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Relevant bibliographies by topics / Automobiles, history

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Academic literature on the topic 'Automobiles, history'

Author: Grafiati

Published: 4 June 2021

Last updated: 29 July 2024

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Journal articles on the topic "Automobiles, history"

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Braun, Robert, and Richard Randell. "Getting Behind the Object We Love the Most." Transfers 11, no. 1 (March 1, 2021): 138–42. http://dx.doi.org/10.3167/trans.2021.110108.

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Recounted through artifacts, primarily automobiles, but also photographs, video, text, and automobile related installations, Cars: Accelerating the Modern World presented a history of the automobile from its beginnings—a restored 1896 Benz—to an imagined future represented by a “flying car.” The exhibition promised to help us navigate possible car futures based on what we can learn from the past.

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Fernandes, Gilberto. "As Ceaseless as the Sea: How Modern Construction Machines Disrupted Canadian Senses and Sensibilities, 1870s–1940s." Technology and Culture 65, no. 1 (January 2024): 211–36. http://dx.doi.org/10.1353/tech.2024.a920521.

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abstract: Since the late nineteenth century, Canada has required modern construction machines for industrial growth. Thanks to their novelty and visibility, these machines entered the Canadian psyche, symbolizing hopes and fears about the relentless transformations of modernity. Metaphors depicting these machines as zoomorphic and monstruous reflected the environmental-technological infrastructures they built, which redefined nature through technologies like trains, ships, and automobiles. This article discusses how Anglo-Canadians, particularly Ontarians, interpreted technology, drawing parallels with the automobile's history. Both had a problematic coexistence with humans as equally empowering and oppressive mobile machines that were imposed on public spaces and constructed as necessary for progress. The builders used the machines' allure to present construction as an inclusive civic spectacle and foster public tolerance for their relentless disruptions. They accomplished this faster than the automobile industry came to dominate the streets, as evidenced by the celebration of "sidewalk superintendents," compared to the contentious reproach of "jaywalkers."

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Jones, David Arthur. "America’s Automobile: Affection or Obsession, Myth or Reality?" Review of International American Studies 14, no. 2 (December 19, 2021): 25–55. http://dx.doi.org/10.31261/rias.11803.

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Mythology plays an important part of the role of the American automobile, less so in terms of its primary function that is transportation, more so in terms of an ancillary purpose: its metaphorical significance to both owner or operator and the onlooking public. Across much of the 20th century and continuing now into the third decade of the 21st century, the American automobile has undergone many design changes that have buttressed its metaphorical significance: become streamlined, gained then lost then partially regained size together with a colorful exterior, and in the 21st century become focused on an array of interior gadgets, some cast into hibernation because of an electronic chip scarcity resulting from trade wars and the Covid-19 pandemic. Many Americans seem to have almost become besotted by automobiles, including their own and those driven by others, because in some respects the American automobile has come to define its driver. Automobiles in the United States that are visually appealing symbolize affluence, material success, preoccupation with speed, including the rapid pace of social change, as well as, at least arguably, a lesser regard for protecting the environment. On balance, in the mindset of many Americans, the automobile is larger than life, “a mode of signification, a form” in contrast to a mere machine. Change in automotive design has been heralded as the talisman of a new generation of drivers. However, what is cause and what is effect? American automobiles conflate myth and reality; that which is together with that which might be sometime temporal frustrations with the American Dream.

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Bloomfield, Gerald T. "No Parking Here to Corner." Articles 18, no. 2 (August 7, 2013): 139–58. http://dx.doi.org/10.7202/1017752ar.

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The motor vehicle has been a powerful force reshaping cities in the 20th century. This study, with a focus on London, Ont., examines the role of the automobile in urban areas. Motorization, highway development, and the growth of the automotive business sector are considered in three phases of growth. Until the late 1930s the automobile could be accommodated within the existing urban structure with only comparatively minor changes. The increase of traffic congestion after this period, however, was a compelling force in the decentralization of activities to a new suburban zone. Wider ownership of automobiles in the 1950s resulted in greater consumer mobility, which in turn was a major contributor to the development of a new physical layout for London.

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Pawlowsky, Verena. "Luxury Item or Urgent Commercial Need?" Journal of Transport History 34, no. 2 (December 2013): 177–95. http://dx.doi.org/10.7227/tjth.34.2.6.

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The possession of an automobile prior to the Second World War was still an elite phenomenon, and the number of registered automobiles was low. Europe was no exception, especially Austria. Unusually detailed numerical vehicle registration data nevertheless show the growing importance of motorists as a target for motor vehicle advertising and as objects of official statistics in the 1930s. The paper uses the information to examine the affordability of automobility at that period of transition, automobile sales strategies and the use made of cars by Austrians in different occupations.

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Johnson, Ann. "The Culture of ABS." Mechanical Engineering 132, no. 09 (September 1, 2010): 26–31. http://dx.doi.org/10.1115/1.2010-sep-1.

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This article explains features and advancements in the antilock braking systems (ABS). The ABS campaign is an example of the way that advertisements can inadvertently make engineering design seem like a process of fulfilling corporate visions. An antilock braking system monitors the rotating speed of an automobile’s wheels and, when it detects a too-rapid deceleration, momentarily releases the pressure applied to the brake. As ABS developed as a device, so did the community working on it. The problem at hand and the community addressing it were defined and evolved simultaneously. Initially, a community of about 50 researchers and design engineers formed around the problem of skidding automobiles. Electrical engineers from electronics firms, including Siemens and American Microsystems, joined the community by presenting papers at conferences on the use of purpose-design, solid-state microprocessors in cars. The challenge of introducing electronic control to the automobile industry, questionably reliable new technologies in general, was therefore shared by several companies that all moved to include integrated circuits and microprocessors in their designs. The real history of ABS presents a much more engaging picture of how engineers really bring products to market.

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E. Kizito, Anazia, Emmanuel Ojei, and M. D. Okpor. "A Fuzzy Logic-Based Automobile Fault Detection System Using Mamdani Algorithm." International Journal of Scientific Research and Management (IJSRM) 12, no. 03 (March 21, 2024): 1081–93. http://dx.doi.org/10.18535/ijsrm/v12i03.ec06.

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Due to advancement and complexity of modern automobiles, fault detection has gone beyond manual or trial by error methods. The fault detection technologies in automotive industry is used to identify any potential or already existing fault in automobiles. Faults in automobiles are usually mechanical or electrical faults that may include airbag control unit, radiator, gearbox, transmission control unit, tyre pressure, brakes, air conditioner, cylinder casket, alternator, hubs malfunctions etc. Each fault has a specific or related sign and symptoms. There are several methods of fault detections in automobiles like the binary logic technique, the fuzzy logic method technique and artificial intelligence technique with different algorithms. In this research work, we employed a fuzzy logic based technique that uses a Mamdani Algorithm which presented a better fault detection mechanism. Mamdani’s algorithm was proposed by Ebrahim Mamdani as a fuzzy inference method which has a rule-bases that are more intuitive and easier to analyse and implement. Mamdani’s algorithm produces fuzzy sets that originate from fuzzy inference system’s output membership function for decision making. This research work is a web-based technology that was implemented using JavaScript, JQuery and SQL server, ASP.Net, Bootstrap 3.5 and CSS. The output of the system showed a greater improvement from other existing methods of fault detections in automobiles.

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Vinogradov, Boris. "Chinese-russian cooperation in the automobile field : experience and prospects 2000-2022." Entreprises et histoire 112, no. 3 (December 1, 2023): 98–105. http://dx.doi.org/10.3917/eh.112.0098.

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Cet article aborde la question de la présence des constructeurs automobiles chinois sur le marché russe. Sont analysés le positionnement et les difficultés que rencontrent les constructeurs chinois lors de leur entrée sur le marché russe. L’auteur examine le rôle des sanctions occidentales vis-à-vis de l’industrie automobile russe, notamment la manière dont les sanctions influencent la position des constructeurs chinois, sachant qu’officiellement, la Chine n’a jamais soutenu les sanctions contre la Russie. Enfin, l’auteur se concentre sur les changements causés par la guerre en Ukraine, qui a débuté en 2022. Cet événement a provoqué des changements tectoniques du marché automobile russe. Le départ des constructeurs occidentaux ouvre des perspectives importantes pour les constructeurs chinois dans le cas où les constructeurs occidentaux ne reviendraient pas sur le marché automobile russe dans un avenir proche.

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Greenstein, David E. "AssemblingFordizm: The Production of Automobiles, Americans, and Bolsheviks in Detroit and Early Soviet Russia." Comparative Studies in Society and History 56, no. 2 (April 2014): 259–89. http://dx.doi.org/10.1017/s0010417514000048.

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AbstractThe expansion of the Ford Motor Company into Soviet Russia has been understood as part of a unidirectional spread of American economic power and cultural forms abroad following the First World War. This essay looks beyond the automobiles and manufacturing methods sent from Ford facilities in Detroit to the emerging Soviet automobile industry to examine multidirectional migrations of workers between Russia and the United States that underlay but sometimes collided with Ford's system. Workers, managers, engineers, and cultural, technical, and disciplinary knowledge moved back and forth between factories in Soviet Russia and the United States. Efforts to define, track, and shape workers in both countries as Americans, Russians, or Bolsheviks were integral to the construction of the products and methods that Ford sold. But many workers fell in between and contested these classifications and they often defied company attempts to create an efficient and homogeneous American workforce. In Russia, too, more than Soviet and American automobiles were produced: people and ideas were created that crossed and blurred boundaries between “American” and “Soviet.” There, “Fordizm” became a popular watchword among Soviet commentators and workers as a near-synonym for industrialization, mass production, and efficiency. Many saw it as a potentially valuable component of a new socialist world. These multidirectional movements, recorded in Ford Motor Company archives and related documents, suggest that rather than separate and alternative projects, Ford's burgeoning system to transform manufacturing and workers' lives in Detroit was linked to the Soviet revolutionary project to recreate life and work.

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Stankovic, Milan J. "Automotive factory ‘Crvena Zastava’: Yugoslav self-management socialism and challenges for national automobile industry." Journal of Transport History 39, no. 2 (March 14, 2018): 236–51. http://dx.doi.org/10.1177/0022526618763597.

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In 1955 the Automotive Factory ‘Crvena Zastava’ (Red Flag factory) began to manufacture automobiles based on the FIAT license and became a driving force of the communist Yugoslavia transformation from an agrarian into industrialised, urban and motorised country. This paper explores Zastava’s experience of building and developing the Yugoslav automobile industry in the context of the Yugoslav self-management system from the 1950s to the 1980s. The article aims at showing that the concept of self-management was sensible in light of the multinational Yugoslavia break from the Soviet bloc, but that the net effect of its implementation proved problematic for the national automobile industry . Additionally, Zastava leadership attempts to achieve a larger industrial scale and financial autonomy clashed with the Yugoslavia trend towards decentralisation as much as the communist leadership’s fear of an alternative centre of power.

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Dissertations / Theses on the topic "Automobiles, history"

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Yoshida, Phyllis Genther. "A history of Japan's government-business relationship the passenger car industry /." Ann Arbor : Center for Japanese Studies, University of Michigan, 1990. http://catalog.hathitrust.org/api/volumes/oclc/20825489.html.

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Roy, James A. "Support pending, the Canadian autoworkers' struggle for adjustment assistance at a time of industrial change, 1960-1965." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 2000. http://www.collectionscanada.ca/obj/s4/f2/dsk2/ftp03/MQ52365.pdf.

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Nguyen, Hoa Quynh. "The Relationship between Cars, Roads and Mortality Rates in the United States in the Early 20th Century." Diss., The University of Arizona, 2015. http://hdl.handle.net/10150/578693.

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The automobile transformed life in America, but there has been very little quantitative analysis of the diffusion of the automobile in the 1920s and 1930s. In my first chapter, I compile a new county panel data set with car registrations and highway miles for the 1920s and 1930s to examine the interaction between automobiles and the building of highways in three states Indiana, Pennsylvania and Wisconsin. I find that a 10 percent increase in state highway miles leads to a one percent increase in car registrations. If the Federal government helped states double their state highway miles in 1930, the number of automobile registrations in 1942 would have increased by about 63 percent at the county level. Using the same instrumental variable with Chapter 1, I discuss the relationship between the diffusion of motor vehicles on farms and farms' access to good roads in Chapter 2. A ten percent increase in farms' access to hard roads leads to 0.8 percent increase in the number of automobiles on farms, and three percent increase in the number of trucks on farms. The impact of having access to gravel/shell/clay roads on farms' truck adoption is also about three times higher than that on farms' automobile adoption. Together with the rapid automobile adoption, deaths from infectious diseases have declined in the U.S during the 20th century. The 3rd paper examines the relationship between rapid automobile adoption and the fall in mortality rates, with a focus on infant mortality in the early 20th century. Cars replaced horses and reduced the number of horse stables in the cities, along with the manure that nourished generations of flies, the key carriers of the germs and bacteria responsible for infectious diseases. This trend helped to improve sanitation on a macro (urban) and hygiene on a micro (individual) level, especially in large, crowded cities. This, in turn, drove down deaths from those diseases.

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Yu, Linhui, and 余林徽. "Two essays on price movement across China's regions." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2010. http://hub.hku.hk/bib/B43703860.

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Spell, Sabine. "Japanese automobile lobbying in Brussels : the role of the Japanese motor car industry in EU policy networks." Thesis, University of Stirling, 2000. http://hdl.handle.net/1893/2390.

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This study examines the lobbying by the Japanese automobile industry in the European Union. It investigates how the Japanese automobile industry interacts with the decision-making authorities in Brussels in its attempts to influence the policy process of the European Union. In the post-war period the Japanese automobile industry has expanded into all major world markets and plays an important economic and political role in these. However, until the 1990s, the Japanese automobile industry enjoyed hardly any interaction with the policy making institutions of the European Union. This has changed dramatically in the last decade but, thus far, the process has not been subject to any empirical investigation. This study, which is largely based upon interviews with the major actors in the process of interaction between the governing institutions and the automobile industry in the EU, aims to correct this deficiency. This thesis employed the policy network concept as a framework to develop an understanding of this particular case of government-interest group interaction. The thesis investigated whether the Western concept of policy networks could successfully be applied to the Japanese automobile industry as a non-western actor in the unique system of governance of the EU. By doing so, the thesis has demonstrated that the policy network concept is not a purely Western construct, but can be applied with equal validity to the case of Japan. Therefore, this thesis has taken an importani. a step towards proving the universal applicability of the policy network concept.

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Zhang, Michael Mingliang. "From the Volkswagen to the V-1: Ferdinand Porsche and Challenges of the Nazi Past." Scholarship @ Claremont, 2017. http://scholarship.claremont.edu/cmc_theses/1569.

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This study examines Ferdinand Porsche’s activities during the Third Reich. Ferdinand Porsche (1875-1951) was an engineer who became best known as the founder of Porsche AG, one of the most profitable car manufacturers in the world. Between 1933 and 1945, Porsche collaborated closely with the National Socialist regime in Germany. Prior to the start of the Second World War in September 1939, Porsche designed the Volkswagen Beetle on behalf of Adolf Hitler, and oversaw the factory dedicated to manufacturing the Volkswagen. During the Second World War, Porsche transformed the Volkswagen factory into an important site for armament production, and designed various military vehicles; with both undertakings, his company exploited involuntary workers. After the Second World War, Porsche was interrogated by American and British occupying forces and imprisoned by the French government. After his release from France in August 1947, he went on to design the first sports car displaying the Porsche marque and help build an automotive empire. This study emphasizes Ferdinand Porsche’s relationships to leaders of the National Socialist regime, namely Adolf Hitler, Heinrich Himmler, and Hermann Göring. Porsche utilized such relationships to further his personal interests. This study also considers the limited response of Porsche AG to this challenging history.

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Veilleux, Denis. "La motorisation, ou, "La rançon du progrès" : tramways, véhicules-moteurs et circulation (Montréal, 1900-1930)." Thesis, McGill University, 1998. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=35641.

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The subject of this thesis is a technology, the motor vehicle, that greatly affected our society. Between 1900 and 1930, motorization progressed rapidly in the Montreal area as the motor vehicle became a dominant mode of urban transportation. But to reach such a status, the new technology needed more than an increasing number of people adopting it. Because the street was already occupied by different users, automobile drivers had to impose the motor car on it. Above all, it was with tramway promoters that they had to "negociate".
This negotiation related to both the space available in the street and the movement of vehicles. Concerning space, the omnipresence of tramways and their installations along with the parking of motor vehicles, particularly in the downtown area of Montreal, led to suggestions of wide boulevards and subway systems as possible solutions. The fact that tramways had priority in traffic and could not be passed by motor vehicles constituted major obstacles for motorists anxious to benefit from the motor car. By the end of the 1920s, conflicts were so intense that the notion of progress was used to promote both the motor vehicle and the tramway.
These conflicts over the sharing of streets had other implications. First, different sections of Montreal's elite favoured one technology over the other. On the one hand, motorists were well organized. At the same time, tramway concerns were determined to protect their monopoly. This animosity within the elite was intensified by antimonopoly feelings and by dissatisfaction with tramway service. Finally, traffic problems multiplied with motorization: deaths, accidents, law suits and downtown congestion. Traffic became an important preoccupation leading to an increase in police forces and the establishment of numerous organizations dedicated to traffic management.
The popular classes of Montreal were not excluded from these conflicts among the elites. Generally speaking, the entire population was forced to take sides with one group of promoters or the other. Motorization then appears as a factor of division within social classes as well as a phenomenon transcending the barriers between them.

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Faugier, Etienne. "L’économie de la vitesse : l’automobilisme et ses enjeux dans le département du Rhône et la région de Québec (1919-1961)." Thesis, Lyon 2, 2013. http://www.theses.fr/2013LYO20025/document.

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Notre thèse prend le parti d’analyser l’automobilisme dans l’Occident rural durant le XXe siècle. Elle s’appuie sur une étude croisant le département du Rhône en France et la région de Québec au Canada. La documentation est constituée, outre une abondante bibliographie bilingue, de sources gouvernementales issues de fonds d’archives départementaux pour le département Rhône, et, pour la région de Québec, de sources nationales. Celles-ci sont complétées par des périodiques, des revues spécialisées, des sources statistiques et de l’iconographie. La démonstration tente d'éclairer les enjeux, présents dans l'historiographie mais jusqu'ici implicites, de l’adoption de la vitesse automobile et de ses conséquences dans l’espace rural. En croisant les territoires, il s’agit de mettre en évidence comment un objet industriel produit en ville – l’automobile et ses déclinaisons – modifie le paysage rural et l’exploitation agricole, les mentalités et les pratiques de mobilité.Ce travail montre que les mutations imposées par l’automobilisme sont, quoique moins visibles parfois, bien plus nombreuses et complexes au sein du monde rural qu'elles peuvent l'être dans l’espace urbain. Il présente également la rapidité avec laquelle les populations rurales ont adopté ce mode de transport : la question de l’antiautomobilisme rural est largement repensée et une attention est portée aux impacts socioculturels de la mécanisation agricole. Enfin, les développements étayent la représentation admise que la vitesse automobile s’inscrit dans un système logique et cohérent qui révolutionne à la fois les modes de déplacement, l’appréhension du territoire, les pratiques sociétales et, enfin, les mentalités
Our thesis analyzes automobilism in the rural West during the twentieth century. It is based on a study crossing the Rhône region in France and Quebec area in Canada. Our documentation relies on archives for the Rhône region and national sources for Quebec area. These are supplemented by periodicals, reviews, statistical sources and iconography. Our demonstration wishes to answer to the question of the adoption of speed and its consequences in rural areas. By crossing territories, it highlights how an object produced by industrial city – the automobile and its variations – changes the rural andagricultural landscape, attitudes and practices of mobility. This work show that mutations about automobilism are much more numerous and complex in the rural than in urban areas. It also highlights the relative speed with which rural people have adopted this mode of transport: rural anti-automobilism is reevaluated and sociocultural impacts of mechanization are underlined. Finally, it posits the idea that the car speed is part of a logical and coherent system that is revolutionizing the mode of travel, but also and especially the space occupied and attitudes

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Fried, Spencer J. "Pursuing the Preservation of Place: The Automobile’s Significance to Los Angeles’ Physical Character and the Opportunity for its Continued Existence." Scholarship @ Claremont, 2015. http://scholarship.claremont.edu/cmc_theses/1152.

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Transportation is a discussion of the utmost concern in Los Angeles. The automobile poses great detriment to the environment, people’s economic stability, and the health and safety of the community. A conversation that has, however, been absent from the discussion on transportation is the particular cultural and historical significance and value of the automobile to Los Angeles; it has been seldom discussed that the automobile has been extremely influential to the physical character of the city deems it an object worth preserving. Unlike the literature that exists, this thesis specifies and details ways in which the automobile has influenced and continues to influence the urban context and architecture of Los Angeles. Simultaneously, this thesis discusses the means by which the automobile can be preserved and repurposed into an object contributory to the city’s plans for a sustainable future. By the reevaluation and reinterpretation of the car and car culture, the city would be in effect capable of reclaiming its title as the model future city, a title it achieved and also eventually lost during the 20th century in large part because of the automobile. This thesis further contributes to the greater comprehension of the context of Los Angeles and revives a conversation about the city’s potential to be a precedent for other cities.

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Loubet, Jean-Louis. "Les automobiles Peugeot : histoire d'une entreprise, 1945-1973." Paris 10, 1988. http://www.theses.fr/1988PA100080.

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L’histoire des Automobiles Peugeot est un exemple de croissance et de réussite industrielle. Trois époques montrent les étapes de l’évolution de l’entreprise. Au lendemain de la guerre, les pénuries, la situation sociale, la concurrence de constructeurs moins touchés par la guerre et l’intervention accrue de l’Etat constituent les difficultés que la firme doit maîtriser. Avec modèle unique de gamme moyenne, l’entreprise évite la concurrence, concilie ses intérêts aux désirs des planificateurs, préfère le profit au volume de production et ainsi retrouve son potentiel d’avant-guerre en 1950. La réussite des années 1950-65 repose sur trois facteurs : un bon produit à la fois robuste, peu couteux à l’utilisation et rentable ; des usines performantes qui permettent de maintenir la qualité et de lutter contre les couts de fabrication, enfin un écoulement aisè sur le marché intérieur. Menée jusqu’en 1964, cette politique assure une croissance régulière et prudente. Elle convient à une firme dont les dirigeants vivent dans la hantise de la crise. Pourtant, l’évolution des marchés, la mévente de 1964-65, et la crise sociale du milieu des années 60 vont remettre en cause une politique riche de succès mais issue de conditions économiques anciennes. Une nouvelle adaptation est nécessaire. De 1965 a1973, Peugeot entreprend trois grandes réformes. D’abord, le groupe se restructure autour d’une société holding, P. S. A. Ensuite, le constructeur spécialisé devient généraliste. Il propose une gamme de produits pour des raisons de productivité, d’ouverture des marches et de hausse de la fiscalité automobile. Enfin Peugeot prend une dimension internationale en s’associant avec Renault. De 1945 à 1973, le succès de Peugeot vient de ses dirigeants qui ont senti l’évolution des marchés, montre un sens aigu du produit et adapté l’entreprise à une économie en pleins mutations
The history of Automobiles Peugeot is a striking example of growth and industrial achievement. Three periods illustrate the various stages of the company’s development. Among difficulties the firm had to overcome in the post war years are shortages, the social situation, the competition among car manufacturers who had suffered less from war and growing state intervention. Thanks to a single medium-range model the company managed to curb competition, to reconcile its interests with the wishes of economic planners, preferred profit to volume of production and thus regained its pre-war potential in 1950. The success of the years 1950-65 is based on three factors: a good quality product which was both profitable and cheap to run, efficient manufacturing plants which both ensured quality and cut production costs, a steady demand on the domestic market. This policy which was carried out until 1954 ensured a steady and cautious growth. It suited a company whose managers lived in constant fear of recession. Yet this successful policy which had stemmed from a traditional economic set-up was questioned by the evolution of the market, a slump in sales (1964-65) and the social crisis of the mid’sixties. A new adaptation was necessary. From 1965 to 1973, Peugeot took three major steps. First the different companies of the group were merged to become a holding company P. S. A. Then the specialized car manufacturer introduced a complete range of products in order to increase productivity, find new markets and meet the higher taxation on cars. Lastly, Peugeot took up an international dimension by joining with Renault. On the whole, the firm’s success from 1945 to 1973 was mainly due to its sound management thanks to its directors who foresaw the evolution of the market and adapted the firm to an ever transforming economy

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Books on the topic "Automobiles, history"

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Foster, Patrick R. Hudson automobiles: An illustrated history. Hudson, Wis: Iconografix, 2010.

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Museum, National Motor, ed. Automobiles. Tonbridge: Ticktock, 1999.

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David, Corbett. Automobiles. [Tunbridge Wells]: Ticktock, 2003.

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Smale, Glen. Porsche 917: The complete photographic history. Newbury Park, Calif: Haynes Pub., 2009.

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K, Jurgen Ronald, and Society of Automotive Engineers, eds. History of automotive electronics. Warrendale, PA: Society of Automotive Engineers, Inc., 1998.

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Jefferis, David. The checkered flag: The history of racing cars. New York: F. Watts, 1991.

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Eckermann, Erik. World history of the automobile. Warrendale, Pa: Society of Automotive Engineers, 2001.

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Guide, Consumer, ed. History of the American auto. Lincolnwood, Ill: Publications International, 2004.

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Venables, David. Bentley: A racing history. Sparkford, Yeovil, Somerset, UK: Haynes Publishing, 2011.

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David, Jefferis, ed. Top Gear: The History of Automobiles. New York: F. Watts, 1990.

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Book chapters on the topic "Automobiles, history"

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Zuelow, Eric G. E. "Bicycles, automobiles, and aircraft." In A History of Modern Tourism, 112–33. London: Macmillan Education UK, 2016. http://dx.doi.org/10.1007/978-0-230-36966-5_8.

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Dietsche, Karl-Heinz, and Dietrich Kuhlgatz. "History of the automobile." In Gasoline Engine Management, 2–7. Wiesbaden: Springer Fachmedien Wiesbaden, 2014. http://dx.doi.org/10.1007/978-3-658-03964-6_1.

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Dietsche, Karl-Heinz, and Dietrich Kuhlgatz. "History of the automobile." In Fundamentals of Automotive and Engine Technology, 1–7. Wiesbaden: Springer Fachmedien Wiesbaden, 2014. http://dx.doi.org/10.1007/978-3-658-03972-1_1.

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Majumdar, Rohit. "The Automobile Revolution." In Concise History of Indian Economy, 141–47. London: Routledge India, 2023. http://dx.doi.org/10.4324/9781032630618-21.

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Simionescu, P. A., and Robert L. Norton. "On the History of Early Automobile Suspension Systems." In Advances in Mechanism and Machine Science, 1012–22. Cham: Springer Nature Switzerland, 2023. http://dx.doi.org/10.1007/978-3-031-45709-8_99.

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Tellier, Luc-Normand. "The Age of Automobile and the Triumph of the American Corridor." In Urban World History, 315–61. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-24842-0_12.

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Nohara, Hikari. "The Historic Reversal of the Division of Labour? The Second Stage of the Toyota Production System." In Teamwork in the Automobile Industry, 37–53. London: Palgrave Macmillan UK, 1999. http://dx.doi.org/10.1007/978-1-349-14933-9_2.

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Moon, Francis. "Social Networks of the Internal Combustion Engine and Automobile." In History of Mechanism and Machine Science, 65–84. Dordrecht: Springer Netherlands, 2013. http://dx.doi.org/10.1007/978-94-007-7528-2_3.

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Dummer, G. W. A. "A Concise History of Industrial, Automobile, Medical, Educational, Office, Banking, Consumer and Security Electronics." In Electronic Inventions and Discoveries, 51–57. Boca Raton: Routledge, 2021. http://dx.doi.org/10.1201/9780203758649-9.

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Richardson, Mike, Paul Stewart, and Andy Danford. "Shop-Floor Bargaining and the Struggle for Job Control in the British Automobile and Aerospace Industries, 1950–82." In A Business and Labour History of Britain, 182–201. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230337008_9.

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Conference papers on the topic "Automobiles, history"

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Stiles, Palmer C. "History and Future of Flying Automobiles." In Future Transportation Technology Conference & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1992. http://dx.doi.org/10.4271/921568.

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Moriya, Takashi. "Honda Fuel Cell Electric Vehicle Development." In 1st International Electric Vehicle Technology Conference. 10-2 Gobancho, Chiyoda-ku, Tokyo, Japan: Society of Automotive Engineers of Japan, 2011. http://dx.doi.org/10.4271/2011-39-7240.

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<div class="section abstract"><div class="htmlview paragraph">Honda has been taking measures since the late 1990s to address three issues raised by the automobile, from air pollution, which was already a matter of regulation, to the additional issues of global warming and energy. With observation of recent trends in society, what had been our concern about these three matters appears to have gradually been turning into certainty instead. Meanwhile, the demand for automobiles is expected to increase with the population growth in newly emerging countries, economic growth, and other such factors. At present, with automobiles dependent on oil for the greater part of their energy, it has become a challenge to secure a stable supply of reasonably priced oil while the global warming perspective requires reduction of CO<sub>2</sub> emissions. This article will review the history of development of the fuel cell vehicle (FCV) equipped with the next-generation power plant capable of simultaneously providing the solutions demanded for all three automobile issues. It will also introduce the latest FCV model, the FCX Clarity, as well as the status of the infrastructure and Honda's proprietary hydrogen manufacturing, with a view to more widespread penetration.</div></div>

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Mae, Hiroyuki. "Simulation of Fracture Behavior of Elastomer Modified Polypropylene Based on Elastoviscoplastic Constitutive Equation With Craze and Tensile Softening Law." In ASME 2005 International Mechanical Engineering Congress and Exposition. ASMEDC, 2005. http://dx.doi.org/10.1115/imece2005-79161.

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The strong strain-rate dependence, neck propagation and craze evolution characterize the large plastic deformation and fracture behavior of polymer. In the latest study, Kobayashi, Tomii and Shizawa suggested the elastoviscoplastic constitutive equation based on craze evolution and annihilation and then applied it to the plane strain issue of polymer. In the previous study, the author applied their suggested elastoviscoplastic constitutive equation with craze effect to the three dimensional shell issue and then showed that the load displacement history was in good agreement with the experimental result including only microscopic crack such as craze. For the future industrial applications, the macroscopic crack had to be taken into account. For instance, an airbag deployment simulation needed the macroscopic crack prediction. Thus, the main objective of this study was to propose the tensile softening equation and then add it to the elastoviscoplastic constitutive equation with craze effect so that the load displacement history could be roughly simulated during the macroscopic crack propagation. The tested material in this study was the elastomer blended polypropylene used in the interior and exterior of automobiles. First, the material properties were obtained based on the tensile test results at wide range of strain rates: 10−4 – 102 (1/sec). Next, the fast compact tension test was conducted and then the tensile softening parameters were fixed. Then, the fast bending test and the dart impact test were carried out in order to obtain the load displacement history and also observe the macroscopic crack propagation at high strain rate. Finally, the fracture behavior was simulated and then compared with the experimental results. It was shown that the predictions of the constitutive equation with the proposed tensile softening equation were in good agreement with the experimental results.

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Ibrahim, Ahmed H., and Ahmet S. Yigit. "Finite Element Modeling and Analysis of Low Velocity Impact on Composite Structures Subject to Progressive Damage and Delamination." In ASME 2012 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/imece2012-86016.

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There has been growing interest to use composites in load carrying structures where high strength and light weight are of major concern, e.g., sports, automobiles and aircraft industries. Despite extensive research in the last two decades, mechanical behavior of composite structures subject to contact and impact loading is still not well understood. It is well known that composites are highly vulnerable to various modes of failure and damage due to impact/contact by foreign objects. Such impact/contact events are not only dependent on the material behavior but also on the dynamics of the structure. Although some of the currently available Finite Element (FE) packages are capable of simulating mechanical behavior of composite structures subject to impact, it requires extensive training and in-depth knowledge to obtain an adequate model with acceptable efficiency. Several nonlinear FE models have the ability to capture composite damage due to impact/contact including internal delamination or fiber/matrix failure. On the other hand, very few FE models are able to capture composite damage progression or material degradation. This work investigates different modeling techniques by analyzing their prediction of force-time history and force-indentation curve occurring in composite plates as a result of low velocity impact. The objective is to compare different techniques, both in model creation and impact response prediction, and to provide guidelines on selecting the most appropriate technique for a given impact situation.

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Vincen, Mark R. "History and analysis of FPDs for the automobile." In AeroSense 2000, edited by Darrel G. Hopper. SPIE, 2000. http://dx.doi.org/10.1117/12.397773.

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Yang, Zane. "Fatigue Analysis of Automotive Components of Inhomogeneous Material under Variable-Amplitude Cyclic Loads." In WCX SAE World Congress Experience. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2023. http://dx.doi.org/10.4271/2023-01-0725.

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<div class="section abstract"><div class="htmlview paragraph">Metal fatigue has been a topic interesting to engineers for long, because it has had a profound impact on making the design of virtually all products more reliable. As the research in this area evolved, the understanding of fatigue has been gained so tremendously that it has been become possible to conduct more and more complicated fatigue analysis or simulation without having to undergo lengthy fatigue tests for a product under design. In this work is a numerical model to predict the fatigue life of a power train component, whose metal material essentially behaves as being inhomogeneous due to a thin and hard surface layer on the top of the base material. As a typical case in the power train of automobiles, the clutch component is subject to the inertial load arising from an angular velocity as well as the torque loads, varying cyclically with time in a form other than what is called constant-amplitude. The strain or stress responses to the loads show that they depend not only on the loading history, but also on the status in the clutch engagement. As the loads have caused the component to exceed the yield somewhere in the metal structure, strain-life approaches are employed to compute the number of cycles to failure. A commonly-used linear damage cumulative summation, known as Miner’s Rule, is applied to assess the fatigue damage fraction. Through the results from the fatigue simulation, it will be demonstrated that the case-hardened surface has much less fatigue damage than the inner core. In other words, it is the core at the interface between the material zones that initiates a crack. Also, in the end of this paper, the effect of the depth of case-hardening on the fatigue life will be discussed.</div></div>

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Ülkebaş, Selen Devrim. "Object oriented identity construction: A study on subcultures of automobile modification in Turkey." In 9th Conference of the International Committee for Design History and Design Studies. São Paulo: Editora Edgard Blücher, 2014. http://dx.doi.org/10.5151/despro-icdhs2014-0050.

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Figura Lange, Karen. "Los Angeles : The Architecture and Urban Design of Nontradition." In 1995 ACSA International Conference. ACSA Press, 1995. http://dx.doi.org/10.35483/acsa.intl.1995.40.

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Past urban planners, real estate speculators and myth makers have achieved the fantasy city of the future in Los Angeles. Based on the public dream of individualism and the desire for space, Los Angeles is a city inspired and created not by history but by future endeavors, speculative gestures, unlimited possibilities and fantasy. Rising from an agricultural village it has attained metropolis status through industries that promote and depend on myth; real estate development, tourism, film. Los Angeles has become the city it dreamed of being; a future city without historic connections and foundations. Without a sense of community, reality became image. The simultaneous development of the automobile and airplane fueled the growth and pattern of urban evolution in Los Angeles. Populated by individuals escaping their personal histories in the mid-west and east, Los Angeles became a city of newness with a civic lust for the new and a general acceptance that new is better. This lead to city development without historic precedent, and a reliance on technology, first the automobile and airplane, later the computer. In the end the city resembles suburbia infinitum, a city of nowhere, without a center, egalitarian and without hierarchy. Over this pragmatic patterning lies the concern for architects today; to work from within to create a sense of place without responding to the historical models, but developing an event from fragments, estrangement and loss of connectivity.

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Wiechel, John, Douglas Morr, Brian Boggess, and Tara Amenson. "Carpal Tunnel Injury in Automobile Collisions." In ASME 2019 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/imece2019-12285.

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Abstract It is trite to say that automobile collisions cause injury due to mechanical force application to the body. It is also understood that carpal tunnel syndrome is a debilitating condition which is caused by mechanical forces applied to the structures of the wrist. With the increased incidence of carpal tunnel syndrome in the 1990’s, automobile accidents have been identified as a cause of carpal tunnel syndrome. Such relationship is often based on a patient’s complaints after the accident and lack of complaint before the accident. Regardless of the patient’s complaint history, a mechanical relationship between the forces present in the accident and the injury must exist. A number of vehicle accident configurations are investigated, and the forces applied to the vehicle occupant’s wrist are identified. The directions and magnitudes of these forces are discussed with respect to their relationship to carpal tunnel syndrome. This analysis shows that in low energy collisions (delta V < 16 kph,10 mph) the forces necessary to cause carpal tunnel syndrome are not present. Other accident situations can cause carpal tunnel syndrome with a prerequisite being sufficient magnitude of force applied directly to the wrist.

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Ceravolo, R., G. Coletta, E. Lenticchia, D. Minervini, and A. Quattrone. "Dynamic Investigations on the Health State And Seismic Vulnerability of Morandi’s Pavilion V of Turin Exhibition Center." In IABSE Symposium, Wroclaw 2020: Synergy of Culture and Civil Engineering – History and Challenges. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2020. http://dx.doi.org/10.2749/wroclaw.2020.0224.

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<p>Modern architectural heritage raises issues connected to its preservation or rehabilitation and require in-depth analysis and appropriate protections. Just recently, the collapse of the Polcevera Bridge in Genoa cast a shadow on the durability itself of established materials and technologies, in particular prestressed concrete. Another aspect deserving special attention in this heritage is seismic provision. The underground Pavilion V is an iconic structure designed by Morandi, conceived in 1958 as an expansion of the exhibition space hosting the industrial vehicle section of the Turin Automobile Show. The pavilion consists of a single wide space, 69 m in width and 151 m in length, and is located 8 m below ground level. The present contribution illustrates the recent experimental investigations conducted on this stunning building, with emphasis on the dynamic characterization tests. The tests were deemed necessary for the interpretation of the structural system in view of a possible reuse as part of the university campus of architecture. The interpretation of the experimental campaign stimulated a broader range discussion on the structural and seismic reliability of this type of scheme, as well as its possible seismic improvement and rehabilitation.</p>

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Reports on the topic "Automobiles, history"

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Lazonick, William, Philip Moss, and Joshua Weitz. The Unmaking of the Black Blue-Collar Middle Class. Institute for New Economic Thinking Working Paper Series, May 2021. http://dx.doi.org/10.36687/inetwp159.

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In the decade after the Civil Rights Act of 1964, African Americans made historic gains in accessing employment opportunities in racially integrated workplaces in U.S. business firms and government agencies. In the previous working papers in this series, we have shown that in the 1960s and 1970s, Blacks without college degrees were gaining access to the American middle class by moving into well-paid unionized jobs in capital-intensive mass production industries. At that time, major U.S. companies paid these blue-collar workers middle-class wages, offered stable employment, and provided employees with health and retirement benefits. Of particular importance to Blacks was the opening up to them of unionized semiskilled operative and skilled craft jobs, for which in a number of industries, and particularly those in the automobile and electronic manufacturing sectors, there was strong demand. In addition, by the end of the 1970s, buoyed by affirmative action and the growth of public-service employment, Blacks were experiencing upward mobility through employment in government agencies at local, state, and federal levels as well as in civil-society organizations, largely funded by government, to operate social and community development programs aimed at urban areas where Blacks lived. By the end of the 1970s, there was an emergent blue-collar Black middle class in the United States. Most of these workers had no more than high-school educations but had sufficient earnings and benefits to provide their families with economic security, including realistic expectations that their children would have the opportunity to move up the economic ladder to join the ranks of the college-educated white-collar middle class. That is what had happened for whites in the post-World War II decades, and given the momentum provided by the dominant position of the United States in global manufacturing and the nation’s equal employment opportunity legislation, there was every reason to believe that Blacks would experience intergenerational upward mobility along a similar education-and-employment career path. That did not happen. Overall, the 1980s and 1990s were decades of economic growth in the United States. For the emerging blue-collar Black middle class, however, the experience was of job loss, economic insecurity, and downward mobility. As the twentieth century ended and the twenty-first century began, moreover, it became apparent that this downward spiral was not confined to Blacks. Whites with only high-school educations also saw their blue-collar employment opportunities disappear, accompanied by lower wages, fewer benefits, and less security for those who continued to find employment in these jobs. The distress experienced by white Americans with the decline of the blue-collar middle class follows the downward trajectory that has adversely affected the socioeconomic positions of the much more vulnerable blue-collar Black middle class from the early 1980s. In this paper, we document when, how, and why the unmaking of the blue-collar Black middle class occurred and intergenerational upward mobility of Blacks to the college-educated middle class was stifled. We focus on blue-collar layoffs and manufacturing-plant closings in an important sector for Black employment, the automobile industry from the early 1980s. We then document the adverse impact on Blacks that has occurred in government-sector employment in a financialized economy in which the dominant ideology is that concentration of income among the richest households promotes productive investment, with government spending only impeding that objective. Reduction of taxes primarily on the wealthy and the corporate sector, the ascendancy of political and economic beliefs that celebrate the efficiency and dynamism of “free market” business enterprise, and the denigration of the idea that government can solve social problems all combined to shrink government budgets, diminish regulatory enforcement, and scuttle initiatives that previously provided greater opportunity for African Americans in the government and civil-society sectors.

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