Powertrain - Tech Blog
Allison and Dana license Fallbrook's NuVinci transmission technology
Dana Holding Corp. and Allison Transmission will use Fallbrook Technologies' Continuously Variable Planetary (CVP) technology in new products under a "strategic relationship" announced by the three companies Sept. 13. Fallbrooks' NuVinci CVP is a traction-based class of continuously-variable transmission that is scalable and adaptable. In the basic design, a set of rotating balls is located between the input and output components. Tilting the balls changes their contact diameters and varies the speed ratio. Compared to other current technologies, Fallbrook claims its is less complex, scales and packages more easily, and costs less to manufacture. Under the deal, Allison has exclusive rights to use the Fallbrook CVP technology to develop and commercialize primary drivetrain transmissions for Allison's end markets, which could include commercial vehicles, military applications, and certain off-highway and large stationary equipment. Under a separate agreement, Dana will hold an exclusive license to engineer and produce transmission components and other advanced powertrain solutions for passenger and certain off-highway vehicles in the end markets that Dana serves. For end markets Allison Transmission serves, Dana and Allison have signed a letter of intent to explore a strategic alliance through which Dana would exclusively manufacture transmission components with NuVinci CVP technology for Allison. Full-scale production of transmissions with NuVinci-equipped components in Dana's off-highway markets is expected within the next three to five years, while implementation in passenger and commercial vehicles is anticipated before the end of this decade.
Ford cuts rare-earths use in new hybrid system
Ford's switch from nickel-metal hydride to lithium-ion batteries in its third-generation hybrid system will reduce its use of rare earth metals by up to 500,000 lb (225,000 kg) per year, the company says. Among the rare earths used in NiMH batteries are neodymium, cerium, lanthanum, and praseodymium—none of which are used in the new Li-ion batteries. Additionally, Ford has reduced its use of dysprosium by about 50% in magnets employed in the hybrid system's electric motors. Dysprosium is the most expensive rare earth used in Ford vehicles. This reduction is the result of a new diffusion process that is used in the magnet manufacturing process. The company says the Li-ion batteries are 30% less expensive, 25-30% smaller, and 50% lighter. The weight reduction results in better fuel efficiency for Ford's new 2013 C-MAX Hybrid (U.S. EPA certified at 47 mpg for both the city and highway cycles) and the Fusion Hybrid, which Ford projects will also achieve 47 mpg. A Ford spokesman told AEI that the company designed the batteries in house and assembles them at its Rawsonville Plant in Ypsilanti, MI—in keeping with the in-sourcing approach for the third-generation hybrid system.
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The magnets used in Ford's new hybrid electric motors contain roughly half the dysprosium used in previous motors.
Career path leads Holt to VP post at Tremec
With more than 30 years of management experience in automotive engineering, manufacturing, technology, operations, and sales, Jeremy Holt has been named Vice President responsible for application engineering, strategic planning, marketing, and sales for transmission maker Tremec. Prior to joining Tremec, Holt served as President and Chief Executive Officer of NxtGen Emissions Controls Inc. Earlier, he served as President of Ricardo Inc., as well as Executive Director of Ricardo plc. Holt began his career as an engineer for AE Group (an engineering company that was acquired by T&N plc and later by Federal Mogul), where he went on to hold a number of engineering and management positions of increasing responsibility. He received a bachelor of mechanical engineering degree from the University of Bradford in West Yorkshire, England, and received a master’s degree in business administration from the University of Bradford Management School.
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Application engineering is among Jeremy Holt's responsibilities in his new position as Vice President at Tremec.
New Honda catalyst in 2013 Accord uses less rhodium
The North American version of the new 2013 Honda Accord (see 2 October AEI) features a new exhaust catalyst design that reduces the use of rhodium by 50%. The automaker plans to adopt the catalyst technology across its vehicle lines.
The exhaust catalyst substrate used in the outgoing generation of Accord (2012 model) contains no platinum. The new system, codeveloped by Honda and a supplier, uses its palladium loading to accelerate the process of absorption and desorption of oxygen, which reduces the need for rhodium for purifying the emissions.
Two catalytic converters are employed on the Accord’s 2.4-L direct-injected I4 (shown). The upstream close-coupled converter mounts directly to the cylinder head via an integrated exhaust manifold. A second converter is positioned slightly downstream, beneath the passenger compartment floor. Both units use a thin-wall design that increases internal reaction area and improves efficiency.
With the global trend of tighter emissions regulations, the demand for precious metals used for automotive catalysts—primarily platinum, rhodium, and palladium—is expected to continue to increase.
Honda claims the adoption of this new catalyst will reduce the use of precious metals by 22% (including a 50% reduction in rhodium) compared to the current model Accord. Moreover, the new catalyst’s design and materials content results in 37% lower cost per unit, while complying with California’s stringent SULEV standards as well as U.S. Tier 2 Bin 5 regulations.
A PZEV (partial zero-emissions)-certified Accord also will be available in California, Connecticut, Maine, Maryland, Massachusetts, New Jersey, New York, Oregon, Pennsylvania, Rhode Island, Vermont, and Washington.
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Upstream converter on the new 2.4-L i-VTEC I4 is direct-mounted on the cast-in exhaust manifold.
Eaton, NREL team to reduce hybrid-electric-vehicle battery size
Eaton Corp. is developing a power control system for hybrid-electric vehicles (from passenger cars to commercial vehicles) with the goal of reducing by 50% the size of the battery needed. The company on Aug. 27 announced that the work is part of a $2.8 million project funded jointly by Eaton and the U.S. Department of Energy, the latter of which is contributing $2 million. The project is being led by Eaton's Innovation Center team in Southfield, MI, which will work with a team from the DOE's National Renewable Energy Laboratory (NREL)—the former offering expertise in intelligent power management and the latter expertise in battery modeling and prognostics. Specifically, the project aims to significantly downsize the battery through a combination of duty-cycle learning and model-based supervisory optimal control design. Using advanced physics-based battery models developed in partnership with NREL, the hybrid vehicle supervisory controller dynamically balances fuel economy and the health of the downsized battery pack to maximize vehicle performance while minimizing the impact on battery life.
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Using advanced physics-based battery models developed in partnership with NREL, the hybrid vehicle supervisory controller dynamically balances fuel economy and the health of the downsized battery pack.
Ford’s new Electrification Center of Excellence provides jobs for engineers
Both customers and engineers are benefitting from Ford’s investment in an Electrification Center of Excellence in Dearborn, MI. “The good news for customers is that they not only have more choice, but they have faster access to Ford’s latest and greatest in fuel-saving technologies and vehicles,” said Joe Bakaj, Ford Vice President of Powertrain Engineering. “This stems directly from our decisions to deliver true power of choice by expanding our dedicated electrified vehicle team and further investing in our facilities.” More than 1000 engineers are currently working on vehicle electrification at Ford; 60 of these were added in the last year and dozens more are predicted. Most of these engineers are housed in a 285,000-ft² (26,500-m²)research and development lab dedicated to hybrid and electrification programs. The Electrification Center of Excellence is part of Ford's $135 million investment in the design, engineering, and production of key components for its next-generation hybrid-electric vehicles going into production this year.
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The 2012 Ford Focus Electric is assembled at the Michigan Assembly Plant.
Stop-start systems expected in over 8 million N. American vehicles by 2017
By 2017, Lux Research predicts that more than 8 million cars in North America will be equipped with stop-start systems, a technology that has already gained popularity in Europe and Japan. Stop-start systems automatically shut off a vehicle’s engine when stopped in traffic, improving fuel economy by up to 12% and reducing exhaust emissions. AAA automotive experts believe that while stop-start systems can improve vehicle fuel efficiency, they also can affect HVAC performance. Also, the larger batteries required to run the systems are more expensive to replace. Hybrid cars and some premium-segment vehicles currently feature stop-start systems, but AAA predicts that the technology will soon see widespread applications as OEMs prepare to meet the 2016 U.S. Corporate Average Fuel Economy (CAFE) standards.
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BMW's start-stop system uses traffic data to deactivate the system during very short red light periods.
Ford reaches top electric-only speed with C-MAX Energi
Ford claims that its new C-MAX Energi plug-in hybrid vehicle delivers a top speed of 85 mph (137 km/h) at the touch of a button, topping the Toyota Prius by more than 20 mph (32 km/h). This allows Ford’s first plug-in hybrid to easily keep up with the flow of traffic, even when the gasoline engine is off. “We understand customers place a high value on the zero-emission electrified driving experience,” said Ford Vice President of Powertrain Engineering Joe Bakaj. “This inspired our engineering team to equip the C-MAX Energi plug-in hybrid with a button that enables drivers to choose an electric-only driving mode.” The EV mode button, located in the center stack, provides drivers with three modes to choose from. At EV: Auto, the C-MAX Energi operates as a full hybrid using both the electric battery and the engine; EV: Now runs the vehicle in EV mode, using only plug-in power; and EV: Later utilizes the gasoline engine and saves plug-in power for later use, such as transitioning from highway to town. “C-MAX Energi uses technology in new ways to provide customers smart choices in maximizing their energy usage based on where and how they drive their vehicles,” said Bakaj.
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C-MAX Energi drivers can choose from three EV modes with the touch of a button.
Patrick Racing, Katech Engineering plan to bring natural gas to ALMS
In an effort to introduce natural gas into racing, Patrick Racing has selected Katech Engineering to build its engine for the 2013 American Le Mans Series (ALMS) Prototype Challenge Class. Over the next month, the companies will work to convert the existing 400+ hp (298+ kW) Chevy engines to natural gas, followed by static and dynamic dyno testing. “There are some inherent benefits to natural gas as a fuel,” said Stephen Chue, President and Technical Director of Katech. “Apart from its domestic abundance, appealing cost, and sustainability, it’s a strong replacement for gasoline or ethanol. Natural gas comes out of the ground at approximately 130 octane, making more power feasible when managed properly.” The use of natural gas in racing engines will also help the ALMS continue as a leader in green racing and keep it at the forefront of automotive technology.
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Prototype art for the natural gas-powered vehicle from the Patrick Racing Team.
Cummins broadens SCR dosing via Hilite acquisition
Cummins Inc. has acquired the emissions control assets of Hilite International in Marktheidenfeld, Germany, and made them part of Cummins Emission Solution (CES), positioning the company to serve all major market applications with a Cummins doser. The selective catalytic reduction (SCR) dosing system developed by Hilite will complement existing Cummins aftertreatment technology, including controls, sensors, catalysts, substrates, and packaging. As part of the acquisition, 133 former Hilite employees have joined Cummins; for now, the business will continue to operate from the plant at Marktheidenfeld. “This acquisition puts Cummins in a strong position to meet the needs of current customers and grow into new markets, especially as an increasing number of regions around the world adopt tougher emissions standards,” said Srikanth Padmanabhan, Vice President and General Manager of CES.
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