Assessment of NCHRP Report 350 Test Vehicles

2002 ◽  
Vol 1797 (1) ◽  
pp. 33-37
Author(s):  
King K. Mak ◽  
Roger P. Bligh
Keyword(s):  
Potential Problem ◽  
Sport Utility Vehicle ◽  
Passenger Cars ◽  
Test Vehicle ◽  
Passenger Car ◽  
Pickup Truck ◽  
Current Test ◽  
Entire Vehicle ◽  
The Matrix ◽  
Utility Vehicle

The appropriateness of test vehicles specified in NCHRP Report 350 was assessed, including ( a) whether the 2000-kg, three-quarter-ton pickup truck should continue to be used as a test vehicle, and if not, what replacement vehicle would be appropriate; ( b) whether the 820-kg passenger car should continue to be used as a test vehicle, and if not, what replacement vehicle would be appropriate; and ( c) whether another test vehicle should be added to the matrix—for example, an intermediate-sized passenger car. From the analysis, the following conclusions and recommendations were drawn: ( a) The three-quarter-ton pickup truck appears to be a good surrogate for the light truck subclasses. The recommendation is to keep the 2000-kg, three-quarter-ton pickup truck as one of the design test vehicles in the update of the guidelines for NCHRP Report 350. ( b) A potential problem is the availability of three-quarter-ton pickup trucks with standard cabs. An alternative design test vehicle may be an intermediate-sized sport utility vehicle, ( c) The availability of the 820-kg passenger car design test vehicle will be a problem within the next few years. The recommendation is to keep the current test vehicle as long as it is still readily available, or until the NCHRP Report 350 guidelines are updated, and to increase the curb weight to a level consistent with the curb weights of the two smallest passenger cars with reasonably high sales volume. ( d) The addition of a third design vehicle—for example, a 1500-kg intermediate-sized passenger car—to ensure that a roadside feature performs satisfactorily across the entire vehicle spectrum is highly desirable but cost-prohibitive. The addition of an intermediate-sized design test vehicle is therefore not recommended except in situations in which there is a perceived concern that the device may not function properly when impacted by an intermediate-sized vehicle.

scholarly journals To LDT or Not to LDT: Assessment of Principal Impacts of Light-Duty Trucks

2000 ◽  
Vol 1738 (1) ◽  
pp. 3-10 ◽  
Author(s):  
Kara Maria Kockelman
Keyword(s):  
Fuel Economy ◽  
Sport Utility Vehicle ◽  
Passenger Cars ◽  
Passenger Car ◽  
True Cost ◽  
Safety Standards ◽  
Light Duty ◽  
Cost Differences ◽  
Utility Vehicle ◽  
Light Duty Truck

Light-duty truck classification allows manufacturers and owners to avoid a host of passenger-car regulations, including gas-guzzler taxes, safety standards, and more stringent emissions and fuel-economy standards. The distinct policies that govern light-duty trucks and passenger cars are described; the emissions, safety, and fuel economy differences that have resulted are evaluated; and the household use differences across such vehicles are investigated. The result is that when the average new pickup truck or sport-utility vehicle is compared with a passenger car, there appears to be an implicit subsidy of roughly $4,400 favoring the light-duty truck. When minivans are compared with passenger cars, this subsidy is estimated to be around $2,800. With more equitable vehicle regulations, it is likely that prices would more accurately reflect the true cost differences resulting from the use of these vehicles, causing light-duty trucks to lose some of their popularity or clean up their act.

Legibility of Overhead Guide Signs with Encapsulated Versus Microprismatic Retroreflective Sheeting

2003 ◽  
Vol 1844 (1) ◽  
pp. 59-66 ◽  
Author(s):  
Paul J. Carlson ◽  
Gene Hawkins
Keyword(s):  
United States ◽  
Age Groups ◽  
The United States ◽  
Vehicle Design ◽  
Sport Utility Vehicle ◽  
Passenger Car ◽  
Late Model ◽  
The Difference ◽  
Transportation Agencies ◽  
Utility Vehicle

A study was conducted to determine the legibility impacts of freeway guide signs when encapsulated retroreflective sheeting is replaced with microprismatic retroreflective sheeting. The study included freeway guide signs mounted in an overhead position and exclusively illuminated with vehicle headlamps. A total of 60 subjects divided into three age groups participated in this nighttime study. All 60 subjects drove two vehicles, a modern sport utility vehicle (SUV) and a late-model passenger car. The findings show that microprismatic sheeting does provide statistically longer legibility distances than encapsulated sheeting. Overall, the improvement was 53 ft, or 9.5%. However, for the modern SUV, the improvement was much greater (78 ft) compared with the late-model passenger car (28 ft). The main differences are related to the evolution of vehicle design and specifications. Today’s United States citizens prefer large vehicles such as an SUV, pickup, and minivan. These vehicles also meet recently revised headlamp specifications. These two issues inherently reduce the amount of headlamp light retroreflected from the sign back to the driver. Unfortunately, these counterproductive trends show signs of continuing. Considering the increasing proportion of older drivers in the United States, it becomes even more critical that transportation agencies do all they can to increase overhead-sign luminance. The findings show that increasing overhead-sign luminance by switching from encapsulated retroreflective sheeting to microprismatic retro-reflective sheeting results in significantly longer legibility distances. The magnitude of the difference will continue to increase as long as the SUV-like proportion of the U.S. fleet continues to grow and headlamp specifications continue to direct less light toward overhead signs.

scholarly journals Analisis Dimensi Strategi Kompetitif dan Pemetaan Strategic Group Produsen Kendaraan Sport Utility Vehicle di Pasar Indonesia

2014 ◽  
Vol 1 (3) ◽  
pp. 368-384
Author(s):  
Irfan Prarendra ◽  
Peggy Hariwan
Keyword(s):  
Automotive Industry ◽  
Competitive Strategy ◽  
Descriptive Analysis ◽  
Sport Utility Vehicle ◽  
Passenger Cars ◽  
Comprehensive Overview ◽  
Strategic Group ◽  
The Government ◽  
Foreign Brands ◽  
Utility Vehicle

The purpose of this study is to analyze the dimensions of competitive strategy and strategic mapping group of vehicle manufacturers in the segment Sport Utility Vehicle. Since the government applied liberalization automotive policy in 1999, the automotive industry in Indonesia has improved significantly so that the competition increased. It can be seen from the increasing number of foreign brands that entered Indonesia’s market. National car sales continue to rise and break the number of 1.229.903 units in 2013. The segmentation of products in the automotive industry is based on the function of vehicles consisting of passenger cars, commercial cars, buses and trucks. In the segmentation passenger car, there are four sub-segmentation are sedans, multi-purpose vehicle (MPV), sport utility vehicle (SUV) and a city car. SUV type itself is currently being developed in which the number sold in October 2013 to as many as 57.446 units. As a relatively new segment, the characteristics of competition in the SUV market has not been thoroughly established as other types of vehicles. This study uses descriptive analysis to collect data from various sources so that the results of this study will provide a comprehensive overview of the dimensions of competitive strategy and strategic group mapping vehicle manufacturers Sport Utility Vehicle (SUV) in the Indonesian market. Keywords: Analysis of competitive strategy and dimensions stretgic groupmapping, Sport Utility Vehicle (SUV) segment

Using a Dynamometer Along With Road Tests to Measure Vehicle Rolling and Wind Noise

2008 ◽  
Author(s):  
Richard E. Wentzel ◽  
Allan Aubert
Keyword(s):  
Operating Conditions ◽  
Interior Noise ◽  
Wind Tunnels ◽  
Sport Utility Vehicle ◽  
Wind Noise ◽  
Pickup Truck ◽  
The Road ◽  
Noise Data ◽  
Rolling Noise ◽  
Utility Vehicle

The consumer today places greater demands upon the vehicle acoustical engineer than in the past. Product quality has always been associated with a quiet ride. Automotive engineers recognize that the predominant sources of vehicle interior noise are wind, tire-road or rolling noise, and the powertrain. This paper suggests a test protocol for measuring wind and rolling noise using a chassis rolls dynamometer and road tests. Automotive engineers are frequently confronted by customer complaints concerning wind noise. Usually, engineers resort to using wind tunnels to address these concerns and to conduct diagnostic studies to remedy wind noise problems. Unfortunately, wind tunnels are expensive to rent and difficult to schedule. As an alternative, the engineer can learn a great deal about the wind noise of a vehicle by using a chassis rolls dynamometer along with road tests [1,2]. If the chassis rolls surface texture closely matches that of the road surface, the tire-road or rolling noise signal in both situations can be assumed to be equivalent. The powertrain noise source can be minimized by shifting the vehicle into neutral and coasting. Wind noise is a source for the road measurements, but not for the chassis rolls. Hence, the wind noise can be calculated by measuring the cab interior noise for both operating conditions, and subtracting the rolling noise measured on the chassis rolls. The two vehicles tested in this study included a pickup truck and a sport utility vehicle. The acoustical data revealed significantly different rolling and wind noise characteristics. The pickup truck had significantly louder rolling noise, and the wind noise was dominated by low frequency sound. The sport utility vehicle was much quieter overall and was significantly quieter for rolling noise than the pickup. The wind noise of the sport utility vehicle also was dominated by high frequency components. Both vehicles showed that rolling and wind noise trends increase linearly with speed. However, the slope of wind noise data for the sport utility vehicle was much steeper than the pickup, which suggested that it was more sensitive to wind noise as speed increased. Exterior noise data from both vehicles showed that the tire-road signal from the road differed significantly from that of the chassis rolls dynamometer. Rolling & wind noises will become even more critical as the motor vehicle industry adopts hybrid electric and, in the future electric fuel cell vehicles, because powertrain noise sources in the vehicle will likely be reduced. The procedure suggested here provides an inexpensive simple approach to assessing rolling and wind noise in the vehicle.

Field measurements of the harvestable power potentiality of an off-road sport-utility vehicle

Measurement ◽  
2021 ◽  
Vol 179 ◽  
pp. 109381
Author(s):  
Mohamed A.A. Abdelkareem ◽  
Lin Xu ◽  
Xingjian Jing ◽  
Abdelrahman B.M. Eldaly ◽  
Junyi Zou ◽  
...  
Keyword(s):  
Field Measurements ◽  
Sport Utility Vehicle ◽  
Utility Vehicle

A Design Concept for an Aluminum Sport Utility Vehicle Frame

2003 ◽  
Author(s):  
Michael W. Danyo ◽  
Christopher S. Young ◽  
Henry J. Cornille ◽  
Joseph Porcari
Keyword(s):  
Design Concept ◽  
Sport Utility Vehicle ◽  
Utility Vehicle
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