This paper analyses the influence of the type of electrode in a spark plug on exhaust gas emission. The objects of the research were the following vehicles of different years of production: the ...Volkswagen Beetle 1300, the Honda Nighthawk 650, the BMW e46 318i, the Hyundai i10, and the Audi A4 B6. The vehicles were powered by petrol and LPG. Spark plugs were selected for the vehicles, with different kinds of construction for the main electrodes and different numbers of poles but with similar heat values. A comparative analysis of the composition of the exhaust gas mixture was performed, depending on the set of spark plugs used. The amount of CO, HC, CO2, and O2 emissions was analysed. The results were compared with the applicable exhaust gas emission standards. Both in the case of E5 95 petrol and LPG gas, lower exhaust gas emissions were observed when iridium spark plugs were used.
BRADLEY, Ben. British Columbia by the Road: Car Culture and the Making of a Modern Landscape. Vancouver: University of British Columbia Press, 2017. Pp. 309.
The average use of AHSS in car body design has increased significantly over the past 20 years. This growth is not only an average mass growth, but the variety of available grades and property ...combinations increase, thus supporting fit‐for‐purpose options for lightweight design. Numerous ideas for future implementation of the so called 2nd and 3rd generation AHSS are proposed. Currently, the concepts mainly focus on the improvement of strength AND ductility as the main drivers for lightweight design. Future concepts have to envision more than these two properties. In particular, formability is presently not well defined as it depends on the applied specific forming process during car manufacturing and, hence, requires different properties, for example, distinguishing local and global formability measures. This extends the known materials concepts to new further dimensions such as uniform elongation, n‐value, stretch‐flangeability, bending angle, hydrogen embrittlement. A new generation, referred to as “Generation 4.0” follows 3rd generation AHSS which, in turn, opens the manufacturers a new dimension for lightweight design of future vehicles with the use of highly sophisticated materials with exceptional tailored properties, where “tailored” regards to the carefully adjusted overall materials’ properties, instead of the spatially varying, as commonly used to describe “tailored blanks”.
Currently, concepts for AHSS mainly focus on the improvement of strength and global formability, for example, total elongation, as main drivers for lightweight design. Future concepts have to envision more than these two properties considering further new dimensions, for example, local formability as stretch formability or bending angle, which in turn opens for the car manufacturers a new dimension for lightweight design.
Abstract
The introduction of automated (autonomous) wheeled vehicles at the current stage of technology development is accompanied by the absence of mandatory requirements for new components of ...automotive equipment in the key regulatory legal acts of the states (for the Russian Federation - in the Technical Regulation of the Customs Union 018/2011). For the first time used on wheeled vehicles coordinate-temporal and line-angle measuring instruments, the ranges and measurement errors of both the measured quantities and all external influencing factors in which the measurement results should be obtained have not been established. At the same time, these measurement results will have a direct impact on traffic safety, protection of human life and health, property and environment. The article demonstrates a theoretical example of the use of automated (autonomous) transport, shows the need for testing measuring instruments planned for installation on transportation vehicles in the dynamic ranges of all influencing factors.
To compare traumatic spinal injury patterns between motorcyclists and occupants of other nonheavy motor vehicles using data from the National Spinal Cord and Column Injury Registry of Iran.
All ...drivers/riders and passengers of motorcycles, cars, pick-up trucks, and vans registered between January 2017 to July 2023, met the inclusion criteria for the present study. The logistic regression models were used to compare the patterns of vertebral fracture between the 2 groups.
One thousand seven hundred twenty-six spinal fracture patients were identified, 385 (22.3%) motorcyclists and 1341 (77.7%) car occupants with mean ages 33.2 ± 14.3 and 36.1 ± 13.6 years, respectively (P < 0.001). Only 45 (11.7%) motorcyclists used helmets, whereas 856 (63.8%) car occupants used seat belts (P < 0.001). The average numbers of fractured vertebrae were 3.9 ± 1.4 and 3.7 ± 1.1 among car occupants and motorcyclists, respectively (P = 0.004). The proportions of motorcyclists and car occupants with injuries in each spinal region are as follows: lumbar (50.5% of motorcyclists vs. 40.4% of car occupants; P = 0.003), thoracic (39.2% vs. 30.9%; P = 0.01), cervical (24.3% vs. 37.0%; P < 0.001), and sacral (1.3% vs. 7.5%; P < 0.001). The AO Spine type C injuries were present in 6.1% of motorcyclists and 10.1% of car occupants (P = 0.03).
Motorcyclists were younger, less educated, had a higher proportion of males, and less commonly used safety devices than car occupants. The most commonly fractured spine region among both groups was the lumbar region. The cervical and sacral vertebrae fractures were significantly more common in car occupants, whereas the thoracic and lumbar vertebrae fractures were significantly more common in motorcyclists.
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