Browse Topic: Technician training

Items (449)
A Novel Ecological & Energized Modules (EEMs) Infrastructures, Civil Engineering and Transportation System (Part Ⅰ)SAE-PP-004229/16/2021
An ecological & energized modules (EEMs) living underlying and fundamental system, which is with a general interest in almost all the human living & ecological system, civil engineering, and infrastructures and transportation system, etc. It is the basics, underlying and fundamental system of zero energy, zero-water consumption, zero-carbon with a 100% greening rate, 100% clean energy, high-quality air, and powerful carbon capture system with significant positive spillover for global carbon removal and carbon balance, and climate challenges, etc. There are two main categories of materials used in current civil engineering, infrastructures, and roads system, in which one is steel, and the other is concrete. It is like the components of the human body. The steel is the skeleton, the concrete is the flesh, and the ecological & energized modules EEMs concrete structures and systems is the powerful integumentary system with advanced multi-mode functionality. Not only is the EEMs system a protective layer, a landscape layer, a construction method of easy, fast, efficient, noiseless, and zero-dependence on the large complex equipment, but it is also a super-smart road system, a clean energy system, a carbon capture system, and a quality air system, etc. Honeycomb and prestressed structures have been used in the EEMs system, which is with high strength, high reliability, and high durability in almost all transportation systems, civil engineering, and infrastructures. Furthermore, the encoded and sensor-equipped EEMs road system with further optical processing will have multiple functions, such as the smart traffic system, excellent safety efficacy, and good visual effects, etc.
Rxiv, Mo
csp1071 test Construction of The Traffic Law and Regulation Framework for Automated DrivingSAE-PP-002902/18/2021
Road automated driving as a new generation of information technology and the integration of the transport industry's development has become a new round of global scientific and technological innovation and industrial transformation. This technology will promote the continuous upgrading of the field of road traffic. At present, the government, enterprises, and investors all take this as the goal and direction to accelerate automated driving in China. A reasonable traffic law and regulation system is required to promote the healthy development of automatic driving and fully release scientific and technological innovation subjects' vitality. Until now, China has formulated an official rule concerning the road testing of automated driving. According to this rule, no passenger and freight transportation can be officially applied using automatic vehicles. Therefore, this paper tries to construct the traffic law and regulation framework to promote automated driving development. This paper firstly summarizes the profound reform of automated driving on the road traffic industry in terms of vehicles, infrastructure, practitioners, and transportation services. Based on China's current administrative rules and traffic regulations, the legal and institutional obstacles in automatic driving are analyzed. This paper proposes a traffic law and regulation framework to promote the development of automated driving. The proposed framework can help the transport authority administrate automated driving in legal identity, demonstration application, transportation operation, practitioner management, and scene management. Finally, the policy suggestions to help develop automated driving are put forward. Through enhanced supervision, mutual recognition of qualification, regulation mode innovation, ecosystem construction, and multi-party cooperation, the automated driving market and partners' vitality can be significantly stimulated
SintzADMIN, JeneaneAnthony, Lindsay
New file test - Construction of The Traffic Law and Regulation Framework for Automated DrivingSAE-PP-002912/18/2021
Road automated driving as a new generation of information technology and the integration of the transport industry's development has become a new round of global scientific and technological innovation and industrial transformation. This technology will promote the continuous upgrading of the field of road traffic. At present, the government, enterprises, and investors all take this as the goal and direction to accelerate automated driving in China. A reasonable traffic law and regulation system is required to promote the healthy development of automatic driving and fully release scientific and technological innovation subjects' vitality. Until now, China has formulated an official rule concerning the road testing of automated driving. According to this rule, no passenger and freight transportation can be officially applied using automatic vehicles. Therefore, this paper tries to construct the traffic law and regulation framework to promote automated driving development. This paper firstly summarizes the profound reform of automated driving on the road traffic industry in terms of vehicles, infrastructure, practitioners, and transportation services. Based on China's current administrative rules and traffic regulations, the legal and institutional obstacles in automatic driving are analyzed. This paper proposes a traffic law and regulation framework to promote the development of automated driving. The proposed framework can help the transport authority administrate automated driving in legal identity, demonstration application, transportation operation, practitioner management, and scene management. Finally, the policy suggestions to help develop automated driving are put forward. Through enhanced supervision, mutual recognition of qualification, regulation mode innovation, ecosystem construction, and multi-party cooperation, the automated driving market and partners' vitality can be significantly stimulated.
7.0.107 - Design and Development of Capacitance Type Level Sensor for Automotive Vehicle ApplicationSAE-PP-002832/4/2021
Fuel level sensor is a device to indicate the level of the fuel in fuel tank fitted in an automobile. This will have features to communicate the fuel level to the dashboard of the vehicle and is of significant attention to the driver during vehicle usage. The advanced instrumentation provides a lot of information on the dashboard display such as information about fuel level, computing mileage, miles to go or miles to empty, fuel economy, average mileage, etc. Presently, the float arm type with Thick Film Resistor(TFR) and Reed switch type fuel level sensors are being used. To have accurate information for computing, the present sensors are not supporting due to its limitations like nonlinearity, fluctuating output due to slosh, output variations in steps and not continuous. The measurement accuracy of the fuel level sensor needs to be focused to rely on the information available on the dashboard instrument. Hence, it is vital to have a sensor with better reliability, accuracy and adaptability. Capacitance technology based level sensor is identified for development as one of the solutions to meet the demands of the above requirements and this paper portrays the complete perspective and design methodology of capacitance based fuel level sensor. The basics of capacitance measurement, design concepts, design validations, proto-type results are elaborated in this paper.
Lname, Fname
Construction of The Traffic Law and Regulation Framework for Automated DrivingSAE-PP-002462/3/2021
Road automated driving as a new generation of information technology and the integration of the transport industry's development has become a new round of global scientific and technological innovation and industrial transformation. This technology will promote the continuous upgrading of the field of road traffic. At present, the government, enterprises, and investors all take this as the goal and direction to accelerate automated driving in China. A reasonable traffic law and regulation system is required to promote the healthy development of automatic driving and fully release scientific and technological innovation subjects' vitality. Until now, China has formulated an official rule concerning the road testing of automated driving. According to this rule, no passenger and freight transportation can be officially applied using automatic vehicles. Therefore, this paper tries to construct the traffic law and regulation framework to promote automated driving development. This paper firstly summarizes the profound reform of automated driving on the road traffic industry in terms of vehicles, infrastructure, practitioners, and transportation services. Based on China's current administrative rules and traffic regulations, the legal and institutional obstacles in automatic driving are analyzed. This paper proposes a traffic law and regulation framework to promote the development of automated driving. The proposed framework can help the transport authority administrate automated driving in legal identity, demonstration application, transportation operation, practitioner management, and scene management. Finally, the policy suggestions to help develop automated driving are put forward. Through enhanced supervision, mutual recognition of qualification, regulation mode innovation, ecosystem construction, and multi-party cooperation, the automated driving market and partners' vitality can be significantly stimulated. Keywords: Traffic Law and Regulation, Automated Driving, Administrative Rules and regulations, Road Testing, Demonstration Application, Commercial Operation
MobrxivNonAdmin, Lindsay
Procedure for Certification that Requirements for Mobile Air Conditioning System Components, Service Equipment, and Service Technician Training Meet SAE J StandardsJ2911_202002 (Current)2/3/2020
This SAE standard provides manufacturers/marketers, testing facilities, and providers of technician training with a procedure for certifying compliance with the applicable standard. Manufacturers/marketers or sellers who advertise their products as certified to an SAE J standard shall follow this procedure. Certification of a product is voluntary; however, this certification process is mandatory for those advertising meeting SAE standard(s) requirements. Only certifying to this standard allows those claiming compliance to advertise that their product (unit), component, or service technician training meets all requirements of the applicable SAE standard. Certification of compliance to this and the appropriate standard and use of the SAE label on the product shall only be permitted after all the required information has been submitted to SAE International and it has been posted on the SAE website. This process is mandatory for those advertising as being “Certified to SAE JXXXX-(version)” [appropriate SAE standard] requirements or any advertising or labeling language that implies such certification. SAE International will post the results in the official SAE online database. SAE J2911 requires manufacturers/marketers, testing facilities, and technician training providers to comply with different requirements. This document covers requirements for MAC system components, service equipment, and printed training manuals that are different in content. Therefore, for consistency of reference in this standard, they are identified for general reference as a “product.” Additionally, a reference in this standard to an applicable standard is used as a general term and it refers to the document that defines the requirements, such as Section 609 of the Clean Air Act. Regulatory agencies will also have access to the SAE International public posting of the results in the official SAE database.
Interior Climate Control Steering Committee
Composite Lightweight Automotive Suspension System (CLASS)2019-01-11224/2/2019
The Composite Lightweight Automotive Suspension System is a composite rear suspension knuckle/tieblade consisting of UD prepreg (epoxy resin), SMC (vinylester resin) carbon fibre and a steel insert to reduce the weight of the component by 35% and reduce Co2. The compression moulding manufacturing process and CAE optimisation are unique and ground-breaking for this product and are designed to allow high volume manufacture of approx. 30,000 vehicles per year. The manufacturing techniques employed allow for multi-material construction within a five minute cycle time to make the process viable for volume manufacture. The complexities of the design lie in the areas of manufacturing, CAE prediction and highly specialised design methods. It is a well-known fact that the performance of a composite part is primarily determined by the way it is manufactured. The design team were able to use their extensive knowledge of material behaviour and state of the art manufacturing cells to enable a component that meets the required functional requirements. The CAE optimisation techniques developed during the project made a significant contribution to the project by bypassing a traditional approach and also reducing the amount of physical testing required. This was required to understand the failure mechanisms of the sheer number of combinations of fibre orientations that make the predictive analysis methods viable for a topology efficient design. A compression moulding manufacturing technology was developed capable of mass manufacturing the high strength, stiff and complex shaped suspension knuckle. The processing technology is fully automated, achieving a cycle time below 5 minutes.
Banks, Alan James
Composite and Bonded Structure Technician/Specialist Training DocumentAIR4938C (Current)9/19/2018
This document establishes the minimum curriculum requirements for training, practical assessments, and certifying composite structure repair personnel and metalbond repair personnel. It establishes criteria for the certification of personnel requiring appropriate knowledge of the technical principles underlying the composite structural repairs and/or metalbond they perform. Persons certified under this document may be eligible for licensing/certification/qualification by an appropriate authority, in addition to this industry accepted technician certification. Teaching levels have been assigned to the curriculum to define the knowledge, skills, and abilities graduates will need to make repairs to composite or metalbond structure. Minimum hours of instruction have been provided to ensure adequate coverage of all subject matter including lecture and laboratory. These minimums may be exceeded and may include an increase in the total number of training hours and/or increases in the teaching levels. Each curriculum is a subpart of this document. Part 1 is the General Composite Structure Bonded Repair curriculum, independent of the application. Part 2 is the Commercial Aircraft Composite Structure Bonded Repair curriculum. Part 3 is the Commercial Aircraft Composite Structure Bolted Repair curriculum. Part 4 is the Commercial Aircraft Structure Metalbond Repair curriculum.
AMS CACRC Commercial Aircraft Composite Repair Committee
Field-based Assessments of Various AIS2+ Head Risk Curves for Frontal Impact2015-01-14374/14/2015
In the present study, various risk curves for moderate-to-fatal head injury (AIS2+) were theoretically assessed by comparing model-based injury rates with field-based injury rates. This was accomplished by applying the risk curves in corresponding field models. The resulting injury rates were considered from two perspectives: aggregate (0-56 kph events) and point-estimate (higher-speed, barrier-like events). Four risk curves were studied: a HIC15-based curve from Mertz et al. (1997), a BRIC-based curve from Takhounts et al. (2011), a BrIC-based curve from Takhounts et al. (2013) and a Concussion-Correlate-based curve from Rowson et al. (2013). The field modeling pertained to adult drivers in 11-1 o'clock, towaway, full-engagement frontal crashes in the National Automotive Sampling System (NASS, calendar years = 1993-2012), and the model-year range of the passenger vehicles was 1985-2010. The attendant inhomogeneity of the restraint systems was approximated by four representative systems. Prior to the field modeling, base models were developed and validated to acceptable levels. Specifically, there were seven assessments of head-impact tests (avg PctDiff = 5.2%) and nine assessments of representative restraint-system models relative to fleet-wide tests (avg PctDiff = 5.0% relative to fleet medians). Subsequently, 36 comparisons were conducted via the field modeling relative to NASS (i.e., four curves and nine aggregate/point assessments). On average, the Concussion-Correlate-based curve demonstrated the best fidelity from the aggregate perspective (+7% difference), with the following rank ordering: Concussion Correlate, HIC15, BRIC, and BrIC. As for the point-estimate perspective, the HIC15 curve demonstrated the best fidelity (−26% difference), rank ordered as HIC15, Concussion Correlate, BRIC, and BrIC. The data underlying these results indicated that more study is needed to improve the fidelity of curve-based risk estimation.
Laituri, Tony R.El-Jawahri, Raed E.Henry, ScottSullivan, Kaye
Injury Distributions of Belted Drivers in Various Types of Frontal Impact2015-01-14904/14/2015
Injury distributions of belted drivers in 1998-2013 model-year light passenger cars/trucks in various types of real-world frontal crashes were studied. The basis of the analysis was field data from the National Automotive Sampling System (NASS). The studied variables were injury severity (n=2), occupant body region (n=8), and crash type (n=8). The two levels of injury were moderate-to-fatal (AIS2+) and serious-to-fatal (AIS3+). The eight body regions ranged from head/face to foot/ankle. The eight crash types were based on a previously-published Frontal Impact Taxonomy (FIT). The results of the study provided insights into the field data. For example, for the AIS2+ upper-body-injured drivers, (a) head and chest injury yield similar contributions, and (b) about 60% of all the upper-body injured drivers were from the combination of the Full-Engagement and Offset crashes. For the AIS2+ lower-body-injured drivers, (a) knee/thigh/hip and foot/ankle injury yield similar contributions, and (b) about 60% of all lower-body-injured drivers were from the combination of the Full-Engagement and Offset crashes. This analysis may help engineers inform their assessments of candidate countermeasures (e.g., quantification of real-world weighting factors for related optimization studies). Moreover, the analysis may help provide context for regulatory and public-domain considerations - both existing and proposed.
Laituri, Tony R.Henry, ScottSullivan, Kaye
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