Recommended Practice for Dynamic Testing for Sheet Steels - Development and Round Robin Tests

The Association for the Control of Emissions in Products for Flooring Installation, Adhesives and Building Materials (GEV) organised a round robin test in 2020 with the purpose to update its list of recommended testing laboratories on the basis of test results. 43 laboratories from 15 countries received 3 test products, a synthetic resin floor coating, a parquet lacquer and a silicone sealant. The results of the GEV round robin test 2020 showed a similar variation of the results as in a previous round robin test of the GEV in 2017 without any significant improvement. The large variation of the results confirms the limited significance of single test results. This is why GEV discloses VOC emissions only in terms of broad emission classes. Within this limitation, the performance of 19 laboratories was rated to be good by GEV. Currently, a list of recommended testing laboratories for GEV emissions testing comprises 15 laboratories from 4 countries. These laboratories performed well in this round robin test and presented an appropriate accreditation according to ISO/IEC 17025.

<div class="section abstract"> <div class="htmlview paragraph">This SAE Recommended Practice provides common data output formats and definitions for a variety of data elements that may be useful for analyzing the performance of automated driving system (ADS) during an event that meets the trigger threshold criteria specified in this document. The document is intended to govern data element definitions, to provide a minimum data element set, and to specify a common ADS data logger record format as applicable for motor vehicle applications.</div> <div class="htmlview paragraph">Automated driving systems (ADSs) perform the complete dynamic driving task (DDT) while engaged. In the absence of a human “driver,” the ADS itself could be the only witness of a collision event. As such, a definition of the ADS data recording is necessary in order to standardize information available to the accident reconstructionist. For this purpose, the data elements defined herein supplement the SAE J1698-1 defined EDR in order to facilitate the determination of the background and events leading up to a collision in an ADS-operated vehicle.</div> <div class="htmlview paragraph">The data elements defined in this document are unique to Level 3, 4, or 5 ADS features, as defined by SAE J3016, and provide additional background of the events leading up to a crash or crash-like event. The data from sensors such as camera(s), LiDAR(s) etc. will provide information in the absence of a human driver. The data included in the ADS data logger is expected to be used in conjunction with the SAE J1698 event data recorder (EDR) record and traditional accident reconstruction analysis. The EDR and ADS data logger will capture information leading up to the triggered event, at a minimum. There are no facts to support that recording data for greater than 5 seconds pre-event would change the outcome of any crash analysis. Thus, the recommended recording duration for a data logger is 5 seconds pre-event, same as an EDR. Due to the potential for sensor and/or communication failure during a crash event, the recommendation is that data should be collected post-crash for impact and rollover sensors for up to 250 ms.</div> <div class="htmlview paragraph">ADS technology is still being developed and is not yet commercially deployed. Therefore, this SAE Recommended Practice is intended as a guide toward standard practice and is subject to change to keep pace with experience and technical advances.</div> </div>

<div class="htmlview paragraph">Hot rolled steel sheets having tensile strength of about 300MPa with excellent press formability have been developed by using RH-degassing process and hot rolling technology. The basic chemical composition of new steel is chosen as extra low carbon, low manganese and low nitrogen to improve ductility. In addition, controlled cooling on runout table or micro-alloying of niobium is applied to prevent the grain coarsening, which is caused by leaner compositions.</div> <div class="htmlview paragraph">These steel sheets have high elongation and excellent press formability. Furthermore, these steel sheets exhibit a high resistance to cold-work embrittlement. These properties are compared with those of DQ grade mild steel sheets and interstitial free steel sheets.</div> <div class="htmlview paragraph">In this paper, the metallurgical basis of these new steel sheets and their characteristics are described.</div>

<div class="section abstract"><div class="htmlview paragraph">Intersections have a high risk of vehicle-to-vehicle conflicts because of the overlapping traffic flow from multiple roads. To understand the factors contributing to the crashes, this study examines the common characteristics in intersection-related crash and near- crash events, such as the existence of traffic control devices, the driver at fault, and occurrence of visual obstructions. The descriptive data of the crash and near-crash events recorded in the Second Strategic Highway Research Program Naturalistic Driving Study (SHRP 2 NDS) database is used in categorization and statistical analysis in this study. First, the events are divided into seven categories based on trajectories of the conflicting vehicles. The categorization provides the basis for in-depth analysis of crash-contributing factors in specific confliction patterns. Subsequently, descriptive statistics are used to portray each of the categories. The severity of the categories is determined based of the frequency of occurrences of the crashes and near-crashes. Factors contributing to each crash category are then examined based on their frequency of occurrence with the categories. This study reveals the severity of different intersection-related crash patterns, as well as the effects of some crash-contributing factors. The information presented in this paper has the potential to guide investigators interested in developing simulation and test track scenarios to evaluate vehicles equipped with automated driving systems (ADS).</div></div>

The scatter of fracture toughness in the brittle-ductile transition region may contain cleavage growth-affected (brittle) fracture and ductile growth-affected (ductile) fracture resulting from the fracture of two different types. The mechanism of the fracture of these two types may be considered as different. In this article, the data by the Japan Society for Promotion of Science (JSPS) round robin tests have been analyzed using this concept. The mechanism proposed herein may be related to the results of round robin tests, which show extremely small stable crack growth length in the lower portion and considerable stable crack growth length in the upper portion of the curve plotted using the mean rank.

For laboratories within the scheme of the voluntary surveillance system for technical insulation materials in Europe (VDI/Keymark), a proficiency test is the basis for obtaining a “registered laboratory.” The VDI/Keymark is a cooperation between the VDI, The Association of German Engineers, and the Keymark Group dealing with European voluntary product certification systems, within the scope of thermal insulation materials. Registered laboratories are allowed to conduct measurements to verify the declared thermal conductivity curve of technical insulation materials under the umbrella of the quality mark “VDI/Keymark”. The initial characterization work on a round robin material for the determination of thermal conductivity at higher temperatures led to the selection of an expanded glass granulate. With all the results of the round robin tests produced by five European laboratories, the expanded glass granulate has become a very important material for establishing a reliable European level of thermal conductivity at higher temperatures with a moderate uncertainty. The German expert group “AKThermophysik” of the Association of Thermal Analysis (GEFTA, Gesellschaft fur Thermische Analyse e.V.) further initiated a round robin test for thermal conductivity in 2012. With this additional use of the expanded glass granulate, more experience with transient methods and thermal conductivity values in the extended temperature range could be obtained. A comparison with the reference curve of the VDI/Keymark indicates very good compliance for most cases. Since August 2012, comparative tests with the expanded glass granulate as a round robin material are very important. Furthermore, the European CE marking became mandatory for industrial insulation products and temperature-dependent thermal conductivity, declared by the manufacturer, was introduced as a limit value. The challenge to determine the thermal conductivity at higher temperatures for a material using different methods and apparatuses was also an important step to evaluate the level of “True Thermal Conductivity.”

Repetitions of the round robin test on powder diffractometer sensitivity and round robin test of intensity measurements, using two almost identical groups of participants, enabled a comparison to be made of results obtained in different tests. Two forms of corundum test samples were used: (i) sintered plates in tests A8 and A9, and (ii) powder samples in test Bl . A rough comparison of the influence of different methods of specimen preparation from the powder material in different laboratories in test Bl is thus possible with respect to the (almost) uniform sintered plates used in tests A8 and A9. The parameters under investigation were the line positions (and/or inter-planar d-spacing) and intensities of eleven reflections occurring at the 20 angles ranging from 25° to 136° for Cu Kα-radiation

Intrahepatic cholangiocarcinoma harbours druggable genetic lesions including FGFR2 gene fusions. Reliable and accurate detection of these fusions is becoming a critical component of the molecular work‐up, but real‐world data on the performance of fluorescence in situ hybridisation (FISH) and targeted RNA‐based next‐generation sequencing (NGS) are very limited. Bridging this gap, we report results of the first round robin test for FGFR2 fusions in cholangiocarcinoma and contextualise test data with genomic architecture. A cohort of 10 cholangiocarcinoma (4 fusion positive and 6 fusion negative) was tested by the Institute of Pathology, University Hospital Heidelberg, Germany. Data were validated by four academic pathology departments in Germany. Fusion‐positive cases comprised FGFR2::BICC1, FGFR2::DBP, FGFR2::TRIM8, and FGFR2::ATE1 fusions. In a second step, a round robin test involving 21 academic and non‐academic centres testing with RNA‐based NGS approaches was carried out; five participants performed FISH testing in addition. Thirteen of 16 (81%) centres successfully passed the NGS only and 3 of 5 (60%) centres passed the combined NGS + FISH round robin test. Identified obstacles were bioinformatic pipelines not optimised for the detection of FGFR2 fusions and assays not capable of detecting unknown fusion partners. This study shows the benefit of targeted RNA‐NGS for the detection of FGFR2 gene fusions. Due to the marked heterogeneity of the genomic architecture of these fusions, fusion partner agnostic (i.e. open) methodological approaches that are capable of identifying yet unknown fusion partners are superior. Furthermore, we highlight pitfalls in subsequent bioinformatic analysis and limitations of FISH‐based tests.

<div class="htmlview paragraph">Beginning June 1, 2006, 80% of the highway diesel fuel produced in the United States had to contain 15 ppm sulfur or less. To account for sulfur test method variability, the United States Environmental Protection Agency (US EPA) allowed a 2 ppm compliance margin, meaning that in an EPA enforcement action fuel measuring 17 ppm or less would still be deemed compliant since the true sulfur level could still be 15 ppm. Concern was voiced over the appropriateness of the 2 ppm compliance margin, citing recent American Society for Testing and Materials (ASTM) round-robin and crosscheck test program results that showed sulfur test lab-to-lab variability (reproducibility) on the order of 4 to 5 ppm depending on test method. A test program was implemented in July and August 2005 to determine what reproducibility would be in the post-2006 time frame when ULSD production would begin, testing of sub-15 ppm sulfur levels was commonplace, and EPA would require laboratories to qualify their sulfur test measurement methods. The contribution of calibration curve bias to reproducibility was also investigated. The results of the test program show that lab qualification of sulfur measurement methods, improvement in QA/QC procedures, and improvement in calibration standards has made the 2 ppm compliance margin achievable.</div>

<div class="htmlview paragraph">With increased emphasis on comparing interior noise performance levels of passenger cars, multi-purpose vehicles, and light trucks, a need existed for the establishment of a recommended practice for making interior sound level measurements. Many variables, such as environmental conditions, instrumentation and vehicle test parameters exist that make accurate comparisons of vehicle interior sound levels difficult at best.</div> <div class="htmlview paragraph">The new proposed SAE Recommended Practice J1477-XXX8X, Measurement of Interior Sound Levels of Light Vehicles, establishes a procedure for making vehicle interior sound level measurements. Environmental conditions, instrumentation set up and analysis, and vehicle test conditions are described in detail.</div> <div class="htmlview paragraph">A round robin test was recently conducted to validate the procedure. Four auto companies and one acoustical material supply company participated. Each company, using this SAE procedure, measured five vehicles that ranged from a full size car (RWD) to a sub-compact (FWD) and one light duty truck. Results showed good comparisons of interior sound levels.</div>

<div class="htmlview paragraph">Nippon Steel Corp. has developed a new hot-rolled steel sheet which is characterized by 1.0 to 1.6% copper addition to extra low carbon steel.</div> <div class="htmlview paragraph">This steel is worked while it is in a low strength state and thereafter the worked part is heat treated to increase the strength of it.</div> <div class="htmlview paragraph">The copper added steel sheet has a capability to increase tensile strength up to 600Mpa level from 400Mpa level by being heated to the temperature range of 750 to 950K for less than 600s. When copper remains in the solid solution state, the steel sheet exhibits as much formability as the conventional steel of the same strength level.</div> <div class="htmlview paragraph">The ductility ratio is higher than that of the conventional steel of the same strength level. This offers a greater freedom in the design of spot-weld structural joints.</div> <div class="htmlview paragraph">The fatigue properties of the base metal is as good as those of the conventional steel of the same strength level, and becomes much longer when heat treated.</div>

<div class="htmlview paragraph">Fatigue strength of typical types of spot-welded joints made of high strength steel sheets was experimentally investigated, as a cooperative program of “Subcommittee on Strength of Spot-Welded Joint” of JSAE. The materials used were rephosphorized high-strength steel sheet (HSS) of 400 MPa class and low-carbon steel sheet (LCS); both were 0.8 mm, 1.2 mm and 1.6 mm thick. The types of loading were tensile-shear, cross-tension and plane bending.</div> <div class="htmlview paragraph">The results obtained are as follows; <ol class="list nostyle"> <li class="list-item"><span class="li-label">1)</span> <div class="htmlview paragraph">The fatigue strengths of joints of HSS in tensile-shear and plane bending were higher than those of LCS, respectively. But, in cross-tension, the strength of joints of HSS was exceeded by that of LCS beyond 10<sup>6</sup> cycles.</div></li> <li class="list-item"><span class="li-label">2)</span> <div class="htmlview paragraph">The fatigue strengths of joints of different materials in cross-tension and plane bending were found lower than those of the same materials.</div></li> <li class="list-item"><span class="li-label">3)</span> <div class="htmlview paragraph">The strain range - cycles to fracture (Δε-N) diagrams for the joints of sheets of different steels and thicknesses were obtained. These data are available for the evaluation of the fatigue life of spot-welded joints.</div></li> </ol></div>

<div class="section abstract"><div class="htmlview paragraph">The turn-across-path from opposite-direction [LTAP-OD] crash type contributes to one of the major fatal crash types in young drivers. Drivers responses in police reportable and severe crashes and near crashes involving an LTAP-OD scenario were evaluated from query of the Second Strategic Highway Research Program [SHRP-2]. This research examined the responses of through drivers. 122 such events were analyzed to extract driver braking behavior, secondary tasks, age, and perception-response times. All measures of through driver variables were compared with respect to turning driver behavior. The study aimed to identify the trigger event for drivers to respond to the left turning vehicle. Time to contact was a significant factor which affected driver response times. Drivers responded significantly faster when subjected to shorter time to contact events compared to longer ones. Other short time to contact events included when the turning vehicle did not stop before entering the intersection, or when the turning vehicle was visible for a short duration. Driver factors such as age, gender or secondary task engagement did not significantly influence response times.</div></div>

Ten institutes and laboratories from the Nordic countries participated in the round-robin test. The materials used were 12-mm porous board, 40-μm polyethylene foil, and 0.8-mm tarred paper. The measurements were performed both as wet-cup tests and as dry-cup tests. The round-robin test shows that the uncertainty of the measurements is considerably larger than the variations of the water vapor resistance (WVR) among the individual test specimens. It is also shown that the test results were greatly influenced by the moisture levels. The results show about 15% gross errors in the test.

<div class="section abstract"><div class="htmlview paragraph">Honda’s purpose is to realize the joy and freedom of mobility and a sustainable society in which people can enjoy life. As such, three series of environmental vehicles-FCVs, BEVs, and PHEVs-have been developed so that users in communities around the world can select the ones best suited to their local energy circumstances and individual lifestyles.</div><div class="htmlview paragraph">This paper discusses a structure that enhances both the motive power performance and quietness of a newly developed FCV/BEV traction motor.</div><div class="htmlview paragraph">To enhance motive power performance, the research focused on the stator lamination technique. As for methods of affixing the stator’s layers, the practice with previous models has been adhesion lamination, using electric steel sheets that come pre-made with adhesive layers. Having adhesive layers, however, lowers the ratio (space factor) of steel sheet layers. The new motor uses electric steel sheets without an adhesive layer in order to enhance motive power performance.</div><div class="htmlview paragraph">To enhance the quietness of the auto interior, it is important to lower the magnetism excitation force. To do this, a new magnetic circuit was developed and magnet positioning was optimized. For the rotor structure, level skewing was used to shift the rotor yoke in the direction of the perimeter.</div><div class="htmlview paragraph">A new motor to go on new FCVs/BEVs was developed and a traction motor that offers quietness, power, and a smooth driving feeling was achieved. Compared to the previous motor, the new motor raises maximum output from 100 kW to 130 kW, and maximum torque from 256 Nm to 300 Nm, all while maintaining the same volume. It also lowers motor noise heard in the interior of the vehicle by 5-10 dB(A), when compared to the previous motor.</div></div>