantially distorted penalties. EPA assumes that any firm not in compliance with an environmental law reaps economic benefits as a result. The agency seeks to recover those benefits as part of the penalty assessed for the violation. Using a discount rate, the BEN model calculates the money saved by the company—the benefit of noncompliance— retroac...

1971 Automobile Facts and Figures. Automobile Manufacturers Association, Inc., 320 New Center Building, Detroit, Michigan 48202. 1971. 69p

1971 Automobile Facts and Figures. Automobile Manufacturers Association, Inc., 320 New Center Building, Detroit, Michigan 48202. 1971. 69p