SAWE Technical Papers

@inproceedings{2426,

title = {2426. Automotive Weight Organization for the 21st Century},

author = {C D Akey},

url = {https://www.sawe.org/product/paper-2426},

year  = {1998},

date = {1998-05-01},

booktitle = {57th Annual Conference, Wichita, Kansas, May 18-20},

pages = {26},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Wichita, Kansas},

abstract = {Providing weight engineering support to diverse product line groups and their independent leaders, while insuring that Corporate requirements for assessment of weight performance and implementation of weight reduction technologies are met, is a difficult task in any industry. In the auto industry it is complicated by little historical evidence of continuing interest or realization of the benefits to the product of reduced weight. This appears to be true for many engineering areas, but there are signs the culture is changing. The recent heightened public and governmental interest in global warming has led the auto companies to coin Environmental Strategies which include a quantum increase in fuel economy with the weight engineering discipline to play a major role. One auto company's effort to design a Weight Engineering organization to address the twin challenges of being a service engineering organization and a corporate staff activity charged with ''making lighter vehicles happen'' is described in this paper. This is a description of a ''point in time.'' The Weight Engineering organization is continuing to evolve to meet its corporate missions in both individual vehicle lines and in total.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2427,

title = {2427. SMC Glass Microspheres as a Low-Density Alternative to Traditional Fillers},

author = {L Larson},

url = {https://www.sawe.org/product/paper-2427},

year  = {1998},

date = {1998-05-01},

booktitle = {57th Annual Conference, Wichita, Kansas, May 18-20},

pages = {8},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Wichita, Kansas},

abstract = {The purpose of this paper is to investigate 2 issues involving the use of hollow-glass microspheres in sheet molded compound (SMC): 1) demonstrate the value of using volume fraction over weight fraction formulating to evaluate materials with significantly different densities and 2) directly compare physical property data of low density SMC to standard density commercially available SMC. The primary benefit of using hollow-glass microspheres in SMC, for the automotive industry, is reducing the weight of SMC parts.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2434,

title = {2434. The Practice of Weight Engineering at Ford},

author = {Frank Carson},

url = {https://www.sawe.org/product/paper-2434},

year  = {1998},

date = {1998-05-01},

booktitle = {57th Annual Conference, Wichita, Kansas, May 18-20},

pages = {7},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Wichita, Kansas},

abstract = {Ford continues to evolve vehicle design practices to respond quicker to global customers. Weight Engineering impacts the Ford Product Development Process from program inception through post production analysis. At the beginning of 1997, Ford consolidated the Weight Engineering organization into one department reporting to the Director of Advanced Vehicle Technology (AVT). Previously, most Weight Engineers reported through Vehicle Operations (VO). In the VO organization, Weight Engineers were assigned to programs after preliminary vehicle attribute targets were established by the program team. As part of AVT, weight engineers are charter members of the vehicle team that establishes preliminary vehicle attribute targets. Weight Engineering's historical ongoing program/production responsibilities continue through a ''matrixed'' Management approach–joint reporting to AVT and Vehicle Center Management.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2361,

title = {2361. Weight Interactions With Other Attributes},

author = {Frank Carson},

url = {https://www.sawe.org/product/paper-2361},

year  = {1997},

date = {1997-05-01},

booktitle = {56th Annual Conference, Bellevue, Washington, May 19-21},

pages = {6},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Bellevue, Washington},

abstract = {Ford designs vehicles to meet the needs of our global customers. The process Ford uses is to convert the voice of the customer into pre-defined attributes. Specific groups of attributes and targets drive designs.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2362,

title = {2362. Lightweight Steel Vehicle},

author = {P E Geck and A V Vadhavkar},

url = {https://www.sawe.org/product/paper-2362},

year  = {1997},

date = {1997-05-01},

booktitle = {56th Annual Conference, Bellevue, Washington, May 19-21},

pages = {16},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Bellevue, Washington},

abstract = {As the Japanese have become an automotive technology leader over the last 20 years many comparisons have been made between the US and Japanese approaches to technology development. The individualistic culture of the US has produced engineers who place a premium on being the first to develop a new invention. Whereas the group oriented culture of the Japanese has produced engineers who work in teams to bring more near term technology to market. The US side of the comparison is particularly valid when we look at our efforts in automotive weight reduction over the last several years. There have been many large scale consortium studies, some government sponsored, to develop ''Super Cars.'' These are typically based on expensive, non-steel materials, which the average consumer could not hope to afford in the near future. Meanwhile, near-term approaches to a lightweight vehicle, which could provide up to 50% of the weight reduction promised by the longer term, more expensive technologies have languished on a partially complete bookshelf. In this study we are re-examining many of these near-term technologies. We have found that the reason that these technologies have not made it to widespread production is that there are missing ''bits and pieces'' of enabling technologies. These were ignored in the quest to develop the ultimate breakthrough weight reduction technology.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2363,

title = {2363. LTS Program: A Light Truck Concept for Weight Reduction Without Compromise},

author = {R L Hughes},

url = {https://www.sawe.org/product/paper-2363},

year  = {1997},

date = {1997-05-01},

booktitle = {56th Annual Conference, Bellevue, Washington, May 19-21},

pages = {19},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Bellevue, Washington},

abstract = {The Light Truck Structure (LTS) Program explores the benefits of steel lightweight design in the high-volume light truck market. The American Iron and Steel Institute (AISI) commissioned Porsche Engineering Services, Troy, Michigan, to develop this design concept. The Program applies the clean-sheet approach used by the Ultra Light Steel Auto Body (ULSAB) to demonstrate significant weight and cost savings for a mid-size car body-in-white (BIW). The LTS goes one step further in examining both the body and chassis frame elements for compact light trucks. This concept specifically capitalizes on the design, performance and manufacturing strengths of steel.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2253,

title = {2253. Accurate Wheel Loading Measurement of a Multiple Axle Vehicle With One Electronic Scale},

author = {R Martinez},

url = {https://www.sawe.org/product/paper-2253},

year  = {1995},

date = {1995-05-01},

booktitle = {54th Annual Conference, Huntsville, Alabama, May 22-24},

pages = {37},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Huntsville, Alabama},

abstract = {This document describes, in detail, a method to measure the wheel loading of a multiple axle wheeled ground vehicle with one electronic scale. If electronic scales are placed simultaneously under each wheel on a perfectly flat, level surface, accurate readings can be obtained. Unfortunately, it is very expensive to obtain many scales and a perfectly level surface. The initial intent is to place wooden ramps (same thickness as the scale) on top of a concrete slab leaving a gap between the ramps in order to insert a scale. Then drive the vehicle on top of the ramps placing one wheel at a time on top of the scale to get the reading. If the vehicle was previously weighed with three load cells, summation of all wheel loadings will show a very large discrepancy. This paper presents a wheel loading method used on the 60K Aircraft Loader. The 60K Loader is one unit, five axle line truck. Each of the five axle lines consists of two individual articulating dual wheel assemblies. Four of the axle lines are steerable. Two of the axle lines are driven by four hydrostatic drive motors. The vehicle?s suspension is hydraulic cylinders interconnected with other axles to form a four point suspension system. The vehicle is air transportable and structural limitations in the aircraft do not allow excessive wheel loading. At the present time, the vehicle is approaching maximum wheel load limits, therefore the measurement of the wheel loading of this vehicle is critical and must be done accurately.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2235,

title = {2235. Preliminary Design of an Advanced Technology Composite Wing for a Transport Aircraft},

author = {A V Hawley},

url = {https://www.sawe.org/product/paper-2235},

year  = {1994},

date = {1994-05-01},

booktitle = {53rd Annual Conference, Long Beach, California, May 23-25},

pages = {17},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Long Beach, California},

abstract = {The McDonnell Douglas Corporation, under contract NAS1-1-18862 to NASA Langley Research Center (LaRC), is developing the technology to allow the incorporation of an all composite wing on a commercial transport aircraft. This program, ''Innovative Composite Aircraft Primary Structure'' (ICAPS), seeks to combine the performance gains available from composite primary structure with a breakthrough cost reduction made possible by the incorporation of a new manufacturing approach involving the use of dry stitched preforms and resin film infusion (RFI). The rationale for using composite rather than metallic materials for the structural wing box, together with the implications of setting weight and cost targets, is discussed with respect to total aircraft performance and risk. The discussion centers on the cover panels since these account for approximately 75 percent of the total box weight and are where the new manufacturing process finds its principal application. The required cover panel stress levels to meet specific weight savings over comparable aluminum parts are established. A discussion is presented on the influence of damage tolerance rules and repair philosophy. Stitching provides significant benefits in the design of the cover panels but also results in constraints that have to be understood by the designer. These constraints affect the selection of the material and of the material form used. Stitching parameter studies have enabled a number of basic variables to be selected for this development effort, but the designer still has to decide the degree of stitching that is required in each part. The design itself is influencing the development of a new stitching machine, and the operational aspects of the machine in turn feed back into, and constrain, the design of the structural part.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2150,

title = {2150. The Aerospace Sector's Role in Lightweight Automobiles for Energy Conservation},

author = {F Stodolsky},

year  = {1993},

date = {1993-05-01},

booktitle = {52nd Annual Conference, Biloxi, Mississippi, May 24-26},

pages = {-1},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Biloxi, Mississippi},

abstract = {Highway vehicles (such as cars, trucks, and buses) consume 20.3% of all energy (50.5% of all petroleum) used in the United States. The transportation sector alone consumes more oil than is produced domestically. Reducing the weight of the passenger car, while maintaining safety and driveability, would make the single greatest impact on U.S. petroleum use. For example, a weight reduction of 900 lb. in a typical family car (reflecting extensive use of aluminum) could reduce oil consumption by 1.1 million barrels per day (MBPD), or 9%, in 2010. The aerospace sector has long been involved in lightweight materials, such as aluminum and polymer composites. Barriers to widespread use of these materials are primarily cost and formability. Teaming of aerospace and automotive sectors is particularly relevant now. The aerospace sector is being downsized because of the ''peace dividend.'' The U.S. automotive sector is under intense competitive pressures from foreign producers. This paper reviews transportation fuel consumption trends, discusses the impact of different vehicle weight reduction strategies on oil consumption, and outlines potential areas of cooperative R&D in lightweight vehicle structures for energy savings and national competitiveness.},

note = {Paper Missing},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2151,

title = {2151. CG Limits of a Ground Vehicle With Articulating Suspension and Interdependent Load Equalization},

author = {R Martinez},

url = {https://www.sawe.org/product/paper-2151},

year  = {1993},

date = {1993-05-01},

booktitle = {52nd Annual Conference, Biloxi, Mississippi, May 24-26},

pages = {12},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Biloxi, Mississippi},

abstract = {This document describes a method to define the center of gravity (CG) limits for an special wheeled vehicle. SAWE Paper No. 1930, Vehicle Corner Stability and CG Limits, described a method for obtaining a vehicle center of gravity (CG) envelope based on vehicle corner stability and best driving conditions. This paper describes a method of CG envelope for a wheeled vehicle with additional limitations. The special vehicle referred to is the 60K loader, which is an aircraft cargo transport loader. This is a one unit, five axle line, diesel powered truck with a powered roller conveyor cargo bed (deck). The cargo bed is hydraulically elevated. Each of the five axle lines consists of two individual articulating dual wheel assemblies. Four of the axle lines are steerable. All axles are equipped with pneumatic brakes. Two of the axle lines are driven by four hydrostatic drive motors. The vehicle's suspension is hydraulic cylinders interconnected with other axles to form a four point suspension system. This is accomplished by connecting the two left forward suspension hydraulic lines with each other, the two right forward suspension hydraulic lines with each other, the three left aft suspension hydraulic lines with each other., and the three right aft suspension hydraulic lines with each other. With this kind of suspension system, the two forward left wheels will have the same wheel loading, as will the two forward right wheels, the three aft left wheels, and the three aft right wheels. What makes this vehicle CG envelope unique is that the vehicle has a gross weight of 125,000 lb. with 20 tires, each tire has a capacity of 8,450 lb., and the empty loader.(65,000 lb.) has to be air transported adding another limitation of 10,000 lb. load on the forward axle due to the aircraft floor load limitation.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2074,

title = {2074. Air for Cost and Weight Savings: Body Sealer Air Entrapment Process},

author = {R Belser},

url = {https://www.sawe.org/product/paper-2074},

year  = {1992},

date = {1992-05-01},

booktitle = {51st Annual Conference, Hartford, Connecticut, May 18-20},

pages = {12},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Hartford, Connnecticut},

abstract = {With the present and future CAFE (Corporate Average Fuel Economy) requirements, automotive companies are being put under more and more pressure to increase the fuel efficiency of their car lines. The most attractive and often most challenging area affecting the CAFE requirements is reduction in vehicle weight. The task is to reduce the weight of the automobile and still make the vehicle affordable, comfortable, and safe for the consumer. The accepted cost within the automotive industry to remove one pound from any given vehicle model line is over $250,000. To help meet the challenge of reducing vehicle weight, the Nordson Corporation has developed a method for mechanically foaming interior, plastisol based body sealers. The process is called FoamMix A/T. The FoamMix A/T equipment has been used in trials at various automotive assembly plants over the past two years. The automobiles produced in these plants typically use up to eight pounds of interior body sealer per vehicle. Foaming the body sealer while still maintaining material performance reduced each vehicle weight by three pounds. This weight savings provided a positive effect on the CAFE requirements for these model lines.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1930,

title = {1930. Vehicle Cornering Stability and CG Limits},

author = {R Martinez},

url = {https://www.sawe.org/product/paper-1930},

year  = {1990},

date = {1990-05-01},

booktitle = {49th Annual Conference, Chandler, Arizona, May 14-16},

pages = {40},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Chandler, Arizona},

abstract = {Vehicle center of gravity location affects two vehicle parameters: how level the vehicle rests on level ground and how stable it is. Changing spring stiffness or mass distribution can correct vehicle leveling conditions. Vehicle stability can be corrected by changing the mass distribution, wheel locations, @ of suspension, or all of the above. It is obvious that the closer the center of gravity approaches the outside wheel of a turning vehicle and the higher the CG is, the more unstable the vehicle becomes. The main question is: ''How high can the CG go and how narrow can the wheel tread be before the vehicle becomes unstable during cornering?'' Statistical data have been gathered through the years and development of criteria for measuring and eventually regulating roll over crash susceptibility of automobiles and light trucks have been attempted, but at E & S Corporation they have taken an analytical approach, with very good success compared to actual test results. This paper gives a new definition of the point at which a vehicle becomes unstable and shows the mathematical derivation of formulas to calculate the vehicle CG envelope.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1802,

title = {1802. An Inexpensive Way to Accurately Measure Vehicle Weight and CG Location in Three Axes},

author = {R Martinez},

url = {https://www.sawe.org/product/paper-1802},

year  = {1987},

date = {1987-05-01},

booktitle = {46th Annual Conference, Seattle, Washington, May 18-20},

pages = {21},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Seattle, Washington},

abstract = {This document describes a procedure to accurately measure the weight and center of gravity location of a land vehicle in three axis by using standard portable equipment and constructing a few small but inexpensive fixtures. This procedure combines the suspension method and reaction method of measurement. The six methods of locating the center of gravity of a vehicle are: the reaction method; the balance method; the suspension method; the null point method; the platform support reaction method; and the pendulum method. Of these six methods, the suspension method' null point method, and the platform support reaction method yield the center of gravity location in the longitudinal, lateral, and vertical directions without tipping the vehicle 90 degrees. The null point and the platform support reaction methods require the construction of a very expensive platform that occupies floor space, is not portable' and does not have any other uses. The suspension method does not require the use of such a platform. However, it cannot be used to measure vehicle weight. By combining the suspension method with the reaction method, a reliable, accurate, and inexpensive method of measuring vehicle center of gravity and weight is achieved. The reaction method will yield the weight and center of gravity location in the longitudinal and lateral directions. The suspension method will yield the vertical location and also provide a check on the longitudinal location. This combined procedure uses standard portable equipment that car, be rented or is readily available in most plants. It is similar to the hoisting procedure used by the SAE J874 (from the Society of Automotive Engineers, Inc.) except that it is more detailed and utilizes an optical mirror to square the vehicle to its reference axis to obtain greater accuracy.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1686,

title = {1686. Proposed SAWE Recommended Practice on Mass Properties Control System for Wheeled and Tracked Vehicle},

author = {R Martinez},

url = {https://www.sawe.org/product/paper-1686},

year  = {1986},

date = {1986-05-01},

booktitle = {45th Annual Conference, Williamsburg, Virginia, May 12-14},

pages = {38},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Williamsburg, Virginia},

abstract = {This document proposes the establishing of an SAWE recommended practice on Mass Properties Control System for Wheeled and Tracked Vehicle. Portions of this document were copied from existing US Military Standards and modified to meet the needs of the surface transportation industry. The mass properties control is accomplished with a dual status system, a weight status (code system) and a mass properties status. The weight status consists of a group, sub-group and detail weight status. Each status consists of eleven (11) columns. These columns identify the code number, name of components, status of weight (estimated layout, pre-release, release verified, total and actual) target weight and difference between present weight and target. The mass properties status consists of major breakdowns of all items in the vehicle that require individual mass properties (weight, center of gravity location and mass moment of inertia0 for determining power requirements of motors, static balance, dynamic balance, dynamic stability, grade ability, flotation capabilities and any other engineering analysis requiring mass properties data. It consists of eight (8) columns identifying the name of the component, weight, center of gravity, location and radius of gyration in 3 axis. In addition to helping keep track of the mass properties (weights, center of gravity location and mass moment of inertias) this document also reports material legend, vehicle wheel loading, vehicle grade ability, prediction of performance based on soil condition, ground stability and buoyancy analysis in case of amphibian vehicles.},

keywords = {31. Weight Engineering - Surface Transportation},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1634,

title = {1634. Mass Properties and Automotive Longitudinal Acceleration},

author = {B P Wiegand},

url = {https://www.sawe.org/product/paper-1634},

year  = {1984},

date = {1984-05-01},

urldate = {1984-05-01},

booktitle = {43rd Annual Conference, Atlanta, Georgia, May 21-23},

pages = {58},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Atlanta, Georgia},

abstract = {Automotive longitudinal acceleration is dependent upon a large number of interconnected parameters, some of the most important of which are mass properties. The purpose of this paper is to explore the individual mass property effects. 

The approach taken to achieve this purpose was to decouple the parameters by means of a computer simulation of an automotive acceleration 'run'. Each individual mass property parameter was then varied over a wide range while all other parameters were held constant. The acceleration results so obtained were plotted, and the conclusions were drawn from the behavior thus exhibited. 

Several conclusions have been drawn from this effort. First, the effects of a mass property parameter variation are not necessarily constant over the entire speed range. For instance, increasing weight tends to cause an almost linear increase in the elapsed times for the lower speed ranges, but the higher speed ranges exhibit even greater time increases in an almost parabolic relationship. This is a matter of the increased rolling resistance associated with greater weight making itself felt at the higher speeds. 

The longitudinal center of gravity (kg) and the vertical center of gravity (vcg) both affect acceleration through traction. If the situation is not traction critical then cg relocation can be of no help in obtaining better acceleration. When a situation is traction critical then acceleration is much more sensitive to change in kg then in vcg. 

Increasing the vertical center of gravity tends to benefit the acceleration of rear wheel drive vehicles. For rear wheel drive vehicles the vcg generates increased traction through weight transfer. In the case of front wheel drive, the vcg can have no beneficial effect as the weight transfer is in the direction away from the drive axle; minimizing the vcg becomes the priority. Due to the effect of weight transfer, a front wheel drive vehicle will always be inferior in acceleration to a rear wheel drive vehicle if everything else is equal and the propulsive capability is great enough. 

In general, a rotational mass is disproportionately detrimental to acceleration because it has to be accelerated both rotationally and translationally. The greatest return for the effort involved in mass reduction can be obtained from a reduction in rotational masses. 

The engine rotational masses, other than the flywheel, represent a special case outside the scope of this paper. Vehicle characteristics and use demand a certain minimal rotational inertia for the flywheel to counteract engine stall-out tendencies at the onset of acceleration and to ensure smooth engine operation. In fact, a higher flywheel inertia can produce an initially quicker vehicle. This initial response has to be considered against the detrimental longer-term effects of accelerating a large flywheel inertia throughout the speed range. Flywheel design involves a high degree of compromise. 

Rev A - 2023},

keywords = {31. Weight Engineering - Surface Transportation, 32. Product of Inertia Measurement},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1400,

title = {1400. The Significance of Weight on Light Trucks},

author = {G R Moulton},

url = {https://www.sawe.org/product/paper-1400},

year  = {1981},

date = {1981-05-01},

booktitle = {40th Annual Conference, Dayton, Ohio, May 4-7},

pages = {7},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Dayton, Ohio},

abstract = {This paper is an overview of the effects of customer requirements; Federal Safety, Exhaust Emission, Fuel Economy and Excise Tax requirements; vehicle complexity on light truck weights; and a brief outline of light truck weight control at Ford Motor Company. 

Light trucks include pickups and vans; derivative vehicles such as Blazers, Broncos and Suburbans based on pickups and Club Wagons based on vans; and pickups that are passenger car derivatives such as the VW Rabbit pickup. The Ford pickup is the largest selling vehicle in the world with the Chevrolet pickup selling only a few thousand units less annually.},

keywords = {31. Weight Engineering - Surface Transportation, 32. Product of Inertia Measurement},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1369,

title = {1369. The Effect of Government Regulations on Vehicle Weight},

author = {M H Allmacher},

url = {https://www.sawe.org/product/paper-1369},

year  = {1980},

date = {1980-05-01},

booktitle = {39th Annual Conference, St. Louis, Missouri, May 12-14},

pages = {23},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {St. Louis, Missouri},

abstract = {The domestic automakers are currently going through a revolutionary change, not just an evolutionary change, whereas the corporations are changing in their outlook on vehicle size, performance, fuel economy, and organization. General Motors has already spent over $1 billion on the 'X' body vehicles and is planning to spend billions more in the development of smaller, more fuel-efficient vehicles. Ford has spent $700 million to develop a new, smaller pickup truck for 1980, and has a front wheel drive passenger car slated for the market in 1981. Chrysler Corporation has the 'K' car developed and ready for the market. This is dependent on whether or not they can survive long enough to recover from their current economy problems. American Motors, already streamlined and downsized, along with their partnership with Renault, has a very bright future in the auto industry. However, they too have to survive through the next few months or until this recession abates. Volkswagen, the newest entry of domestic automakers, also has a very bright future in the U.S. with one plant assembling cars and trucks to capacity and a second plant scheduled to open in the very near future. The next few months will also be critical to them with respect to economic conditions. 

The primary reason for the domestic automakers' revolutionary changes is due to the need for vast amounts of fuel-efficient vehicles in a very short period of time. It appears that the American public has changed their thinking on vehicle size faster than the auto industry can supply their needs. With the price of fuel continually going up, the domestic buyer has set aside his fondness for the large car and opted for the more fuel-efficient, smaller vehicle. He has, however, not given up his desire to own a personalized vehicle that is loaded with convenience options. For this reason, and because the Federal Government has mandated corporate average fuel economy standards, the automobile industry must downsize their vehicles to meet the demand of today's market. GM, just recently, has laid-off 18,000 white collar workers or 10% of their white collar work force, just to keep money available for their future programs, which they say will not be sacrificed because of the present economic conditions, if at all possible. The NHTSA, in regulating motor vehicles, has affected virtually every portion of the automobile. The following pages reveal some of the standards that affect vehicle weight and what portions of the vehicles were affected by these standards. It shows, although weight was affected, this weight increase was necessary to bring vehicles within the compliance of the law. Since the enactment of the Corporate Average Fuel Economy law (CAFE), which is also the responsibility of the NHTSA, regulating of motor vehicles will be scrutinized much closer than in the past for weight impact. This dual responsibility would lead you to believe that the NHTSA inner departments will be working closer together during their rulemaking activities. Also, because of the fuel economy requirements, and the new regulations that are coming, internal departments within the domestic automakers will naturally be working closer together. If closer, informal communications and cooperation could now be established between the NHTSA and the industry, it would be reasonable to expect future new models to be safer while at the same time more fuel efficient.},

keywords = {31. Weight Engineering - Surface Transportation, 32. Product of Inertia Measurement},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1392,

title = {1392. A Method of Analyzing Actual Automotive Weights},

author = {J Webster},

url = {https://www.sawe.org/product/paper-1392},

year  = {1980},

date = {1980-05-01},

booktitle = {39th Annual Conference, St. Louis, Missouri, May 12-14},

pages = {18},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {St. Louis, Missouri},

abstract = {In the last decade estimated car weight as well as actual car weight have taken on new importance in the automotive industry. This is due to both market pressures which have arisen with the advent of the fuel price rise and to increases in the number and stringency of government regulations. Buick has recognized as a result of these and other factors, the need for an organized weighing program at start of production each year. This requires a weight analysis system that delivers: 

1. Timely analysis and 

2. Concise functional data representation. 

The type of weight analysis system needed to reach this goal is dictated by the volume of data necessary to verify the weight estimates. Buick markets over 300 model-engine combinations and in each case calculated estimated weight for both the total car and also the front, rear, and four wheels. This volume of data requires a computer management and analysis system. Figure 1 is an overview of the system. Three separate computer systems with human data handling and decision making between them are necessary.},

keywords = {31. Weight Engineering - Surface Transportation, 32. Product of Inertia Measurement},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1322,

title = {1322. Automotive Mass Control From Concept Through Production},

author = {R L Harris},

url = {https://www.sawe.org/product/paper-1322},

year  = {1979},

date = {1979-05-01},

booktitle = {38th Annual Conference, New York, New York, May 7-9},

pages = {12},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {New York, New York},

abstract = {The purpose of this paper is to provide a basic, but broad overview of weight' control in the automotive industry. Since there is no formal means of information exchange within the auto industry, the views presented in this paper reflect observations and involvement within General Motors, and specifically within Buick. It is hoped that this paper can contribute to establishing a common forum with weight engineers in other industries. The exchange of weight control methods should benefit us all.},

keywords = {31. Weight Engineering - Surface Transportation, 32. Product of Inertia Measurement},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1323,

title = {1323. A Semiempirical Method for Predicting Urban Railcar Structural Weight},

author = {D M Hooker},

url = {https://www.sawe.org/product/paper-1323},

year  = {1979},

date = {1979-05-01},

booktitle = {38th Annual Conference, New York, New York, May 7-9},

pages = {7},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {New York, New York},

abstract = {In most cases, comparative railcar studies consider weight in terms of weight per unit of length or weight per passenger seat. 

Although dimensionally railcars vary most in length, which does make weight per unit of length an important factor for structure, length alone gives no consideration to the design loads, the materials used, or other dimensional variations. Length can at best offer only an approximation. Weight per passenger seat is even more restricted in this application, since seating configurations can be different in otherwise identical cars. 

This paper provides a semi-empirical trend method for predicting structural weight from dimensions, design loads, and material factors in order to derive a more accurate value. To increase the usefulness of the trend method, only parameters that will be reasonably well known in the early design stage of a railcar have been chosen. 

It is the opinion of the author that if railcar weights were more readily available in a standardized format, better methods of predicting weight would become possible for other subsystems.},

keywords = {31. Weight Engineering - Surface Transportation, 32. Product of Inertia Measurement},

pubstate = {published},

tppubtype = {inproceedings}

}