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Expansion chamber mufflers are commonly applied to reduce noise in HVAC. Dissipative materials, such as microperforated plates (MPPs), are often applied to achieve a more broadband mitigation effect. Such mufflers are typically characterized in the frequency domain, assuming time-harmonic excitation. From a computational point of view, transient analyses are more challenging. A transformation of the equivalent fluid model or impedance boundary conditions into the time domain induces convolution integrals. We apply the recently proposed finite element formulation of a time domain equivalent fluid (TDEF) model to simulate the transient response of dissipative acoustic media to arbitrary unsteady excitation. As most time domain approaches, the formulation relies on approximating the frequency-dependent equivalent fluid parameters by a sum of rational functions composed of real-valued or complex-conjugated poles.

The parameterization of the electrochemical pseudo-two-dimensional (P2D) model plays an important role as it determines the acceptance and application range of subsequent simulation studies. Electrochemical impedance spectroscopy (EIS) is commonly applied to characterize batteries and to obtain the exchange current density and the solid diffusion coefficient of a given electrode material. EIS measurements performed with frequencies ranging from 1 MHz down to 10 mHz typically do not cover clearly isolated solid state diffusion processes of lithium ions in positive or negative electrode materials. To extend the frequency range down to 10 μHz, the distribution function of relaxation times (DRT) is a promising analysis method. It can be applied to time-domain measurements where the battery is excited by a current pulse and relaxed for a certain period.

This paper presents calculations of external car aerodynamics by using the Partial-Averaged Navier-Stokes (PANS) variable resolution model in conjunction with the Finite Volume (FV) immersed-boundary method. The work presented here is the continuation of the study reported in Basara et al. [1, 2]. In that work, it was shown that the same accuracy of predicted aerodynamic forces could be achieved for both types of computational meshes, the standard body-fitted mesh and the immersed boundary (IB) Cartesian mesh, by using the Reynolds-Averaged Navier-Stokes (RANS) k-ζ-f model as well as by using the Partially-Averaged Navier-Stokes (PANS) method. Based on the accuracy achieved, Basara et al. [2] concluded that further work could focus on evaluating the turbulence modelling on the immersed boundary meshes only.

Non-exhaust emissions are clearly one of the focal points for the upcoming Euro 7 legislation. The new United Nations Global Technical Regulation (UN GTR) defining the framework for brake emission measurements is about to be officially published. The first amendment to this text is already on the way through the United Nations Economic Commission for Europe (UNECE) hierarchy for decision making. In real life, the final emission factor as the ultimate result of a test is influenced by inaccuracies of numerous parts of the measurement system as well as additional contributing factors like the performance of the particulate filter handling process, which might not be primarily related to equipment specifications.

This work elaborates the transferability of electrode diffusion coefficients gained from fitting procedures in frequency domain to an electrochemical battery model run in time domain. An electrochemical battery model of an NMC622 half-cell electrode is simulated with sinusoidal current excitations at different frequencies. The current and voltage signals are analyzed in frequency domain via Nyquist and Bode plots. The frequency domain analysis of time domain simulations is applied to assess the numerical convergence of the simulation and the sensitivity on particle diameter, electrode and electrolyte diffusion coefficients. The simulated frequency spectra are used to fit the electrode diffusion coefficient by means of different electrical equivalent circuit models and the electrochemical battery model itself. The fitted diffusion coefficients from the different electrical equivalent circuit models deviate by one order of magnitude from the a priori known reference data.

As electrified powertrains trends towards the new norm in development, the need to consider modular development approaches becomes more prevalent. Modular system developments seek to offer an adaptable product range by considering each system component (transmission, e-motor, inverter, battery, etc.) and system element (park-lock, disconnect, differential, etc.) as interchangeable. This can result in a lower cost development process overall to increase the returns for tier1 suppliers by expanding the marketability of the platform. Such an approach has hitherto held relatively low commercial interest as the rate of technological advancement negated the benefits of a modular development due to the lack of long-term competitivity. Previously large technological advances between successive productions and the relatively limited EV market, centred around SUV and small car applications, reduced the value in committing to a platform development.

To reduce carbon emissions and mitigate traffic congestion in urban environments, new innovative transportation concepts are required. While public transportation covers certain segments, it cannot supply all possible routes, use cases, and preferences and hence, other solutions are needed as well. Urban drive missions are not typically calling for huge powers or even large energy capacities. In the vehicle design, this should be shown as rightsizing. It is not only the powertrain that should be rightsized but also the vehicle physical dimensions, to enable, e.g., convenient maneuvering. Furthermore, due to the variety of options (walking, biking, scooters, public transportation etc.), one might need a personal vehicle only occasionally, and therefore, a vehicle with shared and multipurpose capabilities would be an asset. Lastly, since small urban vehicles are considered unsafe, improving the safety and general confidence on small vehicles is vital for the market penetration.

System lubrication in automotive powertrains is a growing topic for development engineers. Hybrid and pure combustion system complexity increases in search of improved efficiency and better control strategy, increasing the number of components with lubrication demand and the interplay between them, while fully electric systems drive for higher input speeds to increase e-motor efficiency, increasing bearing and gear feed rate demands. Added to this, many e-axle and hybrid systems are in development with a shared medium and circuit for e-motor cooling and transmission lubrication. Through all this, the lubricant forms a common thread and is a fundamental component in the system, but no standardized tests can provide a suitable methodology to investigate the adequate lubrication of components at powertrain level, to support the final planned vehicle usage.

E-mobility is a game changer for the automotive domain. It promises significant reduction in terms of complexity and in terms of local emissions. With falling prices and recent technological advances, the second generation of electric vehicles (EVs) that is now in production makes electromobility an affordable and viable option for more and more transport mission (people, freight). Still, major challenges for large scale deployment remain. They include higher maturity with respect to performance (e.g., range, interaction with the grid), development efficiency (e.g., time-to-market), or production costs. Additionally, an important market transformation currently occurs with the co-development of automated driving functions, connectivity, mobility-as-a-service. New opportunities arise to customize road transportation systems toward application-driven, user-centric smart mobility solutions.

Current developments in automotive industry such as hybrid powertrains and the continuously increasing demands on emission control systems, are pushing complexity still further. Validation of such systems lead to a huge amount of test cases and hence extreme testing efforts on the road. At the same time the pressure to reduce costs and minimize development time is creating challenging boundaries on development teams. Therefore, it is of utmost importance to utilize testing and validation prototypes in the most efficient way. It is necessary to apply high levels of instrumentation and collect as much data as possible. And a streamlined data pipeline allows the fleet managers to get new insights from the raw data and control the validation vehicles as well as the development team in the most efficient way. In this paper we will demonstrate a data-driven approach for validation testing.

Today’s automotive industry is changing rapidly towards environmentally friendly vehicle propulsion systems. All over the globe, legislative CO2 consumption targets are under discussion and partly already in force. Hybrid powertrain configurations are capable to lower fuel consumption and limit pollutant emissions compared to pure IC-Engine driven powertrains. Depending on boundary conditions a numerous of different hybrid topologies- and its control strategies are thinkable. Typical approach is to find the optimum hybrid layout and strategy, by performing certain technical design tasks in office simulation directly followed by vehicle prototype tests on the chassis dyno and road. This leads to a high number of prototype vehicles, overload on chassis dynos, time consuming road test and finally to tremendous costs. Our developed approach is using the engine testbed with simulation capabilities as bridging element between office and vehicle development environment.

Image-based methods in vibration measurements typically require the use of complex high-speed camera systems. By using the recently introduced Spectral Optical Flow Imaging method, full-field high-frequency vibration data can be measured using a cost-effective still-frame camera. Using a single camera, only the motion perpendicular to the optical axis can typically be identified. Depth information, lost in the 2D imaging process, can be obtained by employing multi-camera imaging systems. Alternatively, the recently introduced frequency domain triangulation method offers a way of measuring full-field 3D deflection shapes using a single, moving camera. This research presents the required theoretical background to combine the Spectral Optical Flow Imaging and frequency-domain triangulation methods in an experimental modal analysis experiment using a single, moving still-frame camera.

Fused filament fabrication (FFF) 3D printing technology, one of the most accessible additive manufacturing technologies, can be used to create sensors based on different sensing principles, e.g.: capacitance, inductance, piezoelectricity, piezoresistivity. Piezoresistivity (strain-dependent electrical resistivity) has been predominantly used for the creation of static/quasistatic 3d printed sensors with relatively low sensitivity. This study researches the possibilities of a single-process 3d printing of a piezoresistive accelerometer. Initially, the methods for the axial and cross-axial identification of the piezoresistive properties are discussed. It is shown that the sensitivity is highly dependent on the printing parameters, especially the printing track orientation vs the mechanical load orientation. The research on the sensitivity of a 3D printed piezoresistive structure is extended with an inertial mass-based accelerometer design.

Approaching engineering limits for the thermal design of battery modules requires virtual prototyping and appropriate models with respect to physical depth and computational effort. A multi-scale and multi-domain model describes the electrochemical behavior of a single battery unit cell in 1D+1D at the level of intra-cell phenomena, and it applies a 3D thermal model at module level. Both models are connected within a common vehicle simulation platform. The models are discussed with special emphasis on battery degradation such as solid electrolyte interphase layer formation, decomposition and lithium plating. The performance of the electrochemical model is assessed by discharge cycles and repeated charge/discharge simulations. The thermal module model is compared to CFD reference data and studied with respect to its grid sensitivity.

E-mobility is a game changer for the automotive domain. It promises significant reduction in terms of complexity and in terms of local emissions. With falling prices and recent technological advances, the second generation of electric vehicles (EVs) that is now in production makes electromobility an affordable and viable option for more and more transport mission (people, freight). Current e-vehicle platforms still present architectural similarities with respect to combustion engine vehicle (e.g., centralized motor). Target of the European project EVC1000 is to introduce corner solutions with in-wheel motors supported by electrified chassis components (brake-by-wire, active suspension) and advanced control strategies for full potential exploitation. Especially, it is expected that this solution will provide more architectural freedom toward “design-for-purpose” vehicles built for dedicated usage models, further providing higher performances.

In 2017 the European authorities put into effect the first part of a new certification test procedure for Real Driving Emissions (RDE). Similar tests are planned in other regions of the world, such as the upcoming China 6a/6b standards, further tightening emission limits, and also the introduction of RDE tests. Both restrictions pose challenging engineering tasks for upcoming vehicles. RDE certification tests feature significantly more demanding engine operating conditions and thus, emit more pollutants by orders of magnitude compared to known cycles like NEDC. Here, especially the reduction of NOx is a specific technical challenge, as it needs to compromise also with reduction targets on carbon dioxide. The fulfilment of both emission limits requires a widening of the focus from an isolated engine or exhaust aftertreatment view to a system engineering view involving all hardware and software domains of the vehicle.

At first glance RDE seems to be a road testing topic only, mistakenly. While Type approval test must be performed at the Road and Chassis Dyno, development work beforehand delivers solutions fulfilling the demanded legislation limits. Making the right development steps and decisions will lead to a technical solution within economy of scales. Much of this work done happens on engine testbeds and Real Driving Emissions (RDE) per UN-ECE legislation or the new test cycle for the chassis dyno according WLTP (Worldwide Harmonized Light-Duty Test Procedure) will not change that. The question is, are engine test beds fit for this new challenge or are changes required? One characteristic element of RDE is the randomness of operating conditions generated by a road drive. There must be found a way, to achieve RDE relevant test conditions in a most reproducible manner.

Fuel consumption is the most important contributor to the total cost of ownership for mass produced motorcycles. Therefore, best fuel economy is one main influencing criteria for a decision to purchase motorcycles. Furthermore, increasingly stringent emission legislations limit and additional OBD requirements must be fulfilled. A new combined test approach has been developed that minimizes accuracy losses in the development process which compensates for the variability of driving behavior in the chassis dyno environment. An engine testbed combined with a belt drive transmission enables operation in single engine or in Powerpack (i.e. internal combustion engine including transmission) configuration as well as under steady state or dynamic operating mode. Since the belt drive transmission is integrated in the test rig, realistic inertia situation for the single engine operating test configuration is ensured.

State-of-the-art motorcycle engines consist of numerous variable components and require a powerful motor management to meet the growing customer expectations and the legislative requirements (e.g. exhaust and noise emissions, fuel consumption) at the same time. These demands are often competing and raise the level of complexity in calibration. In the racing domain, the optimization requirements are usually higher and test efficiency is crucial. Whilst the number of variables to control is growing, the time to perform an engine optimization remains the same or is even shortened. Therefore, simulation is becoming an essential part of the engine calibration optimization. Considering the special circumstances in racing, involving valuable hardware, as well as extremely short development and calibration iteration loops, only transient testing is possible.

Wall flow particulate filters have been used as a standard exhaust aftertreatment device for many years. The interaction of particulate matter (PM) regeneration and catalytically supported reactions strongly depends on the given operating conditions. Temperature, species concentration and mass flow cause a change from advective to diffusive-controlled flow conditions and influence the rate controlling dominance of individual reactions. A transient 1D+1D model is presented considering advective and diffusive transport phenomena. The reaction scheme focuses on passive PM conversion and catalytic oxidation of NO. The model is validated with analytical references. The impact of back-diffusion is explored simulating pure advective and combined advective diffusive species transport. Rate approaches from literature are applied to investigate PM conversion at various operating conditions.