Commercial vehicle

It is also important to ascertain the commercial significance of the invention. Although the invention may provide a measurably large advance in technology, science, or industry, it may not provide an easily producible commercial vehicle or product. Alternatively, the invention may be easily produced as a commercial product, but that product may have limited relevance to the overall commercial strategy or plans of the organization. 

Alternatives to coal and hydrocarbon fuels as a source of power have been sought with increasing determination over the past three decades. One possibility is the Hydrogen Economy (p, 40), Another possibility, particularly for secondary, mobile sources of power, is the use of storage batteries. Indeed, electric vehicles were developed simultaneously with the first intemal-combustion-cngined vehicles, the first being made in 1888. In those days, over a century ago, electric vehicles were popular and sold well compared with the then noisy, inconvenient and rather unreliable peU ol-engined vehicles. In 1899 an electric car held the world land-speed record at 105 km per hour. In the early years of this century, taxis in New York, Boston and Berlin were mainly electric there were over 20000 electi ic vehicles in the USA and some 10000 cars and commercial vehicles in London. Even today (silent) battery-powered milk delivery vehicles are still operated in the UK. These use the traditional lead-sulfuric acid battery (p. 371), but this is extremely heavy and rather expensive. 

P.Y.155 is used to an appreciable extent in industrial finishes that are targeted for commercial vehicles, tractors, and farm implements. In paints, it resists temperatures up to 160°C. 

As a result of its excellent fastness properties, P.R.170 is used in high grade industrial paints. The pigment lends color to finishes for tools, to implements, agricultural machinery, and commercial vehicles the opaque varieties are also used for automotive finishes, such as automotive refinishes. Thorough testing is necessary before a product can be used in original automotive finishes, for which full shades of P.R.170 are sometimes employed. 

P.Y.138 is primarily applied in industrial finishes for commercial vehicles, automotive refinishes, and original automotive finishes. Incorporated in these systems, P.Y.138 is acid and alkali fast. However, exterior house paints which are applied onto a basic substrate show some sensitivity to alkali. 

All fuel cells for use in vehicles are based on proton-exchange-membrane fuel cell (PEMFC) technology. The methanol fuel-processor fuel cell (FPFC) vehicle comprises an on-board fuel processor with downstream PEMFC. On-board methanol reforming was a development focus of industry for a number of years until around 2002. Direct-methanol fuel cells (DMFC) are no longer considered for the propulsion of commercial vehicles in the industry (see also Chapter 13). 

Plans are to offer a commercial vehicle by 2004. A hydrogen-fueled (metal hydride for hydrogen storage), fuel cell attery hybrid passenger car was built by Toyota in 1996, followed in 1997 by a methanol-fueled car built on the same (RAV4) platform (28). 

The metal plate has been newly developed and has attracted much attention in recent years. For example. General Motors indicated recently [25] that metal plates had been selected and would be utilized in its newly designed fuel cells to be installed in commercialized vehicles soon. 

Regulatory search. Commercial vehicles are subject to more pervasive regulation than are private passenger vehicles. A search of a commercial vehicle can occur incident to a stop, to verify compHance with these extended regulations [64]. 

The materials that change colour on passing a charge are called electrochromes, and these can be classified into three groups. In the first type the colouring species remain in solution in the second type the reactants are in solution but the coloured product is a solid the third type are those where all the materials are solids, e.g. in films. The first type is used in car, anti-dazzle, rear-view mirrors, the second type in larger mirrors for commercial vehicles and the third type in smart windows (see section 1.5.4.2). 

All drivers of commercial vehicles must can a valid commercial driver s license whenever operating a commercial vehicle. According to this sentence, which of the following people need NOT carry a commercial driver s license ... 

Test cycles differ widely for European and US legislation and also for passenger cars and commercial vehicles. For European passenger car... 

For heavy-duty commercial vehicles emission certification, the engine is tested on an engine dynamometer. In the European Stationary Cycle (ESC),... 

In commercial vehicle engines, by means of cooled exhaust gas recirculation, in-cylinder temperatures are reduced, leading to lower NOx, but mostly also to higher particulate emissions. To fulfill future emission standards, a combination of raw emission reduction and exhaust gas aftertreatment is necessary. Decreasing fuel economy with raw emission reduction has to be weighed against catalyst—and especially noble metal—price for exhaust gas aftertreatment. 

The catalyst and particulate filter models were developed individually with different university partners. They are described in the following sections. A key issue for all models is robustness and scalability as the applications range from passenger cars to heavy-duty commercial vehicles. The models are physical and chemically based, consisting of a transport model for heat and mass transfer phenomena in the monolith in gas and solid phases, cf. Fig. 6. The monolith reactor modeling is discussed in more detail in Section III. 

Examples of the results obtained with the spatially ID model utilizing global NSRC kinetics are given in Figs. 26-33. The reaction kinetic model was validated with real exhaust measurement data from passenger car and heavy-duty commercial vehicle to ensure applicability in the full range of operating conditions encountered. The kinetic equations and the parameters were kept constant for all validation calculations. 

Fig. 30. Validation of the NSRC model for heavy-duty commercial vehicle application— comparison of measured (meas) and calculated (calc) outlet NOx concentrations for the ESC load point B50 fresh catalyst (Giithenke et al, 2007a).

For heavy-duty commercial vehicle application, validation data from an engine test bench were used. Two different NSRC volumes were employed, 7 times and... 

The electroplating of reflective surfaces for exterior mirrors is an important and growing application. Moulding is to a high standard of precision and the electroplated surface creates a mirror with excellent reflection. It will resist impact much better than glass so a longer life in service can be expected— hence, such mirrors are fitted extensively on commercial vehicles, buses, and lorries. ABS is moulded and electroplated also into small mirrors that can be fixed by adhesive on vehicle wing mirrors to cover blind spots . 

The difference between the crash rates per mile in the first two reports is due to the use of a bounding rate (using general data) in the first report and a carrier-specific rate in the second report. The third report derived a truck crash rate per billion ton-miles, based on Federal Motor Carrier Safety Administration data for the number of commercial vehicle hazmat crashes divided by the number of commercial vehicle ton-miles. The commercial vehicle accident rate per ton-mile value was multiplied first by 0.59 and then by 0.013 to account for the number of ton-miles for for-hire commercial vehicles and for Class 6 poisons, respectively. These adjustments to the accident rate are inappropriate without consideration of the corresponding hazmat crashes, for which no data were used. The total accident scenario probabilities may be conservative (too high), however, when the probabilities of fire occurring, impact forces sufficiently high, etc. are considered. These probabilities do not appear to have been addressed, and the committee did not review the reports at that level of detail. 

There are many angles to this issue. You may wish to consider motorboat engines, private vehicles, commercial vehicles such as transport trucks, and the development and availability of public transportation. 

During the same period use in road vehicles had become widespread. The first reported application was to the leaf-springs of Rolls-Royce cars in 1955, but by 1962 applications were reported by many major car and commercial vehicle manufacturers. Most of these were concerned with such components as ball-joints, shackles, pins, and steering linkages. There was also an increasing use of molybdenum disulphide dispersions in engine oils, but this was generally initiated by the user rather than the vehicle manufacturer. 

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